Delhi Bus Rapid Transit System

The project was well used but was criticised for the difficulty of access to the bus platforms, which were in the middle of the road, for lack of enforcement and for the effect it had on other motor traffic.

The Aam Aadmi Party Government had announced the scrapping of bus rapid transit system [1] and it was dismantled in 2016, because of traffic congestion and accidents.

[citation needed] The Delhi Metro opened its first section in 2002 and now carries 2.06 million passengers each day (as of 2011).

In 2002, Supreme Court issued an order to convert all diesel buses to compressed natural gas (CNG) to reduce air pollution; however, average total suspended particulate (TSP) level is still considerably higher than World Health Organization’s (WHO) recommendations.

The city delayed implementation of a further 14 fast-track bus corridors in response to the level of controversy created by the first scheme.

During the nine-month-long legal challenge the Delhi High Court initially ruled that private vehicles should be allowed the use of the bus lanes on a temporarily basis and ordered the government to review the feasibility of the project.

[9] The high court subsequently ruled in favour of the bus rapid transit system concluding that "a developed country is not one where the poor own cars.

Electronic Passenger information system displays were available in all bus shelters with the new low-floor buses on four routes – 419, 423, 521 and 522 being fitted with GPS tracking.

Approximately 200-250 buses which cross the junction each peak hour carry some 11,000-12,000 passengers (which is 55-60% of the total people movements).

A further some 15-20% of people use private vehicles including cars, two wheelers and auto rickshaws and make up 90% of the traffic.

The Operational Control Centre (OCC) at Kashmere Gate and a camp office at DTC Khan Pur Depot monitored the daily progress.

Respondents preferred to use their private vehicles due to inflexibility and unreliability of the bus system (according to a DIMTS commissioned socio-economic survey at BRT Corridor [citation needed]).

[8] While the system was under operation, frustrated vehicle owners chose to violate rules with impunity by using the bus lane, defeating the very purpose of BRT.

We have received complaints of pile-ups on the non-BRT lane and the long signal cycle adds to the delay in smooth crossover on the stretch," says joint commissioner of police (traffic) Satyendra Garg.

Not only are there no proper pedestrian crossings for road users on the BRT, the maintenance of the stretch is so poor that most of the safety markers, like bollards and speedbreakers, are broken and in a state of severe disrepair.