David King, Railway Procurement Agency 14 th November 2012

Transcription

1 Bus Rapid Transit for Dublin Hugh Creegan, National Transport Authority David King, Railway Procurement Agency 14 th November 2012

2 Topics Core Dublin BRT Network System Concept

3 BRT in the Transport System BRT occupies part of the transport capacity spectrum between conventional bus and light rail In designing transport 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 a conventional BRT system

4 BRT What are we doing? NTA Draft Transport Strategy published in 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 with light rail In addition, a Co-ordination group, comprising NTA, RPA, local authorities and the major contracted bus provider (Dublin Bus), was established

5 BRT - Core Dublin Network Following initial work carried out by the NTA / RPA, a report titled Bus Rapid Transit (BRT) Core Dublin Network has been produced Published on the NTA website last week Effectively it is a feasibility study assessing the technical, environmental and economic feasibility of a core BRT system for the city Sets out the core BRT network envisaged for Dublin. However, this doesn t preclude other BRT routes being added in the future

6 Demand Focussed Planning In order to determine any proposed network, transport planning, rooted in demand and patronage projections, is required Each transport corridor has to be assessed individually the solutions needed on each will be dictated by the level of transport 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 spectrum 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 p BRT corridors

7 BRT Core Dublin Network That demand work looked at a number of corridors including: Stillorgan Road corridor; Malahide Road corridor; Blanchardstown/Navan Road corridor; Tallaght to City Centre (via Kimmage area) corridor; Lucan Corridor; and Swords 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 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 UCD Clongriffin to Tallaght The terminal points should be taken as indicative at this stage

8 Indicative Core BRT Network Two cross-city routes Blanchardstwon to UCD Clongriffin to Tallaght Routes are indicative only at this stage should be treated as corridors Exact terminal points to be decided d at next stage e.g. UCD terminus could be extended further south Other corridors could be added to this core network

9 Key Parameters 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 Tallaght Length = km Indicative Cost = 264m Peak flow between 3,600 and 4,000 pphpd Benefit to Cost Ratio 4.9

10 Next Steps Work is on-going on assessing route alignments for each of the two cross-city city corridors forming the core BRT network Blanchardstown to UCD Clongriffin to Tallaght There are engineering g challenges on each of the routes in terms of road space 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

11 System Concept

12 BRT concept As part of BRT Core Dublin Network, a system concept for 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 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 and stimulate t economic developments. For a public transport system to be successful it needs to be reliable, frequent and have competitive journey times with private car. If these ingredients are not in place these systems do not tend to achieve the modal shift from private car.

13 What is BRT? Bus Rapid Transit (BRT) has emerged in recent years as an effective, cost efficient and high quality public transport system. D fi iti f BRT f Definitions of BRT range from a Quality Bus Corridor (QBC) to being a fully guided, fully segregated bus system

14 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 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 p bus based public transport would not achieve the modal shift from private car. Car availability

15 Capacity Key issue relating to any public transport system including BRT is its ability to have sufficient carrying capacity to meet current/existing demand and reserve capacity to meet future demand BRT systems are highly dependent on the level of segregation achieved. A typical modern BRT vehicle would have a capacity for 120 passengers.

16 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

17 Commercial Speed - Dublin Typically BRT systems to be successful they need to achieve average 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 the QBN They are not however achieved consistently For example, the Stillorgan QBC has an average journey speed of km/h during the AM period The bus journey times range between 25:00 and 40:49

18 Characteristics of BRT Running Ways The running way is the most important aspect of the BRT system. This is what enables the BRT services to operate reliably and at high speed. Running ways normally fall into three categories: Dedicated bus road; Median dedicated lanes in the centre of the road; and Lateral dedicated lanes located at the edge of the road.

19 Characteristics of BRT cont. The dedicated bus road is typically associated with high capacity BRT systems Median and lateral dedicated lanes associated with moderate capacity BRT systems Local conditions and constraints on particular corridors will determine the location of the dedicated lanes

20 Characteristics of BRT cont. Stops/Stations BRT systems represent a significant upgrading over regular buses and in the Dublin context above QBCs. Passenger waiting experience should be a comfortable one. Stops with high quality features automatic ti ticket t vending machines and passenger information displays should come as standard with potential changes to design and size at certain locations with the volume of passengers or the amount of interchange taking place

21 Characteristics of BRT cont. 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 BRT system. 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; Rigid single deck; and Rigid double deck.

22 Characteristics of BRT cont. Assuming that BRT in the Dublin context needs a match of 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.

23 Characteristics of BRT cont. Guidance Systems Propulsion - Automatic Guidance Systems - Use at stops - Precise docking to ensure small gaps at platforms - Narrow Streets - Diesel (most likely) - CNG - Hybrid - Electric - Hydrogen fuel cells

24 Operating Plan These can vary widely. They can however 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, taxis Semi Open system where multiple authorised services use the BRT running way, either along its entire e length or can join and leave e at certain points 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 approach

25 Operations 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

26 Support Systems Most BRT systems will invest in advanced support systems technology in terms of customer/passenger information, operations management for example. For any proposed BRT system in Dublin it is essential that these type of systems are in place. Such systems include 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 green light at signalised junctions upon detection of an approaching bus; Real time passenger information; Ticket vending machines, smart cards, integrated ticketing; CCTV for security and stop management; In vehicle systems to assist the driver of the buses

27 Attractiveness Attractiveness is of key importance to any public transport system achieving the mode shift from private car Branding and marketing is a fundamental aspect of most successful BRT systems. To get buy from the public this is essential: Establishing a system name and strong public presence; Designing strong brand identity and visual presence; Develop and maintain high quality throughout the system; and Engage with stakeholders and public to gain approval.

28 Cost BRT systems are generally cheaper to build than LRT systems Avoids major relocation of utilities and track construction Lower vehicle costs The construction ction 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 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

29 Additional Considerations Further Consideration should be given to Depot Control Room Park and Ride Terminus Contract Structure Branding

30 Concept Overview 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 and increase reliability. Balancing various bus services demands on key bus corridors is an issue that t needs very detailed d analysis Have to resolve as BRT needs commercial speed and reliability to offer an enhanced alternative to private car

31 Summary Capacity Running Ways Stops/ Stations Vehicles Propulsion BRT Service Provision and other services Support Systems Attractiveness 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 PIDs guidance system Hybrid ITS Shelters articulated vehicle CCTV

32 Questions? Thank you!