keys to success in bus systems

Keys to Success in Bus Systems

Dario Hidalgo, PhDSenior Transport Engineer

EMBARQThe WRI Center for Sustainable Transport

Ahmadabad, India, July 31, 2009

Agenda

The challengeThe importance of Bus SystemsRecent Examples

Delhi, IndiaGuadalajara, Mexico Ahmadabad, India

Conclusions

62.4 78.9 109159

217285

372

473

583

700

820

0

100

200

300

400

500

600

700

800

900

1951 1961 1971 1981 1991 2001 2011 2021 2031 2041 2051

Pop

ulat

ion

(Mill

ions

)

Urban population in India is expected to double in a 30 year

period

Projected

Source: O.P. Agarwal and S. Zimmerman “Towards Sustainable Mobility in Urban India”, Presented in the Annual TRB Meeting, Washington D.C. January 2008

The number of motor vehicles is growing twice as fast as the population in India – mainly two wheelers (71%)

0

10

20

30

40

50

60

70

80

1951 1961 1971 1981 1991 2001 2004

Thousands

Total M2W Cars Buses Goods

Source: O.P. Agarwal and S. Zimmerman “Towards Sustainable Mobility in Urban India”, Presented in the Annual TRB Meeting, Washington D.C. January 2008

Financial, institutional, physical resources are constrained

Congestion

Accidents

Pollution

Energy Consumption

Reduced Competitiveness and Quality of Life

Sustainable Urban Transport

Pedestrian and Bicycles

Public Transportation

Transit Oriented Development

Disincentives to Car Use

Bycicle Tracks and Pedestrian Facilities – Delhi BRT Corridor

Total Energy Use By Mode

0

1

2

3

4

5

6

7

1980 2000 2030: BAU 2030 FuelEff.

2030:TWW

2030: SUT 2030 ExtraEffort

EJ T

otal

Del

iver

ed E

nerg

y

Rail

Buses

3 Wheelers

2 Wheelers

Cars

Schipper L. Banerjee I. and Ng W.S. “CO2 Emissions from Land Transport in India Scenarios of the Uncertain”, TRB Annual Meeting, Washington, DC, January 2009

27% Less Energy as compared with 2030 BAU

Bus systems are fundamental in sustainable transport

Reduce travel time and cost, improve convenience to transit commutersReduce the quantity and severity of accidents (fatalities, injuries, property losses) Reduce energy consumption and harmful emissions

Any city needs a good bus systemIndore is well advanced in having a good bus system – improvements are underway (more buses, better control)

High demand corridors need Bus Rapid Transit – BRT

Greatly improve performance and quality of service

Bus Rapid Transit (BRT)

SegregatedBusways

Large BusesMultiple Doors

Stations with Prepayment and Level

Boarding

Centralized Control

Distinctive Image

Agenda

The challengeThe importance of Bus SystemsRecent Examples

Delhi, IndiaGuadalajara, Mexico Ahmadabad, India

Conclusions

Delhi Bus Corridor

Delhi Bus CorridorInitial Operation: April 2008Length: 5.6 KmStations: 9Ridership: Total N/A;

Peak 6,500 passenger/hr/directionFrequency: 120 buses/hrCommercial Speed In corridor: 16-19 Km/hr

Off corridor: 7-11 Km/hrInfrastructure Cost: Rs 14 crores/km (3 million/km)Average User Fare: Rs 1/km Rs 3.87 per passenger

(USD 0.08)

Source: Interviews DIMTS, IIT-Delhi, February 2008

Delhi Bus Corridor

High Usage 1,129 bicycles/hour peak periodHigh level of satisfaction with the new facilities

The bus corridor also includes the construction of segregated facilities for

pedestrians and bicycles

Delhi Bus CorridorChirag Delhi Junction

The Bus Corridor has reduced the average travel time

People Delay - Morning Peak Hour - In Hours

1,440 1,648

3,1862,078

0

2000

4000

6000

Without Project With Project

BusesMV's

-19%

+14%

-35%

• Introduce real time control and centralized dispatch

• Introduce automatic fare collection systems

• Automatic Vehicle Location (GPS in a fraction of the fleet)

• Real time user information systems

ITS

• Introduce special service plans (short cycle routes, express)

• Better match between demand and supply

• Relocation of some “Blue Line”bus routesServices

• Replace buses (expected)• Introduce emissions post-

treatment

• Easy Boarding/Alighting Low Floor Buses (13% of the fleet)

• Low Emissions CNG BusesVehicles

• Enhance the stations• Introduce pre-payment at the

stations

• Protected Bus Shelters • Level Boarding for a fraction of the

fleetStations

• Short cycles, eliminate manual operation

• Improve the traffic signal technology (expected)

• Adequate Changes in Roadway Geometry

Traffic Engineering

• Extend to Delhi Gate (expected)• Strong Longitudinal Segregation• Median Busways

Running Ways

Elements to ImproveAdvancesComponent

•Introduce real time control and centralized dispatch•Introduce automatic fare collection systems

•Automatic Vehicle Location (GPS in a fraction of the fleet)•Real time user information systems

ITS

•Introduce special service plans (short cycle routes, express) •Better match between demand and supply

•Relocation of some “Blue Line” bus routesServices

•Replace buses (expected)•Introduce emissions post-treatment

•Easy Boarding/Alighting Low Floor Buses (13% of the fleet)•Low Emissions CNG Buses

Vehicles

•Enhance the stations•Introduce pre-payment at the stations

•Protected Bus Shelters •Level Boarding for a fraction of the fleet

Stations

•Short cycles, eliminate manual operation•Improve the traffic signal technology (expected)

•Adequate Changes in Roadway Geometry

Traffic Engineering

•Extend to Delhi Gate (expected)•Strong Longitudinal Segregation•Median Busways

Running Ways


• Reduce the high variability in bus intervals and speeds (dispatch, control, signal management)

• Reduce the observed bunching • Reduce and manage high level

of breakdowns, incidents and encroachment

• Automatic vehicle location (GPS) for a fraction of the bus fleet may provide information to monitor this variable

Reliability

• Reduce pedestrian wait time at pedestrian crossings,

• Introduce non-grade intersections where warranted (expected)

• Further increase the commercial speed for buses

• Good accessibility - at-grade pedestrian crossings at signalized intersections;

• Acceptable waiting time for bus services: 5 minute interval during peak hour

• Good Commercial speed: 16-19 Km/h (7-15 Km/h without the bus corridor)

Travel Time

• Continuous monitoring of user perception

• High Bus User Acceptance (88% CSE, Jun 08)

User Acceptance


• Reduce the high variability in bus intervals and speeds (dispatch, control, signal management)

• Reduce the observed bunching • Reduce and manage high level

of breakdowns, incidents and encroachment

• Automatic vehicle location (GPS) for a fraction of the bus fleet may provide information to monitor this variable

Reliability

• Reduce pedestrian wait time at pedestrian crossings, • Introduce non-grade

intersections where warranted (expected)• Further increase the

commercial speed for buses

• Good accessibility - at-grade pedestrian crossings at signalized intersections;

• Acceptable waiting time for bus services: 5 minute interval during peak hour

• Good Commercial speed: 16-19 Km/h (7-15 Km/h without the bus corridor)

Travel Time

•Continuous monitoring of user perception

• High Bus User Acceptance (88% CSE, Jun 08)

User Acceptance


•Monitor and report fatality rates (currently high 0.8/month) •Expand corridor and improve bus service – attract motor vehicle users

•Reduced emissions (particulate matter, CNG engines; 13% New Fleet

Externalities

•Collect data on capital and operational productivity

•Low Costs: capital investment (Infrastructure 14 Crores/km)Cost

•Reduce the high occupancy of buses and platforms (match supply and demand)• Increase and maintain in adequate condition the user information systems (scarce or vandalized maps & signs)

•Bus shelters provide better protection than former bus stops•Presence of guards increase the perception of safety and security•A fraction of the fleet has advanced characteristics•Variable message signs

Comfort


Lessons from Delhi

The bus corridor has improved people mobility along the initial stretch, but requires significant performance, safety and service quality enhancements

The observed problems in its initial operations are partially the result of incomplete implementation of the project plans and lack of understanding of the systematic nature of public transport improvements

The project only comprised major changes in infrastructure but lacked of integrated implementation of service plans, technologies and operations.

Key Recommendations for Delhi

Establish a Performance Monitoring System with the participation of external stakeholders in measurement and oversight

Focus on improving Reliability and Comfort

Reevaluate the bus service plans to provide a better match between demand and supply

Guadalajara, Jalisco, MexicoArea:

- City 151 km2

- Metro 2,734 km2

Population (2008)

- City 1,579,174

- Density 10,458/km2

- Metro 4,300,000

- Metro Density 1,572/km2

Macrobus Guadalajra, Mexico

16 Km, 27 Stations, 41 Articulated Buses + 103 Feeder Buses

Macrobus, Guadalara, MexicoInitial Operation: March 10, 2009Corridor: 16 kms, 27 stationsBuses: 41 articulated buses Euro IV ULSD

+103 conventional feeder buses Privately Operated under PPP

Total Ridership: 110,000 passengers/dayPeak Load: 4,000 passengers/hour/directionCommercial Speed 19.6 km/hourInfrastructure Investment: USD 46.2 million

USD 2.9 million/kmEquipment Investment: ~USD 15 million

USD 0.9 million/kmUser Fare: USD 0.38 (+ 0.08 feeder + 0.19 LRT)

Macrobus, Guadalajara, Mexico

• Central control and dispatch • Variable message signs at stations• Yet to complete implementationITS

• Adjust service plan to travel needs • Introduce dual services (feeder + trunk,

to reduce transfers)

• Combination of local and express services sharing the infrastructure• Feeder services in selected points

Services

• Improve internal ventilation• Articulated vehicles (18 m), with

Euro IV ULSD• Easy Boarding/Alighting - 4 doors

Vehicles

• Complete interior signage•Open far side doors and pedestrian

crossings (expected)

•Wide enclosed facilities, glass doors • Level Boarding and Prepayment• Passing lanes for express services

Stations

• Signs to channel left detoursCompletepedestrian crossing in far side of stations • Complete traffic signal implementation

(expected)

• Left turning movements eliminated• Adequate Changes in Roadway

Geometry

Traffic Engineering

•Geometry in selected points (narrow returns)•Quality of the reflective material

• Strong longitudinal segregation •Median Busways•Good pavement structure

Running Ways


• Central control and dispatch • Variable message signs at stations• Yet to complete implementationITS

• Adjust service plan to travel needs • Introduce dual services

• Combination of local and express services sharing the infrastructure• Feeder services in selected points

Services

• Improve internal ventilation• Articulated vehicles (18 m), with

Euro IV ULSD• Easy Boarding/Alighting - 4 doors

Vehicles

• Complete interior signage•Open far side doors and pedestrian

crossings (expected)

•Wide enclosed facilities, glass doors • Level Boarding and Prepayment• Passing lanes for express services

Stations

• Signs to channel left detours• Complete pedestrian crossing in far

side of stations • Complete traffic signal implementation

(expected)

• Left turning movements eliminated• Adequate Changes in Roadway

Geometry

Traffic Engineering

•Geometry in selected points (narrow returns)•Quality of the reflective material


Running Ways


• Complete the implementation of automatic vehicle location (GPS) for the bus fleet • Complete the integration of the

traffic signals to implement coordinated signal plans•Monitor and manage reliability

• Regular dispatch at terminal points using radio controlled operationsReliability

• Complete the implementation of traffic signals for pedestrians• Further increase the commercial

speed for buses through improved driver’s training

•Good accessibility through at-grade pedestrian crossings at signalized intersections• Acceptable frequency: 5 minute

intervals • High Commercial speed: 18.5 km/h

local service, 21 km/h express service

Travel Time

•Monitor user perception through periodic surveys• Enhance user education,

especially on the use of card vending/recharging machines

• High users approval (72%) and rate (8.2 out of 10)User Acceptance


•Monitor and report externalities (accidents, emissions, land use development)

• Expected reductions in emissions, accidents, urban development Externalities

• Collect data on capital and operational productivity

• Low capital investment cost (Infrastructure USD 2.9 million /km, Equipment ~USD 0.9 million/km)• Low operational costs (USD 1.9/

bus-km trunk services)

Cost

• Improve the ventilation inside the buses (introduce air conditioned buses in system expansions)• Activate variable message signs

in stations to provide real time information on bus arrivals• Introduce dual services (feeders

that continue on the trunk road to reduce transfers)

• Bus stations provide very good protection - wide, tall and well ventilated• Bus occupancy, especially in non

peak hours is low• Very good and comprehensive

maps, signs •Good connectivity with other

modes: feeder buses and light rail

Comfort


Lessons from Guadalajara

The BRTS has been a successful project: rapid implementation, relative low cost, high quality, good performance and high user acceptance

The BRT improved the current practices in Latin America: median busways with good pavements, strong segregation, wide/well ventilated stations, passing lanes, good operational planning

The system still requires some improvements, especially the implementation of a performance monitoring system to enhance reliability and comfort

Delhi Bus Corridor:Requires significant performance, safety and service quality enhancements

Guadalajara BRTS: Requires minor implementation adjustments and a continuous quality improvement program

Janmarg Ahmadabad, India

• Fare collection• Central control and dispatch • Variable message signs at stations

• Yet to complete implementationITS

• Adjust service plan to travel needs • Frequent servicesServices

• Continue drivers’ training• Careful maintenance

• Renewed fleet (can be better at a cost)• Easy Boarding/Alighting - 1 wide

door

Vehicles

• Narrow entry/exit• Complete interior details and signage• Install turnstiles and ticketing• Careful maintenance•Manage interior flow of passengers

•Median station, good design• Enclosed facilities, glass doors • Level Boarding and Prepayment• Accessible

Stations

• Complete pedestrian crossing in far side of stations • Complete traffic signal implementation

(expected)

• Adequate Changes in Roadway Geometry

Traffic Engineering

• Completing details• Careful maintenance • Promote bike track use


Running Ways


• Low level of accidents (fatalities, injuries)• Low emissions• Congestion relief (attraction of personalized vehicle users)• Increased land values

Externalities

• Relative low capital and operational costs• High capital and operational productivityCost

• Low Occupancy Levels (buses, platforms)• Good user information • Seamless integration with other transport modes• Perception of safety and security

Comfort

• Low variability (intervals, speeds)• Low breakdowns, incidentsReliability

• Easily Accessible • Low waiting time• High commercial speed

Travel Time

• High User AcceptanceQuality of Service

“High End” BRTComponent

Systematic approach: infrastructure + vehicles + operations + technology

Fast implementation, adequate level of funding for planning and implementation

Technical advisory team with international practical experience

Strong leadership of the Governor and the Project Leader Mr. D. Monraz

Guadalajara BRTS

Permanent support from CEPT with inputs from ITDP

Weak institutional set-up

Strong focus on infrastructure

Careful gradual implementation with visible results

Slow implementation, very low planning and implementation budget

Strong leadership of Mr. I.P. Gotham, Municipal Commissioner AMC

Difficult coordination among stakeholders

Ahmadabad BRTSDelhi Bus Corridor

A good BRTS is the result of:Strong leadershipAdequate coordination among stakeholdersGood technical planning, careful implementation A systems approach: infrastructure + vehicles + operations + technologies + educationQuality assurance trough performance monitoring

Janmarg is already a “best practice” BRTS

Very careful completion is required, then continuous monitoring and improvement

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quality of life in cities and the global environment

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