bus rapid transit in asia: from quantity to...

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Bus Rapid Transit in Asia:

From Quantity to Quality

Dario Hidalgo, PhD

Senior Transport Engineer

EMBARQ, The WRI Center for Sustainable Transport

TRB Annual Meeting

Washington DC, January 2009

What is a Bus Rapid Transit system?

Photo: Karl Fjelstrom - ITDP

“Is a flexible, rubber-tired form

of rapid transit that combines

stations, vehicles, services,

running ways and ITS elements

into an integrated system with

strong identity”TCRP Report 90 – Bus Rapid Transit –Volume 2: Implementation Guidelines 2003

“It is a high quality public

transport system, oriented to

the user that offers fast,

comfortable and low cost urban

mobility” BRT Planning Guide – ITDP, 2007

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Data Source: http://www.cleanairnet.org/caiasia/1412/article-59592.html

Google Map: D. Hidalgo

BRT in Asia: Operational as Sept 2008

Japan 8

China 8

India 2

Turkey 1

Indonesia 1

South Korea 1

Total 21

BRT Planned or Under Construction in Asia

Data Source: http://www.cleanairnet.org/caiasia/1412/article-59592.html

Google Map: D. Hidalgo

India 16China 15Indonesia 8Philippines 3Thailand 2Bangladesh, Iran, Israel, Pakistan, South Korea, Sri Lanka, Turkey 1Total 51

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BRT Components

Component Low Level BRT High Level BRT

Running Ways •Mixed Traffic Operations

•Bus Lanes

•Median Busway on Arterial

•At Grade Busway

•Grade Separated Busway

Traffic Engineering •Changes in Roadway

Geometry

•Curb Parking Controls

•Left and Right Turn Controls

•Traffic Signal Priorities

Stations •Shelters •Level Boarding and

Prepayment

•Passing Lanes (when

required)

Vehicles •Conventional One-Door •Multiple doors

•Easy Boarding/Alighting

•Low Emissions

ITS •Manual dispatch, control,

fare collection

•Automatic Vehicle Location

•Traffic Signal Priority

•Electronic Fare Collection

Source: Adapted from TCRP 90 – Volume 2, 2003

Taipei Busways(1996) Photos: Jason Chang

http://ce11012.ce.ntu.edu.tw/paper%5CBeijing%20skchang.pdf

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Taipei Busways

• Initial Operation: 1996

• Length: 30.3 Km 10 busways (avg 3.03 Km)

• Stations: 143 bus stops

• Ridership: 1,680,000 pax/day (total bus ridership

2003); ~10,000 pphpd

• Frequency: 144 buses/hr

• Commercial Speed: 14 Km/hr (peak)

• Median lane busways on Arterial – open system (0.1)

• Small shelters with narrow platfoms – insufficient bays (0.25)

• Mixed fleet (0.25)

• Automatic fare collection – on board, no central control (0.33)

• BRT Rating: 0.93 (23%)

http://ce11012.ce.ntu.edu.tw/paper%5CBeijing%20skchang.pdf

Kumming Busway(1999)

Photo: Duan Xiaomei - GMTDC

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Kumming Busway


• Length: 46.7 Km busway


• Ridership: 156,000 pax/day (w/o 14.5 Km extension); 8,600 pphpd


• Commercial Speed: 11-14 Km/hr


• Small shelters with narrow platfoms – insufficient bays (0.25)

• Mixed fleet – 20 special buses (0.25)

• Automatic fare collection – on board, no central control (0.33)

• BRT Rating: 0.93 (23%)

Source: http://www.chinabrt.org/en/cities/kumming.aspx

Beijing, BRT Line 1(2005)


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Beijing BRT Line 1


• Length: 16 Km (14 Km segregated)

• Stations: 18

• Ridership: 120,000 pax/day; 8,000 pphpd


• Commercial Speed: 21 Km/hr

• Median Busways on Arterial and Expressways – Mixed Traffic in

Downtown (0.875)

• Stations with Level Boarding and Prepayment, Passing Lanes (1)

• 87 Low Floor Articulated Buses – CNG, with 3 doors (0.875)

• Manual dispatch, control and fare collection (smart card accepted)

(0.3)

• BRT Rating: 3.05 (76%)Source: http://www.chinabrt.org/en/cities/beijing.aspx

Hangzhou BRT(2006)


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Hangzhou BRT


• Length: 27.2 Km (7 Km busway)

• Stations: 17

• Ridership: 40,000 pax/day; 1,500 pphpd

• Frequency: 40 buses/hr (15 BRT buses/hr)

• Commercial Speed: 15 Km/hr (center, 25+ outside center)

• Curbside and Mid-lanes Busways on Arterial – soft segregation (0.1285)

• Enclosed Stations with Prepayment and level boarding (1)

• 48 Articulated Buses – Diesel, with 4 Doors (0.875)

• Automatic fare collection; variable message sings (1)

• BRT Rating: 3.004 (75%)

Source: http://www.chinabrt.org/en/cities/hangzhou.aspx

Beijing, BRT Lines 2 and 3(2008)


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Beijing BRT Lines 2 and 3


• Length: 39 Km (23 Km segregated)

• Stations: 43

• Ridership: N/A; 2,000 pphpd


• Commercial Speed: 16-19 Km/hr (<15 Km/hr city center)

• Median Busways on Arterial – Mixed Traffic in Downtown (0.59)

• Stations with Level Boarding and Prepayment, Passing Lanes (1)

• Low Floor Articulated Buses – Diesel, with 4 Doors (0.875)

• Manual dispatch, control and fare collection (smart card accepted); variable message sings (0.5)

• BRT Rating: 2.965 (74%)

Source: http://www.chinabrt.org/en/cities/beijing.aspx

Changzhou BRT(2008)


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Changzhou BRT


• Length: 24.6 Km (21.2 Km segregated)

• Stations: 26




• Median Busways on Arterial (0.862)

• Stations with Level Boarding and Prepayment - Narrow (0.75)

• 60 Low Floor Articulated Buses – Diesel, with 4 Doors (0.875)


• BRT Rating: 3.487 (87%)

Source: http://www.chinabrt.org/en/cities/changzhou.aspx

Chongging BRT(2008)


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Chongging BRT


• Length: 11.5 Km (6 Km busway, 3 Km fully segregated)

• Stations: 9

• Ridership: N/A; 200 pphpd



• Median Busways on Arterial and Expressway (0.521)

• Enclosed Stations – On Board Payment – Poor Access (0.25)

• 10 Conventional Buses with steps – CNG, with 2 Doors (0.25)

• Manual fare collection; variable message sings (0.5)

• BRT Rating: 1.521 (38%)

Source: http://www.chinabrt.org/en/cities/chongqing.aspx

Dalian BRT(2008)


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Dalian BRT



• Stations: 14




• Median Busways on Arterial - mainly (0.657)

• Shelters – Prepayment – Access by Stairs (0.33)

• 32 Conventional Buses, 32 Articulated Buses – Diesel, with 3-4 Doors (0.75)


• BRT Rating: 2.737 (68%)

Source: http://www.chinabrt.org/en/cities/dalian.aspx

Jinan BRT(2008)


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Jinan BRT



• Stations: 22

• Ridership: N/A; 800 pphpd (N-S routes)


• Commercial Speed: 20 Km/hr (<10 Km/hr in mixed traffic)

• Median lane busways on Arterial, below flyover (0.714)

• Enclosed Stations with Prepayment and level boarding (1)

• 15 Articulated Buses – Diesel, with 3 Doors + 40 Conventional Feeder Buses with 2 doors in each side (0.75)


• BRT Rating: 3.464 (87%)

Source: http://www.chinabrt.org/en/cities/jinan.aspx

Xiamen BRT(2008)


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Xiamen BRT


• Length: 40.2 Km (38.2 Km busway)

• Stations: 30




• Elevated Busway and Median Lane (0.95)

• Enclosed stations with prepayment – narrow (0.875)

• Conventional buses 12m and 10 m – 2 doors (0.75)

• Automatic fare collection, variable message sings (1)

• BRT Rating: 3.575 (89%)

Source: http://www.chinabrt.org/en/cities/xiamen.aspx

Jakarta, Transjakarta (2004)

Photo: ITDP

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Transjakarta


• Length: 82.5 Km (120 planned by 2008)

• Stations: 115 stations (11 integration stations, 8 terminals)

• Ridership: 160,000; 3,600 pphpd

• Frequency: 40-10 buses/hr

• Commercial Speed: <15 Km/hr

• Median Lanes on Arterials (1)

• Enclosed stations with prepayment – only one door (0.875)

• Diesel and GNC conventional buses 12m – 2 doors (0.75)

• Automatic fare collection, problems with integration – no central control, no passenger information systems (0.5)

• BRT Rating: 3.125 (78%)

http://www.itdp.org/index.php/projects/detail/jakarta_brt/

http://www.gobusway.org/images/stories/maps/busway_map_new.jpg

http://www.gobusway.org/images/stories/maps/busway_map_new.jpg

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Pune BRT Pilot Corridor

(2006)

Photo: Madhav Pai - EMBARQ

Madhav Pai - EMBARQ

Overcrowded buses Hadapsar Terminal

Pune BRT Pilot CorridorPhotos: Madhav Pai - EMBARQ

No level boarding causes inconveniences to passengers

and increases dwell times

Inadequate pedestrian crossings

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Pune BRT Pilot Corridor


• Length: 14.8 Km (3.6 Km busway;

• 94.6 Km planned)






• Small shelters with narrow platforms – insufficient bays, non-level

boarding (0.25)


• Manual fare collection – on board, no central control (0.1)

• BRT Rating: 0.7 (18%)

Source: Pai and Hidalgo, JnNURM Funded BRT

Systems in India: A Review, TRB 2009

Photo: Madhav Pai, EMBARQDelhi BRTS

(2008)

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Delhi BRTS Initial Corridor


• Length: 5.6 Km

• Stations: 12





• Small shelters with narrow platforms – insufficient bays (0.25)


• Manual fare collection – on board, no central control (0.1)

• BRT Rating: 0.70 (18%)

Source: Pai and Hidalgo, JnNURM Funded BRT

Systems in India: A Review, TRB 2009

Photo By: Madhav Pai, EMBARQ/WRI April 26th, 2008

Photo By: Madhav Pai, EMBARQ/WRI April 26th, 2008@ Ambedkar Marg & Mehrauli Badarpur Road Junction

Bus priority at junction

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Delhi bus corridor had several problems during the first weeks:

• The traffic signals did not work properly. Signal cycles

excessively long (12 minutes)

• Bus queuing at stations - spillovers

• High number of Blue Line Bus breakdowns in the bus

lane.

• Bus drivers were not well informed of the new

operations. Additional traffic wardens have helped

providing instructions.

• Motor vehicles and two wheelers invaded the bus lanes

• Pedestrian jaywalking

The difficulties received wide media

coverage – focused on the problems for car

drivers

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Most problems are being corrected, but the concept is in doubt - expansion has slowed down

Delhi’s problems resulted in a negative impact for BRT all over India

Summary BRT Rating

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0

Pune

Delhi

Taipei

Kumming

Chongging

Dailan

Beijing BRT 2&3

Hangzhou

Beijing BRT 1

Jakarta

Jinan

Changzou

Xiamen

Running Ways Stations Vehicles ITS

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Summary Commercial Speed

15

12

14

14

32

24

15

15

21

15

17

18

29

10 15 20 25 30 35

Pune

Delhi

Taipei

Kumming

Chongging

Dailan

Beijing BRT 2&3

Hangzhou

Beijing BRT 1

Jakarta

Jinan

Changzou

Xiamen

Commercial Speed (Km/hr)

Summary Performance

3,600

8,000

10,000

8,600

200

6,500

2,000

1,500

8,000

3,600

800

4,500

3,600

- 2,000 4,000 6,000 8,000 10,000 12,000

Pune

Delhi

Taipei

Kumming

Chongging

Dailan

Beijing BRT 2&3

Hangzhou

Beijing BRT 1

Jakarta

Jinan

Changzou

Xiamen

Peak Load (pphpd)

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Conclusions

• BRT adoption is happening

very fast in Asian developing

countries

– 6 systems started operations in

China in 2008

– 51 systems are being constructed

or planned (30% in India)

– National policies and funding for

BRT development

• Quality and performance are

varied

– Learning by doing

– BRT is not yet fully understood


What Went WrongHitches, Hic-Ups

• Planning problems • Limited institutional capacity (human capital and

funding) • Lack of familiarity with BRT concepts (infrastructure

+ buses + operations + technology) • Station design and integration of components

• Initial operations had difficulties• Open systems with scarce control (bunching –

station spillover) • Traffic signal priority is missing• Accessibility issues

• Outstanding needs• Improved institutions to plan, supervise• Stress on operations and quality of service

bus rapid transit in asia: from quantity to...

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