BRENDAN FINN

ETTS LTD, IRELAND

BHLS– Bus with High Level of Service

Spectrum of Bus-Based Transit

High performance, high capacity BRT Major infastructure, rapid service, intensive services Up to 1 million passengers/day 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) Moderate/little infrastructure, focus on reliability and

quality Range 25,000-65,000 passengers/day Amsterdam, Gothenburg, Paris, …

Presentation overview

Part 1: What is BHLS? Why Europe has “BHLS” rather than “BRT” Extent and technical characteristics Images of BHLS systems – Nantes, Amsterdam,

Cambridge

Part 2: ITS Practice in European BHLS Main ITS systems used in European BHLS Images: AVM, Traveler Information, TSP, Fare Collection,

…

Part 3: Institutional aspects of BRT Mandates, frameworks and financing Role of the private sector Examples

Information source: COST TU603

EU-supported action (2007-2011) Networking, information exchange (no money for work!) Focus on BHLS – state-of-the-practice Participants from 14 European Countries, 25 systems visited

Four working groups Infrastructure Vehicles Operations (including ITS) Social, Economic Conditions and Networking

Final report (plus CD-ROM) in late-2011Info at www.bhls.eu (soon also on UITP website)

Part 1: What is BHLS?

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

Holistic approach Improved operating environment – reliability, better speed Higher quality vehicles with better comfort and image Improved passenger facilities – stops, terminals, ... Branding, marketing, ‘repositioning the product’

BHLS role in Europe

European Context is different: Mass transit is often already well provided by metro and tram Bus is rarely assigned the ‘mass transit’ role Constraints of space, roadwidth and alignment in city centres

European cities have a different focus: Restore reliability and operational effectiveness to bus Enhance image of bus, reposition the product High focus on quality of vehicles and stopping places In France, focus on “urbanism” – improve host environment

Strategic motivations for BHLS Mostly to upgrade quality and ridership of existing bus lines Sometimes alternative to tram/LRT, especially if finances

tight

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

European BHLS – Key Characteristics

CITY SYSTEM IDENTITY

SYSTEM LENGTH (KM)/

(DEDICATED

NATURE OF RUNNING WAY

PASSENGERS PER DAY

PEAK HEADWAY (MINUTES)

DEDICATED FLEET?

Amsterdam Zuid-Tangent 41 (33) Bus-only road, bus lanes

40,000 6 Yes

Dublin Quality Bus Corridor

12 (8.4) Bus-lanes 34,000 < 1.54 No

Gothenburg TrunkBus 16.5 (7.5) Bus-lanes 24,000 3.3 Yes

Hamburg MetroBus 14.8 (4.0) Bus-lanes 60,000 3.5 Yes

Helsinki Jokeri Line 28 (6) Bus-lanes(orbital route)

25,000 5 Yes

Madrid Bus-VAO 16.1 (16.1) Tidal segregated lanes

33,0005 < 14 No

Nantes BusWay 7 (6) Bus-lanes 24,600 3.3 Yes

Paris TVM 20 (19) Bus-only road(suburban/orbital)

65,800 3.5 Yes

Prato LAM 42 (15) Bus-lanes n/a 7 Yes

Stockholm Blue Line 40 (12) Bus-lanes 36,5756 5 Yes

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/day

Commercial speed and frequency are good 16 – 35 kph (10-22 mph) 12-40 vehicles/hour equal to or exceed that of European street tramways

Seating ratio at peak is medium to high 34-84%

Investment cost of facility is low and quite affordable $3-16.5 million/km

European BHLS : Ridership gains

CITY SYSTEM IDENTITY

BHLS RIDERSHIP CHANGE2

CHANGE IN OPERATING

SPEED4

PEAK-PERIOD

HEADWAY

REDUCTION

NETWORK RESTRUCTURI

NG IN THE CORRIDOR?

MAJOR TARIFF

RESTRUCTURING AS PART OF BHLS?

UNIQUE IDENTITY FOR BHLS SERVICES

Amsterdam Zuid-Tangent

+47% Significant Yes Significant No Yes

Dublin Quality Bus Corridor

+125% Major Yes Minor No No

Gothenburg TrunkBus +73% Moderate Yes Significant No Yes

Hamburg MetroBus +20% Minor Yes Minor No Yes

Helsinki Jokeri Line +100% Significant 7 5 No No Yes

Madrid Bus-VAO +70-100% +80-100% Yes Minor No No

Nantes BusWay +55% Moderate Yes Significant No Yes

Paris TVM +134%. Significant 5 3.5 Significant No Yes

Prato LAM +57% +5% 15 7 Major No Yes

Stockholm Blue Line +27% 0 Yes No No Yes

Case Study 1 : Nantes, France

Opted for Busway rather than additional LRT Started 2006, 7km, 15 stations Designed to tram-style specification 4 min frequency, 20 km/hr 25,000 px.day

Key design features: 4 park’n’ride facilities Articulated buses, CNG Priority at traffic signals High quality design in city centre High-specification vehicle

Like BRT in style, not in volume

BRT Running Way - Nantes

Nantes – Station and Running Way

Nantes –city centre stops

Nantes - vehicles

Nantes - Vehicles

Nantes – high quality bus interior

Nantes – Precision docking

Nantes – Easy access

Nantes – park’n’ride

Case Study 2 : Zuidtangent, Netherlands

Priority channel for buses Dedicated lanes between Haarlem

and Schiphol, then bus priority 24 km, 1.8 km in tunnel, 35 km/hr Intervals 6-8 minutes, 24/7 40,000 passengers daily Use normal buses, normal contracts

Additional features: Integration with rail at many places Efficient stop dwell times Euro 5 emissions, standard models Unique design elements, identity

BRT running way - Amsterdam

Running way - Amsterdam

Station - Amsterdam

Precision docking – Amsterdam

BRT Vehicle – Amsterdam

BHLS - Bicycle facilities

Bike’n’RideExtensive bike

parkingAmsterdam, AlmereBike on bus is rare

O. HEDDEBAUT

Case Study 3 : Cambridge, UK

Guided Busway Operates on disused railway line Links hinterland towns to city Suburban bus routes Privately operated services, no

subsidy Quality conditions

Key features Two guided bus tracks, 16 miles Operating speed 50 mph (80

kph) 3 Park’n’Ride sites Track access charges

Cambridge : Busway

Source : Cambridgeshire County Council

Cambridge : Busway track

Source : Cambridgeshire County Council

Cambridge : Vehicle

Source : Cambridgeshire County Council

Cambridge : Guide wheel for Busway

Source : Cambridgeshire County Council

Cambridge : Park’n’Ride

Source : Cambridgeshire County Council

BHLS - Customer comfort - Cambridge

WiFi on busSocket for PC,

phoneLeather seatsCCTV for security O. HEDDEBAUT

O. HEDDEBAUT

O. HEDDEBAUT

Madrid : Bus/VAO tidal lane

Amsterdam: Hard shoulder reserved for bus

Hamburg: Line 5 in reserved lane

Source : Hamburger Hochbahn AG

Lorient – priority lane in central area

Almere : Chicane at station approach

Oberhausen: Bus and tram on common lane

Hamburg: “XXL” bus

Source : Hamburger Hochbahn AG

Part 2: ITS practice in European BHLS

ITS practice in European BHLS

ITS is used extensively in European BHLS ITS is ‘standard’ for urban bus operations in Europe

anyway Many cities/operators have long experience of ITS Tend towards integrated approach, attention to

architecture

Used for a wide variety of functions AVM, dispatching, operations management, incidents, … Traffic signal priority, traffic management, … Traveller information, web, mobile, at-stop, in-vehicle, … Fare collection, ‘conventional’, EMV, mobile, NFC, … Security, CCTV, incident response, enforcement … Resource planning, optimisation, management, …. Service/quality monitoring, contract mgt., payments, ...

Hamburg – AVM Control Centre

Hamburg – AVM work station

Zurich – AVM Control Centre

Lisbon – AVM Control Centre

Rouen, France – optical guidance system

Castellon, Spain– Optical Guidance system

BHLS - Real-time information – at stops

O. HEDDEBAUT

O. HEDDEBAUT

Hamburg – RTPI at bus stop

Amstelveen, NL – RTPI at bus station

Source : David van der Spek, Stadsregio Amsterdam

Enschede, NL – RTPI at bus station

BHLS - Real-time information – in-vehicle

Next stopTransfer routes, timesAnnouncements

O. HEDDEBAUT

O. HEDDEBAUT

Paris TVM – Passenger Information

Real time passengers information on display at bus stop

Source : RATP

Paris TVM – Ticket Vending Machine

Ticketing Vending Machine :to buy ticket (magnetic technology)to reload your pass (contactless tecnhology)

Source : RATP

Paris TVM – ticket vending machine

Paris – ticket vending machine

Ticket vending machine at bus stop

Reloading pass (contactless)

Slot for the ticket(magnetic ticket) and receipt

Means of payment bank card or coins

Source : RATP

Stockholm – ETM and SCV at entry

Zurich – traffic signal

Nantes – traffic signal priority

Paris TVM – Traffic Signal Priority

Effective taking into account when it is flashing

Announcing a change of phase when it is flashings

Priority announcement helping driver to adapt the speed of the bus at cross road

Bus running and car stopped

Source : RATP

Cambridge – in-vehicle WiFi

Cambridge – personal security

Part 3: Institutional frameworks for BRT

What does the BRT involve?

Design and Implement the physical system Running way, stations, terminals, depots, traffic

management Vehicles, ITS systems, fare collection system

Establish the capacity to run a BRT system Responsible entity, day-to-day manager Service design, business model, permits, serivce

procurement

BRT Transport services BRT routes, feeder routes

BRT Support service Fare collection, passenger information, marketing, security Station management, Operations Management,

Enforcement

Ahmedabad: Janmarg BRT

Source : Prof. S, Swamy, CEPT University

Ahmedabad: Institutional Features

Institutional structure: Gujarat State: mandate for urban planning and

development Ahmedabad City (AMC) leads urban and transportation BRT Infrastructure financned by Government (City 15%)

Special Purpose Vehicle (AJL) established for BRT Main stakeholders are Board Members of AJL AJL is the BRT System Manager

Business model Lean organisation with outsourcing Services contracted to private sector; ITS done as PPP Close to financial viability

Jakarta: Transjakarta BRT

Source : Transjakarta

Jakarta: Institutional Features

Institutional structure: Jakarta Provincial Govt: primary mandate for urban

planning, development and transportation Transport Agency responsible for passenger

transportation BRT Infrastructure and subsidy financed by Jakarta Govt.

Public sector entity (TransJakarta) runs the BRT In of transformation to publicly-owned owned corporate

entity Transjakarta is the BRT System Manager Covers about 60% of system costs, transformation planned Services contracted to private sector Bus services: 7-year contracts, paid per veh-km Buses: Some routes provided by operator, some by Govt.

Lagos: BRT Lite

Source : Dayo Mobereola, LAMATA

Lagos: Institutional Features

Institutional Structure Lagos State Govt: Urban planning, devt. and transportation LAMATA is the Transport Authority for Lagos BRT Infrastructure financed by Lagos State Government

LAMATA is the BRT System Manager LAMATA manages the stations, operator manage operations Bus operations profitable, repaid vehicles in 18 months LAMATA absorbs system-level costs, no track charges,

operators have ‘captured’ the surplus Bus operator has non-contractual agreement Buses provided and financed by operators Fare collection under supervision of bank (tied to bus loans)

Pereira: Megabus BRT

Source : Sam Zimmerman, World Bank

Pereira: Institutional Features

Institutional structure: Municipality: Urban planning, development and transport Three municipalities formed a ‘Metropolitan Area’ (AMCO) AMCO plans, regulates UPT, lead agent for BRT Infrastructure financed by Govt. (national 70%, cities, 30%)

Special Purpose Vehicle (SPV) established for BRT Megabus S.A., owned by the Municipalities, lean organisation Megabus (SPV) is the BRT System Manager Financially self-sustaining, covers all system costs Services contracted to private sector Bus services: Two 15-year contracts, operator provides buses Fare collection and ITS: One 15-year PPP

BRT in Johannesburg

Johannesburg: Institutional Features

Institutional structure: City of Johannesburg: Urban planning and development National MOT: Primary mandate for passenger transport Jo’burg Roads Agency (JRA) is the implementing agency Infrastructure financed by Government (National, city)

Rea Vaya Business Unit is the BRT System Manager Core functions/competences retained in Business Unit Bus operations and maintenance contracted to bus

compay formed from the dispaced minibus-taxi operators Ticketing and station services contracted to private sector Rea Vaya requires ongoing financial support, long-term

Overview of initial findings

Review of international experience: Ahmedabad, Bogota, Cambridge, Curitiba, Jakarta,

Johannesburg, Lagos, Pereira, Santiago de Chile, Seoul,

Key points: BRT always seen as a City system City is always a core stakeholder in the BRT system entity Public sector is the prime financer of infrastructure Dedicated identity and unit for the BRT management Financial viability of the BRT system varies Private sector is a major provider of transportation,

customer-facing and support services Minimal use of PPP - exceptions for ITS, fare collection

Information resources for BRT, BHLS

ITDP – www.itdp.org 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.cl US TRB/TCRP - www.trb.org/TCRP/Public/TCRP.aspx World Bank, APTA, UITP, … Thredbo 12 (conference) –

www.thredbo-conference-series.org

Contact details

Brendan Finn

etts@indigo.ie

BRT Framework: Detailed level

BRT System Owner

BRT System Operator

Regulator - Permits

BRT Transport Operations

Governance

-Govt. stakeholders-City stakeholders

-Experts-Private sector

City Services

-Traffic Management-Traffic signals-Enforcement

-……

BRT Support Services

BRT Customer Services

BRT Routes

Operations Manageme

nt

Feeder Routes

Station Maintenanc

eMarketing

& Promotions

Customer Support

TicketingPassenger Informatio

n

Cleaning

Running Way

Maintenance

Security

Station Managemen

t

Infrastructure Owner

-Federal/national-City/metropolitan

-Private?

BRT Expert