finn - bus based transit - session a - 14th november 2012.ppt · 1 blok m - kota gaaj h madah/ ayam...
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BUS–BASED TRANSIT
INTERNATIONAL EXPERIENCE WITH BRT AND BHLS
B FBRENDAN FINN
ETTS LTD.
All unattributed images are by the Author
Scope of this Presentation
Bus Rapid Transit (BRT) Bus Rapid Transit (BRT)
Bus with High Level of Service (BHLS)
M i f BRT d BHLSMetrics for BRT and BHLS
International findings
Spectrum of Bus-Based Transit
High performance, high capacity BRTg p , g p y Major infastructure, rapid service, intensive services
Up to 1 million passengers/day
Bogota Guangzhou Istanbul Bogota, Guangzhou, Istanbul, …
High-performance, moderate capacity BRT Major infastructure, rapid service, strong service
Range 100-250,000 passengers/day
Brisbane, Ottowa, Beijing, Mexico City, …
Bus with High Level of Service (BHLS) Bus with High Level of Service (BHLS) Moderate/little infrastructure, focus on reliability and quality
Range 25,000-65,000 passengers/day
Amsterdam, Gothenburg, Stockholm, Paris, Madrid, Hamburg, …
Features of BRT
Source : Sam Zimmerman, World Bank
VehiclesVehicles
Running WaysRunning Ways
Stations & TerminalsStations & Terminals
SystemsSystems
Service PlanService Plan
Features of BRT – Running Ways
Source : Sam Zimmerman, World Bank
VehiclesVehicles
Running WaysRunning Ways
Stations & TerminalsStations & Terminals
SystemsSystems
Service PlanService Plan
Running Way options
Dedicated bus road Exclusive road for use of buses
Operate at up to 100 kph (Adelaide, Brisbane)
Median dedicated lanes – centre of the road Usually have physical segregation
Passing lane required for high efficiency Passing lane required for high efficiency
If stations in the centre, probably need dedicated fleet
If lateral stations, can offset to reduce road-take requirements
Lateral dedicated lanes – located at edge of the road May have problem to gain sufficient pavement width
More difficult if many existing roadside uses
Features of BRT – Stations and Terminals
Source : Sam Zimmerman, World Bank
VehiclesVehicles
Running WaysRunning Ways
Stations & TerminalsStations & Terminals
SystemsSystems
Service PlanService Plan
Features of BRT – Service Plan
Source : Sam Zimmerman, World Bank
VehiclesVehicles
Running WaysRunning Ways
Stations & TerminalsStations & Terminals
SystemsSystems
Service PlanService Plan
Service Plan – Mixed service type
●● Base: AllBase: All--day, allday, all--stops trunk line stops trunk line l kl k l lll ll d id i
Source : Sam Zimmerman, World Bank
●● Overlay: PeakOverlay: Peak--only or allonly or all--day express servicesday express services
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115 CORRIDORS OF BUSWAY 5 CORRIDORS OF BUSWAY -- JAKARTA 201JAKARTA 20155
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3 15
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1 Blok M - KotaGajah Mada/Hayam Wuruk – Majapahit – M. Merdeka Barat –Mh. Thamrin – Jend. Sudirman - Sisingamangaraja
2 P.Gadung – HarmoniPahlawan Kemerdekaan – Suprapto – Senen – Juanda -Harmini CB – Merdeka Barat – Kwitang
3 Kalideres - HarmoniDaan Mogot – Kyai Tapa – Hasyim Asyhari – Harmoni CB – Juanda – Pasar Baru
4 P.Gadung – Dukuh AtasPemuda – Pramuka - Tambak – Sultan Agung – Setia Budi
12
14
AB
11
g g
5 Kp.Melayu - AncolJatinegara – Matraman Raya – Kramat Raya – Senen – Gunung Sahari
6 Ragunan – KuninganWarung Jati – Mampang Prapatan – Rasuna Said – Latuharhari –Sultan Agung – Rasuna Said
7 Kp.Melayu – Kp.RambutanOtista – Cawang – Sutoyo – Raya Bogor
8 Lebak Bulus – HarmoniPondok Indah – S. Iskandar Muda – T.Nyak Arief –Jalan Panjang – Daan Mogot – S.Parman – Tomang – Harmoni CB
Pi ti Pl it
7
8
13
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9 Pinangranti - PluitSutoyo – Haryono – Gatot Subroto – S.Parman – Jembatan 2 Latumenten
10 Cililitan - Tanjung PriokSutoyo – DI. Panjaitan – A. Yani
11 Ciledug - Blok MHos Cokroaminoto – Cileduk Raya – Kya Maja
12 Kalimalang - Blok MKalimalang – Let Haryono – Kapten Tendean – W. Minginsidi
13 Depok - ManggaraiDepok ManggaraiMargonda – Lenteng Agung – PS. Minggu – Prof. DR Supomo – Minangkabau
14 Pulo Gebang – Kp.MelayuSentra Prima – Soekanto – Soegiono – Basuki Rachmat – Pedati
15Tanjung Priok - PluitTg. Priok - Kemayoran - Pluit
Features of BRT
Source : Sam Zimmerman, World Bank
VehiclesVehicles
Running WaysRunning Ways
Stations & TerminalsStations & Terminals
SystemsSystems
Service PlanService Plan
Features of BRT
Source : Sam Zimmerman, World Bank
VehiclesVehicles
Running WaysRunning Ways
Stations & TerminalsStations & Terminals
SystemsSystems
Service PlanService Plan
ITS systems for BRT
Operations Managementp g Automatic Vehicle Location and Management
Traffic Signal Priority
S i d S l i d Service and System planning and support
Collision avoidance/warning
Precision docking Precision docking
Customer-facing and support services Automatic fare collection
Real-time passenger information
Journey planning
S it d t t Security and passenger management systems
Fare collection at BRT Stations
Smart Card Fare GatesSmart Card Fare GatesTransMillenio, Bogota
Mag TicketMag. TicketQuito: TroleBus
Source : Sam Zimmerman, World Bank
Image and Marketing - Brisbane
Brisbane: S.E. BuswayBrisbane: S.E. Busway
69 Source : Sam Zimmerman, World Bank
BHLS Bus with High Level of BHLS– Bus with High Level of Service
C A P A C I T Y A N D C O S TC A P A C I T Y A N D C O S T
F E A T U R E S
E X A M P L E S
What is BHLS?
BHLS? Derives from French term ‘BHNS’, maybe later another name
Generic term for a wide range of quality bus systems
Is it BRT? Not exactly, a different product in the spectrum of bus priority
Focus more on reliability/quality than on speed/capacity Focus more on reliability/quality than on speed/capacity
Holistic approach Improved operating environment – reliability, better speed Improved operating environment reliability, better speed
Higher quality vehicles with better comfort and image
Improved passenger facilities – stops, terminals, ...
Branding, marketing, ‘repositioning the product’
Case Study 1 : Nantes, France
Opted for Busway rather than additional LRT Started 2006, 7km, 15 stations
Designed to tram-style specification Designed to tram style specification
4 min frequency, 20 km/hr
25,000 px.day
Key design features: Key design features: 4 park’n’ride facilities
Articulated buses, CNG
Priority at traffic signals
High quality design in city centre
High-specification vehicle High specification vehicle
Like BRT in style, not in volume
Case Study 2 : Zuidtangent, Netherlands
Priority channel for busesy Dedicated lanes between Haarlem
and Schiphol, then bus priority
24 km 1 8 km in tunnel 35 km/hr 24 km, 1.8 km in tunnel, 35 km/hr
Intervals 6-8 minutes, 24/7
40,000 passengers dailyp g y
Use normal buses, normal contracts
Additional features: Integration with rail at many places
Efficient stop dwell times
Euro 5 emissions standard models Euro 5 emissions, standard models
Unique design elements, identity
Bicycle facilities - Amsterdam
Bike’n’Ride
i bik ki Extensive bike parking
Amsterdam, Almere
Bik b i Bike on bus is rare
O. HEDDEBAUT
Case Study 2 : Cambridge, UK
Cambridgeshire Guided Busway Operates on dedicated bus road
Converted disused rail line
Links developing towns to city Links developing towns to city
Deregulated environment
Operators bear revenue risk
M d t t k h i t f d Modest track charge, maint. fund
Key features Two track guided buswayg y
Normal street mode in Cambridge
4 routes by 2 operators
Driving speed 80 kph Driving speed 80 kph
Customer comfort - Cambridge
WiFi on bus WiFi on bus
Socket for PC, phone
Leather seats Leather seats
CCTV for securityO. HEDDEBAUT
O. HEDDEBAUTO. HEDDEBAUT
Case Study 3 : Lund, Sweden
Lundalänken Prioritised bus link from Central Station to
University, Business Park
Total 6 km length Total 6 km length
600 m new build, some dedicated road
Priority to normal buses Services of City and Region
Regular bus routes, regular buses
i h b i ill f Give the bus space, it will perform
Provision for the future Lundalänken extended to outer area Lundalänken extended to outer area
City owns the land, will benefit
BHLS - Real-time information – in-vehicle
Next stop
f i Transfer routes, times
Announcements
O. HEDDEBAUT
O. HEDDEBAUT
Paris TVM – Ticket Vending Machine
Ticketing Vending Machine :to buy ticket (magnetic technology)to reload your pass (contactless tecnhology)
Source : RATP
Paris TVM – Traffic Signal Priority
Priority announcement helping driver to adapt the speed of the bus at cross road
Effective taking into account when it is flashing
Priority announcement helping driver to adapt the speed of the bus at cross road
Announcing a change of phase when it is flashings
Bus running and carcar stopped
Source : RATP
Global deployment of Bus-Based Systems
Region Selected Cities with BRT (* in development)
Australia Adelaide, Brisbane, Sydney
North America Cleveland, Guatemala City, Los Angeles, Mexico City, Pitt b h VPittsburgh, Vancouver
South America Bogota, Cali, Curitiba, Pereira, Porto Alegre, Quito, Recife, Santiago, Sao Paulo
Europe (BHLS) Amsterdam, Cambridge, Eindhoven, Madrid, Nantes, Paris
China Beijing, Changzhou, Dalian, Guangzhou, Hangzhou, Jinan, Kunming, Xiamen,
Asia Ahmedabad, Amman, Bangkok, Cebu*, Delhi, Indore, Istanbul, Jakarta, Manila*, Nagoya, Pune, Seoul, Taipei
Africa Accra*, Cape Town, Dar es Salaam*, Johannesburg, Lagos, Pretoria (Tswane)*
Actual throughput on selected BRT systems
System DAILY Ridership
Beijing South Line 90,000
Brisbane SE Busway 150,000
Lagos, BRT-Lite 200,000
Ottowa Transitway system 200,000
M i I tMexico Insurgentes 225,000
Guangzhou, China 800,000
Istanbul Metrobus 895 000Istanbul, Metrobus 895,000
Bogota, Transmillenio > 1 million
Luas both lines 80 000Luas – both lines 80,000
Dublin Bus – total network 450,000
Capital costs for on selected BRT systems
System $ million/km
Lagos, BRT-Lite 1.7
Curitiba 2.5
Bogota, Transmillenio 3-10
Mexico City Insurgentes 4
Bangkok 4.7
Beijing South Line 5
Cleveland Healthline 10.4
Dublin Luas – both lines c. 35
bli (f )Dublin Metro West (forecast) c. 50
Dublin Metro North (forecast) c. 200
BHLS in Europe
Country Cities with BHLS
England Cambridge, Crawley, Dartford, Leeds
France Lille, Lorient, Lyon, Nantes, Paris, Rennes, Rouen, Toulouse
Germany Essen, Hamburg, Oberhausen
Ireland Dublin
Italy Brescia*, Pisa, Prato
Netherlands Alkmaar, Almere, Amsterdam, Eindhoven, Twente, Utrecht
Spain Barcelona*, Castellón, Madrid
Sweden Gothenburg, Jönköping, Lund, Stockholm
Technical Performance of BHLS
Peak and daily ridership are comparable to many tram systems, rarely operating at full system capacity 1,000 – 2,500+ pphpd
23,700 – 65,000 px/day3,7 5, p / y
Commercial speed and frequency are good 16 – 35 kph (10-22 mph)
hi l /h 12-40 vehicles/hour
equal to or exceed that of European street tramways
Seating ratio at peak is medium to high g p g 34-84%
Investment cost of facility is low and quite affordable $ 6 illi /k $3-16.5 million/km
Buses can deliver needed capacity
The major BRT systems have very high capacityj y y g p y Bogota’s Transmillenio carries 45,000 passengers per hour, per
direction – more than most metro lines Istanbul’s Metrobus carries almost 900,000 px/day – more than 9 , p / y
Dublin Bus, DART, LUAS and Metro North combined Guangzhou BRT carries >800,000 px/day
Many BRT systems operate at light railway capacity, a y sys e s ope a e a g a ay capac y,exceeding urban LRT/tramway capacity Mexico city, Brisbane, Ottowa, Lagos > 200,000 px/day
Many BHLS systems match street tramway capacity Many BHLS systems match street-tramway capacity Ridership on many rail systems turns out to be far
short of initial planning forecasts, design capacity How often were bus-based systems ruled out incorrectly?
BRT can operate at short intervalsBRT can operate at short intervals
Some planners presume a single route, and then p p g ,assume that a low headway cannot be managed
Most BRT systems operate multiple routes: Overlapping routes might not all stop at every station Overlapping routes, might not all stop at every station Individual route headways may be in range 3-20 minutes Multiple loading bays at the stations to maximise throughput
R t /V hi l it b hi h Route/Vehicle capacity can be high: Guangzhou BRT has 28 routes on the main trunk, possible 41 In Seoul, the BRT carries 250 buses per hour, per direction
However, this is a critical point of the BRT design Throughput of vehicles at stations Throughput of passengers at stations Throughput of passengers at stations Throughput of buses at junctions
BRT is more than tram on tyres
BRT is a different mode, different characteristics, BRT can indeed be designed in the same style as tram …
…but then it does not exploit the characteristics of bus
BRT is a ‘service plan’ availing of the infrastructure Route system rather than end-to-end services
Routes can join/leave the running way reducing the need for Routes can join/leave the running way, reducing the need for passenger transfer (and less need for big interchange stations)
Options for express, limited stop, and premium services
Non-BRT buses/routes may also use it non-stop as a ‘channel’
Business and operator factors are important
Can be developed incrementally
Car-users will use high-quality busg q y
Major ridership gains in BRT in South America, Asia, j p g , ,Australia
Significant % of new riders in North American and South American BRT come from carSouth American BRT come from car
Major ridership gains in European BHLS (range 20-140%)
Some mode shift from car in European BHLS When of high quality, BRT has high customer
perception matching LRT (e g Los Angeles) perception, matching LRT (e.g. Los Angeles) ‘Mode constant’ is increasingly shown to be outdated Growing body of research that transit characteristics
are what matter to the user (speed, reliability, comfort)
Bus systems can enhance land-valuey
M t t il d t h i t Metro, commuter rail and tram have proven impact on land-value, development, and property prices/rents
Research on bus transit has been minimal … … but, absence of evidence is NOT evidence of absence In Europe, bus transit projects are below investment
th h ld i i f ll t d li i lthresholds requiring full post-delivery appraisal BRT is a new mode, evidence is beginning to emerge: In Cleveland, $4.3 billion investment along the busway, $4 3 g y In Pittsburgh, $800 million investment along the busway In Seoul, significant value increase in property value on BRT In Curitiba, the BRT lines have shaped the city, p y
Some BRT/BHLS focus on improving urban-scape
Summary
BRT and BHLS are established and proven transit modes
In almost all cases, bus can provide the required functionality at affordable cost and in short delivery time
M ti h b h t b i t Many presumptions have been shown to be incorrect Bus transit can achieve significant ridership growth
Bus-based transit can attract car users and achieve modal shift
BRT can stimulate property development and raise land values
BRT experience suggests that it is the attributes of transitthat achieve the results rather than the technology usedthat achieve the results rather than the technology used
A fundamental rethink of the role of bus within the “transportation hierarchy” is required
International know-how and resources are available
Information resources for BRT, BHLS
ITDP – www.itdp.orgBRT Pl i G id li ( i ) BRT Planning Guidelines (2007, v.4 in 2012)
Review of US BRT, case studies
EMBARQ – www.embarq.org Case study materials, usage guidance, evaluation
COST Action on BHLS - www.bhls.eu Final report available 11/2011 (at POLIS Annual Conference)
US National BRT Institute – www.nbrti.org
SUTP – www.sutp.org
Volvo Centre of Excellence, Santiago – www.brt.clVolvo Centre of Excellence, Santiago www.brt.cl
US TRB/TCRP - www.trb.org/TCRP/Public/TCRP.aspx
World Bank, APTA, UITP, …
Th db ( f ) th db f i Thredbo 12 (conference) – www.thredbo-conference-series.org
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