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Keys to Success in Bus Systems
Dario Hidalgo, PhDSenior Transport Engineer
EMBARQThe WRI Center for Sustainable Transport
Ahmadabad, India, July 31, 2009
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Agenda
The challengeThe importance of Bus SystemsRecent Examples
Delhi, IndiaGuadalajara, Mexico Ahmadabad, India
Conclusions
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62.4 78.9 109159
217285
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473
583
700
820
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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
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The number of motor vehicles is growing twice as fast as the population in India – mainly two wheelers (71%)
0
10
20
30
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60
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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
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Financial, institutional, physical resources are constrained
Congestion
Accidents
Pollution
Energy Consumption
Reduced Competitiveness and Quality of Life
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Sustainable Urban Transport
Pedestrian and Bicycles
Public Transportation
Transit Oriented Development
Disincentives to Car Use
Bycicle Tracks and Pedestrian Facilities – Delhi BRT Corridor
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Total Energy Use By Mode
0
1
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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
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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
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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
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Bus Rapid Transit (BRT)
SegregatedBusways
Large BusesMultiple Doors
Stations with Prepayment and Level
Boarding
Centralized Control
Distinctive Image
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Agenda
The challengeThe importance of Bus SystemsRecent Examples
Delhi, IndiaGuadalajara, Mexico Ahmadabad, India
Conclusions
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Delhi Bus Corridor
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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
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Delhi Bus Corridor
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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
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Delhi Bus CorridorChirag Delhi Junction
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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%
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• 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
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•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
Elements to ImproveAdvancesComponent
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• 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
Elements to ImproveAdvancesComponent
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• 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
Elements to ImproveAdvancesComponent
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•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
Elements to ImproveAdvancesComponent
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•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
Elements to ImproveAdvancesComponent
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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.
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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
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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
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Macrobus Guadalajra, Mexico
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16 Km, 27 Stations, 41 Articulated Buses + 103 Feeder Buses
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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)
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Macrobus, Guadalajara, Mexico
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• 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
Elements to ImproveAdvancesComponent
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• 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
• Strong longitudinal segregation •Median Busways•Good pavement structure
Running Ways
Elements to ImproveAdvancesComponent
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• 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
Elements to ImproveAdvancesComponent
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• 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
Elements to ImproveAdvancesComponent
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•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
Elements to ImproveAdvancesComponent
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•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
Elements to ImproveAdvancesComponent
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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
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Delhi Bus Corridor:Requires significant performance, safety and service quality enhancements
Guadalajara BRTS: Requires minor implementation adjustments and a continuous quality improvement program
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Janmarg Ahmadabad, India
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• 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
• Strong longitudinal segregation •Median Busways•Good pavement structure
Running Ways
Elements to ImproveAdvancesComponent
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• 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
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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
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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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EMBARQ, The WRI Center for Sustainable Transport, catalyzes and helps implement sustainable transport solutions than enhance
quality of life in cities and the global environment
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Andes
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www.embarq.org
Thank you!
CATERPILLAR FOUNDATION
Global Strategic Partners
India Program PartnersSustainable Urban Mobility for Asia SUMA
Godrej Industries
The World Bank – Global Environmental Facility
The UK High Commission SPF