Bus Rapid Transit for Dublin

Bus Rapid Transit for DublinBus Rapid Transit for Dublin

Hugh Creegan, National Transport AuthorityHugh Creegan, National Transport AuthorityDavid King, Railway Procurement Agency

14th November 2012

Topicsp

• Core Dublin BRT Network

• System Concept

BRT in the Transport Systemp y

• BRT occupies part of the • BRT occupies part of the transport capacity spectrum between conventional bus and light aillight rail

• In designing transport projects it is important projects it is important that we match the solution to the demand

• NTA view is that BRT has a key role but only where the demand is in line with the capacity of line with the capacity of a conventional BRT system

BRT – What are we doing?

• NTA Draft Transport Strategy published in 2011 addresses BRT as a key objectivein 2011 addresses BRT as a key objective

• Sets out the potential for the upgrade of some or all of the Priority 1 QBCs to BRT type operations

• May also identify and assess the potential for development or upgrade of other corridors to facilitate BRT type provision.

• In terms of progressing BRT in Dublin, the NTA has engaged the resources of the RPA in the development of the BRT system, given their extensive experience

ith li ht ilwith light rail

• In addition, a Co-ordination group, comprising NTA, RPA, local authorities and the major contracted bus provider and the major contracted bus provider (Dublin Bus), was established

BRT - Core Dublin Network

• Following initial work carried out by the NTA / RPA a report titled by the NTA / RPA, a report titled “Bus Rapid Transit (BRT) –Core Dublin Network” has been produced

• Published on the NTA website last week www.nationaltransport.ie

• Effectively it is a feasibility study assessing the technical, environmental and economic feasibility of a core BRT system for h ithe city

• Sets out the core BRT network envisaged for Dublin. However, envisaged for Dublin. However, this doesn’t preclude other BRT routes being added in the future

Demand Focussed Planningg

• In order to determine any proposed network, transport planning, rooted in demand and patronage projections, is requiredrequired

• Each transport corridor has to be assessed individually – the solutions needed on each will be dictated by the level of transport demand to be addressedtransport demand to be addressed

• This was the methodology underpinning the NTA Draft Transport Strategy for the GDA.– Certain corridors required rail based solutions – light rail, metro, heavy

rail– Others had demand that aligned with conventional bus solutions– However, certain corridors were identified that fit within the BRT

capacity spectrump y p

• Extensive analysis was carried out using the NTA’s Transport Model for the GDA to identify the appropriate corridors and to confirm demand levels on proposed BRT corridorsp p

BRT Core Dublin Network

• That demand work looked at a number of corridors including:– Stillorgan Road corridor;– Malahide Road corridor;– Malahide Road corridor;– Blanchardstown/Navan Road corridor; – Tallaght to City Centre (via Kimmage area) corridor;– Lucan Corridor; and – Swords CorridorSwords Corridor

• In the case of the Swords Corridor, demand significantly exceeded the capacity of a “conventional” BRT system and a rail solution is needed in the medium termneeded in the medium term

• In the case of the Lucan corridor, insufficient demand would exist to justify a BRT if the planned Luas Line F proceeds

• Four radial routes combining into two cross-city corridors were identified as the core BRT network following the analysis undertaken. The two proposed cross-city routes are:– Blanchardstown to UCDBlanchardstown to UCD– Clongriffin to Tallaght

• The terminal points should be taken as indicative at this stage

Indicative Core BRT Network

• Two cross-city routes– Blanchardstwon to UCD– Blanchardstwon to UCD– Clongriffin to Tallaght

• Routes are indicative only at this stage should be at this stage – should be treated as corridors

• Exact terminal points to be d id d decided at next stage e.g. UCD terminus could be extended further south

• Other corridors could be added to this core network

Key Parameters y

Blanchardstown to UCD• Length = 16.5 km• Indicative Cost = €188m• Peak flow = 3,370 passengers per hour• Benefit to Cost Ratio 4.9

Clongriffin to TallaghtL th 23 2 k• Length = 23.2 km

• Indicative Cost = €264mP k fl b t 3 600 d 4 000 h d• Peak flow between 3,600 and 4,000 pphpd

• Benefit to Cost Ratio 4.9

Next Stepsp

• Work is on-going on assessing route alignments for each of the two cross-city corridors forming the core BRT networkcross city corridors forming the core BRT network– Blanchardstown to UCD– Clongriffin to Tallaght

• There are engineering challenges on each of the routes in terms of road g g gspace and interactions with other transport modes

• A route options report will be finalised for each of the corridors in early 2013

• A preliminary design and environmental impact report will be prepared for each of the two selected routes

• Public consultations will be required at the appropriate stages

• It is intended that an application for planning consent or this core BRT network will be ready to submit during 2013

• A decision on whether to proceed to the planning consent stage will be taken at that time, influenced by potential funding availability

System Concept

BRT concept

• As part of “BRT Core Dublin Network”, a system concept for Bus Rapid Transit in the context of Dublin has been developed Bus Rapid Transit in the context of Dublin has been developed taking account of the experience gained in delivering and operating the Luas system.

• BRT is sometimes considered as • BRT is sometimes considered as – Providing a service between conventional buses and Light Rail Transit

(LRT) in terms of both performance and image– Or being used instead of LRT in certain circumstances

• It is not directly comparable with an LRT; rather it is a new, separate system with its own specific field of application. – When BRT has a suitable operating environment it can attract car users

d ti l t i d l tand stimulate economic developments.

• For a public transport system to be successful it needs to be reliable, frequent and have competitive journey times with private car private car. – If these ingredients are not in place these systems do not tend to achieve

the modal shift from private car.

What is BRT?

Bus Rapid Transit (BRT) has• Bus Rapid Transit (BRT) hasemerged in recent years as aneffective, cost efficient and highquality public transport system.

D fi iti f BRT f• Definitions of BRT range from aQuality Bus Corridor (QBC) tobeing a fully guided, fullysegregated bus system

What is BRT?

• There are various forms of BRT systems in operation worldwide

• Early implementers of BRT systems typically were cities in South and Latin America

• More recently in China and South East Asia, also North AmericaMore recently in China and South East Asia, also North America

• There are fewer BRT systems in Europe

– this is in part because rail based systems already provide the mass transit function in many European cities.

– Also perception bus based public transport p p p pwould not achieve the modal shift from private car.

– Car availability

Capacity

• Key issue relating to any publicKey issue relating to any publictransport system including BRT is itsability to have sufficient carryingcapacity to meet current/existingp y gdemand and reserve capacity tomeet future demand

• BRT systems are highly dependent • BRT systems are highly dependent on the level of segregation achieved.

• A typical modern BRT vehicle would have a capacity for 120 passengers.

Capacity - Dublin

• Capacity for BRT is determined predominantly by the frequency and the size of the vehicle

• Frequency – High priority at junctions implies a frequency of between 20 and 30

• Typical BRT vehicle is 120• A capacity of 3,600 based on 30 vehicles per hour would be

considered a moderate capacity BRT and is the range that could be aimed for on existing corridors in Dublin

Commercial Speed - Dublin

• Typically BRT systems to be successful they need to achieveaverage commercial speeds between 15 and 25 km/haverage commercial speeds between 15 and 25 km/h– In the Dublin context we should be looking at achieving a commercial

speed of 20 km/h end to end

Average journey speeds of this order are already achieved on• Average journey speeds of this order are already achieved onthe QBN– They are not however achieved consistently– For example the Stillorgan QBC has an average journey speed of 17 19For example, the Stillorgan QBC has an average journey speed of 17.19

km/h during the AM period– The bus journey times range between 25:00 and 40:49

Characteristics of BRT

• Running Ways– The running way is the most important aspect of the BRT g y p p

system. This is what enables the BRT services to operate reliably and at high speed.

• Running ways normally fall into three categories:g y y g– Dedicated bus road;– Median dedicated lanes in the centre of the road; and– Lateral dedicated lanes located at the edge of the road.

Characteristics of BRT cont.

• The dedicated bus road is typically associated with highcapacity BRT systems

• Median and lateral dedicated lanes associated withmoderate capacity BRT systems

• Local conditions and constraints on particular corridors willdetermine the location of the dedicated lanes


• Stops/StationsBRT systems represent a significant– BRT systems represent a significantupgrading over regular buses and inthe Dublin context above QBCs.

– Passenger waiting experience shouldg g pbe a comfortable one.

• Stops with high quality featurest ti ti k t di hi d– automatic ticket vending machines and

passenger information displays shouldcome as standard

– with potential changes to design andwith potential changes to design andsize at certain locations with thevolume of passengers or the amount ofinterchange taking place


• Vehicles– The types of bus vehicles utilised on BRT systems can also vary

widely. The main determinants in choice are the demand,frequency and operational concept and image of the BRTsystem.

• The main categories of bus vehicles are:– Bi-articulated single deck vehicles, where very high capacity is

required;Articulated single deck vehicles for moderate to high capacity;– Articulated single deck vehicles for moderate to high capacity;

– Rigid single deck; and– Rigid double deck.


• Assuming that BRT in the Dublin context needs a match of frequency short dwell times and appropriate vehicle size frequency, short dwell times and appropriate vehicle size and configuration, articulated vehicles would be most appropriate

Th b h ld b t lik i d th lti l – The buses should be more tram like in appearance and thus multiple doors along the length of the vehicle should be included as standard.


• Guidance Systems • Propulsion

- Automatic Guidance Systems

- Use at stops

- Diesel (most likely)- CNG- Hybrid- Electric

- Precise docking to ensure small gaps at platforms

- Narrow Streets

Electric - Hydrogen fuel cells

Operating Plan

• These can vary widely. They can however be grouped into the following categories:be grouped into the following categories:

– Closed systems whereby a single service operates end to end similar to a Metro or Luas type system No other bus services taxistype system. No other bus services, taxis

– Semi Open system where multiple authorised services use the BRT running way, either along its entire length or can join and leave at certain ts e t e e gt o ca jo a d ea e at ce tapoints along the running way;

– Open system where all buses may use the BRT system.

• In the Dublin context the Semi-open system is identified as the optimal approachapproach

OperationsOperations

• The operations side is complex– Bus corridors are used for multiple bus services– Assessment on a case by case basis– Need to address the impact of a BRT operation on

non-BRT services– Increased bus priority has implications for other

modes of transport– Requires careful management by local authorities

of limited road and footpath space – Will be developed predominantly as a semi open

system

Support Systems

• Most BRT systems will invest in advancedsupport systems technology in terms ofcustomer/passenger information, operationsmanagement for example. For any proposedBRT system in Dublin it is essential that theset f t i l S h ttype of systems are in place. Such systemsinclude but are not limited to:

– Automatic Vehicle location system, headway control, operations management;

– Interface with traffic control signals to ensure preferential treatment of the buses at junctions and also involve the extension of green time or actuation of the ggreen light at signalised junctions upon detection of an approaching bus;

– Real time passenger information;– Ticket vending machines smart cards integrated – Ticket vending machines, smart cards, integrated

ticketing;– CCTV for security and stop management;– In vehicle systems to assist the driver of the buses

Attractiveness

• Attractiveness is of key importance toany public transport system achievingthe mode shift from private car

• Branding and marketing is a fundamental• Branding and marketing is a fundamentalaspect of most successful BRT systems.

• To get buy from the public this isg y pessential:

– Establishing a system name and strong publicpresence;presence;

– Designing strong brand identity and visualpresence;

– Develop and maintain high quality throughoutthe system; andthe system; and

– Engage with stakeholders and public to gainapproval.

Cost

• BRT systems are generally cheaper to build than LRT systems– Avoids major relocation of utilities and track construction– Lower vehicle costs

The const ction pe iod fo BRT is often sho te than fo light ail – The construction period for BRT is often shorter than for light rail meaning that the benefits can be accrued sooner.

• Typically reduced costs in relation to land and property Typically reduced costs in relation to land and property costs – as the system may predominantly operate on the existing road

network. – However due to pinch points and areas of constrained space there

may be the requirement to acquire land and property.

• Indicative cost for the Dublin BRT Core Network is • Indicative cost for the Dublin BRT Core Network is identified as €9.5 million/km

Additional Considerations

• Further Consideration should be given to

– Depot– Control Room

Park and Ride– Park and Ride– Terminus– Contract Structure– Branding

Concept Overviewp

• The concept can be broadly described as a Luas type system • The concept can be broadly described as a Luas type system with rubber tyred vehicles

• System concept for the Core Dublin Network includes: – high quality running ways with significant segregation– high quality stop design with off board ticketing and fare collection– Real time passenger information

high specification vehicles with multiple door openings to reduce dwell – high specification vehicles with multiple door openings to reduce dwell and increase reliability.

• Balancing various bus services demands on key bus corridors i i th t d d t il d l iis an issue that needs very detailed analysis– Have to resolve as BRT needs commercial speed and reliability to offer

an enhanced alternative to private car

Summary

Capacity Running Ways

Stops/ Stations Vehicles Propulsion

BRT Service

Provision and other services

Support Systems

Attractive-ness

Dublin Concept

Dependent on road space

constraints

Median or Lateral lanes

High Quality Features

High Quality, Diesel

Needs to be scoped for each route

AVLS Need Branding

TVMs multiple doors Clean Diesel RTPI

guidance PIDs guidance system Hybrid ITS

Shelters articulated vehicle CCTV

Questions?

Thank you!

Documents

Bus Rapid Transit for Dublin