The Hubli – Dharwad BRTS project is implemented with the assistance of World Bank – GEF assisted Sustainable Urban Transport Project (SUTP). In this project, a dedicated Bus Rapid Transit corridor of four lanes is developed between the twin cities of Hubli– Dharwad for facilitating fast, safe, comfortable, convenient and affordable public transport. The project also includes other components like intelligent transport system, development of pedestrian infrastructure in the twin cities of Hubli & Dharwad, development of bus terminals, depots etc.

The Hubli – Dharwad BRTS ( H-D BRTS) project is being implemented by the Hubli – Dharwad BRTS Company Ltd. The stakeholders in the Company include Government of Karnataka, Hubli-Dharwad Municipal Corporation, NWKRTC and Hubli-Dharwad Urban development authority. The Company is supported by the Directorate of Urban Land Transport (DULT), Urban Development Department (UDD), Government of Karnataka (GOK) in planning and implementing the BRT project.

The Hubli-Dharwad Bus Rapid Transit (BRT) project focuses on comprehensive improvements to public transport infrastructure in the twin cities of Hubli-Dharwad. The project emphasizes on promotion of sustainable means of transport i.e. public transport through segregated bus lanes and walking and cycling. The project envisages a monitoring frame work whereby the Public transport service level parameters like frequency of services, quality of services, adherence to schedules etc., are monitored and evaluated on a regular basis thereby leading to improved quality and service delivery.

A dedicated BRT corridor would be developed between the twin cities of Hubli and Dharwad. The length of the corridor is 22.25 km. A four lane (44m RoW), median BRT corridor would be developed from Hosur circle in Hubli to Jubliee circle in Dharwad and a three lane (35m RoW) median BRT corridor would be developed between Hosur Circle, Hubli to Naveen Hotel, Hubli and between Gandhi Nagar cross Dharwad to Jubliee circle , Dharwad . Two types of services would ply in the corridor: regular services and express services. NWKRTC would be operating the bus services. No other vehicle except BRT buses would be allowed in the corridor. The bus stations would be located between the BRT lanes. Each bus station would cater to commuters in both the directions. There would be bus stations along the corridor.

The BRT buses would be standard, 900 mm, 12 meter long buses. There would be normal buses and articulated buses. The salient features of BRT are level boarding which is disabled-friendly, off-board ticketing, passenger information system in the buses and bus stations, trained drivers, controlled access to the stations, uniquely branded BRT stations and buses etc.

The transit infrastructure i.e. bus depots, terminals etc of both H-D BRTS and NWKRTC would be upgraded to modern standards. Interchange facilities would be developed to ensure minimum transfer times and hassle to commuters transferring from other intra-city services to BRT and from BRT to other services including inter-city services.

The number of vehicles in Hubli and Dharwad is increasing at the rate of 14% per annum. With the increase in vehicles, there is an increase in congestion, air pollution etc. It is a known fact that any day public transport is a more sustainable urban transport solution. It is a fallacy to think one could build one’s way out of congestion. Experience of other cities has clearly shown that construction of grade separators is at best a temporary solution. On the road between Hubli and Dharwad, only 7% of the total passenger vehicles that are plying are buses but they carry about 70% of the traffic between the two cities. Transportation studies conducted for Hubli and Dharwad have clearly indicated that without a dedicated corridor for buses and improvements to public transit infrastructure, the share of public transport would go down leading to further traffic problems.

Even if the widening of the road is limited to four lanes, it would be just a matter of time before the four lanes would get saturated and the benefits of widening are quickly nullified by increased number of vehicles coming on to the roads. It is clear that BRTS is a long term and more sustainable solution for the twin cities.

It must be noted here that transit patronage between Hubli and Dharwad for suburban rail operations is negligible compared to road-based transport. The present rail lane between Hubli and Dharwad requires doubling/electrification etc. before suburban rail could operate and would also require land acquisition and it may entail higher costs than BRTS. Moreover as per our knowledge, the Ministry of Railways has no plan for investing on suburban rail operations between the two cities. At present, there are buses with headway of one minute between the two cities. There is no way that this headway could be possible in train operations as the same track has to be shared with long distance/freight operations. The reach and accessibility of BRTS would be any day better. Hence, BRTS is a far better alternative.

During the preparation of Draft Project Report for Hubli-Dharwad BRTS, a number of traffic surveys have been done to elicit data on commuter travel patterns. 50% of the demand as on date for public transport is between Hubli and Dharwad cities with Navanagar being an important stop. It is expected that with time, there would be significant urban settlements between Hubli and Dharwad. North Western Karnataka Road Transport Corporation (NWKRTC) is running limited express services in addition to regular services between the two cities. Thus, BRTS must cater to the requirements of different sections of commuters using public transport and express/limited express services have to be a part of BRTS service planning. Hence, overtaking lanes have to be provided for facilitating the limited express/express services to over take regular services. Provision of overtaking lanes is also a best practice as proved in the world- renowned BRT systems across the world with a similar ridership.

Two different cross-sections have been proposed for the BRTS corridor. 44m width of RoW is proposed between Naveen Hotel in Hubli to Gandhinagar cross in Dharwad. 35m RoW is proposed between Naveen Hotel to Hosur cross in Hubli for about 4.2 kms and Gandhinagar cross to Jubilee circle in Dharwad for about 2.89km. Though 44m RoW is the minimum width required for BRTS, in order to reduce the project impact in heavily built area, the RoW has been reduced to 35m. No further reduction is possible as the system is already functioning under a constraint.

BRTS is a mass transit system – it is supposed to result in faster travel times for people travelling in bus systems. Running BRTS in mixed traffic is not advisable. When buses run with other traffic, the speed of buses and other traffic goes down. Running in mixed traffic means that buses get delayed, reliability suffers and the basic objectives – rapid public transit, reliable services – get defeated. Evidence from other BRTS cities suggests that segregation benefits both buses and mixed traffic also.

The approximate cost of the project including land acquisition and rehabilitation and resettlement costs is Rs 692 crores. About US $ 55 million of loan (Rs.259crores at present exchange rate) and US $ 1.9 million grant is available from SUTP.

As the project envisages construction of four lane BRT corridor along with the two mixed traffic lanes on either sides of BRT corridor, acquisition of 63 acres of land is required. The land is proposed to be acquired under the Karnataka Highways Act. The Chief Engineer, KRDCL is notified as the land acquiring authority under the Karnataka Highways Act. Notice u/s 15 of the Karnataka Highways Act has been issued on 10.9.2012. Notification published in news paper as per Section 15 of KHA on 21-11-2012 and 31-12-2012.

As a part of the Hubli – Dharwad BRTS project, a re-settlement action plan has been prepared and this action plan gives the details of the entitlements to be given to different categories of project affected persons. The object of re-settlement action plan is to ensure that the interests and welfare of the project affected people is kept in mind during the implementation of the project.

In case of title holders of land or structure proposed to be affected for the project, a survey of all the affected properties has been done and affected survey numbers/property numbers along with the affected extent has been identified. In addition, a detailed socio-economic survey has been done as a part of the BRT project to identify the different categories of persons who would be affected by the project. Videography of the entire length of the road has also been done. The compensation to the legal title holders will be paid through the consent award wherein the negotiation of the fair price to be paid to the land losers will be conducted by a committee headed by the Deputy Commissioner.

In all cases where the land and/or structure of title holders are affected, the resettlement action plan proposes that the compensation for the land/structure is determined through the consent award. It also proposes that the compensation for the structure would be as determined by the Public Works Department without any depreciation whatsoever. Other structures like trees, wells etc. will be compensated as per the valuation done by the concerned departments. In addition to the title holders, compensation by way of shifting allowance is proposed for the tenants. The entitlements proposed for different categories of persons as per the re-settlement action plan are as follows:-


Compensation through consent award. Negotiation committee under DC constituted.

Structure compensation as estimated by PWD, without depreciation.

Additional 25% compensation for partially affected structures towards reconstruction.

Crop/tree damage compensation as assessed by concerned Departments.

Exemption of Stamp duty and registration charges on property purchased with compensation amount.

Shifting assistance of Rs. 5,000 for major impact structures.

For Commercial Structure and Residential cum Commercial Structure- Livelihood Restoration allowance Rs.15,000


Rental allowance for 6 months- Rs 1200 per month for residential and Rs 1800 for commercial categories per month.

Shifting assistance of Rs. 5,000 for major impact structures.

For Commercial Structure and Residential cum Commercial Structure- Livelihood Restoration allowance of Rs.15,000 for major impacts.


Shifting assistance of Rs. 5,000 for major impact structures.

For Commercial Structure and Residential cum Commercial Structure- Livelihood Restoration allowance Rs.15,000 for major impacts.


Ex-gratia for affected structure based on current PWD schedule of rates without depreciation.


Shifting assistance of Rs. 5,000 for major impact structures.

For Commercial Structure and Residential cum Commercial Structure- Livelihood Restoration allowance Rs.15,000 for major impacts.

Kiosks which are licensed for fixed locations, preferential allocations of alternate commercial space by HDMC.


(People belonging to SC/ST, Widows, Physically challenged and those aged above 60 yrs)

Assistance to include in government pension schemes if not included, if eligible as per Government criteria

For Commercial Structure and Residential cum Commercial Structure- Livelihood Restoration allowance Rs.15,000 for major impacts.


Conservation, protection, compensatory replacement

The common property resources and the community infrastructure will be relocated in consultation with the community.

The affected persons can lodge a complaint with the Managing Director, Hubli – Dharwad BRTS Company Ltd. about their complaints or grievances. In case they are not satisfied with the decision, they can take the matter to the Grievances Redress Committee (GRC). Grievance redress committee has been established to hear complaints, if any, from the project affected persons and to facilitate resolution. The Grievance redress committee is headed by DC, Dharwad district with representation from governmental and non- governmental organizations.

Land acquisition is nearing completion. Already 68.39 acres of land is acquired out of 72.29, HDBRTS intended to complete remaining land acquisition soon and complete the project within the revised timelines.

By comparing to the present bus fare, the HDBRTS bus fare will be kept affordable to public, present bus pass system will be continued and smart card system will also be introduced.

Off board ticketing system will be provided. Instead of bus conductor, the passengers have to take the ticket in the bus station before boarding the bus. In every bus station there will be a ticket counter, and passengers can buy a paper ticket or they can also buy and use the smart card.

No. Focusing on future 30 year of urban development, this project has been designed. If fly over is constructed there will be problems for future urban development, so the design is being implementing as per the original plan.

Land acquisition is nearing completion. Already 68.39 acres of land is acquired out of 72.29, rural area and urban area land price fixation meetings are completed. The land rate for Dharwad urban and Navaluru rural area is fixed and the government has approved. Amargol, Rayapur, Sattur, Unkal Zone 4 & 5 compensation has been distributed. In Hubballi, Dharwad, Lakmanhalli, Navalur, Bairidevarkoppa & Unkal areas, the distribution of the compensation amount is in progress.

In BRTS corridor totally 3 fly overs will be constructed at Navanagar, Unakal & Unakal cross respectively.

In Dharwad, HDBRTS terminal will be constructed at Mitra Samaja, opposite to the corporation.

In twin city, 100 Volvo buses of 12 meter length and 30 articulated buses of 18 meters of TATA Company will be operated. In these buses, latest IT technology will be configured. All Buses are air conditioned, through AVL - Automatic vehicle location system, we can know the bus location, timings of arriving and departure.

Total eight Foot over Bridges will be constructed at the heavy traffic junctions along the corridor. FOB’s will be constructed at the Rani cinema circle, Hosur Interchange, Prerana College, Unkal lake, Navanagara, Rayapur, SDM Hospital & Court circle Dharwad. Instead of steps, ramp is provided for FOBs which will help for aged and disabled pedestrians for utilizing the facilities. Lift facilities also provided to help elderly, physically challenged.

Yes. Safety is taken through synchronizing signaling and In every rural area and bus stop, attention to safety has been given while crossing the road at grade. To take control over the vehicles, speed breaker will be constructed so the public can reach BRTS bus without any risk of accidents. Zebra crossing and pedestrian signals will be installed near every bus stations. Barricading will be put all along the BRTS corridor to restrict un authorized crossing in the middle and to prevent other vehicles entering BRTS lanes.

Based on studies conducted in India and other countries, it was evident that foot over bridges are very secure than subways. It is also witnessed that illegal activities may take place in the subway. Hence subway are not proposed

It depends on the passenger intensity, normally it stops for 15-20 seconds.

Between Hubballi and Dharwad, 30-31 bus stations will be constructed at approximately 500m intervals. Normal BRTS buses will stop at all the bus stations and express buses will stop at pre designated bus stations between Hubballi and Dharwad.

No. Both normal and express service buses are available.

Yes, in the website, BRTS office, and in the bus station information will be provided. In each bus station, ticket issuing personnel will help the commuters with the relevant information.

As BRTS buses will have priority to move first, there will no much delay in BRTS bus travel time.

NWKRTC will operate the BRT buses in between Hubli and Dharwad. They will still provide city and rural services. Other private vehicle can travel in the mixed traffic lanes.

When HDBRTS project implemented many tress have been saved and some of the trees have been cut down where it was necessary for road widening. Green BRTS program of HDBRTS initiative is planting more number of plants than which are cut during the process of construction. Green BRTS initiative will plant trees and plants along the BRTS corridor once the construction is completed.

In first phase, 1750 trees and in second phase, 860 trees have been cut down. Green BRTS initiative has planned to plant total of 18000 trees. In 2103, 8000 trees, in 2014, 4000 trees and during the present year, in school-College and garden, 1800 trees have been planted.

Yes. Cherry, Black berry, Sita, ashok, Violet, Neem and other Indian species of plants have been planted.

Yes. Special training will be given to all BRTS staff and drivers. In training, we will impart the subjects like how to communicate and behave with passengers and on how to react during emergencies. Information and feedback will be gathered from passenger surveys on how to improve the services.