A Review of the Key Developments 2015/16 Brtuk2015 Handbook NC V9.Qxp Layout 1 26/11/2015 16:14 Page 2 Brtuk2015 Handbook NC V9.Qxp Layout 1 26/11/2015 16:14 Page 3

BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:14 Page 1

Published by: Supported by:

Handbook A review of the key developments 2015/16 BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:14 Page 2 BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:14 Page 3

Introduction 3 2015: a year when BRT took several large strides forward, but also made one major move backwards

When it comes to BRT, it would appear that the year 2015 But it hasn’t been all good news, of course, with 2015 has, to use a football cliché, been something of a game of having witnessed its fair share of scheme delays. But no two halves. There are, of course, lots of bright spots – real change there, for has it not always been thus? The healthily growing ridership numbers is many established really big (bad) news, of course, has been the surprisingly schemes and, if anything, a more than usually large premature of the ftr ‘bendy bus’ BRT service in Swansea, number of proposed schemes finally getting off the just a handful of years after it was opened in a blaze of drawing board and onto the street. Just witness the publicity. “If we can’t make the ftr concept work in number of large-scale and high-profile projects outlined Swansea, then we can’t make it work anywhere,” First in the pages of this handbook – in the West of England, in managers claimed not much more than five years ago. Manchester, in Glasgow. Indeed, at a cursory glance there And yet now the bendy bus has departed from the streets soon won’t be many major urban conurbations in the UK of Swansea. So what lessons can we learn from the that don’t either have a functioning BRT scheme or are Swansea experiment? Maybe this year’s BRT uk seriously trying to promote one. conference will start to answer that question.

Editorial Offices Landor LINKS Contents Apollo House 359 Kennington Lane London SE11 5QY BRT – the next ten years p5 Dave Haskins, NGT Project Director, BRTuk Membership Office West Yorkshire Combined Authority c/o Keith Gellaitry CMS Cameron McKenna LLP A double celebration for me – 10 years of BRTuk and 20 years p7 Saltire Court of operating BRT 20 Castle Terrace Edinburgh EH1 2EN Dr Bob Tebb, Chair BRTuk, 2005-2015 Fastlink - Setting the Standard for BRT in the West of Scotland BRTuk Secretary p10 Tom Hacker Gordon Dickson, SPT WSP Parsons Brinckerhoff 67 Chancery Lane London WCA 1AF p15 Major scheme development West of England, West Midlands, Hampshire, Surrey and Berkshire Advertising Daniel Simpson E: [email protected] p16 Bus Rapid Transit in the UK: T: 020 7091 7861 Progress and Plans

Design & Production Production Department p19 The barriers are coming down: BRT and LRT need to morph E: [email protected] their modal identities Peter Stonham, chairman, Landor LINKS Print & Distribution Hastings Printing Company Ltd FWT’s ten lessons for the effective delivery of public Drury Lane p23 St Leonards-on-Sea transport information East Sussex TN38 9BJ Peter Warman, Public Transport Consultant to FWT

p28 Manchester thinks big when it comes to BRT Anthony Murden, TfGM BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:14 Page 4 BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:14 Page 5

5 BRT – the next ten years I Dave Haskins, NGT Project Director, West Yorkshire Combined Authority

pure infrastructure provision, and based on a growth of BRT system length of approaching a factor of 20, BRT can quite easily be demonstrated as an unqualified success. According to the database, 48 cities are currently expanding their systems, while 141 more are constructing or planning new BRT projects. The future does appear to be bright. Meanwhile in the UK, the BRT database list 13 corridors with a cumulative length of 173km – roughly 3% of the global total. I posed myself the question “Is the UK pulling its weight on BRT?” Clyde Fastlink Next, in terms of formulating my Background thoughts around the future of BRT in promoted by WYCA and Leeds City the UK, I browsed on the internet using As the incoming BRT UK Chair, I Council and which entails a ‘whole- the search term “Bus Rapid Transit have been asked to share my system’ approach to public transport Future”. Looking at the pages of articles thoughts around what I see to be the planning. For me, this BRT system is that came up, the highest ranking future of Bus Rapid Transit in the much more than the “R” for rapid. The results revealed the following locations UK. I will start however, by going “R” also signifies reliability, which it is where BRT is in the news. – Vancouver, back in time a little. aiming to achieve through the New York, Chicago, Rio de Janeiro, Since my early days in transport segregation of almost 2/3 of the route Nashville, Ontario, Birmingham consultancy (going back some time), I from general traffic. This project has (Alabama), Washington DC, Little Rock, was involved in a number of bus priority faced (and continues to face) some Jacksonville, India, Denver, Kuala studies in London and Liverpool significant challenges on its trajectory Lumpur, San Francisco. through which it was clear to me that through to implementation. These Overall, this sounded to me to be enormous benefits to passengers could challenges are, I am sure, largely similar quite an impressive list, however when be derived. Then, at some point in the to those which have been faced by many browsing through the first 10 pages of mid 90’s I stumbled upon the concept of other cities– Cambridge, Sheffield, results, I did not come across a single BRT through my involvement in the Luton, Manchester, Glasgow, Belfast, UK scheme which was deemed Cambridge Guided Busway (some early London and others. newsworthy. Why is this, and what can work on behalf of local developers) and It is in this commonality of BRT we do collectively to rectify it? the Leeds Supertram scheme (where I delivery challenges where BRT UK can Issues to overcome was brought in to appraise an play a key role and where we can work alternative bus-based option to the tram collectively to exchange knowledge and One of the key constraints to project). Invariably also, there were a good-practice, and to support new developing high capacity bus-based number of projects I was handed where (enlightened) promoting authorities. solutions in our towns and cities BRT/bus priority was required to be Over the last 10 years, I have been relates to the on-going battle for considered as a ‘poor man’s cousin’ for involved in BRT UK activities, working street space in Central Areas. Our various proposed Light Rail schemes. on a cross-authority basis to promote towns and cities are often historic in BRT had however grabbed my attention BRT as a mode and to share knowledge. their planning, and suffer from at this point, as a genuine mass-transit I see that it is crucial that we, as an decisions made decades ago where solution which could be introduced at organisation, act as advocates for BRT. road space was reallocated away significantly lower cost than light rail, To try to get a feel for how successful from public transport towards car and one which could potentially also be and widespread BRT has been, I visited use (unlike many places in Europe, introduced on non-rail served corridors. the excellent website www.BRTdata.org where public transport priority was Moving jobs to work for West which maintains a database which retained). Often, local opinion and Yorkshire PTE (now the West Yorkshire tracks the development and progress of politics can take precedence over Combined Authority) gave me the BRT projects globally. Based on their seemingly rational arguments to re- opportunity to get more involved these most recent data, there are 402 mapped allocate limited road space back in types of projects in a Promoter capacity. BRT corridors, totalling around favour of people movement. It is not For the last 10 years I have led the NGT 5,230km worldwide. Twenty years ago just the car lobby that can dominate (Trolleybus) project in Leeds, which is a in 1995, the global figure was around here. Increasingly the demands of £250m scheme that is being jointly 300km of BRT routes. So in terms of cycle groups can also put paid to key BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:14 Page 6

Handbook

aspects of BRT thinking. This can will pan out for BRT schemes should made decisions has resulted in a superb relate to the demand for segregated become clearer over the next few years. network which includes BRT, tram, lanes of specific widths, as well as Opportunities in the UK Metro, Heavy Rail, tram-train and bus. junction capacity reductions to Moving onto technology and air accommodate cyclists. It is of course Over time the economy of UK has quality issues - for the last few years I possible (and desirable) to increasingly become London-driven. have attended a number of European accommodate both, however this There are very few other developed transport conferences where key can then lead to increased land-take, nations which have capitals with a presentations have centred around which in turn can result in increased population eight times greater than policy levers which are leading cities to opposition and costs. that of the second city (London 8.5m plan for future public transport This leads on to a further issue which vs Birmingham 1m). The current networks which have a strong electric is often encountered is that of “BRT governments’ plans to devolve power backbone. These moves are driven by creep”, which results in a dilution of to city regions and create a ‘northern issues relating to increasing air priority measures through the powerhouse’ (including HS3) are pollution levels in cities and the threat feasibility, planning, design (and even recognition of this. If the future of significant local authority level fines. post-implementation) stages. I read one economy is not to be so London Even taking the risk of fines to one side, article recently which described the end driven, it is surely to be ‘city’ driven. urban air pollution in developed result, not as BRT but as BRT can play a key part in economies has been estimated to cost “SFBISAWTIEROWBTS – Slightly transporting workers and shoppers 2% of national GDP. BRT can play a key Faster Buses In Some Areas Where into city centres across the UK. role in reducing air pollution through There Is Exclusive Right Of Way Bus This opportunity sits alongside a direct impacts of switching to electric Transit System”. If we were planning a projected 30% increase in Public propulsion systems, together with the new Heavy (or Light) Rail, we would not Transport use by 2050, brought about increased mode transfer from car. be removing small sections of through population increases in urban Wireless electric technologies are still infrastructure, so why does this happen areas and the lack of affordable housing not fully proven at the required BRT on BRT projects? within easy reach of centres. At the scale of intensity of use, but Funding is in many respects less of a same time limited scope exists to opportunities may exist in some hurdle in the development and delivery increase highway infrastructure locations for electric fleets to be of transport schemes than it was a few capacity. The combination of these introduced notwithstanding any ‘early years ago. The devolution of previously factors should work in favour of BRT adopter’ risks. There are already bid for DfT funding to LEPs through projects in that much of the housing examples of this in the UK. Growth Deals has removed a significant growth is projected to take place on the In conclusion, I see that there is cause time dimension in the scheme delivery fringes of urban areas – the very places for significant optimism around the future process. The challenge for BRT however which are on capacity-constrained development of BRT systems in the UK. is for projects to be able to be brought highway corridors. There are schemes at present that are forward and for their advocates to be The future role of Mayors will also under development/delivery including in able to fight their corner for a slice of undoubtedly have an impact on the Leeds, Cambridge, Belfast, London, the funding pie. The challenge within planning of transport infrastructure in Birmingham, Manchester, Bristol and this is that BRT projects by their very our towns and cities. Whilst London is a Sheffield. Further schemes will not nature can be significantly more shining example of how a Mayor can however just suddenly appear. It is expensive than some other local really help shape transport policy, the incumbent on members of BRT UK and infrastructure enhancements that are uniqueness of London in terms of its transport professionals to seek to develop also on ‘lists’ to be prioritised. Locally it scale limits its application elsewhere in projects that meet the changing needs of is often not difficult to make the case for the UK. A better example perhaps would towns and cities. As a country, the UK has 5 or 6 projects to be brought forward be to look at the achievements of cities planners and engineers who are global across a wider geographical areas than a such as Lyon, where the 5 year term, experts and who apply their skills to single BRT project- especially when together with the local funding through overseas BRT projects rather than home- some of the historic delivery challenges the “Versement Transport” (local grown schemes. This needs to change. are also part of the equation. transport tax) has led to swift delivery of The conditions are ripe for a growth Finally the thorny issue of bus de- projects to enhance the fully integrated in BRT schemes. We should take I regulation. Outside London, buses are multi-modal network. More locally advantage of this, collectively. run by private companies. It is not too difficult to imagine these locally operated businesses seeing BRT as a significant opportunity to address a decline in bus use. After all, from the passenger viewpoint, a well-designed BRT system (such as Cambridgeshire Guided Busway) is clearly more attractive than a standard bus. The introduction of new market entrants to run a BRT system, or a move back towards a regulated bus industry, Leigh Salford Manchester Busway changes the market dynamics. How this BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:14 Page 7

A double celebration for me – 10 years of BRTuk and 20 years of operating BRT I Dr Bob Tebb, Chair BRTuk, 2005 – 2015 Dr Bob Tebb

The author, who is stepping down after a decade as Chair of BRTuk at this year’s Annual Conference in Glasgow, reflects on the successes (and failures!) over that time

Foundations considered. The earliest in the UK was, The inspiration for the BRTuk of course, the Runcorn Busway, opened organisation came from Colin in the early 1970s. Unfortunately what Eastman of Coventry City Council in should have been seen as an icon for the earliest years of this Millennium; application elsewhere in New (and he drew together those already extant) Towns, was rather overlooked in active and interested in improving the scramble to cater for the the quality and attractiveness of bus phenomenal rise in personal mobility BRT in action in a motorway median – Essen 1987 travel to its passengers and potential through the motor car. new passengers, through increasing The robustness of the Runcorn guided-bus concept was subsequently the quality, speed, and performance Busway as BRT was demonstrated to adopted in West Yorkshire in 1992 of trunk urban bus services. How BRTuk delegates during a recent when the local authorities included this had this come about? technical visit; despite years of in an integral package of proposed uncertainty caused by local government transport developments for the city of changes, bus industry privatisation and Leeds. A ‘horses for courses’ approach deregulation, and massive car growth, was adopted for individual corridors its performance today remains largely and areas – including heavy rail, unaffected, and a credit to its original supertram, guided bus (as part of BRT) planners and its present partners. and the highway network. I became personally inspired by the From 1987 through to the opening of BRT concept (though we didn’t then call the first section of guideway in Leeds in it that!) a far back as 1987, when a September 1995 (only 3 years after its technical tour of European trolleybus adoption in the Leeds transport plan), systems brought me to Essen, and in the still-unnamed concept started to particular to its articulated duobuses on appeal to more and more transport the express route to Kray, running as guided buses in a motorway median. Here was a mode new to me, but comparable in quality and performance to a far more expensive rail system. Runcorn Busway during BRTuk visit With the encouragement of my Operator employer, I developed a At that time, there were but a tiny corridor proposal for Leeds, as well as handful of urban bus corridors where organising and operating a short The first very short ‘portable’ guideway in Leeds such a quality claim could even be demonstration guideway; the kerb- BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:14 Page 8

Handbook

Swansea ftrmetro on its first operating day; Scott Hall Rd opening 25.09.1995 A streetcar is tested on a Leeds BRT guideway LRT certainly – but is it tram or bus?

authorities and operators; in many One of the key differences between city-centre segregation. Equally of note cases the ideas were still a little too bus and BRT is dedicated infrastructure was its route which was very much on ‘advanced’ for the comfort of – and the quantity (or rather the the French ‘civic spine’ principle, prospective funders, but the BRT proportion) of such on the route directly serving hospitals at either end, colleges, concept was slowly becoming an affects the performance variability and sports facilities, the civic centre, parks integral and established part of urban effectiveness or, in other words “How and recreational areas, as well as the transit proposals. BRT is it?” pedestrianised city centre. No Symptomatic of this was the holding Whilst the earlier West Yorkshire guideways were involved here – BRT of the first gathering of likeminded BRT guideway schemes certainly ticked all does not automatically imply guidance! folk at the University of Warwick, near the BRT boxes except perhaps in terms It also created an interesting Coventry; apart from Runcorn and the of the proportion of the routes with challenge! For promotional and BRT West Yorkshire guideways, BRT was still dedicated infrastructure, the next reasons, metro operation by the at that time little more than a barely- scheme to fully encompass BRT was the ftrstreetcar was desirable at political understood and unproven concept. Cambridgeshire Guided Busway; this level to secure the Welsh Assembly’s I have spent a fair bit of time on the not only featured near-continuous high- agreement to funding all this high- things which laid the foundations for performance guideway over many performance infrastructure, yet the city BRTuk, for without such a strong basis, kilometres, but extended the BRT had become a well-used high-frequency I consider it unlikely that we would have concept beyond the urban area to midibus network, to which the streetcar seen the spectacular growth which has interurban travel. It was not surprising operation was less suited. followed. that in 2007 the first BRTuk Conference Eventually the effects of the national Genesis away from Coventry was to Cambridge recession created the perhaps inevitable to, inter alia, view the initial reversion to midibuses, though This first successful informal construction works. retaining the BRT infrastructure – so gathering of minds at Warwick thus As interest in introducing the BRT was it still BRT? Of course it was – the led directly to the formation of concept grew across the UK, this performance for passengers was BRTuk – and to the start of a still unaffected! unsolved issue – what exactly is One quirk was that the portion of BRT? segregated route on a former railway To me, as an Operator, it was how to alignment had, rather than the passive make bus journeys shorter in time, gates elsewhere on the route, physical more comfortable, and more attractive ‘bus gates’ – a ‘bus gate’ really meant a to potential passengers. To others, it ‘bus gate’! was to make a specific impact on the The following year the BRTuk urban scene, with dedicated busways, The Cambridgeshire guided busway Conference was held jointly with a creating an aura of specialised travel under construction conference–promotions company in opportunities – and, in the process, to London, as BRT schemes were raise the profile of bus transit, both provided the impetus to take the seemingly having a (relatively) quiet specifically with BRT and in general. Conference ‘on tour’, initially to places period. This was merely ‘the lull before Both approaches are ‘right’ – in their well on with developing their own BRT the storm’ as the following three years own appropriate circumstances! schemes, and then, glory be, to ones suddenly found our Conferences visiting Note that the term ‘Rapid’ within the under construction (eg Cambridgeshire) now-open BRT corridors. This burst of BRT initials is far less relevant than or actually in operation. Thus Belfast ‘Reliable’! was the venue for 2008, where BRT By our third (now annual) plans were well-advanced, followed by Conference, we had BRT-specific Cardiff the following year. hardware to see and experience, with This latter provided the springboard the appearance there of the to visit Swansea where the ftmetro Wrights/FirstGroup ftr/streetcar. scheme provided a revolutionary (and Although, as with any pioneering still unmatched) level of inner-city venture, it had a few shortcomings, the priority and segregation, with a cross- desired aura of modern, attractive, city route through traditional strong A Swansea ftrmetro ‘bus gate’ opens for a streetcar travel was emerging. residential areas supporting the cross- BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:15 Page 9

A double celebration for me – 10 years of BRTuk and 20 years of operating BRT 9

Glasgow, where the bus transit picture is healthier with the opening of the Fastlink BRT scheme linking the city with the south-western suburbs and the new city Hospital. Complementing BRTuk Conferences At a closing speed of over 160kph, buses pass on the Cambridgeshire guided busway The above summary of our Conference venues and visits has barely touched on the other activity ‘on the ground’ was a perfect activities BRTuk has provided over demonstration of the short lead times the past decade. for implementation of BRT. Many technical visits have been made Thus in 2011 there was a welcome to such as Reading, Crawley, Luton, and return to Cambridgeshire where the Milton Keynes in Britain and to Rouen, length and high-performance profile of Nantes and Eindhoven on the European the BRT corridor was matched by the mainland. These have not only featured rapid growth in patronage – which at last The formal opening of the the infrastructure of BRT (and the proved that bus could be as attractive as Luton – Dunstable busway variety of guidance technologies supertram, and at far lower cost. available), but also demonstrated the We then moved for the following year Personally, I have no problem with ever-growing impetus on power train to an unguided busway project in South supertram as but one element of the technologies for the vehicles. Hybrid Hampshire, with the first section of the modal mix available to transport and contactless recharging of in-vehicle Gosport – Fareham busway; as with authorities, but I find it ludicrous that a stored-energy systems, is certainly Cambridgeshire, this was built largely busway which had grown patronage reducing, if not eliminating, one of the on a former railway alignment. When significantly and improved bus perceived (though not on a per-person complete, this corridor will further performance, was literally swept aside basis true) most unattractive features of enhance public transport access in an in favour of the less-accessible tram; buses – emission pollution. area constrained by coastal waterways. surely the alignment could have been The English Midlands brought us in shared as the former WEB bus routes 2013 to the formal opening of the Luton – Dunstable busway, again guided. Our Conference in Luton was graced by Norman Baker, immediately after he had opened the busway. Unfortunately,

The BRTuk and CILT combined visit to construction works on the Luton – Dunstable busway

e-Technology is also taking a stronger and stronger role within BRT and within BRTuk itself as it seeks to get more information and more quickly to The first section of the Gosport – The West Edinburgh Busway – and its our Members. Fareham ‘Eclipse’ BRT corridor tram replacement The support from BRTuk and despite his success in aiding bus remain in operation, but once again I would like to finish my all-too- support and development throughout more slowly, along the parallel roads brief review of BRTuk’s activities the country, he was moved the very next they used before WEB was built? over the last 10 years by expressing day to a new ministerial position! Having ventured north of the border, my thanks to the Officers, Board Although BRTuk had, some years we return this year, 2015, but to Members, and the membership in earlier, crossed the Scottish border to general for supporting those Edinburgh on one of its many technical activities directly and indirectly. visits, it was not until 2014 that the I hope that they have gained as much BRTuk Conference was held in the city. information and knowledge about One could argue that this was ‘too late’ progressing good BRT as BRTuk has as their West Edinburgh Busway had gained from their own active been and gone by then, in favour of participation – such a 2-way process is supertram. Fortunately for the city, its key to success. own near-secret BRT system, the I trust this activity will continue to The Edinburgh Greenways have served the city’s Greenways, remains in active use for its grow in scale and in value over the bus passengers well for many years I passengers. decade to come. BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:15 Page 10

Handbook Fastlink – setting the standard for BRT in the West of Scotland I Glasgow’s Fastlink BRT scheme is setting the standard for the concept north of the border, explains SPT’s Gordon Dickson

education, employment and tourist attractions; G To support growth, development and regeneration along the Clyde corridor in the residential, commercial and retail sectors; G To ensure high quality integration of new and existing public transport along the Clyde corridor; G To improve safety, particularly for vulnerable public transport users, along the Clyde corridor; and G To reduce the adverse environmental effects of transport along the Clyde corridor through modal shift, sustainable trip patterns and reducing the growth rate of congestion on main corridors.

These objectives were subsequently used to develop an outline system specification for the route and also form the basis for evaluating and monitoring its success. An interim monitoring report undertaken in 2015 Introduction considered progress achieved to date Scottish Government awarded in terms of achieving reduced travel Fastlink is the West of Scotland’s funding of up to £40m for delivery of times by public transport to existing exemplar urban bus rapid transit the Fastlink core route between and new developments along the system that sets the blueprint for the Glasgow City Centre and the Queen Fastlink corridor. The analysis expansion and upgrade of key bus Elizabeth University Hospital. Further undertaken demonstrated that, as of corridors across Greater Glasgow and funding has since been secured October 2015, a 15.6% journey time beyond. The initial 8km Fastlink core through the European Regional saving had been realised, from the route runs between Glasgow city Development Fund and Section 75 overall target of 20%. This result centre and the Queen Elizabeth developer contributions. aligns with recent positive operator University Hospital, via Govan. Scheme objectives and public feedback and follows Services operating on the Fastlink recent upgrades and modifications to route originate from the local At the outset of the Fastlink scheme traffic signalling along the route. authority areas of Glasgow City and development process, six objectives Further journey time savings, in line Renfrewshire. Fastlink forms one part were defined, consistent with both with the overall target, are anticipated of the regional transport strategy, with national, regional and local policy following completion of further bus a particular focus on delivering considerations: priority measures along the route and G improved connectivity by developing To reduce travel time (target 20%) particularly within the city centre. and enhancing the transport network and the cost of travel to existing The Route to ensure efficient and sustainable and new developments along the access to strategic locations for people Clyde corridor; Within Glasgow’s city centre, Fastlink G and business. To improve accessibility, and connects with Central Station, Queen Funding thereby help to reduce social Street Station and Buchanan Bus exclusion, to key areas, facilities Station, and then runs along the In 2011, following submission of the and services along the Clyde Clydeside via the International Fastlink final business case, the corridor such as healthcare, Financial Services District, the Clyde BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:15 Page 11

Fastlink – Setting the Standard for BRT in the West of Scotland 11

Arc Bridge, Digital Media Quarter and The installation of high quality approximately 750,000 patients and Govan to the Queen Elizabeth passenger facilities has also been a key visitors per annum – a key source of University Hospital. A map of the focus of the scheme, including: trip generation. Fastlink bus priority route is shown above. measures and passenger facilities at G The Fastlink route has been designed to High Quality Halts the Arrivals Square transport hub are G incorporate a number of key bus priority High Quality Interchanges fundamental in providing suitable G features to encourage modal shift to Improved Safety Lighting access to the jobs and services located G public transport, including: Extensive CCTV coverage at the site by fast, frequent and high G Help points located at halts quality local bus services. G G Segregated Busways High Access Kerbs at all halts To put this in context, the uplift in G G Bus Lanes Improved Signage & Travel services, including Fastlink routes, to the G Bus Priority Traffic Signalling Information QEU Hospital has grown from G G Automatic Number Plate Recognition Distinctive “Fastlink” branding approximately 14 to 86 buses per hour, G (ANPR) bus lane enforcement Real Time Passenger Information during the main day Monday to Friday, to G Junction bypasses for buses available at all halts a wide spread of destinations including G Cycling Facilities / Cycle Parking at City Centre, Govan, Partick, Castlemilk, Halts Drumchapel, Easterhouse, Maryhill, An example of a typical Fastlink halt Paisley, Erskine and Renfrew. Further is shown below. details available at; www.spt.co.uk/bus/accesstohealthcare/q ueen-elizabth-university-hospitals/ Worth also noting that a recent survey undertaken by NHS Greater Glasgow & Clyde found that over 65% of respondents felt that there had been an improvement in bus services since the new hospitals An example of a unique Fastlink bus opened. A similar proportion also stated priority measure, referred to as the that it was easy to access the hospital by ‘squareabout’, is located at Govan and Queen Elizabeth University bus, including Fastlink Services. A map of is shown below. This example shows Hospital services to the Queen Elizabeth University the aerial plan of roundabout in Hospital is shown left. Govan which has been signalised and As noted above, the Queen Elizabeth Delivering Fastlink – Project modified to include a west bound University Hospital forms a key part Governance contraflow bus only link. This feature of the Fastlink route. In terms of scale, has been particularly well received the new hospital, opened in May 2015, Delivery of the project is overseen by a from bus operators and passengers employs 10,000 staff and is Steering Group which is led by SPT, alike. anticipated will welcome regularly meets and has senior level BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:15 Page 12

Handbook

representation from the following organisations: Glasgow City Council, Renfrewshire Council, Transport Scotland, NHS Greater Glasgow & Clyde and the Confederation of Passenger Transport (CPT). The remit of the Steering Group is to oversee delivery of the Fastlink project and associated enhancements and thereby discharge the various duties required to satisfy respective grant conditions and agreements between the organisations. The two key delivery partners, Glasgow City Council and SPT, also meet regularly via the Fastlink Working Group to monitor progress on a ‘day by day’ basis and report to the Steering Group and respective corporate governance requirements within SPT and GCC. The Working Group is supplemented as required with representatives from Renfrewshire Council in terms of developing plans for an extension to the Fastlink Core Route towards Renfrew. Delivering Fastlink – Scheme Governance Operation of services on the Fastlink scheme is governed by a unique Statutory Quality Partnership (SQP) agreement which has been jointly made by SPT and GCC and came into operation on Sunday 28 June 2015. The Fastlink SQP is the fifth such agreement to be implemented in Strathclyde, designed to complement the Glasgow Streamline SQP and set leading standards in terms of high quality bus infrastructure, passenger facilities, vehicle emissions (set at Euro 6 or Low Carbon Vehicles for services operating full Fastlink route) and targeting growth/modal shift. Noting the absence of SQP’s in the rest of Scotland, the Fastlink SQP sets leading standards for partnership working. Network Enhancement The Fastlink Final Business Case confirmed kick-start funding would be required for initial operations. To support this, SPT invited local bus operators to participate in a mini- competition which offered capital support for environmentally-friendly buses as part of a wider drive to establish sustainable, high-quality commercial bus services on the Fastlink corridor and associated routes to the QEUH. Further to this, contracts have now been exchanged between SPT and BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:15 Page 13

Fastlink – Setting the Standard for BRT in the West of Scotland 13

Stagecoach, funding 7 brand new Euro 6 vehicles (supplied by ADL Ltd) and committing Stagecoach to a 4 year period commencing 31 August 2015. Stagecoach operate the 7 vehicles on their frequent (every 10 minutes during main day, M - F) X19 Fastlink Service, and extended the route to QEU Hospital, Govan, City Centre, Glasgow Royal Infirmary and Easterhouse. Details of the X19 service are provided below. Current Status The current status of Fastlink route infrastructure as of October 2015 is summarised below:

G Arrivals Square to Clyde Arc Bridge- Complete & Operational G Clyde Arc Bridge to Broomielaw- Complete & Operational G Glasgow City Centre Completion 2017 development and consultation well underway. Phase 2 will focus on the redevelopment of Renfield Street and Hope Street to the same standards. Crucially, the City Centre improvement works unlock the opportunity for the Fastlink concept to be rolled out to other key radial bus routes within Greater Glasgow. Many of these corridors form part of the previous ‘Streamline’ network and would benefit from being upgraded to Next Steps Deal. The scope of works for the Fastlink standards in terms of bus Glasgow City Centre Bus Priority priority measures and passenger In terms of next steps, a £3.14 million Measures & improved Passenger facilities. A map of the streamline package of works has been agreed Facilities, Phase 1, will encompass the corridors is shown above; between GCC and SPT, to deliver Bus following key city centre streets: Funding for further expansion of the Priority Measures & improved Fastlink concept will be sought in due G Passenger Facilities within Glasgow Union Street course by the project partners from SPT’s G City Centre. These works will deliver Argyle Street capital programme, developer G further journey time savings for all Jamaica Street contributions, the Glasgow and Clyde G bus services operating in the City Midland Street Valley City Deal Initiative and other G I Centre (e.g. up to 180 buses per hour Oswald Street funding sources. G in Union Street) in alignment with the Howard Street targets set out in the Final Business Keep up to date on progress at: Case and will complement the wider These works are due to be complete http://www.spt.co.uk/corporate/ab regeneration works as part of City by 2017, with advanced design, out/projects/fastlink/

Operator Service Route Days of Hours of Frequency via SGH Peak buses Operation Operation (minutes) per/hour

Daytime Evening

Stagecoach X19 Easterhouse Monday to 0518 - 10 20 6 Western - Glasgow Friday 0001

BBS - QEUH Saturday 0608 - 10 20 (via Fastlink) 0001

Sunday 0603 - 20 30 0006 BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:16 Page 14

#smartertravellive Submit a paper: smartertravellive.uk

17 -18 March 2016 ArenaMK, Milton Keynes

Secure your exhibition stand today! Contact Daniel Simpson: [email protected] or call: 020 7091 7861

Organised by: Supported by: Hosted by: BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:16 Page 15

UK schemes 15 West of England MetroBus

After ten years in development, heritage structure began in September construction has finally started on 2015. The bridge will have a lane for the West of England’s MetroBus MetroBus vehicles and a separate network. pedestrian and cycle path. MetroBus is a £200m bus rapid A new bridge at Bathurst Basin will be transit scheme jointly promoted by built alongside an existing harbour bridge The first phase of construction works three West of England councils – Bristol that will become one-way. The new will be completed in spring 2016 when City Council, North Somerset Council bridge will take traffic travelling in the the new link road will be in operation and South Gloucestershire Council. opposite direction and link two existing and new permanent traffic flows will be MetroBus will provide passengers shared cycling and pedestrian paths. introduced. with rapid and reliable journeys to key Stops and ticketing Cycling and walking destinations across the sub-region. The 50km network builds on recent The MetroBus network will have 90 Bristol was the UK’s first Cycling improvements to major bus corridors stops. Stops will function as a key City. In recent years it’s benefited made by the Greater Bristol Bus interchanges between other modes of from new cycling infrastructure and Network scheme. transport. On-street information totems a significant rise in the number of MetroBus journey times will be called iPoints at MetroBus stops will people cycling. The Greater Bristol comparable with car and local rail distinguish services from the Bus Network saw an unexpected journeys. The main draw for passengers background bus network. benefit as cyclists made use of new is that MetroBus services will be quicker Each iPoint will display live bus bus lanes. and more reliable than existing bus arrival times and information about The MetroBus network includes over services, especially on longer cross-city onward journeys on foot and via other 7km of new cycle and walking routes journeys. bus services. Off-bus ticketing will which connect to existing paths and new Forecast journey time savings start at encourage speedy boarding and reduce routes funded by the government’s ten minutes to an impressive 90 journey times. Passengers will be able to Cycle City Ambition funding. minutes a day for a round trip. The time purchase off-bus tickets from iPoints Operating MetroBus savings will be achieved by a and existing retail points, or use mobile combination of new bus infrastructure, ticketing or contactless payments. MetroBus will be operated as bus lanes, bus priority at signals and Reconfiguration of Bristol city commercial services registered with smart ticketing. centre operators. The councils are using a Bridges Quality Partnership Scheme to Significant areas in the city centre define the minimum operating As well as building new bridges, are being remodelled to create more standards for MetroBus services. MetroBus is refurbishing a number capacity for MetroBus, regular bus The minimum specification for the of existing bridges. These services, pedestrians and cyclists. MetroBus vehicle will be a hybrid drive, refurbishments present a number of To minimise disruption construction twin-door vehicle. The vehicle will have technical challenges and have to is taking place over three separate at least 25 per cent less carbon satisfy listed building regulations. phases. MetroBus will strengthen and emissions and fuel consumption than a Ashton Avenue Swing Bridge is a protect the Frome culvert which allows standard bus. Victorian bridge originally used by the River Frome to flow beneath the city The councils and bus operators expect Brunel’s Great Western Railway. The centre. A new link road will run above to finalise the MetroBus Quality extensive £3.2m renovation of this the culvert. Partnership Scheme and a Voluntary Partnership Agreement in early 2016. Key infrastructure: MetroBus extension G G MetroBus services will take MetroBus services will avoid a The first MetroBus services are due advantage of a number of highly congested junction on to start operating in spring 2017. elements of new infrastructure the M32 via a new bus-only The local councils are confident G 2.5km of guided busway junction MetroBus will reduce congestion G G The busway is being constructed The junction will cut an and car dependency and South using an innovative method of impressive 30 minutes on Gloucestershire Council are already slip-formed concrete which will journeys from south to north planning an extension to the ensure a smooth and reliable ride Bristol network. Their proposed MetroBus G G Segregated from general traffic, MetroBus will use a new bus extension will serve a new the busway will shorten journey lane on the M32 which will be development of 5,700 houses and times to Bristol city centre one of the few motorway bus around 50 hectares of employment G I Bus-only junction on the M32 lanes in the UK land in the north of the city. BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:20 Page 16

Handbook Bus Rapid Transit in the U The position in No PROPOSED SCHEMES

SEStran, the South East Scotland Transport Partnership is working up proposals for an orbital BRT network to the south of EDINBURGH. The scheme will link park-and-ride sites around the south of the city and contribute to congestion reduction on the city bypass.

The current status of FASTLINK route infrastructure as of October 2015 is: Arrivals Square to Clyde Arc Bridge - Complete & Operational Clyde Arc Bridge to Broomielaw - Complete & Operational Glasgow City Centre- Completion 2017

The Department for Regional Development (DRD) has announced the opening of new bus lanes on the Falls Road as part of the BELFAST RAPID TRANSIT BRT scheme. The new bus lanes, located between Grosvenor Road and Whiterock Road, were introduced on 2 November.

LEEDS NEW GENERATION TRANSPORTNGT is a planned 14.8km cross-city trolleybus scheme jointly promoted by the West Yorkshire Combined Authority (WYCA) and Leeds City Council (LCC). The DfT awarded Programme Entry Approval in July 2012 for the £250m project, which is being taken forward through a Transport and Works Act Order. A Public Inquiry closed in October 2014. Construction could begin in 2017.

BUS RAPID TRANSITBRT NORTH has been developed to help people travel into and between the centres of Rotherham and Sheffield via a new link road under the M1 at junction 34. The scheme will provide a high quality, limited stop bus service and enable faster, more frequent connections through the Lower Don Valley. BRT North is being delivered by the South Yorkshire Passenger Transport Executive, Rotherham Metropolitan Borough Council and Sheffield City Council. It is part financed by the European Regional Development Fund through the Yorkshire and Humber ERDF Programme 2007-13. Additional funding is provided by the Department for Transport, the Growing Places Fund from the Sheffield City Region Local Enterprise Partnership and the South Yorkshire Local Transport Plan.

PENNINE REACH is a BRT scheme aimed at improving public transport along the Accrington–Blackburn–Darwen corridors. The Final Approval bid is for £31.9m from the DfT, with £8m in total from the two local councils from a variety of local sources in the years 2013/14 through to 2015/16. Completion is expected in 2016.

TRANSPORT FOR GREATER MANCHESTER TFGM is currently making one of the largest investments in Greater Manchester’s bus network for decades. Over 25 miles of the bus network are being created or enhanced as part of a £122m ‘bus priority package’.

After ten years in development, construction finally started on the WEST OF ENGLAND’S METROBUS network in 2015. MetroBus is a £200 million bus rapid transit scheme jointly promoted by three West of England councils - Bristol City Council, North Somerset Council and South Gloucestershire Council. MetroBus will provide passengers with rapid and reliable journeys to key destinations across the sub-region. The 50km network builds on recent improvements to major bus corridors made by the Greater Bristol Bus Network scheme.

Residents and businesses in Slough are currently being asked for their views on plans for a ‘rapid’ bus service along a busy commuter road in Berkshire. The £8m scheme, known as SMART SLOUGH MASS RAPID TRANSIT, was approved by the borough council on 15 September. The proposals will involve widening the A4 and upgrades to several junctions. The council said the aim of the scheme was to provide quicker, more frequent and reliable bus services. Another major part of the plans involves turning service roads parallel to the A4 through Slough Trading Estate into bus lanes. The council said the improved service would benefit residents, encourage greater use of public transport and support economic growth in the borough.

Information as available November 2015. BRTuk and Landor LINKS Ltd have complied this list in good faith from published sources and are not liable for errors or omissions. Further information on n BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:20 Page 17

he UK: Progress and Plans 17 n November 2015 OPERATING SYSTEMS

TYNE & WEAR features two smaller BRT schemes. Go North East operates the Centrelink service between Gateshead town centre and the Metrocentre shopping complex via a busway on the banks of the River Tyne. Meanwhile, in North Tyneside the operator’s Route19 service through the Cobalt Business Park uses a short stretch of guided busway.

BRADFORD’S Manchester Road Quality Bus Initiative includes 2.3km of dedicated guided busway and 1.2km of bus lanes. Metro, the West Yorkshire PTE, Bradford Council and bus operator First implemented the scheme.

Guided busways and extensive bus priority measures are a key feature of two corridors in LEEDS. The original A61 (Scott Hall Road) corridor scheme developed by bus operator Yorkshire Rider, Leeds City Council and Metro has four sections of guided busway totalling 1.5km. The A64 York Road/Selby Road ‘Elite’ scheme has a total of 2km of guided busway in three sections. Arriva joined First (successor to Yorkshire Rider) in funding the scheme with LCC and Metro.

RUNCORN’S Busway was opened in 1971 with seven miles of segregated roadway, later extended to 12 miles, forming a figure-of-eight around the developing new town. Housing estates were designed so that no point was more than 500m from a busway stop.

The CAMBRIDGESHIRE GUIDED BUSWAY continues to go from strength to strength with passenger numbers now hitting three million per annum. Stagecoach has increased its fleet by 55% since the busway’s opening in August 2011 and daytime frequencies are now every 7-8 minutes, with hourly extensions to Peterborough. Continued expansion is planned to coincide with 10,000 homes to be built at Northstowe.

The LUTONDUNSTABLE BUSWAY won £89m in funding from the Department for Transport in March 2010. BAM Nuttall commenced work on the Busway and the adjacent access track in June 2010 and the improvement of about 200 on-street bus stops and other on-street priority measures was carried out by Luton and Central Bedfordshire term maintenance contractors. Real Time Passenger Information at all stops and CCTV/help points on the busway were installed by Vix. Busway services operated by Arriva, Centrebus and Grant Palmer started running on 25 September 2013 and in the first year of operation just over 1.4m passengers used these services.

A short 200m section of guided busway was opened in IPSWICH in January 1995. Operated by bus operator First, services using the guideway are branded as ‘Superoute 66’.

SWANSEA’S ftrmetro system came into operation in 2009 but in August this year First Cymru announced it was withdraw its 10-strong fleet of ‘bendy’ buses, blaming it on 'economic factors' and other considerations.

Services on the East London Transit scheme between Ilford and Dagenham Dock via BARKING commenced in February 2010. The scheme uses a mixture of part-segregated busways and extensive bus priority measures. A second route via the Barking Riverside development was completed in 2013.

The KENT THAMESIDE Fastrack network is an extensive bus-based rapid transit network centred on Dartford, Gravesend and the vast Bluewater shopping centre.

Fastway links CRAWLEY with Gatwick Airport, Horley and Redhill using a combination of guided busways, extensive bus priority measures and bus lanes.

Hampshire County Council and Transport for South Hampshire are developing an extensive BRT network to link Gosport and Fareham with Portsmouth, Havant, Waterlooville and beyond. The initial phase, which opened in April 2012, connects FAREHAM & GOSPORT via a new, dedicated, high-specification bus route along a disused rail line ation on new schemes or updating on existing will be welcomed and can be sent to [email protected] between the two towns. BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:16 Page 18

Handbook

Portsmouth: A planned extension to a rapid Birmingham bus route designed to make travelling between Fareham and Gosport quicker has been delayed. The extension to the Bus Connected Rapid Transit route was meant to be completed this year but has Birmingham City Council has journey times. The ‘before’ and ‘after’ been put back as it did not secure adopted a 20 year transport illustrations below indicate how the funding. The route, which uses a strategy, Birmingham Connected, general concept of Sprint can be traffic-free busway to avoid the which was produced by a implemented to produce a step-change A32, was due to be extended consortium of consultants led by in public transport quality, which can be further into Gosport so that WSP l Parsons Brinckerhoff. The introduced in a relatively quick commuters could get directly to council’s goal is to create a transport timescale compared with Metro. the ferry. system for everyone; one that puts Whilst Metro remains very much the Guildford: people first and delivers better preferred ultimate choice for certain connections for citizens and corridors, a successful Sprint service An electronically guided bus businesses. Part of this aspiration is will provide a sound business case for route connecting Slyfield to to create a mass transit network ‘conversion’ to Metro at a later date, Guildford's research park has within the city and across with the advantage that Sprint vehicles been proposed by a company in boundaries with neighbouring can easily be subsequently transferred Godalming. Called the Guildford authorities. This is intended to be a to other Sprint services. Rapid Transit system (GRT), the totally integrated network, to The following key principles are company behind the scheme, include rail, Metro, Bus Rapid advocated to ensure that the necessary Listavia International Transit (BRT) and bus services. As standards of speed, reliability and Consultants Limited, said it is in other cities, Metro (Light Rapid quality are achieved: G reevaluating the concept after Transit) is considered to be the most Each Sprint corridor must have a plans were originally mooted favoured option, but Birmingham minimum of 3km of dedicated around 20 years ago. has taken a very pragmatic Sprint lane; G The route would use electronically approach, recognising that there will Camera-enforced coloured lanes, guided lightweight buses running on be limitations to the wide scale with or without segregation, should a two lane trackway, which would delivery of Metro lines, and thus apply to at least 40% of the route; G pass over and under existing roads, BRT in the form of ‘Sprint’ services Vehicles must be to a minimum with one third of the trackway being is planned to be the primary, Euro 6 standard, working towards elevated. transformative public transport zero emissions in the City Centre by The provisional route is 7.85km mode for Birmingham over the next 2025; and G directly linking 23 stops, in the 20 years. The Integrated Transport Average speed of Sprint routes must council’s local plan. An estimated Authority (ITA) led Strategic be at least 20 kilometres per hour. 20,000 passenger journeys per day Transport Plan for the West between the stops would be Midlands is taking forward the Based on a network which meets transferred off the public highways. Sprint network both in its strategy these standards, the operational Slough: and implementation plans. viability for Sprint has been assessed This network concept has been for routes across the city (and into Residents and businesses in endorsed, in its coverage and concept, the sub-region). These routes will Slough are being asked for their within the transport strategy, which has be operated by high specification views on plans for a ‘rapid’ bus also adopted the approach that a vehicles, which will convey a service along a busy commuter completed network is more important powerful and integrated image of road in Berkshire. The £8m than any individual corridor or a quality, reliability and comfort, and scheme, known as SMaRT specific mode. Hence the proposed will typically be articulated vehicles. (Slough Mass Rapid Transit), was development of a secondary series of The first service is currently being approved by the borough council ‘CityLink’ bus services, which could be planned for delivery by Centro, and on 15 September. The proposals described as very ‘light’ BRT, relying on will run from the City Centre to will involve widening the A4 and a series of bus priority measures, has Quinton via Hagley Road, with a upgrades to several junctions. been adopted to complement the Sprint further route under development to The council said the aim of the services. Having a completed network serve Birmingham Airport from the scheme was to provide quicker, more will also enable people to make cross- city centre. frequent and reliable bus services. city journeys by public transport; All of the public transport modes are Another major part of the plans currently something regarded as envisaged to work together as part of an involves turning service roads extremely difficult. integrated network which uses parallel to the A4 through Slough As in the case of Metro, Birmingham’s technology to optimise information for Trading Estate into bus lanes. Sprint services will require positive the user (about journeys, both before The council said the improved priority measures to ensure that they and during) and the road network. service would encourage greater use can consistently achieve the required of public transport in the borough. standards of reliability and reduced BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:16 Page 19

The barriers are coming down: BRT and LRT need to morph their modal identities I Peter Stonham, Chairman, Landor LINKS

A lot of people in public transport that buses can never deliver the the new paradigm of public transport is still sadly remain wedded to a vision appeal of trams. far more complicated, but far richer and comprising a number of separate Such thinking is regrettable and more easily deployable to match the modes. The one they are concerned damaging to the best interests of serving more complicated demands of an with themselves is the important a changed world of travel demand, and increasingly mobile society, and to be one, of course- be it bus, rail or tram deploying a suite of new transport economically and environmentally for example - and the rest have their modes that blend together existing ones sustainable. acknowledged, but inferior, little and emerging ones in different ways to Sure, Bus Rapid Transit systems can world - with even a space maybe best serve a new generation of come close to the capacity and reserved in the mobility mix for customers looking for a quality public convenience of tramways on some active travel on foot or by bike. But transport option to challenge the car. corridors, but serving increasing seek to join them up as a seamless Technology, as often, is driving and demand for mobility within cities can be boundary-less offer, and entrenched facilitating some radical new difficult once the traditional response of attitudes and prejudices quickly kick approaches to supplying more cost- adding additional buses to the network in. You can’t mix rubber tyres on effective, efficient and attractive travel has exhausted its usefulness. If all that tarmac and steel wheels on tracks, solutions that blur the boundary happens is that large numbers of they’ll likely say, or that there’s no between BRT and LRT. additional buses simply get stuck in the benefit in tramways over BRT, or For those bold enough to embrace it, same old traffic jams or intrude into BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:16 Page 20

Handbook

La Chapelle- sur-Erdre Le Béle Chêne Orvault des Anglais Bus Grand Val Beaujoire Orvault Cardo

Recteur Ste Luce Schmitt Orvault Morliére Haluchére Marcel Paul St Herblain Bus Plaisance Tramway Beauséjour

Dalby François Mitterrand Tramway Foch Frachon Cathédrale NANTES Hôpital Bellier St Herblain Commerce Jamet Mondés France Bellevue Croix Bonneau St Sébastien

Greneraie Pirmil Trentemoult Pont Rousseau Chapeau Bus Verni BusWay 8 Mai

Grande Bourdonnieres Maraichers Ouche Trocardiere Neustrie Rezé Trocadiére Porte Tramway de Vertou Bouguenais Vertou

sensitive historic areas or make optical guidance, innovative electric in their appeal, and in fact important commercial and cultural power supply, and cutting edge vehicle complementing them in both cases. environments less pleasant, they fail to and stop design, very little is shared Both cities have extensive dedicated represent an attractive option for with the common concept of what a bus BRT alignments, which speed their high meeting increased travel demand or is anyway. Integrated smart ticketing quality vehicles from outlying areas into shifting people to public transport, and helps to deliver these modern multi- the centre and mirror the image and respecting the increasing desire for a modal solutions to urban travel where status of the two cities’ light rail quality urban realm. the busiest and most environmentally- systems. Different cities have responded to this friendly routes have trams, and other Both have achieved significant modal challenge in different ways. France in elements of the network have similarly share on both their tram and BRT particular, has pursued urban rapid branded BRT routes. The finest corridors, and have had to be expanded transit schemes with vigour - often examples are to be found in Nantes, and to cope. mixing iconic and street-friendly Rouen. The Rouen TEOR BRT scheme has tramways with BRT systems of the The BRT (BHNS) schemes in these three routes with a common city centre highest quality, using dedicated road French cities are arguably two of the section where they have unchallenged space, high quality vehicles, sometimes most impressive and clearly focused priority in the street and high quality with smart guidance systems. uses of the concept to provide rapid bus station infrastructure, just like the Once a bus is fitted with advanced transit services matching tramway lines city’s trams, providing passenger BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:16 Page 21

BRT and LRT need to morph their modal identities 21

protection, real-time information and comprehensive ticketing. Before the BRT routes split just outside the centre there is a bus station interchange that also defines the system as a significant part of the transport network. Elsewhere on the routes there is good interchange with the tramway and railway, and even a level crossing to give the BRT vehicles priority at a road junction. The latest TEOR vehicles are high capacity articulated IrisBus Crealis models with optical guidance technology above the windscreen to allow smooth docking at the stops (pictures above). In Nantes the single 6.6Km BRT route is now claimed to be achieving a 26% modal split on its corridor, in line with the tramway routes it complements. In other cities in Europe, there’s an equally open-minded approach to mixing LRT and BRT. As trams and buses both run on roads, and low floor buses are intended to call at shallow platforms, it should not be a problem for all the local passenger transport services to be available at common stops and interchanges; though the UK is behind the curve on this thinking. Double decker buses could be to blame for not fitting under the catenary, but the latest tramway system are well capable of having catenary-free sections (as in Nice and Bordeaux already) where buses and trams do not need now separate infrastructure for stations/stops. Brussels West station shows in simple terms what can be done. Here, buses and trams share the bus/tram stop outside the station entrance, substantially widening the range of destinations which can be reached from a single starting point for the city’s urban public transport network. It’s the same in many German cities, and in Switzerland and other European countries. There is no need for tram/bus infrastructure sharing to be restricted to stations/stops either. With new inductive power pick up systems at stops, street running sections can become clearways for public transport designed for both modes - and deliver genuinely ground-breaking transport solutions for busy urban areas. In America’s state of Washington, the city of Seattle has created a high capacity public transport core through its downtown urban centre using both buses and light rail. It is a highly BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:16 Page 22

Handbook

unusual blend of busway, underground systems (for supply and return), light Technology, imagination and a metro, and light rail. Opened in the rail systems use a single supply wire willingness to think outside the box - early 1990s, the Downtown Seattle (with the return effected through the and the modal silos - means the best Transit Tunnel originally allowed buses wheels and track), and as it has it there solutions for urban rapid transit can to run on a dedicated busway some 1.3 not here possible for the two modes to harness all the options and make the I miles long, via five underground share overhead wires, hybrid buses with whole more than the sum of the parts. stations which feature raised platforms. lower emissions are used to ensure that Sixteen bus routes across Seattle come air quality in the tunnel remains together on the route through the acceptable. tunnel, providing a high capacity urban Re-engineering the tunnel for light transport product. Originally, the buses rail vehicles meant lowering the tunnel floor, and this led to concerns that bus which used the tunnel were powered by Peter holds a degree in conventional diesel engines on the open wing mirrors were now at a height transport and has studied air sections of their routes, but used where they might pose a danger to and written about the subject for more than 30 trolleybus-style overhead electric supply passengers waiting close to the platform years. He is editorial director within the tunnel, for air quality edges. It is the kind of problem that of Landor LINKS, which he reasons. That changed in 2007, after the might tie some regulatory bodies in founded, and has led the development of Local tunnel was modified to additionally knots. Seattle’s simple, elegant, solution Transport Today and its accommodate a light rail line. While was to fit the bus wing mirrors with other specialist magazines trolleybuses use twin-wire power small flashing lights. and on online networks. BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:16 Page 23

FWT’s ten lessons for the effective delivery of public transport information I Peter Warman, Public Transport Consultant to FWT

It’s never too early in a public transport project FWT has been providing information to help travellers use public 1 to define its associated transport services for over forty years. With hundreds of clients in the information strategy UK, mainland Europe and the USA, there are proven lessons that successful commissioning authorities follow to get the presentation of information right from the start of any new public transport project.

Peter Warman has worked as a Consultant with FWT for 22 years. At last year’s BRT UK Annual Conference (2014) he gave an illustrated presentation on some important principles for the effective delivery of public transport information. This has been adapted here for publication in the 2016 BRT Yearbook.

Invest in ‘fit-for- purpose’ outdoor 3 display units and cabinets

Whilst most transport professionals The size and quality of display cases understand the need to provide must suit the quantity of relevant good quality information to assist information. This sounds obvious, travellers en route, it is often but is seldom complied with. Where neglected in the early stages of a display cases are provided with an project – being seen as something inappropriate size and shape, it is that can be tackled as the project because decisions were made with nears completion. However, little understanding of what experience shows that by then most Claim the ‘eye-catching information content will be required of the design and investment locations’ to display – it is like giving priority to making decisions have been made. 2 information for the the frame before ‘painting the Providing information at the key traveller picture.’ locations is then an after-thought - Take control before any contract is often heavily constrained by what Advertising and way-finding often signed or money spent. Ensure cases are has already been decided. FWT’s compete for the best sites to attract moisture proof, tolerant of temperature experience is that money is saved the travellers’ attention. The changes, secure, have minimum and the outcome is superior when transport authority seldom controls vulnerability to vandals. The cheapest the requirements of the information the allocation of adverting space. purchase will transfer to years of on- strategy are defined at an early Where possible, it is important not going higher costs of maintenance. stage. This includes the design and to let the advertising industry take Ensure cases are quick and easy to use content of the information and then priority at locations where travellers when updating contents. Standardize specifying suitable displays and seek reassurance to aid travel key the display cases across an area for locations for it to be shown. decisions and for way-finding. more cost-effective content revisions. BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:17 Page 24

Handbook

Attention span to determine if 6 information is relevant with traditional media is no more than 8 seconds; with new media this time span is reduced still further

Target your information to what is of high importance; too much information may not make the choices easier. Addressing the issue of short attention spans is dependent on design and content. Judgements will be made by travellers in only a few seconds. Good design must address the questions on the mind of the traveller. Good information in the wrong place is money wasted, as are inaccurate content and low salient distractions. Ensuring relevant content in a known local context is all-important. Make public transport services look like the 4 obvious choice New media seldom replace old –they just co-exist, playing to their strengths. The challenge is to ensure data When travellers are unfamiliar with a 7 consistency and correctness across all of the media used given locality, they learn, possibly sub-consciously, of their travel options by observing what the locals In any information project, all types of people need catering for and do. Parking control, good design of strategists should not assume all users will be the same as they are. As street layouts and building proximity, well as having different personalities, cognitive abilities, media habits, influence travellers’ choices. Greater travel experiences, and speaking different languages, any traveller can use of public transport facilities is fall into any one of three broad categories: encouraged where service provision is prominent, good information is provided and ease of access is given A New Media Confident priority. Routinely relies on using the internet, mobile phone, social Promote the route media and GPS navigation; corridor and its key 5 destinations within its core network of Traditional Media frequent services B Confident

For those who have become more Enjoys using learned abilities to dependent on web-based journey read A-Z Maps, interpret public planners, there is a tendency to have transport timetables and follow much less awareness of the wayfinding street signage; transport network, seeing their journey in isolation of what else is C Travel Companion Reliant available. Cities that can promote a core, high-frequency network of routes and services retain a higher Relies on ‘asking a friend’ or spatial awareness amongst its ‘others on hand’ at each stage in population. Urban areas remain the journey process, trusting that navigable where on-street someone will be there to help and information is provided in the knows better than them. context of its local network. BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:17 Page 25

FWT’s ten lessons for the effective delivery of public transport information 25

Recalling journey experience is 8 selective – we tend to remember just the ‘highs’, ‘lows’ and ‘outcomes’. Such memories become part of an on-going iterative process influencing Always judge the Public Transport future travel choices effectiveness of public Information is an 9 transport information 10 integral part of the design in the context service both for Selective perceptions rather than that it will be used management and reality influence our travel choices. passengers – not an As we repeat a journey and become optional extra. No point more familiar with it, our Attractiveness is important, but in providing information dependence changes. functionality is more so. information on Day One Many things determine the Psychological testing of different if its quality and perceived journey quality, not just designs, in context, proves that user content cannot be information. However, poor or lack ‘preference’ and user ‘performance’ maintained over time of information (design and/or have no correlation. Be clear what content) may lead to a degraded you are testing. If clearing a busy travel experience, further leading to platform is important, the design A restaurant without a menu on the decision to try alternative travel that is understood the best and the display at its entrance and at its choices, if possible, the next time the quickest should be the target. tables does not attract new journey is attempted. Focusing on Familiarity with a poor design may customers…maybe just a few good information can draw make it ‘preferred’ in consumer regulars, if the food is good. The travellers in and promote a virtuous testing; the better (at the time) same lesson is relevant to public circle of increasing take-up. unfamilar one, will become transport. With no route and ‘preferred’ in due course. service information on display at the Be clear when selecting a design, are entry points to the system, few we concerned about what ‘looks the people will have confidence to use best’ or the one which travellers are the system. shown to make the fewest mistakes Inaccurate or complex information when using it on a real journey. downgrades the experience too. Where a web site or electronic screen provides ‘real time information,’ travellers are quick to judge if the operator can be trusted to deliver what is promised. Providing accurate ‘real time’ information is best achieved when the operational culture of the transport management relies of the same real time systems and databases that feed the information to passengers. Experience suggests that when the information is of critical importance to the management of a service, the underlying systems and data is well I maintained. BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:17 Page 26

Handbook Nairobi looks to BRT I Explains TTC’s Alan Bailes

Kenya takes to bus rapid transit

Introduction & Background people in 2010 to an anticipated infrastructure to help keep Nairobi as a It is estimated that there are over projection of 5.8 million people by 2025. commercial centre for East Africa and 25,000 public service vehicles Nairobi and specifically the CBD is allow growth in a sustainable manner. (psv’s) in operation throughout known as the commercial centre for Project Scope Nairobi, which account for East Africa and is a key hub of approximately 80% of Nairobi’s commercial activity and government In order to address the above The traffic within the Central Business employment. It is important that the Transportation Consultancy (ttc) has District. Of the psv’s there are CBD is not blighted by the congestion been appointed as part of an around 16,000 Matatus which and the problems associated with it and International Consortium to operate under free market is supported by a transport system to fit undertake a feasibility and detailed condition, with little regulation or its needs and aspirations for growth. design study for a Bus Rapid Transit control and has resulted in a decline With congestion continuing to (BRT) system in Nairobi. “ttc’s” role in customer satisfaction and poor increase and declining public within the consortium is to provide maintenance standards. satisfaction in standards there is an passenger demand and revenue The majority of the destination for the urgent need for change and an forecasts for the BRT scheme and Matatus is the Central Business District improvement on the current situation. assist with the general specification (CBD) of Nairobi, which causes severe If Nairobi is to meet public expectations for the system. The study will provide congestion in and around the highway and accommodate the growth in focus on the proposed corridors 3 network on the approach and population, whilst keeping Nairobi as East and West and 4 West. surrounding the CBD. The sheer the commercial centre for East Africa BRT Corridor 3 East & West, volumes of Matatus trying to access the changes must happen. Corridor 4 West CBD on a daily basis creates a serious In order to identify improvements to congestion issue which contributes to the situation a series of studies have The two corridors of focus for the poor journey time reliability, significant been undertaken to determine what study are described below; journey time delay, queuing traffic and solutions would be best suited to G poor air quality in Nairobi. address the issues facing Nairobi. The Line 3 (East & West) is known as The pressure on the existing road results revealed that BRT would be the the ‘Chui Line’ and is over 20km network is expected to get significantly key component to reducing congestion in length and is proposed to run worse with a projected population on the highway network in and around on an east to west alignment from increase in Nairobi from 3.3 million the CDB and providing a transport the Eastern Nairobi district of BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:17 Page 27

Nairobi looks to BRT 27

Njiru, through the Central Business District before heading west towards the Western districts of Nairobi, terminating at the Show Ground and the University.

G Line 4 West is known as the ‘Kifaru Line’ is approximately 8km in length and starts on the western side of the CBD before routing through the CBD and terminating at Landhies Road.

Figure 1 (appended) displays the extent of the Nairobi Proposed BRT Network, where by Line 3 and Line 4 are represented by the Green and Red colours lines. The basis of the feasibility study will be to develop a Public Transport VISUM Model to determine the effect on all modes of transport of the re-allocation of highway space on the Nairobi Highway Network, as well as the development of the passenger demand and revenue forecasts. The model will be based on traffic surveys undertaken along the proposed corridors in the Autumn of 2015. Service patterns will be identified together with stations along the route will be and detail design provided for the bus lanes and stations. The buses will have dedicated bus ways along each route with priority over ‘normal’ traffic at key intersections and therefore intelligent transport systems (ITS) will be specified. It is proposed that BRT system will operate to full BRT specifications as set out by the Institute for Transportation and Development Policy (ITDP) and will revolutionise public transport in Nairobi. Project Timescales

The timescale for the feasibility study is for approximately 6 months, with the project running until March I 2017. BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:17 Page 28

Handbook

Manchester thinks big when it comes to BRT

I Anthony Murden, Programme Manager, Transport for Greater Manchester

commissioning, Greater Manchester’s first guided busway will provide important public transport connections between Leigh, Atherton and Tyldesley to Salford and Manchester – home of many key employment, healthcare, education, retail and leisure destinations. Construction of the 4.5 miles guided busway is nearing completion meaning that the next stage in its delivery is the testing of the track and completion of finishing works to ensure we guarantee a first-class passenger experience when the service becomes operational. Exceptionally smooth ride quality is an essential quality for this service and as Section of completed guided busway such TfGM imposed a high specification for the construction of the track. A Transport for Greater Manchester changes that also complement general gauge width tolerance of +/- 1mm was (TfGM) is currently making one of traffic. achieved through a combination of the largest investments in Greater Work to connect the towns of Leigh, onsite concrete slip-forming and Manchester’s bus network for Atherton and Tyldesley with the guided precision grinding. decades. Over 25 miles of the bus busway have also been completed and Earlier this year, TfGM announced network are being created or include significant investment in the that the operator chosen to run the bus enhanced as part of a £122 million shape of an improved market square in priority service will be First. They have ‘bus priority package’ to improve Tyldesley and a £1 million facelift of committed to running this premium bus connections on three key Leigh Bus Station. service at their normal network prices – corridors into the city centre, with Other key routes are due for meaning exceptional value for money the ultimate aim of supporting and completion soon, most notably the East for passengers. The buses used will be encouraging economic growth Lancashire Road (A580) and the bus brand new, high quality, double decker, across the region. priority measures in the heart of low carbon emission vehicles that will This major transport scheme Manchester city centre. Works on the be replaced every five years. represents a major commitment to A580 and within the city centre include This year has also seen additional bus ensuring that bus passengers across the significant sections of bus priority, priority work taking place in conurbation on the affected routes, improved and new traffic signal Manchester city centre. The works in enjoy quicker and more reliable bus junctions and enhanced pedestrian and Manchester city centre have included journeys for decades to come. cycling infrastructure. making a former one–way route into the Significant progress has been made Alongside the transformation of the city, Princess Street, two–way giving this year across the scheme. The route Oxford Road corridor in the city centre, alternative routing options for all users that connects Middleton to Manchester the Leigh to Ellenbrook guided busway into the city. In the New Year work will city centre, Rochdale Road (A664), is is undoubtedly the flagship element of be completed in the city centre with a now complete and includes a range of the bus priority package. Due to begin key section of Portland Street being measures to assist buses, cyclists and operating passenger services in early made; bus, taxi and cycle only. pedestrians as well as wider junction 2016, following a period of testing and The other flagship element of Greater BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:27 Page 29

Manchester thinks big when it comes to BRT 29

Manchester’s bus priority package is the received was extremely positive, completed by the end of 2016. transformation of the Oxford Road especially from cyclists. The results When all the work across these key corridor. A key route into Manchester taken from this evaluation have proved routes has been completed thousands of city centre, Oxford Road is not only an extremely valuable in enabling us to bus passengers in Greater Manchester important route from suburbs in the come up with a definitive design that will benefit from higher quality, more south into the heart of the city but it is will be replicated at each of the 13 reliable services with much reduced also one of the busiest bus routes in proposed stops along the corridor. journey times giving an overall Europe, with over 100 buses per hour Work to revolutionise bus travel along improved travel experience and on the busiest sections. It is also one of the Oxford Road corridor will be encouraging economic growth across the largest areas of employment in Greater Manchester, making it a very popular destination and one which is continuing to experience significant growth. Once complete, Oxford Road will signal the final piece of the jigsaw and will enable full bus priority measures across all 25 miles of the bus priority package. Standout elements of the transformation include the introduction of Greater Manchester’s first ever ‘Dutch-style’ cycle lanes and vastly improved public spaces. In October 2015, TfGM created a trial bus stop platform complete with a usable ‘Dutch-style’ cycle bypass for use by members of the public so that we could carry out a two-week evaluation of the facility. Situated at one of the busiest points on Oxford Road – opposite Whitworth Park – the feedback A trial section of ‘Dutch-style’ cycle infrastructure on Oxford Road BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:17 Page 30

Handbook

Consultants, suppliers and specialists to the bus DIRECTORY rapid transit industry

Aimsun Frost & Sullivan MRM Mclean Hazel www.aimsun.com www.frost.com www.mrcmh.com Arriva Grant Thornton UK LLP National Express www.arrivabus.co.uk www.grant-thornton.co.uk www.nationalexpress.com Arup Halcrow Group Ltd Parsons Brinckerhoff www.pbworld.com www.arup.com www.halcrow.com Peter Brett Associates Atkins INIT www.peterbrett.com www.atkinsglobal.co.uk www.initag.com Stagecoach Austin Analytics Instarmac www.stagecoachbus.com www.analytics.co.uk www.instarmac.com Steer Davies Gleave BAM Nutall Ltd Integrated Transport Planning www.steerdaviesgleave.com www.bamnuttall.co.uk www.itpworld.net Transdev plc Bircham Dyson Bell LLP ITO World www.transdevplc.co.uk www.bdb-law.co.uk www.itoworld.com Trueform Engineering Ltd CJB Transport Consultancy Ltd Jacobs Engineering www.trueform.co.uk www.CJBTransportConsultancy.co.uk www.jacobs.com VIX Technology (UK) Ltd www.vixtechnology.com Cubic Lothian Buses www.cubic.com www.lothianbuses.com Wright Bus www.wrightbus.com Dublin Bus Mouchel www.dublinbus.ie www.mouchel.com To be listed here in future editions First Mott MacDonald please contact Daniel Simpson at: [email protected] www.firstgroup.com www.mottmac.com BRTuk membership|

The following organisations and individuals are members of BRTuk. For more information about BRTuk membership visit www.brtuk.org/membership.html or email [email protected]

ARRIVA First Systra Arup Hampshire County Council Transdev plc Atkins John Carr Translink BAM Nuttall Ltd Lothian Buses Transport Consultancy Ltd Bircham Dyson Bell LLP Luton Borough Council Transport for Greater Manchester Cambridgeshire County Council Mott MacDonald Transport for London Centro Scania Bus & Coach GB VIX Technology (UK) Limited CH2M Hill SEStran West Yorkshire Combined Department for Regional Authority Development Regional Planning Stagecoach Midlands and Transportation Division Wright Bus Strathclyde Partnership for Dublin Bus Transport WSP Parsons Brinckerhoff

Information on this page as available November 2015. BRTuk and Landor LINKS Ltd have compiled this list in good faith and are not liable for errors or omissions. BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:17 Page 31

Looking to crcreateeate intelligent and automated bbus stop t iinformation? f ti?

Speak to FWT Automated bus stop timetables. Bespoke maps and route displays. Intelligent use of electronic data. Fully managed service. Reassures passengers on next bus times and routes.

www.fwt.co.uk BRTuk2015_Handbook_NC_v9.qxp_Layout 1 26/11/2015 16:17 Page 32