Bus Rapid Transit Powers Ahead a Review of the Key Developments 2012/13

BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 1

Bus Rapid Transit Powers Ahead A review of the key developments 2012/13

Reviewing key bus rapid transit developments I Hampshire’s Eclipse brightens things up I Time for the BRT trolleybus? I What Toronto teaches us I The buses from Brazil The Handbook

Published by: Supported by: Sponsored by: BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 2 BRT-Contents_P03 12/09/2012 13:30 Page 3

Introduction. 3

Last year it was Cambridgeshire, this year it is Hampshire’s ‘Eclipse’ scheme that is winning all the plaudits; it looks like BRT is here to stay, says Rik Thomas

ne universal problem faced by any that it can be a highly efficient and cost running. And both are producing passenger innovative new transport idea effective means of mass transit people have numbers that are very healthy indeed. O(although BRT, of course, is to be persuaded to build schemes, but it is So we now know that BRT works. anything but new) is that nobody wants to hard to do this unless there are already Well, actually, we knew this before, but now be first; no matter how good the idea looks successful schemes to use as exemplars. we have the hard evidence to convince even on paper people are, entirely Which, in turn, means that every the most sceptical. 14 new BRT schemes are understandably, very cautious about successful BRT scheme has an effect that in the pipeline in the UK, apparently – and spending significant amounts of money on a extends far beyond its immediate the term ‘critical mass’ springs to mind. project that could turn out to be a financial catchment area. Last year it was Indeed, as BRTuk chair Bob Tebb notes in his disaster and a political embarrassment. Cambridgeshire’s guided busway that was introduction, BRT is now mainstream. Which leads to an obvious paradox – in winning all the headlines. This year And not before time. order for BRT to be able to prove to people Hampshire’s Eclipse scheme has got up and Rik Thomas, Handbook Editor

P23 Contents...... What Toronto teaches us The BRT sector can learn a lot from innovative schemes, explains Parsons Brinckerhoff P5 P15 2012: BRT momentum grows Keeping it simple BRTuk chair Dr Bob Tebb celebrates BRT State-of-the-art equipment can add real entering the transit mainstream value to the customer experience, says Vix P7 P17 BRT has finally come of age Eclipse brightens things up Parson Brinckerhoff’s David Eve suggests Hampshire’s BRT scheme opened this year that a breakthrough has been made but expansion is already planned P25 Catching the BRT virus BRT has ‘gone viral’ in several countries and the UK could be next, says ITP

P9 P27 A business-like attitude Brazil boosts its BRT A robust business case for BRT is key to P21 success, says Atkins And microsimulation modelling from Smartcards on the rise Aimsun is helping them to do it P11 Smartcard ticketing enhances the BRT ex- P29 The added value of BRT perience, says ITSO Analysis by one of TfL’s planners suggests BRT or LRT? that BRT may boost property prices Transport Scotland discusses the relative merits of the two modes P13 Jumping on the trolley P31 Plans for a trolleybus network in Leeds Tales of the city could be the start of a renaissance for this Urbanisation is going to drive global ex- mode, says Mott MacDonald pansion in BRT, says Frost & Sullivan

HANDBOOK EDITOR BRTuk MEMBERSHIP BRTuk SECRETARY ADVERTISING PRINT & DISTRIBUTION ISBN 978-1-899650-67-5 Rik Thomas OFFICE David Eve, Daniel Simpson Hastings Printing E: [email protected] c/o Keith Gellaitry, Parsons Brinckerhoff E: [email protected] Company Ltd, Drury Lane, Brought to you by T: 0845 270 7878 Dundas & Wilson, c/o A Hopcroft, 6 T: 0845 270 7861 St Leonards-on-Sea, Saltire Court, Devonshire Square, East Sussex TN38 9BJ EDITORIAL OFFICES 20 Castle Terrace, London EC2M 4YE DESIGN & PRODUCTION Landor Links, Apollo Edinburgh EH1 2EN Justin Andrew. House, 359 Kennington E: [email protected] © Landor LINKS Ltd & Lane, London SE11 5QY BRTuk Ltd 2012 BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 4

Don’t miss: Bringing forward BRT: 21st Century City Transport

Delivering schemes more eﬃciently, building patronage more eﬀectively: Lessons from experience

Meon Valley Hotel, Southampton 1-2 October 2012

BRT’s cost eﬀectiveness is making it the mass transit system Organised by: of choice in regions across the globe. There is fresh interest in G 2 day conference BRT in the UK with the success of recently opened schemes, and a growing list of towns and cities are bringing forward G National & international schemes of their own. experience This event brings together the practical experience of how to G Study Tour, South East deliver the right sort of BRT schemes for any location more cost Sponsored by: eﬀectively, and case studies from the UK and abroad. Hampshire Eclipse BRT

`G Networking dinner Speakers include: Supported by: G Alan Bailes, Technical Director, Amey Consulting G Martyn Briggs, Frost & Sullivan G Ross Clark, Rail Performance Manager, Transport Scotland G Giles Fearnley, Managing Director, First UK Bus G Michael Hart, Vix UK Secure your place today at: G Rolf Hedberg, Senior Product Manager, Scania Buses G Mathew Kitchen, General Manager, First Hampshire www.TransportXtra.com/events G Bob Menzies, Head of Delivery, Cambridgeshire CC G Allan Rogers, Project Director, Luton Dunstable Guided Busway, BAM Nuttall G Dr. Bob Tebb, Chair BRT UK G Keith Willcox, Hampshire CC

Plus… *NEW FOR 2012* BRT Progress Forum — A status update from major UK scheme promotors. Find out more at www.TransportXtra.com/events

Don’t miss out, secure your place today by visiting www.TransportXtra.com/events call 020 7091 7865 or email [email protected] to request a faxable booking form. Feature01-BobTebb_P05 25/03/2013 17:10 Page 5

as the scheme would then have been saddled with high-floor vehicles with a potentially long 2012: BRT lifespan, as the low-floor bus advance was then still awaited. We must all be aware that any transit scheme has to operate within whatever momentum grows legislative and economic constraints exist at the time. All infrastructure-based transit faces these to a greater extent than ‘ordinary’ bus rapidly in the UK! service provision does, as a longer ‘whole life’ is required to fund the infrastructure. Thus far, BRT in Britain has demonstrated 2011 certainly lived up to the most optimistic hopes its ability, through its inherent flexibility, to adapt well to these changing legislative and of BRT supporters, says BRTuk chair Dr Bob Tebb economic circumstances from deregulation to (perhaps) the imposition of enforced he opening of the Cambridgeshire contracts with operators; proposed changes Busway in August 2011 put BRT on the to the administration processes in the near Tmap in the UK and no mistake. What a future should be as easily accommodated. wonderful problem to have to find oneself so One should not defer a BRT scheme in case desperately short of vehicles to cope with these changes might occur! However, I still demand from ‘Day 1’ – and with little sign of believe co-operation between the public and this problem diminishing despite the rapid private sectors is the way to make real infusion of extra vehicles (which is relatively progress! easy to achieve with BRT of course). BRT still suffers one disadvantage in I find it strange, if comforting, that arch- comparison with other fixed-track modes. As advocates of other rapid transit modes have I mentioned last year, its very flexibility makes BRT is now part of the mainstream transit industry, been remarkably quiet subsequently about says Bob Tebb it well-nigh impossible to define the scale and the BRT patronage growth rates on this new developed for Cambridgeshire, as we were statistics of any BRT system – its ‘track’ system, which have often significantly able to see during a BRTuk visit this summer. mileage, its route mileage, and its operating outstripped the much-heralded ‘successes’ of We hope to visit this scheme during our 2013 fleet, as well as its patronage, are all ‘as long other fixed-track modes. BRTuk Conference. as a piece of string’. One of our member One swallow does not make a summer, of Guided busways will also feature strongly organisations is currently engaged in a project course, and I have been frankly delighted and in the Greater Manchester Leigh busway to try to put some logical comparative BRT astounded at the veritable stream of other scheme, which, after a hesitant gestation data together, and we must do all we can to BRT scheme proposals pursuing period, now looks set fair to progress rapidly. help in this worthy cause, difficult as it is to Cambridgeshire to their own successes. A technological development that is rising achieve. Like it or not, without good The BRTuk conference this year is in the significantly up the agenda is that of fuel, and comparative statistics BRT as an option may southern counties to celebrate the equal the associated drive trains. Biofuel, LNG, LPG well be overlooked in comparison with other success of the South-East Hampshire ‘Eclipse’ and ethanol are all in the frame, as are the modes. busway project, which opened this year. This more electric options such as fuel cell, hybrid This year has once again demonstrated the may not be as high-profile as Cambridgeshire and pure-electric power sources – the last a supreme flexibility and value-for-money of but it is certainly just as ‘snazzy’, as yet rising star from recent development work, BRT – as well as its sheer popularity with another BRT conversion of a moribund ex- particularly in China; fortunately BRT is robust users – and I look forward in the coming railway brings BRT to the Gosport– corridor. enough to cope with these developments as a months to hearing of progress on the ground Its phased introduction is particularly astute, matter of course – yet again demonstrating its with those schemes now past their gestation as the now-open middle section sends inherent flexibility. period and other projects under development. suitably provocative messages at each end, Perhaps the freshest innovation to come to To cope with this rapidly growing activity, both locally and nationally, concerning BRT in Britain in the near future will be in BRTuk has extended its board composition to funding bodies getting their fingers out and Leeds, where the New Generation Transport reflect better the considerable professional allowing the job to be finished throughout! (NGT) project will bring pure electric fuel in expertise and activity available within BRT. I travelled on Eclipse on the formal opening the shape of trolleybuses back to the streets I hope you find this latest, 2012, edition of day and knew they were onto a winner when of Leeds and West Yorkshire. the BRTuk handbook once again interesting a lady, waiting at a bus stop in pouring rain, This is a scheme that I will watch with and useful, and that it demonstrates that asked the Eclipse driver if she could board particular interest, having been charged back members, BRT advocates and other with her bus pass! Surely this wasn’t really a in 1980, when I joined West Yorkshire PTE, interested parties can see themselves as very bus? with looking into the potential for re- much part of a growing mainstream transit The next UK scheme to come online – the introducing trolleybuses into the county! We sector. Luton-Dunstable busway – will see further came close to success in 1989 but a last- As I concluded last year – “good luck for guideway provision, considerably advancing minute competitive thrust forced its deferral; the future” – and please continue to support the already-dramatic construction techniques in some ways this might have been fortuitous, BRTuk in the months ahead. n BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 6 Feature02-DavidEve_P07-08 12/09/2012 13:40 Page 7

important ‘branding’ of the system. It is critical that the quality of service Is the long struggle differentiates the BRT from a conventional bus system – it’s all about attracting people who would never normally use buses, offering people an attractive alternative and over – has BRT really getting them to change their travel behaviours. You only have to look at the park-and-ride come of age? sites along the Cambridgeshire Guided Busway route to see the number of brand new Audis, Mercedes and BMWs and David Eve, BRT specialist at consultant realise that this is working in practice. The riders are making a conscious decision to Parsons Brinckerhoff, believes that it has use public transport and the key driver, orty-two years may seem like a long corridor or corridors along which people beyond providing an effective service, is time – but for a totally new concept in want to be transported and, ideally, it needs brand – which comes out of reliability, Ftransportation to become accepted to be integrated with other modes of comfort, ride quality, clarity of real-time and proven over that time on a variety of transport, such as heavy rail. service information, and so on. major schemes across the UK is really quite But assuming the need is there, speed is a Lastly, effective BRT schemes need to remarkable. good starting point; it’s the ‘rapid’ in BRT. integrate holistically with land use planning While the real boom in BRT schemes has Journey times for riders need to be along their routes to ensure that they make occurred over the last few years, the first to favourably comparable to other modes of the right links between demand and the be launched was in Runcorn, near Liverpool, transport and the scheme also needs to be transport hubs, including that all important in 1971. Pioneering in its time, the Runcorn reliable and offer a regular frequency of ‘last-mile’. Combined with cycle hubs, BRT Busway was a very clever idea; a completely service. can form part of a true door-to-door segregated bus system running on its own As each new BRT is opened the bar transport solution. Affecting land use dedicated roads, circulating 22km around a continually seems to rise. In terms of change and encouraging development can dense urban district, with an elevated comfort, for example, the recently launched greatly assist economic growth along BRT section into a shopping area at its Eclipse service even provides live news and corridors. intersection. travel updates via on-board ‘infotainment’ So is it all plain sailing now – or do we still Although there is still some debate over screens, keeping passengers up to date with face challenges? exactly what qualifies as BRT – one of its train and ferry departure information, In reality, it is getting a lot easier to sell great strengths being that it is not easily allowing them to plan their onward journey. the concept of BRT. Perception has always definable because it is such a flexible mode The service also provides a first class-style been the main challenge or obstacle to be of transport – it is generally accepted that travel environment with exceptional levels overcome. Although it’s changing now, there are now 11 operational BRT schemes of comfort including leather seats, wi-fi politicians and policy leaders, whose in the UK. The two most advanced ones connections, charging sockets, wood panel support is always critical, need evidence of opened relatively recently: Cambridgeshire flooring, and so on. anticipated success before they can make Guided Busway last year and Transport for Perhaps one of the most critical areas decisions. They tend to rely on cost benefit South Hampshire’s Eclipse service, which that defines a good BRT scheme is the all- ratios and detailed usage analysis – the type was launched in April this year. In addition, there are a further 14 currently in the pipeline waiting to be built or being built. These include the Leigh- Salford-Manchester and Luton to Dunstable BRT schemes, along with the ambitious Bristol BRT programme that will ultimately transform the city with three separate schemes. These are certainly exciting times for those of us involved in developing this form of transit in the UK. We now really do seem to be ‘pushing against an open door’, with BRT schemes genuinely being accepted as a viable high-quality economic transport option for urban environments. So what defines a good BRT? Clearly it has to occupy a transport

Two high-profile schemes have opened in recent months, including Cambridgeshire Feature02-DavidEve_P07-08 12/09/2012 13:40 Page 8

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K R Y ťPLOHVHFWLRQRI2[IRUG5RDGEHWZHHQ PLOH VHFWLRQ RI 2[IRUG 5RDG EHWZHHQ A AYA acts as both an enabler and catalyst for P M W L PRQWKVWRƮQDOLVHWKHDSSURYDOV6XEMHFWWRVXFFHVVIXOFRQVXOWDWLRQ7I*0LQSDUWQHUVKLSZLWKORFDOPRQWKVWRƮQDOLVH WKH DSSURYDOV 6XEEMMHFW WR VXFFHVVIXO FRQVXOWDWLRQ 7I*0 LQ SDUWQHUVKLS ZLWK ORFDO O S A S N G N S L G E C E N *URVYHQRU6WUHHWDQG+DWKHUVDJH5RDGWREH*URVYHQRU6WUHHW DQG +DWKHUVDJH 5RDG WR EH Y I H C K M60 E N councils,councils, will implement nt these proposalsproposals – in phases toto minimise disruption – with overalloverall completioncompletion I R. Merse y S R T P E R used only by buses, hackney carriages,carriagees, L A scheduled forfor 2015.2015. N R D E emergencyemergency vehiclesvehicles and cyclescycles and closed toto growth. So successful has this service been generalgeneral traffictraffic Moreore detailed plans, schedules chedules and updatesupdates areare availableavaillable at www.tfgm.com/busprioritywww.tfgm.com/busprioritypriority M56 that it has already drawn patronage from beyond its anticipated catchment, which The Leigh-Salford-Manchester BRT scheme is one of 14 currently ‘in the pipeline’, says David Eve has allowed the routes to be extended – manifest strategically, with respect to potential land value impacts – capturing the with very evident increases in property connecting deprived areas to education, increased value and then using that to pay prices along the transit corridors. jobs and healthcare. Whereas, in a lot of for a project. Sharing best practice and learning from situations, the economics for constructing On the technical front there are two main successful schemes has always been an trams in these locations does not stand up exciting potential developments coming objective of the BRT sector. Indeed to scrutiny, or available budgets, BRT through. The first is the introduction of Cambridgeshire County Council is currently provides a cost-effective solution that can ‘guidance’ systems – magnetic guidance carrying out in-depth passenger surveys to prove economically viable and, indeed, systems involving the use of an on-board analyse its ridership demographic and provide economic regeneration and social computer system that detects magnetic catchment area, amongst other things. The mobility. Additionally, there are obvious markers buried in the running surface, results of this analysis will be shared with benefits of linking BRTs with high-capacity which then automatically directs the bus. the industry at the upcoming BRTuk hubs like airports and large railway stations, This ‘Phileas’ system has been trialled by conference in Southampton and I’ve no which are often still a distance from city the Dutch on the Eindhoven HPT network doubt they will ultimately benefit the centres, and with known commuter and, whilst gaining health and safety development of future BRT schemes. corridors not already served by rail. As an approval for this type of system will be Additionally, developing BRT schemes on example, Madrid has very successfully challenging, I believe it is likely to be a key the ambitious scale of cities such as introduced a BRT system from Las Rozas, a innovation in future schemes. Manchester and Bristol requires strong suburban village that supplies a workforce The second technical development is in political will. In Manchester, for example, for the city centre. Using HOV lanes on the the power train. Manufacturers are already while the city has an extensive new tram motorway to ensure reliability of service, it looking at fully electric buses where system with new lines running out of the enjoys its own dedicated corridor and charging takes place automatically at stops city to the suburbs and the airport, it is penetrates right into the city centre with no through an induction loop buried in the road aiming to complement the region’s tram and delays. This also provides the benefit of surface, which means there will be no heavy rail ambitions with two ambitious removing a significant amount of traffic physical connection between the bus and BRT schemes that will penetrate right into from the busy radial motorway. One of the the power system. the city centre, including a guided busway critical factors for potential BRTs is funding. All in all, it feels as though the pieces are between Leigh and Salford. This must Manchester, for example, is funding its BRT now falling into place. We see BRT inevitably have an impact on car users in programme off the back of the earnings becoming part and parcel of the transport the city, who will ultimately be strongly from its very successful Metrolink system - mix for major towns and cities around the encouraged to change their travel so the success of the tram is essentially UK, providing local authorities with a behaviours and convert to public transport – paying for the BRT system. solution for linking transport demand and but hopefully by the evidence of a system One of the reasons that BRTuk is keen on communities to education, employment and that offers them a real alternative. undertaking research and collecting data on healthcare. The performance of newly So how might BRT develop in the UK? the real effects of putting in transit corridors constructed BRT systems that include the There are undoubtedly many – not just BRT but Light Rail Transit (LRT) as correct infrastructure elements and position opportunities to develop new BRT schemes well - is that the resulting data enables their brands effectively are exceeding along short high-demand corridors, moving project sponsors to raise capital based on expectations, and thus solidifying the high volumes of people short distances those projects’ future effects. It’s about mode’s reputation as a genuinely effective, between two places. This demand can also making an assessment of items such as the integrated transport solution. I Feature03-Atkins_P09 12/09/2012 13:46 Page 9

also being financially sustainable is central to a robust business case. Careful How to deliver a consideration at the business case stage of the potential adaptation of the public transport network can help to minimise any additional ongoing operational costs successful bus rapid attributable to the introduction of BRT services, while ensuring acceptable levels of accessibility on conventional bus transit business case services are maintained. One of the key risks to achieving a strong BRT business case is the potential Demonstrating an attractive and robust business for it to have an adverse impact on other non-BRT transport users. The majority of case is critical to securing funding and statutory BRT schemes involve prioritising bus approval for BRT schemes, explain Adil Chaudhrey operation on highways and in many cases reallocating some highway space to and Alan Brett from Atkins buses. Given the number of car users relative to bus users, however, any he HM Treasury guidance on particularly sensitive to the balance of worsening of travel times or journey business cases provides a key point services anticipated to be operating reliability to car users introduced by BRT Tof reference for schemes where between BRT and non-BRT services. BRT can prove damaging to the business case. public sector funding will be required and, schemes for which strong business cases Taking a holistic approach to BRT as such, a strong BRT business case have been established have largely design that aims to deliver win-win or, at should demonstrate that the scheme: involved the conversion or replacement of worst, win-neutral outcomes for all some of the bus network’s conventional highway users is central to addressing • Has a robust case for change that service routes to BRT and have taken this. A proper operational examination of provides strategic synergy – advantage of new BRT infrastructure in locations of congestion and delay can the ‘strategic case’; the form of priority measures and often provide a basis for solutions that • Delivers value for money – upgraded stop provision, while significant achieve this goal, recognising that the the ‘economic case’; upgrades have been made to the quality of causes of delay are impacting on both bus • Is commercially viable – vehicle and the associated passenger and car users. In these instances, design the ‘commercial case’; experience. can enhance performance for all users but • Is affordable – the ‘financial case’; and Establishing a balance of service that bias improvement in favour of bus to give • Is achievable – the ‘management case.’ will deliver benefits to passengers while BRT a net advantage. This can lead to the

BRT schemes often pose particular challenges where achieving a strong business case is concerned. Many of these challenges revolve around BRT’s relationship with the bus and highway networks and the associated travel market. At the heart of BRT schemes that deliver a strong business case is a specification and design that focuses on the areas of greatest opportunity with respect to the market for travel. Putting sufficient effort into understanding and analysing market potential, and how well the variety of travel modes available will serve it, is critical to determining where BRT can deliver a strong case. Current and future markets should be considered in establishing routes with a genuine prospect of delivering increased bus patronage. BRT business cases will often be

A new Eclipse Gosport-Fareham BRT service arrives at a high quality busway stop (picture courtesy of Hampshire County Council) Feature03-Atkins_P09 12/09/2012 13:46 Page 10

delivery of wider urban realm or and proposed in Belfast and Bristol), BRT streetscape enhancement for which patronage will be increased and highway benefits can be captured and included in congestion downstream will be reduced. the business case. Other services that continue to operate Keys to effective BRT design in support after the BRT service has been introduced of the business case include delivering may also benefit from the BRT attractive and competitive door-to-door infrastructure measures and it is journey times. At the heart of a successful important that these benefits, such as the BRT business case will be the perceived operation of high volume intersections, journey time savings delivered by the are optimised and captured. introduction of the BRT scheme. BRT For BRT systems in Great Britain schemes need to be designed and outside London, the nature of the bus

specified to deliver improved access High quality passenger environments and facilities operator market in the location being times, reduced waiting times and the are part of the package of BRT measures delivering considered needs to be understood. A a step change in quality that can influence the avoidance of interchange where possible, business case (picture courtesy of Hampshire properly designed BRT system should be as well as enhanced on-bus journey times. County Council) attractive to operators who should gain This will improve user benefits both sections of the busway itself) closely commercial advantage by operating BRT directly and indirectly through increased resemble those for users of rail stations. services, rather than competing with the patronage. Higher public transport Atkins’ and Cambridgeshire County BRT service. patronage will in turn tend to reduce Council’s recent research on busway users The Cambridgeshire busway is served highway usage and thus reduce highway found that, of the previous car drivers who by two companies using a common user disbenefits. Measures to deliver switched to the busway, two thirds now ‘busway’ branding. The operators have attractive journey times can include: had access to free parking (and so in a responded to the high levels of demand • Enhancing pedestrian access routes to traditional mode choice model have low with additional services and vehicles, and stops; car travel costs). are now operating direct services to more • Improving the location of stops to Delivering a genuine step change in destinations off the busway including optimise access to and from key trip quality, as reflected in the incremental Peterborough (around 20 miles north of generators and attractors; improvement in service characteristics, is the busway) – an extension not envisaged • Limiting the number of stops and essential if significant mode constants, in the original business case. hence in-vehicle times (as in the akin to those for LRT, are to be Other parties central to BRT scheme Cambridgeshire and Gosport – Fareham legitimately used in BC preparation. delivery should also be engaged and, schemes); System design that builds upon existing where possible, established as partners or • Delivering truly effective priorities traffic restraint/demand management supporters of the scheme. Local Economic (especially at junctions); and measures is also important. An example Partnerships (LEPS), planning authorities, • Minimising dwell times at stops of this is the Cambridgeshire Busway land owners and developers, government (through measures including off-bus scheme, which benefits from the very high departments and statutory agencies can ticketing, level boarding and high- levels of bus priority and traffic restraint all strongly influence the strength of the quality bus stop design). already in place in the city centre. business case. Maximising segregation off-highway In conclusion, there are a number of key Monitoring of the Cambridgeshire BRT can also be vital. Most of the systems factors in achieving a strong BRT business scheme indicates the high importance delivered to date include a significant case. The starting point needs to be a attached by users to the perception that amount of off-street segregation, so realistic assessment of the market buses stop infrequently. A fully featured delivering bus priority without affecting potential for BRT in a given area. This will BRT system (similar to an LRT system) general traffic. The entire length of the be crucial in scoping the objectives for should deliver: information, stops/halts, BRT route should be considered and BRT and the associated benefits to be vehicles (comfort, facilities etc.), service designs prepared to treat all areas of unlocked that can lever in investment. speeds and frequencies. Use of a ‘close- ‘threat’ to the BRT services. ‘Threats’ The specification and design needs to to-LRT’ mode constant enhances the include areas of high frontage activity be developed with business case perceived attractiveness of the BRT (such as shopping streets), non-signalised performance in mind. Adopting a holistic service, increasing forecast patronage. junctions (where vehicle actuated and integrated approach with all transport The business case for the priorities cannot be delivered), lane users being given consideration is critical, Cambridgeshire Guided Busway scheme obstruction by vehicles turning right, and as is recognising the key characteristics utilised a rail mode constant (reflecting areas of on-street parking. and areas of service improvement that will relative perceived attractiveness of one There also needs to be the political and be fundamental to deriving good business mode over another) and those for Bristol financial will to tackle key hotspots, which case performance. and Belfast have used ‘close-to-LRT’ mode may ‘unlock’ the business case for BRT. Placing a strong focus on effective constants. Importantly the outturn for the Park-and-ride (P&R), meanwhile, has the engagement and partnership working will Cambridgeshire scheme has shown the potential to deliver mode shift ensure that all necessary aspects of the use of a rail mode constant to be justified downstream from the P&R site. With P&R business case are addressed while also and the characteristics of the busway’s sites located at or towards the extremities unlocking opportunities for enhancing and users (particularly those originating on of the BRT system (as in Cambridgeshire optimising business case performance. I Feature04-TfL_11-12 12/09/2012 13:52 Page 11

Road Busway to Dartford. This is perhaps not surprising given that Princes Road was BRT’s boost for the poorly served previously by public transport and this part of the Fastrack route benefits from significant segregation. Thames Gateway So, would this increase in accessibility deliver an increase in property values? The sample size provided an adequate Zoe Vidion, principal delivery planner at Transport data set for two housing types: terraced for London, has been investigating the extent to and semi-detached. Figure one details the average terraced property values between which BRT has helped with the regeneration of the the two areas between 2000 and 2009. Thames Gateway region Although in 2000 (the year the Fastrack bid was submitted) there is less than one t is always tricky to prove that property on examining property values close to a per cent difference between the two areas and land values have increased due to section of the Fastrack BRT corridor (on a there is quite a lot of fluctuation in prices Inew transport investment rather than section of route B) within a 300m vicinity between the two areas up until 2005. other external factors and so, for my of the Princes Road Busway. This was Indeed, a statistical test indicated that Masters dissertation, my research set out compared with a control area over there was a significant difference in to find out whether BRT can lead to 600m away. property values between the two areas property value changes. This study compared the property sale before the implementation of Fastrack (in Most of you will be aware that there values from before the implementation of March 2006), with the area nearest the have been studies examining the link this Fastrack route (March 2006) with the Fastrack route recording higher prices. between transport investment and sales afterwards (up to 2009). It is Although some property uplift can take property values for projects such as the important to mention that the sample size place before a new transport link starts Jubilee Line Extension and Croydon is relatively small (about 1,000 operating, this explanation seems unlikely Tramlink but there is very little research properties) but nevertheless still allows us here given that one of the largest available for BRT schemes. This appears to reach significant conclusions. increases (17%) was in 2001 prior to mainly to be because bus-based schemes To complement these findings the study funding being granted (in 2004) whilst, in are not thought to be significant enough also included interviews with local 2006, when Fastrack services started to have an impact on property values as estate agents. operating, there was less than one per they lack the permanence of rail schemes. The first task was to determine whether cent difference between the two areas. It is also, of course, easier to examine the there had been an increase in accessibility Hass-Klau and Crampton reached a property market effects of rail as there are in this area before and after the similar conclusion. What is clear is that fewer access points. The lack of data in introduction of Fastrack, as many experts the year 2009 definitely shows the effects the UK probably also reflects the fact that argue that an increase in accessibility is of the recession, which suggests that the BRT is still in its infancy here. One notable vital for an increase in land values to recession had a much stronger effect on exception is a study carried out by Hass- materialise. The Accession package terraced properties than Fastrack. Klau and Crampton in 2008 investigating revealed time savings of approximately So, what about the results for the semi- the effect of three BRTs on property values five minutes from Princes Road Busway to detached properties? In contrast to the (at Fastway in Crawley, the Bluewater and four minutes from Princes terraced properties, there is no evidence Cambridgeshire Busway and Fastrack in Kent). Indeed, the primary case study of my research covers a similar area of Fastrack that was used by Carmen Hass-Klau and Graham Crampton. The Fastrack BRT scheme operates between Dartford and Gravesend in Kent (in addition to these town centres it also serves six train stations, a hospital and the Bluewater shopping centre). This scheme shares many characteristics that we associate with BRT, such as real-time information, significant segregation, high frequencies and a high-quality service. The main part of my research focused

Figure one –graph of the average terraced properties Feature04-TfL_11-12 12/09/2012 13:52 Page 12

to suggest that there is a significant difference in the semi-detached property prices prior to the implementation of Fastrack (see figure two). However, in 2006, when this Fastrack route became operational, the semi-detached properties in the 300m area sold for 9% more than those in the control area. By 2009 this has risen to an 11% premium for properties closer to Fastrack, even though again you can clearly see the effects of a recession. Although one can see that in 2007 the semi-detached properties in the 600m area sold for more than the 300m area, the statistical test confirmed that there was a significant difference in property values between the two areas since Fastrack began operating. Again, these findings are similar to the Hass-Klau and Crampton study. Figure two–graph of the average semi-detached properties However, local estate agents did not properties. Further afield, Munoz-Raskin findings for semi-detached properties? believe there was a price premium for found that middle-income properties have This could be because although all of properties closer to the Fastrack route. a higher premium if they are closer to the them had heard of Fastrack most made Although several thought it had increased TransMilenio BRT trunk system in Bogota reference to being a car driver and had not desirability and saleability of properties, in Colombia, whilst the low-income personally used it – so they might not only one of the nine interviewed thought properties saw a decrease in value. He have realised it was ‘more than a bus’. Fastrack had impacted on property values. concluded that this was because the BRT Alternatively, it might not be a big enough So what are the conclusions from this is more affordable to middle-income transport investment to register on their research? Why did terraced properties not groups and not affordable to all those on radar (especially in the economic show a property uplift close to the low incomes (many of whom still rely on climate). However, most agents did Fastrack route whilst semi-detached the cheaper but less reliable transport advertise Fastrack on relevant properties. properties did? modes). Whilst this is not the case for Given their lack of knowledge on Fastrack One reason we have not seen a Fastrack, as its fares are comparable to I would have to conclude that the premium for the terraced properties might those of standard buses, it does indicate quantitative data is a more reliable source be that it is being distorted by the that perhaps the middle-income groups for this study. economic conditions that has seen a are more affected by step changes in So have property values increased due dramatic drop in first time buyers, who public transport quality. This of course to the Fastrack BRT scheme? This study are more likely to buy terraced properties. relies on the assumption that those living finds that there has been a price premium Or perhaps the 600m control area was in semi-detached properties are wealthier. for the semi-detached properties closest not far enough away (i.e. many of the It must also be borne in mind that they are to the Fastrack route; and the estate residents of these properties were still also likely to consist of a larger household agents conceded it had improved the willing to walk to access Fastrack). with consequently more trips being ‘desirability’ of properties. If this study However, it is still surprising that semi- generated – which might not always be had not been undertaken in a recession detached properties showed an uplift possible to be catered for by the car. then I think it is likely that there would rather than the terraced properties, as Fastrack’s appeal might also be that the also have been an uplift in the terraced usually one finds that people on a lower route serves several train stations properties, although whether it would income are more likely to travel by public including Ebbsfleet International have been as high as the semi-detached transport. However, Hass-Klau and (although it is important to note that the properties remains to be seen. One thing Crampton got a similar result when they high-speed rail services to central London is for certain, this research has only really examined the Fastway BRT scheme in only started in December 2009 – after the scratched the surface and one area that Crawley. They found a 3.5% property time period of this study). would definitely be worth examining uplift for terraced housing near the BRT But what about the question about why further is any potential link between BRT route but a 9% uplift for semi-detached the estate agents did not support the and use by middle-income groups. I BRT Handbook Feature05-Mott_P13_P13 12/09/2012 13:58 Page 13

developing a low-carbon transport network, and enhancing quality of life. NGT is predicted Leading the way to to provide a £160m per annum boost to the local economy and to lead to the creation of 4,000 permanent jobs by 2030. Trolleybus technology brings a number of the trolleybus advantages that were key to the adoption of this mode. Electric traction provides an environmental advantage including zero Callum Gibson, an associate at Mott MacDonald emissions at point of use. The investment in and project director for the company’s lead significant new infrastructure including segregated sections of route and overhead technical commission on Leeds’s planned trolleybus lines brings considerable permanence and scheme, asks if NGT could show the way for other certainty of continued operation, which are generally recognised as important factors in transport authorities encouraging longer-term changes to how people travel and in encouraging sustainable n 5 July this year the Government development. This infrastructure investment announced programme entry funding is combined with a strong identity and feeling Oapproval of £173.5m towards the of quality of the system as a whole. Leeds New Generation Transport (NGT) Mott MacDonald, providing engineering, trolleybus network. This would be the first environmental and costing advice, has modern trolleybus network in the UK, and this assisted the scheme using a bespoke announcement brings the start of exciting Sustainability Decision Model (SDM) times for BRT in Leeds. developed to help with decisions for complex NGT is being promoted jointly by Metro projects where sustainable development is a (the West Yorkshire PTE) and Leeds City major objective. The SDM process starts with Council. It is a 14km trolleybus-based rapid the identification of a broad range of transit scheme including a south line to applicable sustainability indicators, which Stourton to the south of Leeds and a north could include, for example, cost, health and line to Holt Park in the north-west of the city. safety, constructability, environment, The total capital cost is £250m, and predicted community, operations and maintenance, and patronage is 15 million per annum. resilience. For complex projects such as NGT The South Line will run between the city the main indicators can be broken down into a centre and a 1,500-space park-and-ride site at range of sub-indicators (for example air, Stourton adjacent to Junction 7 of the M621. water, noise, carbon footprint for the The route includes a new segregated environment indicator). The project team alignment running alongside an existing heavy NGT will provide a much needed step change in the then agree on the relative importance of the rail alignment approaching the Stourton park- quality of public transport in Leeds, says Callum Gibson indicators. This feeds into the SDM decision and-ride site. The North Line will run from the Over 300 trolleybus networks are in use support tool, allowing each option to be city centre to a new 800-space park-and-ride across Europe and beyond. These are a mix of scored against the weighted indicators – in site at Bodington, and then on to the district original, first-generation systems still in the case of NGT using an optioneering centre at Holt Park. operation, together with new systems, workshop involving the wider project team. NGT will provide a high-quality, highly- modern expansions and renewals of existing This rigorous approach has helped to provide segregated rapid transit service with greater networks. These include, for example, high- the strong and clear audit trail for key reliability and faster journey times than profile and successful networks in Lyon, decisions on NGT, which will be essential to existing bus services – and will also provide a Athens and Rome, which demonstrates in withstand close scrutiny at a Public Inquiry. much-needed step change in the quality of practice the high levels of quality and results Following the positive funding public transport in Leeds. NGT has been that can be achieved. announcement in July, the promoters and developed to deliver the majority of the Leeds, with one of the most diverse and their advisers are in the process of developing benefits of a tram system (by having many successful economies in the UK, is surely the scheme proposals and planning further comparable characteristics) but at a deserving of a modern rapid transit system. public consultation and stakeholder substantially lower cost. But the development of the groundbreaking engagement. This will lead to an application in This includes being designed to achieve trolleybus proposals are certainly not a vanity Spring 2013 for a Transport and Works Act high levels of segregation – with project; instead they have evolved from a Order to give the necessary powers for approximately 56% of the route segregated comprehensive option generation and construction and operation, followed by a from general traffic and 44% of the network selection process since 2007, which identified Public Inquiry in Autumn 2013. Subject to being for NGT vehicles only. Priority and an integrated package of measures, with NGT successful approval from this process, traffic management measures are planned at the heart, playing a key role in delivering the construction could then begin in Spring 2016 where NGT is mixed with general traffic to three core Local Transport Plan objectives of with trolleybuses running in Leeds from deliver suitable levels of reliability. achieving economic activity and growth, Winter 2018. I BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 14 Feature06-Vix_P15 12/09/2012 14:21 Page 15

the same on-vehicle GPS tracking information that is provided to the central Making it simpler system for the RTPI system but, instead of predicting the arrival time of the vehicle at a bus stop, it is used to predict when a bus will arrive at a traffic light-controlled road makes it better junction. As the traffic signal controller can be informed in good time of the approach of Equipment supplier Vix Technology explains how a bus, it can seamlessly modify the timing of the phases on that junction to ensure that it its kit can enhance the BRT experience for the user can provide a green light to the bus, whilst not adversely impacting on the other traffic he latest escalation of busway crossing this junction. This system helps to success is, in part, because a number ensure that buses run on schedule Tof key technologies have been used irrespective of the traffic situation, which is to ensure that guided bus routes are vital in providing a reliable and fast service successful in providing a reliable, fast and for public transport users and is another frequent service that ensures a positive tool to try to encourage modal shift. customer experience. This is, of course, key There are many benefits of deploying a to maximising the potential of BRT and is, smart ticketing system within BRT for both therefore, vital in promoting modal shift and operators and passengers. Smart ticketing Vix has been heavily involved in the development increasing BRT’s uptake as an alternative to of the Cambridgeshire Guided Busway project allows passengers to quickly and easily the car, particularly in heavily congested board vehicles, reducing dwell times and areas. left wondering if and when the bus will helping to ensure that the bus runs on Vix has worked with many of the arrive but are informed in real time of the schedule. Where more than one operator pioneering projects in this field. The anticipated arrival. Should an incident delay services a route, the use of an interoperable company is, for example, involved in a or interrupt service, a suitable message can smart ticketing solution provides added number of current projects including the be displayed to ensure that passengers are flexibility for customers, meaning they can £85m Luton Dunstable Busway project, kept fully informed. In addition to the get on the first bus that arrives and simply linking Dunstable to London Luton Airport standard flag displays, Vix has also ‘tap and go’. Operators also gain from a along the path of a disused railway. It has deployed a range of more innovative wealth of other smart ticketing benefits also played a key role in the Hampshire BRT solutions, including the use of its IBIS units such as reducing the amount of cash on the scheme linking Fareham to Gosport; along the busway in Cambridgeshire. These bus, significantly reducing fraud and ‘Fastway’, which links Crawley with Gatwick interactive units allow the display of not providing comprehensive reporting Airport, Horley and Redhill; ‘Fastrack’ – a only real-time information but also possibilities to help them understand how part of ‘The Bridge’ development in timetables, public service messages and to run their service in the most efficient and Dartford; and the Cambridgeshire Guided other information. They also can be effective way. When used in an ITSO- Busway linking Cambridge City Centre with integrated with the ‘React 3’ system for the compliant system, bus operators can also Huntington and St Ives. visually impaired to ensure this important accept English National Concessionary Vix has provided fibre-optic transmission information is available to all. Travel Scheme passes (ENCTS) and systems for data and voice As well as displaying the RTPI therefore become eligible for increased communications; CCTV and bus priority information on street-based display units, BSOG funding. systems at traffic signals to help ensure a the information provided can also be Vix’s involvement in the Cambridgeshire fast service for users; real-time arrival accessed by passengers via a range of other Guided Busway project has brought information on displays placed at bus stops methods such as smartphone applications together all three of these elements in order and at other key points; and smart-enabled (in, for example, Hampshire and to provide an integrated but highly scalable ticket machines to enable ITSO-compliant Cambridgeshire). With the advent of these and reliable solution. This unique system is smartcard schemes to provide users with real-time passenger information systems, helping to ensure that the recent opening of flexibility when boarding busses. users of public transport systems gradually the busway, the longest guided bus route in The deployment of round-the-clock, real- start to rely on the information and this then the world, is successful. We are delighted time passenger information (RTPI) systems naturally starts to form an integral part of that the combined Vix solution provided for is becoming a popular tool for passenger their journey planning. It is obvious that this the busway is helping to ensure that this transport systems within the UK. Location vital information will over time become new form of transport in Cambridge delivers information is automatically fed back to a increasingly personalised and therefore real benefits to passengers and helps to central server from the satellite-tracked more useful to the travelling public. provide a quick, reliable and convenient vehicles and this data is used to calculate Bus priority is a key part of a number of method of travelling into the city. The the time that each vehicle is likely to reach the existing BRT schemes and is becoming busway marks its first anniversary this the various stops along the route. This increasingly used around the UK to help a month and Cambridgeshire County Council predictive information is then shown on wide range of vehicles (including buses) has called it a “magnificent success” and displays at stops providing significant avoid delays at and around traffic light- hope to extend the route to further benefits for passengers. No longer are they controlled junctions. The technology uses destinations in the near future. I BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 16 Feature07-Hants_17,20 12/09/2012 14:33 Page 17

education while at the same time reducing congestion on the roads. Putting conventional Phase one of the Eclipse BRT network comprises the Eclipse busway and a variety of bus passenger infrastructure improvements services in the shade across the peninsula: • The busway itself, running from Redlands Lane in Fareham to Tichborne Way in Councillor Mel Kendal, chairman of Transport for Gosport – a dedicated 3.4km busway for South Hampshire and executive member for use by authorised buses, cyclists, the emergency services and other permitted environment and transport at Hampshire County vehicles Council, explains more about the innovation applied • Bus lanes on the A27 Western Way and to this scheme, and about plans for a wider network Portland Street

in the future • Bus priority at six traffic signalised hase one of Hampshire County personal space. These things are deliberate junctions to enable fast journey times Council’s £24m dedicated busway, the and are about trying to attract as many people between Fareham and Gosport PEclipse service between Gosport and onto our services. We have tried to emulate Fareham, opened in April this year and, the feeling you often associate with travelling • New, larger shelters near key busy stops immediately following its launch, operators by car – nice seats, personal space and a at Fareham rail station and Creek Road, First Hampshire and Dorset noted a massive generous layout – but, with Eclipse, there are Gosport increase in passenger numbers (compared to further advantages over private motoring, the services in the area that it replaced) as namely those on board with us can relax, • Improvements to Fareham and Gosport people tried the new system. The latest letting our drivers take the strain, as they get bus stations, improved signage around figures confirm that the service has remained people safely where they want to go. Fareham rail station popular, with a 16% year-on-year increase in “Since the Eclipse service began operating passenger numbers recorded for services at the end of April the feedback we’ve had has • Real-time bus arrival information for all operating in the Gosport and Fareham area. been very encouraging. Overall patronage in buses on the Gosport peninsula serving Phase one of the Eclipse BRT scheme has the Gosport and Fareham area is up on Eclipse E1/E2 and 88/X88 routes significantly improved public transport for previous years so, while its still early days, the people living in the Gosport peninsula, with initial signs are that the project is delivering on • 14 new bus stops on the busway, with state-of-the-art buses and information its aims and objectives.” raised bus kerbs, high quality shelters, technology. Close working with First This scheme has delivered on its promise – mapping and local information pillars, Hampshire and Dorset through the bringing about consistent journey times, seats, litter bins, flag and pole, lighting, development and delivery of the scheme, comfortable modern travel in high-quality information points, internal mini-CCTV including an agreement between the operator buses, real-time arrival and departure cameras for security monitoring and the local authority to maintain the highest information, all-in-all a completely viable standards for the customer, continues to transport option in one of the most congested • 34 cycle parking spaces, all monitored contribute to the success of Eclipse, and Marc areas of South Hampshire. Good transport by CCTV Reddy, regional commercial and business infrastructure such as this can make a growth director for First in South West significant contribution to the economic • Access control measures to deter England and Wales explains more about how prospects of south Hampshire, benefitting unauthorised access when the busway is this partnership working has been both residents and businesses by providing closed, comprising eight high level CCTV fundamental to the early success of the reliable travel to areas of employment and cameras, 11 access control barriers and 19 scheme. “Rolling this project out has been really exciting for everyone involved with it,” he says. “The new Eclipse service really does offer the customer something different. We have invested in brand new, state-of-the-art, high-tech buses that offer customers individual high-back leather seats and access to free wi-fi while they travel. “We have also tried to change the feeling that customers get as they step on board by altering the seat arrangement at the front of the bus to create an even greater feeling of

Kendal (left) and Reddy have seen Eclipse’s passenger numbers exceed all expectations in the scheme’s first few months of operation BRT-map_P18-19 13/09/2012 09:47 Page 18

Bus Rapid Transit in the U PROPOSED SCHEMES The position in Se

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.

Scottish ministers have approved £40m towards a new high-frequency bus link along the north and south banks of the River Clyde in Glasgow. The CLYDE FASTLINK route will run from Buchanan Street Bus Station to the new Southern General Hospital via Central and Queen Street Stations.

After an outline business case was developed for a pilot BRT scheme comprising three corridors in BELFAST, public consultation on route options took place place during late 2011 and the outline business case was completed in Spring 2012. Funding to develop the project and commence initial works is included in the Department for Regional Development’s budget for 2011-2014/2015.

LEEDS NGT is a planned 14.3km cross-city trolleybus scheme that is being developed by Metro (West Yorkshire PTE) and Leeds City Council. The DfT awarded Programme Entry Approval in July 2012 for the £250m project, which will now be taken forward through a Transport and Works Act Order with a view to commencing construction in 2016 and being operational by late 2018.

South Yorkshire PTE and local councils in ROTHERHAM & SHEFFIELD are developing BRT proposals to link the two centres. The £34m scheme has received Programme Entry from the DfT (£19.4m) and is also seeking funding from the European Regional Development (ERDF). The Bus Rapid Transit North scheme will include a new link under the M1 at junction 34.

PENNINE REACH is a BRT scheme aimed at improving public transport along the Accrington–Blackburn–Darwen corridors. The revised bid is for £31.9m from the DfT, with £7.6m in total from the two local councils in the years 2014/15 and 2015/16. If approved, work is due to start in 2013 and be completed by 2016.

TfGM is developing BRT schemes valued at circa £123m including the LEIGH-SALFORD GUIDED BUSWAY and a cross-city bus scheme. Included as part of the Leigh-Salford-Manchester project is a 7km guided busway due to open at the beginning of 2015.

The STOKE STREETCAR was a proposed bus rapid transit system for The Potteries Urban Area (Stoke-on-Trent, Newcastle-under-Lyme and Kidsgrove). It would have consisted of two lines. In June 2010, the DfT announced that councils would no longer be considering applications for funding for major transport schemes. For this reason, Stoke City Council decided to suspend work on the project.

The LUTON-DUNSTABLE BUSWAY won £89m in funding from the Department for Transport in March 2010. Construction work is currently underway on the 13km busway, with major site works having started earlier this year.

SOUTH ESSEX RAPID TRANSIT is a bus-based system being developed in partnership by Essex County Council, Southend-on-Sea Borough Council and Thurrock Council. It will connect the main housing and employment development sites within South Essex, in the form of two routes. The scheme promoters submitted a Best and Final (BAFB) bid to Government last year to secure funding for the project but the DfT failed to announced whether or not the project would receive funding in December, as expected. The current status of the project is therefore unclear. Over 80% of the £32 million cost was due to be provided by the Government.

In BRISTOL, the three West of England rapid transit schemes achieved ProgrammeEntry status with the DfT in late 2011 and are now proceeding to gaining powers and delivery. The Ashton Vale to Temple Meads BRT scheme has completed its TWA Order Public Inquiry and is aiming for a construction start in 2013 with operations to commence in 2015. The North Fringe to Hengrove Package and South Bristol Link BRT schemes are to submit an application for delivery powers in late 2012 with operations commencing in 2017. These schemes bring a rapid transit network of over 50km in length to the area and are forecast to carry over 25,000 passengers per day.

Information as available at September 2012. BRTuk and Landor LINKS Ltd have compiled this list in good faith from published sources and are not liab BRT-map_P18-19 13/09/2012 09:48 Page 17

19 he UK: Progress and Plans n September 2012 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 opened in August 2011. The Busway is a total of 25km in length in two sections. The longer northern section connects Huntingdon and St Ives with Cambridge, while the southern section links the railway station with Addenbrooke's Hospital and Trumpington Park and Ride, adjacent to the M11. Two operators provide three services on the Busway.

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. The scheme is a partnership between the City & County of Swansea and bus operator First Cymru. The cross-city route connects the city’s two hospitals and Swansea University.

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 will be 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 this year, connects FAREHAM & GOSPORT via a new, dedicated, high-specification bus route along a disused rail line between the two towns.

e not liable for errors or omissions. Further information on new schemes or updating on existing will be welcomed and can be sent to [email protected] Feature07-Hants_17,20 12/09/2012 14:33 Page 20

variable message signs Eclipse comes complete with real-time passenger • 2.3km of acoustic fencing and 2.2km information other fencing

• 2.4 hectares of new landscape planting to provide one-for-one reinstatement of vegetation removed during the site clearance phase of the project

• Construction of a new bridge at Newgate Lane to enable buses to pass along the busway unimpeded at this busy location Eclipse network stretching across South East Funding has already been secured through Hampshire. The development and the Better Bus Fund to deliver an • 134 bus stops on the wider peninsula have implementation of these phases will improvement for the Eclipse buses at the been refurbished, with new timetable significantly contribute towards ensuring A32/Brockhurst roundabouts. The information and QR codes enabling smart appropriate accessibility to assist the planned improvement will provide a bus priority lane phone users to get direct real-time travel economic and housing growth in a region north to south through the junction without information currently suffering from significant traffic compromising the running capacity for other congestion and a constrained highway vehicles and will also provide priority through Less than a month since the Eclipse BRT network that has little scope for the junction using a signal-based bus vehicle opened, First had welcomed its 100,000th improvements. detection system. This scheme will form part passenger on board. “In the first few weeks The key economic and housing proposals in of the route extending south from Tichborne following the launch of the Eclipse service we the area include Tipner, the new community Way towards Gosport town centre and the saw a massive increase in bus use when north of Fareham and Dunsbury Hill Farm. ferry terminus. Funding secured from the compared to the previous passenger loading High-quality transport links are vital to unlock Local Sustainable Transport Fund has also data from Service 82 and 86, the old routes the potential of development here. Additional been secured to help deliver some of the bus that operated in the area,” Reddy adds. “While measures on the A3 bus priority corridor and infrastructure including shelter provision and we had expected that to a large extent, as improved links to Queen Alexandra Hospital real-time information on the routes extending people swapped from conventional services would improve journey times; improved travel south towards Gosport. to try the vehicles operating on the Eclipse options from Havant and Waterlooville to Hampshire County Council is a member of service, what has been particularly pleasing is Portsmouth and Southsea would give Transport for South Hampshire (TfSH), which that this increase has been sustained and that residents better access to health, employment brings together the local transport authorities new people, who perhaps weren’t bus users and education; a route via Port Solent and the of Hampshire County Council and Portsmouth before, have been encouraged to get on board Tipner-Horsea Island Bridge, links to and Southampton City Councils, and the Isle too.” Dunsbury Hill Farm – these are all elements of of Wight Council. TfSH works with transport Phase one, however, this is only the a wider network in various stages of operators and Government agencies to beginning. The 3.4km dedicated busway, is development. These schemes are being promote sub-regional transport projects. TfSH part of a much wider BRT network proposed developed to a state of readiness in order to has a good relationship with the sub-region’s for the sub-region, designed to promote take advantage of appropriate funding bus operators, as represented by SHBOA. economic growth. opportunities as they present themselves. Engaging with the community and working Our focus now is to build upon the success Recent successful bids for funding to the in partnership are priorities for Hampshire of phase one to deliver further phases of this Government’s Local Sustainable Transport County Council. Identifying our partners’ scheme and to provide people in the sub- Fund from Transport for South Hampshire, as priorities and working closely with them is region with a reliable, high-quality public well as Southampton City Council, fundamental if our ambitions for improved transport network that will provide access to Portsmouth City Council and Hampshire transport infrastructure in South Hampshire key destinations including those for County Council, mean that funding is are to be realised. Collaborative working with employment and education. This is vital to available to continue to improve public the Solent Local Enterprise Partnership (LEP) South Hampshire’s economic prospects and a transport in South Hampshire. Additionally, a and the partner organisations that make up key component of Hampshire County successful bid from TfSH with the South TfSH, along with the local planning authorities Council’s ‘Open for Business’ agenda, which is Hampshire Bus Operators Association has involved and developers, is essential if the committed to supporting and enabling secured £4.5m from the Government’s Better vision for transport infrastructure fit for the sustainable economic growth. Bus Area Fund to see through improvements 21st century, and for everyone in S outh The ambitions for future phases include an to bus travel in the South Hampshire region. Hampshire, is to come to fruition. I Feature08-ITSO_P21-22 12/09/2012 14:42 Page 21

In Scotland, buses have been equipped nationally to take ITSO smartcards for the The rise and rise of concessionary travel scheme and there are plans for commercial uses. An ITSO scheme is also being operated by FirstScotrail between Glasgow and smart ticketing Edinburgh. Strathclyde Passenger Transport (centred in Glasgow) is working on a multi-modal ITSO-smart ticketing Smart ticketing is one of the key elements that can scheme that will start with the Subway improve the passenger experience on public but could eventually include bus, rail and ferry. It is therefore likely that their Clyde transport, and that applies to BRT systems as much Fastlink and the Edinburgh SEStran BRT as anywhere else, explains Lindsay Robertson, scheme will also use ITSO-compliant smart ticketing. director of member services at ITSO, the smart In Wales, buses are already ITSO-smart for concessionary travel but there are also ticketing technical specification organisation schemes with commercial pay-as-you-go, mart ticketing is strongly supported such as NFC phones / EMV bankcards / student and season tickets. Wales is by the Department for Transport, mobile phone and the use of barcodes. trialling a national e-purse smartcard and Swhich has as one of its aims Revenue will be reimbursed via the is also looking at extending ITSO smart “delivering, with operators and public NoWcard back office system. ticketing to trains and across the border. sector bodies, the infrastructure to enable There are also plans to develop a In England, the five main UK bus most public transport journeys to be mobile phone ‘app’ that can act as a operators (Arriva, First, Go-Ahead, undertaken using smart ticketing by gateway into the Pennine Reach ticketing National Express and Stagecoach) are December 2014 “. So it is perhaps no system. now committed to installing, or have surprise that proposals for existing and The Pennine Reach BRT covers the already installed, ITSO-compliant future BRT schemes include smart Accrington-Blackburn-Darwen corridors. ticketing systems on their entire bus ticketing elements. Work is due to start next year with fleets. So far many of the nearly 30,000 For example, the Pennine Reach BRT completion by 2016. commercial buses outside London are project in East Lancashire plans to build Developing ITSO-compliant smart already ITSO-equipped and more are on the NoWcard platform already in use in ticketing on BRT schemes is just part of waiting in the wings. the area. This will create a smartcard and the quiet revolution that has been taking On rail, East Midlands Trains, London smart ticketing solution that is ITSO- place at ITSO over the past couple of Midland, South West Trains and Southern compliant. years. Railway are all running ITSO-based Working in partnership with local Early success in concessionary products ticketing schemes on parts of their operators through a statutory quality bus and on bus is increasingly being replicated networks. partnership, Pennine Reach seeks to on train and with commercial products. Work continues on the ITSO on Prestige deliver an innovative carnet scheme as Thanks in no small part to the (IoP) project for Transport for London, well as enable cash placed on the Department for Transport (and the which will see TfL’s system accepting smartcard to be used to buy Pennine devolved Scottish and Welsh ITSO-compliant ticketing in a couple of Reach and operators’ own tickets. governments) recognising the need for a years’ time. This is crucial for rail Customers will also be able to use the national standard and subsequent passengers and operators because 70% of card with stored travel rights (STR) in the funding, ITSO is behind many commercial all rail journeys begin or end in London. Pennine Reach area. smart ticketing schemes now in operation Many regions of the country are moving A network of retail outlets to enable or planned for all modes of transport towards commercial ITSO-compliant smartcard purchase, and a web portal for around the UK. schemes. In many cases local authorities online top up, will be introduced. The and passenger transport executives are portal could also be used to report lost or taking the lead and working with transport stolen cards so that they can be hotlisted. operators, for instance: Customers will be able to opt into an auto top-up on the bus. This automatically • NESTI (North East Smart Ticketing tops up the card when the amount stored Initiative) covers 12 local authority falls below a predetermined level (usually areas including Newcastle £5). • The NoWcard in Cumbria and The Pennine Reach BRT project is also Lancashire includes exciting plans for keen to ensure that any future encouraging more public transport use developments in technology can be by tourists to the Lake District incorporated within any ticketing scheme, • Yorcard is looking to cover the whole of Yorkshire, including Sheffield, York The DfT’s aim is to enable most public transport journeys to be undertaken by smart ticketing by and Leeds, and beyond the end of 2014, explains ITSO’s Lindsay Robertson Feature08-ITSO_P21-22 12/09/2012 14:42 Page 22

• South West Smart Applications Limited (SWSAL) is a smart ticketing project involving 15 local authorities and 17 transport operators in the South West • Merseyside, Greater Manchester and the West Midlands have existing or planned commercial ITSO-compliant smart ticketing systems • Leicester City and Leicestershire councils’ bus operators are committed to going ITSO-smart • The whole of Cheshire is covered by the first ITSO-compliant commercial travelcard on its buses using ITSO stored travel rights • Kent and Hertfordshire are in the middle of going ITSO-smart and many other authorities have plans to migrate to ITSO-compliant schemes for both

concessionary and commercial schemes ITSO-compliant smartcards are spreading out from buses, to BRT, and rail

In other areas, operators like Go-Ahead And several key announcements in the smarter fare options, both to manage and Stagecoach are taking the lead and last few months show a continuing peak demand and also to recognise that are already successfully launching their investment in smart ticketing as the way traditional options, such as period season own ITSO-compliant commercial forward. On rail, the DfT Command Paper tickets, might not offer an attractive deal smartcards – the Key and ‘Reforming our Railways: Putting the to passengers with a more flexible work StagecoachSmart respectively. Customer First’ published earlier this year pattern, for instance travelling regularly Working together with Oxfordshire put ITSO very firmly in the spotlight. but fewer than four or five days a week.” County Council, Go-Ahead and It shows that the DfT continues to On buses, in March, local transport Stagecoach also launched an integrated, support ITSO as one of several solutions minister Norman Baker also announced an interoperable service in Oxford last that it wants to see made available extra £15m to fund increased uptake of October where cards and products from throughout the country’s public transport ITSO-compliant smart ticketing either operator can be used on both network as a means of increasing equipment by small and medium-sized companies’ buses. passenger numbers but controlling peak bus operators, while detailing changes to Cambridge Busway smartcards are valid demand. BSOG and the rules for interoperable on either Stagecoach or Go-Whippet This paper and recent franchise ticketing. buses. In addition, Stagecoach is piloting consultations and allocations recognise And the Better Bus Area Fund bus/rail products on its StagecoachSmart that using a smart ticketing system that announcement in March sees 24 local card in Basingstoke with its South West securely manages information about authorities sharing a £70m pot for trains and Megarider buses. customer journeys means that more schemes to which they, and operators in The Department for Transport flexible ticketing options that rely on that their area, will also be contributing encourages transport operators to go information being gathered can be substantial sums. Many of these schemes ‘ITSO-smart’ through: offered. already use ITSO and a lot of those will The technology behind the ITSO use this additional funding to instigate or • Better Bus Area Funding, which standard can, for example, support enhance ITSO-compliant ticketing covers a range of initiatives, including ticketing like off-peak season, frequent schemes. smart ticketing traveller, or a season ticket that only Meanwhile ITSO continues to keep • BSOG (the Bus Service Operators charges for the days travelled. abreast of technological and international Grant), where a contribution is made Last November Chancellor George developments. Several ITSO members are towards installation of smart Osborne’s Autumn Statement included a now trialling mobile phone ticketing ticketing equipment. pledge to fund improvements to the applications and ITSO is closely involved • LSTF (the Local Sustainable Transport quality of travel for rail users, including in pan-European work with governments, Fund), where local authorities are £45m to extend smart ticketing across transport operators and mobile phone able to invest in smart ticketing as London and the South-East. ITSO will be network operators to set up standards and one element of wider transport plans playing a significant part in this project. systems that will allow cross-border and • Rail franchising, where the DfT is The National Infrastructure Plan says this inter-operator ticketing solutions. building in a requirement for smart pledge means the Government will: We look forward to the coming year when ticketing options into existing and “Actively explore the scope for promoting we see many plans for ITSO-compliant upcoming franchises smart ticketing in a way that will enable ticketing come to fruition, benefiting and encourage operators to develop passengers and operators alike. I Feature09-PB_P23-24 12/09/2012 15:44 Page 23

for such a project to be a critical component of its Vision 2026 strategic Lessons learnt from plan. One of stated goals was to “enhance the region through the promotion of alternative transportation methods”. To put things in context, the York region shining examples had for years been defined by gridlocked arterial roads with high levels of congestion. Essentially low density with a Kenneth Lin, BRT specialist and senior planning high commuter dependency on cars, the manager at Parsons Brinckerhoff in Toronto, Canada, region has no defining city centre and is made up of sprawling suburbs, albeit with argues that we should all learn the lessons of four emerging centres containing shopping malls, etc. exemplar projects and highlights Toronto’s VIVA BRT The ambitious plan to change this was as a worthy candidate focused on creating an efficient rapid transit network that integrated buses and essons should always be learnt from transit helping to promote residential and heavy rail along with convenient intermodal exemplar projects. One such project employment density, which then in turn interchanges. Key to this transition was the Lis in the York region suburbs, just feeds transit with new customers. But this need to increase bus usage and reduce north of Toronto. density requires care. commuter dependence on the car. The Toronto has long been considered a It is one thing for developers to place a region set about delivering this by creating model of good transportation planning number of high-rise apartment towers a highly visible and attractive BRT system practice. As with many cities in Canada and along a major street separated from transit that would make transit use desirable and in the United States, the suburbs that by a sea of surface car parking. It requires offer customers a genuine alternative to surround the primary downtown city have care and finesse to ensure the pedestrian driving, at the same time bringing about also experienced tremendous residential and urban environment between these new lasting economic change. and employment growth. developments encourages orientation, Critical to this approach was the The problem is that, when growth occurs walkability and good pedestrian development and positioning of a package in the suburbs, it tends to be harder to connectivity to transit. of first phase amenities to help introduce serve by public transit. The reasons are The reason this is noteworthy is because the concept of BRT to the area. This many – land uses are less dense, suburban much of the population in Canada and in involved emphasising desirable features development favours the automobile the US resides in suburban areas and those such as improving bus speeds, proposing lifestyle and even the dense grid of city residents commute not to traditional city simple, easy-to-understand routes, streets that is conducive for routing transit centres but to suburban areas. introducing frequent short headway vehicles gives way to cul-de-sacs and other In my opinion, the York region’s VIVA service, improving service reliability, and street patterns that are more difficult to BRT service has been a North American paying particular attention to customer serve by transit. The cumulative result of pioneer of providing high quality BRT comfort. these factors? It is harder to match service in a low density environment – and It was also important to shape the residential origins to employment and attracting good ridership. perception of users – and potential users – recreational destinations by transit. It was around ten years ago when the of the system, to view it as a unique and Another result? Transit has less visibility, York region municipality identified the need higher quality public transport service. as lower population densities equals less ridership, which does not justify capital intensive services such as light rail or other forms of rail transit. With less visibility, transit begins to drop from consideration as a resident’s preferred mode of choice. The York region has worked hard to fix this. In late 2005 it launched the first stage of a noteworthy Bus Rapid Transit (BRT) service that has a number of innovative and highly visible features (more on this in a moment). And, working with local neighbourhoods, it is encouraging changes in land uses to make the areas served by BRT more transit and pedestrian friendly and denser. It is creating a virtuous circle of

Some VIVA stations provide an environment akin to or even better than some light rail stations Feature09-PB_P23-24 12/09/2012 15:44 Page 24

They supported this with the introduction of strongly branded, low-floor transit buses with multiple entry and exit points, and off-board, proof-of-payment fare collection for all VIVA BRT routes to reduce vehicle dwell times at stations, comfortable seating, some with tables, and free wi-fi. These also introduced GPS tracking and scheduling keeping customers informed of both scheduled and actual arrival times. While this may sound like any other high quality BRT-type service, the real innovation that VIVA BRT pioneered was to introduce its new service in a carefully phased or graduated way. The beauty of this approach was that the scheme could Along with free wi-fi, VIVA provides some seating with tables, helpful for those using laptops not be criticised for being too difficult, complex or expensive to introduce because the start was modest; almost like a trial. buses these shelters helped raise the use conditions, you can attract new Indeed, there are three phases for the profile of the service and build the developments to cluster around stations. VIVA scheme. The first is almost like a ‘BRT perception of premium quality. However, achieving this through a bus Lite’ and, following the success of that The key point about the first phase was system is altogether more challenging. For stage over the last seven years, work is that it was aimed at demonstrating the VIVA, this has been the hidden side of currently moving forward on phase two. quality of service, developing ridership and much of its activity – working in This graduated ‘building block’ approach getting people used to the service - it was collaboration with communities, is a very good template to be emulated on ‘developing the brand’. And this was developers, other stakeholders and other major BRT schemes. Essentially it achieved without introducing the type of government departments to help foster involved extensive upfront stakeholder and costly infrastructure and fixed routes that new design guidelines and pave the way for community consultation particularly to other BRTs often plan for upfront. future land use changes and potential understand likely demand and primary The second phase, which is currently developments. Clearly this is a long-term corridor route planning – which is when moving forward, is taking the now process but you first have to establish the you often uncover a thousand points of established routes from the first phase and foundations and the aspiration – and a key origin running to a hundred points of installing ‘rapidways’, VIVA’s term for bus part of that is establishing transit corridors destination! lanes, in both directions in the centre of the with high levels of ridership and usage. Faced with the massive challenge of road medians. These are punctuated with The third and final stage in the future will changing commuter and discretionary trip substantial, glass-enclosed, new BRT see some of the rapidways eventually behaviour, planners for the first phase stations every kilometre or so. By converted to light rail lines. This may be recognised the importance of introducing a expanding the kerb lines and widening key, many years away – the current phase still premium branded bus service along a selective BRT routes, VIVA is now creating has five or six years to run – but, when it is series of primary routes within the region, high-speed arterials that will provide a ultimately considered, the expectation is complimenting the existing York region service similar to a light rail system with that ridership will have grown to the point local bus services. The new service preferential running routes. that LRT is justified. Certain corridors, such immediately introduced a high quality fleet But the real lesson here is that, by this as the east-west Highway 7 corridor are of branded buses and – where possible at stage in the overall programme, the system eventual candidates for such LRT that early stage – introduced BRT traffic has secured the levels of ridership conversion. priority measures to help improve reliability necessary to justify the capital investment On reflection it seems that when and punctuality of service. of providing dedicated lanes and busways developing a BRT system, if you focus just They also introduced iconic, elegant new along these routes. It has become an on the supply side then you are only doing bus shelters to serve the new BRT routes – accepted and recognised brand with the half the job. As the VIVA scheme fitted with real-time messaging display right level of ‘gravitas’ to begin delivering demonstrates, an exemplar BRT scheme is screens on service times, ticket vending the greater economic benefits of land use about more than just a transit system – it’s machines, help point intercoms, clear change and development along its primary ultimately about social change and graphics showing routes and station stops, routes. corresponding land use development. And I station name bands and topped by a This was another key element of the York suspect that by the time the York region distinctive pylon. And the designers did not region’s plan for the VIVA scheme— to reviews the success of its ambitious Vision forget one of the primary purposes of the encourage more ‘smart’ economic growth 2026 document at some appropriate time BRT station shelter, which is to provide and transit friendly land uses. in the future, it will not be disappointed effective weather protection against the It is well recognised that if you introduce with the outcome if the evidence so far is elements, such as rain and Toronto’s harsh new rail infrastructure – perhaps a metro or anything to go by. I winter cold. Along with the highly visible light rail system – and with the right land Feature10-ITP_P25-26 12/09/2012 15:49 Page 25

usually be appeased. Is public transport use in the UK un- Will the UK catch dignified? Maybe some would answer yes, but I think this would be a difficult argument to sustain. Public transport users are in a minority and their voice is the BRT virus? treated as such. It is only when we, as transport planners, remind politicians that accommodating increasing private car use Reviewing the international scheme suggests that is unsustainable, and they actually take BRT has ‘gone viral’ in many countries, and Colin note, that policy shifts and we seek to improve public transport. Our objectives Brader, managing director of ITP, asks what needs to for BRT in the UK are therefore more to do with sustainability – an issue for happen for the UK to go down a similar path professionals and politicians to address that is not often in the forefront of the he severity of the ‘infection’ varies pain that it might create! But what about minds of the potential users as they seek from place to place – all those the people – do they want BRT? After all, to meet the conflicting challenges of their Taffected show signs of (economic) it is the people who will use it that will own lives. recovery, although their experiences declare it a success, ensure its Let’s take a moment to think what through the process of infection are sustainability and on whom all our project sustainability means in the context of mixed. To the observer of international objectives surely must focus. developing BRT. It essentially means activity it sometimes feels that new BRT ITP’s recent work in Nigeria and the creating a realistic and attractive systems in China appear as often as the Philippines has shown that in the alternative to the private car. In terms of bus headways those systems advocate. developing world this is a question that is ‘users’, this relates to ‘marginal’ car users The USA is similarly seeing significant answered with a resounding and – those who will switch to being public growth in systems and those cities with unequivocal yes. In countries such as transport users given appropriate BRT seem to be expanding and improving. these the public transport users are the circumstances. So what is happening in the UK? majority and its use is a daily challenge As such, and accepting my train of Infrastructure development, let alone where the user often feels the least thought, if we recognise that improving system development, seems to be a important part of an industry that is public transport is a policy issue that has, painful process. Our decisions involve meant to serve them. Taking inspiration primarily, societal rather than individual agony, and our decisiveness must be from Norman Parkinson’s series of benefit, shouldn’t we really understand questioned as we stumble from pro-public photographs ‘The Art of Travel’ we have the motivations of that sector of the transport policies back to bending over coined the phrase, ‘The Dignity of Travel’. population that is key to our policy? No backwards to accommodate the car, Surely it is a common right and function of new car is brought onto the market calling on the way at smarter choices and the state to provide dignity in travel. The without detailed knowledge of that pro-bicycle strategies. Can the bus really provision of dignity to a captive market is market, no new shampoo is launched be a thoroughbred, as was once suggested a major part of delivering a project in without targeted research, so why should in the 1998 transport white paper situations like this; hearts and minds are BRT be different? daughter document ‘From Workhorse to won, politicians are pleased to associate The widely reported successes in Thoroughbred’? with a voting majority, and car users can increasing public transport mode share Our country has shown through London 2012 that once we decide to do something we do it rather well. This is both heartening and inspiring in equal measure. My work on BRT in the developing world often starts with statements such as: “BRT can be delivered in a single political term”. Yes it can, and often is. In the UK, could that really happen? At the risk of being oversimplistic, let’s explore this by posing another question: do we want BRT? As public transport professionals I am sure the vast majority of us would say “yes”. Politicians who want to be seen to be doing something will similarly say yes, but usually want us to design out all the

Local consultation in Cebu met with enthusiastic support for change, which in turn gave politicians increased confidence, says Colin Brader Feature10-ITP_P25-26 12/09/2012 15:49 Page 26

often come from the rail systems, light, urban or traditional heavy. Here the example of Nantes busway in France is of relevance. Built as an addition to a network of radial LRT routes, the busway was designed as if it was a tram, albeit cheaper and more flexible. Its success was immediate and passenger satisfaction surveys showed that users, including significant numbers of previous car users, did not view the busway as any different from the LRT network. It is marketed as one, its pricing structure is the same, the quality, ride and whole journey experience is the same. It is only a few ‘techies’ who really want to point out that it’s a bus. If you are a person wanting to travel from A to B, it is a mode of transport that meets your needs and makes the whole process rather quite pleasant. ITP’s research in many towns and cities has suggested that the ‘marginal’ users we’re trying to attract want many things, including journey time reliability, quality improvements and simplicity. The fact that the Nantes busway is part of a network, its infrastructure is of equal quality to the tram network and all detail has been attended to ensures all three boxes are ticked. Reflecting upon the UK Nantes busway – regarded by users as part of the tram network, Brader suggests experience therefore we need to ask ourselves why when we design ‘BRT’ do users and be prepared to listen to what Congressman Osmeña in Cebu in the we not strive for LRT standard of on-road they say. Let’s find the ‘marginal’ car Philippines. All of these champions were priority when we know that reducing users, know how many there are of them supported by strong technical teams that journey times and making them reliable and what turns them on (to buses). If ensured that political commitment was reduces operating cost significantly and is there is no such market let’s be bold backed by analysis and design that was exactly what the user wants? To not do so enough to point out that investment evidence-based and defensible. The recipe can only risk the ‘BRT’ being branded a would be fruitless. If we find our market for success seems to be politician and failure (measured against its own and understand we should do what is right professional working closely together, objectives and targets) as it leaps out of – stand up and argue for an approach that understanding each others needs, and its segregated lanes into congested meets user needs – including the being mutually supportive. streets. comprehensive priority that makes ‘bus This naturally leads us to a reflection The sharp-eyed will have seen that I people’ so jealous of our steel-wheeled upon our industry, how we act and what have, in the last paragraph, started to use friends. our role is within a society that strives to quotation marks around the acronym BRT. So, what of the issues of the need for make progress. As professionals we must I see BRT as having a flexible definition, its political support mentioned earlier? The seek to give the best advice, using the nature being defined according to the principle is the same. Just as we reject the best methods and tools that we are able. needs of the user. However, I would automatic assumption that the potential As consultants this means giving good suggest that, when the users needs are BRT users want what we want or say they advice that leads to delivery, supporting not being met and when the basic need of should want, we should recognise that our public sector clients and enabling comprehensive priority is not achieved, is politicians are also driven by what the politicians to give commitment knowing it really BRT we are talking about? Can we users want – articulated through the ballot there is a safety net of sound research and really put some of the ‘compromise’ box. Casting our eyes around the world we development. In turn, this advice must be concepts that have been considered in the can see that BRT in the most challenging grounded in not only technical knowledge UK out there alongside Nantes, Brisbane, circumstances has always been achieved but a thorough understanding of what Bogota, Jakarta or Guangzhou? If we did – with a political champion. Mayor Penelosa users want and need to fulfil their own how would they be judged? in Bogotá, Governor Fashola in Lagos and objectives; passing through accessibility; I am a strong believer in BRT and a Governor Sutiyosa in Jakarta have all and getting to the root of social well-being strong advocate for meeting the needs of played key roles in delivering BRT, and we and financial security. To conclude, can the user. As professionals, I think we are currently working with our two the UK catch the BRT virus? Well yes – could benefit from more research on our political champions, Mayor Rama and but only if it wants to! I Feature11-Aimsun_27,28 12/09/2012 15:11 Page 27

urban areas, the bus efficiency measure that has the greatest impact is traffic light Brazilian BRT moves optimisation. This is especially true in the city centre, where signals impact on more substantial portions of the time delays that can compromise bus travel. Thus, into the fast lane acting directly on signal optimisation gives significant results for travel time. However, of all the elements that The alternatives for the implementation of BRT in Belo influence travel time, signalling is the one Horizonte in Brazil have been studied by Rodrigo that can have the most unexpected results. A key aspect of signals is their Sírio Coelho, a partner-director of the Tectran Group, trickle-down impact on the general traffic. When we try to segregate a corridor for and Eduardo Cândido Coelho, a partner-director of public transport, whether by using an Modelle Logistics and Engineering exclusive lane or by some other method, the signalised intersection is the point he city of Belo Horizonte is gearing paid to the operation of bus lines not where this segregation loses efficiency as up to host the 2014 World Cup in included in the BRT. the bus has to share it with mixed traffic. TBrazil, where the addition of a The main differences between the If the mixed traffic is not controlled deluge of visitors to a population of over scenarios that we analysed were related properly, congestion will eventually reach 2.5 million means that the issue of public to the route and extensions of the special the segregated area, often from vehicles transport is taking high priority. Among BRT sections in the central area. The first blocking the intersection. In short, we can the plans is the implementation of a set of alternative that we analysed had the only guarantee priority for public bus priority corridors, following the BRT greatest extension and had a big impact transport if we are able to fully manage all models already in operation in even larger on some major roads. Based on the results modes of transport. In situations like cities such as Curitiba and Bogotá. of this initial scenario, we tried different central Belo Horizonte, where there is a A system redefinition, along with approaches, progressively reducing the high density of traffic lights, it is not easy appropriate traffic signal reprogramming, extension of the BRT and focusing mainly to maintain an effective gain for public is a great opportunity for the city to on a transfer area, where all the BRT from transport. deploy a substantial public transport the furthest reaches of the city would A good example, which at first glance revamp that will simultaneously optimise arrive and transfer to smaller standard seems to greatly favour public transport the movement of pedestrians and other distribution lines, thus avoiding any direct efficiency, is the imposition of a bus’s vehicles, and traffic simulation was impact on the major routes that we specific stage time at an intersection. extensively used to decide on the final considered in the first scenario. Actually, this needs to be used with proposal for the BRT system, which is Central Belo Horizonte, the area under caution, since this imposition may in fact already now in the first stages of study, currently serves about one million result in an increase in travel time of the implementation, with the completion date passengers using the standard system of allegedly favoured bus and also directly forecast for late 2013. public transport by bus, along with about affect the general traffic. For each green BHTrans, the agency responsible for 150,000 passenger cars every day. Due to time of a specific stage serving a managing public transport and traffic in the city centre’s radial road structure, movement, there is a red time the city, hired the traffic consulting firm 60% of those using the area under study counterpart, represented by the total Modelle Logistics and Engineering (a need to use it to move between the main remainder time of the signal cycle. To take subsidiary of the Tectran Group) to study poles of travel, showing the importance of one example: before, the bus shared the the various options for implementing the the central area for the city traffic as a stage with the city traffic at an system. We studied the impact of each whole. intersection with a cycle time of 120 option on each element of the transport In the study area, as in the majority of seconds and a green time of 60 seconds. system, from standard buses not included in the corridor to private vehicles. Belo Horizonte’s BRT system will apply to only 20% of the buses that enter the study area, and the remaining 80% must use the road system alongside general traffic. No single mode of transport exists in isolation, so any changes to the operation of one mode of transport will have direct and indirect consequences for other modes, and therefore the efficiency of transport as a whole. Taking this into consideration, particular attention was

A design concept for Belo Horizonte’s BRT system Feature11-Aimsun_27,28 12/09/2012 15:12 Page 28

We created a special stage of 20 seconds specific to buses, turning the initial 60 seconds of red time into 100 seconds. This would increase the waiting time and reduce the opportunities for the bus to find the signal open. There is a further delay of approximately 2.5 times more than before at this intersection. Deadlines were tight on this project and we only had three months to deliver a final proposal and so ease of calibration and high performance were key requirements for the modelling software. Because of its dynamic and efficient architecture, Aimsun software was the best fit for our microscopic traffic simulation needs. Aimsun follows, among BRT is already in operation in the city of Curitiba other parameters, the statistical determining fuel consumption and the road system, from structural and distributions of driver behaviour, from the emissions of carbon dioxide, fine particles, physical interventions or changes in the most compliant to the most aggressive, volatile organic compounds, etc. circulation plan to more subtle changes and the different types of vehicles with Microsimulation tools are efficient at like signal control. their peculiarities, such as speed and analysing the dynamic evolution of traffic Because the study area is very central it acceleration, which affect the overall congestion; by dividing the period of exceeds the urban average in terms of performance of traffic, creating points of analysis into various intervals we could characteristics such as the high conflict and increased travel times. evaluate the formation, dissipation, and concentration of signalised intersections In terms of methodology, the first step duration of a traffic jam. The model could (about 200) with more than 400 bus was to search for a global measure of also compute the interference that lines, each with their respective routes effectiveness that could reflect the results occurred when a jam formed in one and frequency tables, and also their stops achieved by each alternative. We chose location impacts on other locations. In and the interference caused by the to measure the efficiency of the system addition, we could model variability in system’s entry and exit points, which were analysing the number of people who drivers and /or vehicles and Aimsun’s usually due to parking on a network with a completed their journey in the system, in innate characteristic of matrix total length of nearly 100km. all modes of transport (BRT, other buses manipulation not only allowed us to model In order to automate the process of and private vehicles). That is, how many the current traffic conditions but also to system modelling, we created specific people entered the network and crossed it use models to forecast future demand. scripts that facilitated the process of to reach their desired destination in a We could, in short, submit all the different importing information into the network; given period of time. Another issue was scenarios of real urban traffic, in a non- for example, timesheets, dwelling time at energy efficiency. We obtained results for deterministic approach. The model bus stops for each line (provided by the each of the alternative scenarios, predicted the impacts of any change in city), and so on, thus compressing the period of system modelling and also avoiding manual data entry errors. For a study of alternatives that sought to clarify the feasibility of different settings and select the one that should be subject to executive detailing, the results

could hardly be better. We reached a

viable proposal, with good technical indicators and broad prospects for improvement to the public transportation system. Comparing the environmental performance of the final alternative with the performance of the current situation clearly shows the success of the proposal. The results speak for themselves: a 23% reduction in fuel consumption with a 41% drop in carbon dioxide emissions and 32% fewer inhalable particles. The average bus travel speed rose from 12 km/h to nearly 20 km/h, greatly reducing travel time and increasing the availability of vehicles to The BRT microsimulation using Aimsun traffic simulation software passengers. I Feature12-Scotland_P29-30 12/09/2012 15:51 Page 29

comparisons of like-with-like, schemes would have to be classified into their BRT vs LRT: how do respective project scopes, so one wasn’t left comparing a bus priority project with the Docklands Light Rail, or alternatively the Brisbane South-Eastern Busway with a they match up? ‘streetcar’ implementation sometimes found in the USA. Ross Clark, a rail performance manager for When this was done, the comparisons above became a little more complicated. In Transport Scotland, has reviewed the evidence terms of patronage, the larger-scale LRT schemes did better than their BRT pertaining to 80 LRT schemes and nearly 60 BRT counterparts, of the order of, depending on schemes using three separate measures of the precise measure, between twenty and thirty percent (annual passengers per mile performance and another of capital cost to better of route). In the few instances when BRT understand the cost-performance relationship and LRT have been compared for the same project, the consultants have generally ver the last few years, there has evidence of the ability of the technology to allowed a 20 percent passenger premium, been a lot of argument about the handle large numbers of passengers. as in the Belfast project evaluation. This Orespective advantages of LRT (light In terms of cost, however, there was seems to be a reasonable approach to take. rail transit) over BRT (bus rapid transit), and absolutely no argument: LRT schemes cost In terms of cost, while the mid-range LRT occasionally vice-versa. Little of this debate between three and four times as much per schemes cost more than their BRT has actually shed much light on the subject, mile of route as their BRT counterparts counterparts, the difference is less than for however, not least because many of the (£41.3m/mile against £11.5m per mile, on a the sample as a whole, about a factor of 2 to comparisons made have actually been quite weighed average basis, but somewhat less 2.5. The view of the Westminster selective. Writing off BRT as being “LRT on on a median basis, £33.5m/mile against Government after 1997 that BRT schemes the cheap” does not actually identify where £10.3m/mile). Where BRT and LRT costs are “half the cost of light rail schemes”, at BRT might work best, any more than have been compared for the same project, this scale of work, was (and is) by no means highlighting the cost blowouts of many new the variation has sometimes been as much unreasonable when the evidence is reported LRT projects, such as Edinburgh’s, identifies as a factor of four, such as in Belfast. in this way. the significant, and specific, benefits that The reason for the cost variation is The corollary of this finding is that the LRT projects can bring as well. A mantra of twofold. First, LRT as a technology requires costs of both the smaller and very large LRT “steel wheels good, rubber wheels bad”, oft a lot more in the way of civil engineering to projects are much greater, by a factor heard in the light rail supporters’ build the track than what is generally between 4 and 5, than their LRT community, is not an aid to good decision- needed for a BRT option. Second, the counterparts. The reason is the scope of the making. vehicles are more expensive, by a factor of civil engineering required. A small BRT Clark says that, in terms of traffic about two once the longer life of a light-rail- project does not need much in the way of generation, the sample of BRT schemes vehicle (LRV) is corrected for. A little of this engineering, in comparison with a streetcar carry somewhat more passengers per mile cost difference is offset from the fact that LRT project. For the very large LRT projects of route per year than the sample of LRT LRVs are slightly cheaper to run. they have generally involved tunnelling; at schemes. In terms of traffic density, the That said, the devil is in the detail. It soon which point costs will go up astronomically, sample of BRT schemes carry somewhat became clear that to allow better no matter what the mode. It is factors like fewer passengers-mile per mile of route per year than the sample of LRT schemes. This was because the LRT schemes in the sample were consistently longer than their BRT equivalents, meaning that (everything else held equal), the journeys travelled on them were longer as well. In terms of ability to carry peak loads, the two modes came out at about level pegging. Generally, he concludes, the modes came out at about equal in terms of the numbers of passengers they can handle. The data certainly show that BRT schemes can handle large volumes of passengers, and in ‘Western’ markets as well. Although they were not included in the comparisons, because of their sheer size, the Bogotá and Curitiba busway schemes provide excellent Feature12-Scotland_P29-30 12/09/2012 15:51 Page 30

are all cases where roadspace (specifically Typology Bus Rapid Transit Light Rail Transit motorway roadspace in the case of Beijing Small-scale schemes 1. Bus priority schemes 1. Streetcar, street running and Istanbul) was taken over and converted systems, and small diesel-light- into a dedicated, and physically segregated, rail projects bus lane. 2. Dedicated road use 2. Use of existing rail track Third, it can be recommended when the (that is, of existing (diesel-light-rail services, but market does not want to transfer within the motorway or dual over longer distances than journey. The Brisbane and Auckland busway carriageway) above) schemes both come with the advantage that they provide one-seat service from the outer Large-scale schemes 3. Segregated running 3. Segregated running dispersed suburbs into the central city, (generally median) (generally median) whereas a light rail option would require a 4. Grade-separated projects 4. Grade-separated projects transfer within the journey. Fourth, it can be recommended at peak Other schemes Bogotá, Curitiba demands below 2,000 passengers/direction/ hour. Below this these that make like-with-like comparisons opportunity for urban redevelopment. Bus cutoff (equivalent to a fairly full bus every difficult but not impossible. schemes are not seen as being capable of two minutes), BRT would seem to be the Going on about LRT costs should not this, although it is also fair to say that there more feasible option. obscure the fact that, in many cases, it will is much less experience with using busway Fifth, it can be recommended when higher actually be a better choice for a project than projects to meet urban development aims. service frequencies (less than five minutes) BRT. LRT could be recommended where a are what the market wants. In Sheffield majority of the following conditions are met: Then, BRT could be recommended where a during the 1990s the-then new light rail majority of the following conditions are met: system competed with the local buses – and First, it can be recommended when existing largely lost out, because the buses offered a rail track can easily be pressed into service First, it can be recommended when public higher frequency than LRT at a lower fare. for light rail. A number of English light rail money is in short supply. There is no schemes were built because existing heavy question, no matter how the data are sliced All transport modes have their natural fit, rail track could be adapted easily for LRT and diced, that BRT will generally be the and an approach of ‘one-size fits-all’ is use. cheaper option. To quote Lord Rutherford, asking a lot. However, the more important Second, it can be recommended where the “We haven’t got any money, so we are going issue with which Clark concludes is not market is averse to using bus services. In to have to think”. whether people prefer LRT or BRT or some markets there is significant consumer Second, it can be recommended when sometimes vice versa; the important issue resistance to using bus services, where they existing road space can be converted easily is what makes people want to use public are often regarded as “welfare on wheels”. into dedicated bus space. The examples of transport, of any sort, in the first place. I Third, it can be recommended where the Lagos, Beijing and Istanbul BRT projects localised environmental factors preclude the use of diesel-powered transport. If there are localised issues of air pollution to contend with, or tunnelling, then the use of an electric mode becomes essential. Fourth, it can be recommended at peak demands in the range 3,000–,000 passengers/ direction/hour, if grade separation is not feasible. Past 3,000 passengers/direction/hour, bus schemes will need significant grade-separation, but there is a clear band before which an equivalent LRT scheme would require this degree of separation as well. Fifth, LRT can be recommended as part of an urban redevelopment project. Many LRT schemes were put into place because they were seen as providing significant Feature13-Frost_31,33 12/09/2012 15:03 Page 31

difficult to raise the required capital for expensive rail-based solutions, thus making Mass transit demand BRT ever more attractive than it was 20 years ago. On the operational front, a well- designed BRT system can be successful in delivering sustainable results with limited boosted by rapid or no operational subsidy, and at the same time offering exceptional efficiency. Therefore, with BRT being a relatively urbanisation low cost alternative, it could be a mass transit solution for both developed and developing economies, for a combination of shared and disparate reasons, where it Urbanisation, and its associated side-effects ranging can bridge the gap between established rail from congestion to air pollution, has put public systems and other shared mobility concepts. With an average passenger transit at the centre-stage for governments and city handling capacity of around 15,000 pphpd, transport planners, says Bharani BRT can enhance city transportation by complementing existing rail infrastructure Lakshminarasimhan, industry analyst, global and penetrating new areas with rapid transit solutions. With the evolution of first commercial vehicle programme, at Frost & Sullivan and last mile connectivity, such as car ore than 60% of the world’s Urban transport providers are sharing and micro-mobility in Europe, the population is expected to live in increasingly persuading city dwellers to opt scope for integration of BRT with other Mcities by 2020, which will result for public transport over personal avenues of passenger transportation will in considerable congestion if left unabated. transport, mainly through investment in develop a synergistic urban transport With the evolution of megacities and infrastructure or by penalising use of the infrastructure for city dwellers. megacorridors across the globe, average private car. BRT, often being the fastest and travel distances for passengers commuting the most financially viable option available, Standard issues to work are expected to increase. The and relatively quick to construct, makes it BRT is not merely buses on dedicated continual rising price of oil and volatile fuel an increasingly compelling choice for urban lanes but an integration of infrastructure prices, coupled with concerns over the transport developers around the world. A (roads and stations) with technology environmental sustainability of our transit typical BRT system costs $15-20m per km, (buses, powertrain, and connectivity), systems, are leading to a strengthening whereas a typical light-rail system will cost aimed at offering a quick, safe and cost- regulatory environment in cities, with anywhere from $75-150m per km. effective transport solution to commuters. policy measures such as congestion In terms of capacity, light rail can move Having defined BRT, bus design should charging, low emission zones, tolling and up to 40,000 passengers per direction per complement the existing infrastructure and electric vehicle incentives being prioritised hour (ppdph), whereas the global average technology and thus different systems along with public transport investment. On for an ideal BRT is 15,000 ppdph. However, require different bus designs. For example a the whole, this will influence mobility the Bogotá BRT system carries up to high-floor bus will suit a level boarding patterns of urban city dwellers, leaning 43,000 ppdph, so there are also instances, station design whereas a low floor bus towards advanced, efficient and effective where implemented on this scale, where would complement surface boarding. public transport systems. BRT can compete with light rail on capacity. Similarly, long articulated buses (18m and Recessionary trends in the developed Furthermore, light rail has limitations in 24m) would be preferred in trunk-based world, and an inflationary environment in terms of network coverage because it is BRT solutions whereas a 12m standard bus emerging economies, are expected to inflexible for dynamic trends in urban would be efficient in direct BRT services. influence consumer travel behaviour, and transport. Network flexibility and route Bus length design would depend upon the indeed the transportation infrastructure. expansion are limited in light rail systems, corridor demand along a BRT line. In Potentially this would see reduced demand given the cost of expansion could be more addition to the above mentioned, advanced for expensive (rail/light rail) infrastructure than a new project itself. In addition to the powertrain solutions such as hybrid, in the short term in developed economies, up-front cost burden, rail systems are often electric, natural gas and biofuel have contrasted to demand for a cost effective heavily subsidised for viable operations, emerged as new options for BRT buses, mass transit solution in emerging which adds to the burden of operating particularly favourable in urban areas. economies, due to the lack of any current agencies and municipalities. In most cases, Over the next five to ten years, the sophisticated mobility infrastructure. BRT should not be considered as a main Chinese and Indian markets will be the A combination of these megatrends is competitor to light rail, in terms of biggest growth drivers of the global BRT leading to bus rapid transit (BRT) systems functionality, and in essence can act as a market, while South America will continue being increasingly adopted worldwide as an multi-modal transportation enabler that to remain one of the largest markets for innovative transportation solution in an era could also involve light-rail. BRT featuring the most effective utilisation of rising urbanisation, and equally, In an era of continuing global economic of this mode. In countries such as Brazil, austerity. weakness, governments are likely to find it the market is entering the consolidation BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 32 Feature13-Frost_31,33 12/09/2012 15:03 Page 33

phase, as it shifts from new line demand financing and leasing business would trends have already caught up in Indian toward replacement sales. At present, further enhance their market positioning. metros with several large and small cities there are around 200 BRT lines operational Local OEMs should look at enhancing devising integrated transport plans globally, and this will increase to 325-350 product quality and life span to fend off featuring BRT systems. The Delhi BRT and lines by 2018. The market for new BRT competition from global OEMs. Pune BRT were the first projects in the buses utilised on these lines was over Participants will be well served by adopting country but the BRT brand really took off 4,000 in 2011. Our research shows that, by advanced powertrain technologies such as after the inception of the Ahmedabad BRTs 2018, the BRT bus market will increase to hybrid, electric, natural gas, and biofuel. (Janmarg). Janmarg is bestowed with almost 8,000 units, representing a 9% Further, localised manufacturing, financing, numerous national and international compound annual growth. However, and leasing support will help them stand awards for BRT design and planning. The competition from light rail and metro out in the market and aid market growth. Janmarg will form the blue print for the systems and the lack of political backing upcoming BRTs in the country. will hinder the market’s growth to some Key markets Emulating BRT models from Latin extent. Limited private participation in BRT The success of Bogotá and Curitiba has America and Asia will not be feasible in development and operations can also hold resulted in mass acceptance of BRT as a Europe since most busy corridors in Europe back the market, as inadequate funding transport mode among end user groups. that handle passenger traffic in the range of could result in operational inefficiencies. Brazil is expected to emerge as top 30,000 pphpd have access to Development of independent product destination for BRT systems in the region, sophisticated urban rail infrastructure. platforms for markets in the developing driven by public transport demand for the Most cities in Europe with a population of world is critical for rapid market entry for 2014 FIFA World Cup and 2016 summer more than one million have access to light global equipment manufacturers. Owing to Olympics. As many as 20 BRT lines are rail and tram systems. Therefore, its strategic positioning in the multi-modal part of the nationwide development plan expanding urban corridors will create passenger transportation equation, the BRT for the upcoming sporting events. Mexico opportunities for BRT systems in market is attracting not only traditional will be the next big market for BRT systems connecting central districts with suburban transit bus manufacturers but also in Latin America, continuing the success of areas. BRT can emerge as a cost-effective manufacturers of rail transportation the Metro Bus BRT line in Mexico City. mode to integrate the established urban systems with some notable companies in BRTs in the region are traditionally high rail network in the city centres to the that space entering the BRT market as capacity systems plying on heavy demand peripheral suburbs. France, United suppliers of BRT buses. The rail-to-bus, corridors, hence fleet size of BRT lines will Kingdom and Turkey emerge as the top bus-to-rail, bus-to-bus, bus-to-car, and car- be larger compared to other regions. destinations for the first wave of BRT bus connectivity and multi-modality will China will be one the major BRT markets adoption in Europe. continue attracting disparate market for growth in the Asian region for the next Other notable regions for systems are participant groups towards the BRT market decade. China along with India account for North America, Africa and the ASEAN with not only the vehicle manufacturers but the most cities with populations of more countries. The North American model will also telematics service providers and ITS than ten million globally. Rapid be similar to Europe with opportunities in solution providers playing a larger role in urbanisation, energy and security concerns suburban regions and other low demand future. will be key drivers for growth of BRT market regions. Potential for BRT implementation It will also be interesting to see what in the region. Every major city in China has is enormous in the African continent as the powers these buses in future. While diesel a BRT or will have a BRT system by the end public transport model is slowly but will remain the dominant powertrain of 2015. Although Beijing was the first city steadily transforming from informal system for the next six years, alternative to establish BRT in 2005, its development services to organised transit model. With fuel powertrain penetration is expected to and success was limited considering the improving political stability and foreign aid triple to more than 20 per cent by 2018. ineffective planning. On the contrary, in transport development, Africa is set to Also, 18-24m, low-floor, telematics-enabled Guangzhou BRT (GBRT) has been enter a high-growth phase in the BRT buses will make an appearance in most developing extremely fast since it started vehicle market. With careful calibration, regions by that time. the operation in February 2010, and today Africa is poised emerge as the next Latin To hold on to their market shares, almost is regarded as one of the best BRTs in the America in the BRT world. every major bus manufacturer in the world world. The GBRT boasts of state-of-the-art To conclude, the BRT market is poised for already has or will have dedicated BRT service design, modal integration and a rapid organic growth both in developing teams developing integrated solutions for distinct identity enabling the system to and developed economies, driven by transit applications. Major bus achieve peak capacities of 25,000 ppdph in numerous mega trends such as manufacturers are stepping up less than a year from inception. Success of urbanisation, and driven by considerable collaborative efforts with transport BRT in one of the fastest growing city in the economic headwinds. Whilst the key driver planners and government agencies for BRT world shows how important BRT can be in is likely to be different by geographic development. Bus manufacturers with a shaping the future of urban mobility. region, the net gain of BRT will be to cities wide product portfolio and a clear Bus transportation in Indian cities has and citizens of smart cities that can benefit understanding of the BRT market will been one of the most popular forms of from this transportation solution to not benefit from this growth. Upstream transportation. It accounts for 55 per cent only reduce their transportation time and collaboration with BRT planners would of total trips in Indian cities. Offering an cost, but also their carbon footprint, and in enable manufacturers to deliver the best fit enhanced bus transport solution in the doing so act as agents of change towards a designs to the BRTs. Manufacturers with form of BRT would be an instant hit. BRT greener and smarter tomorrow. I BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 34

Directory. Consultants, suppliers and specialists to the bus rapid transit industry

We provide Quality Reliability and Value for Money at every step from strategy to implementation. Aimsun Contact: Christian Banfield J. B.Eng I.Eng Mott MacDonald TSS-Transport Simulation Systems MIHE MCIHT Mott MacDonald is a uniquely diverse £1 develops, markets and supports Aimsun 33A The Crescent, Alwoodley, billion global management, engineering and traffic simulation software and the Aimsun Leeds, LS17 7LY development consultancy. We deliver Tel: 07725 341847 Online real-time decision support system leading edge solutions for public and private Email: Chrisitian.Banfield@ for traffic management. Aimsun is the CJBTransportConsultancy.co.uk sector clients across 12 core business areas – traffic modelling software of choice for www.CJBTransportConsultancy.co.uk transport, power, buildings, water, over 2,500 licensed users in 65 countries environment, health, education, industry and worldwide. Cubic communications, international development, Email: [email protected] www.cubic.com urban development and oil and gas. Tel: +34 933 171 693 Contact: Callum Gibson Dublin Bus www.aimsun.com Email: [email protected] www.dublinbus.ie www.mottmac.com Arriva www.arrivabus.co.uk First MRM Mclean Hazel www.firstgroup.com www.mrcmh.com Arup www.arup.com Frost & Sullivan MVA Consultancy www.frost.com www.mvaconsultancy.com Atkins www.atkinsglobal.co.uk Grant Thornton National Express www.grant-thornton.co.uk www.nationalexpress.com Austin Analytics www.analytics.co.uk Halcrow www.halcrow.com

Parsons Brinckerhoff Parsons Brinckerhoff is at the forefront of BAM Nutall INIT the global revolution in Bus Rapid Transit. BAM Nuttall is a leading civil engineering It is a leading infrastructure engineering As a market leader in telematics and contractor; we are the premier supplier for consultancy with the skills and resources electronic fare collection systems, INIT has Bus Rapid Transit infrastructure and have a to provide comprehensive multi- gained experience from over 400 projects well established reputation for our disciplinary engineering and technical around the world. INIT develops, highways capability. We are ideally placed support to all stages of a BRT manufactures, installs and maintains to deal with current and future public development, from feasibility through integrated hardware and software transport needs with our efficient, design to construction and management. solutions for all key tasks within innovative, cost effective approach. We Contact: David Eve, BRT Practice Leader utilises extensive civil engineering transportation organizations. Tel: 01279 450900 construction, design and management Contact: Jens Mullak Email: [email protected] skills to develop bespoke solutions for our Tel: 0115 9895462 www.pbworld.com E-mail: [email protected] customers. www.initag.com Peter Brett Associates www.bamnuttall.co.uk www.peterbrett.com Instarmac Bircham Dyson Bell www.instarmac.com SKM Colin Buchanan www.bdb-law.co.uk www.globalskm.com ITO World www.itoworld.com Stagecoach www.stagecoachbus.com Jacobs Engineering CJB Transport Consultancy Ltd www.jacobs.com Steer Davies Gleave Experts in all aspects of Traffic Signal www.steerdaviesgleave.com Design, Configuration and Optimisation Lothian Buses specialising in Bus Priority provision. We www.lothianbuses.com TPi/Amey Consulting have used innovative and sustainable www.amey.co.uk transport solutions to develop appropriate Mouchel proposals for our clients that promote bus www.mouchel.com Transdev patronage. www.transdevplc.co.uk BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 35

Trueform www.trueform.co.uk

Transportation Planning (International) Wright Bus ITP is at the forefront of BRT development Wrightbus: Engineering excellence for the in the UK and overseas. We offer a wide Vix global bus market. range of services at all stages of planning, Wrightbus has earned a reputation for design and delivery, including: user needs Vix is a global provider of integrated transit innovative vehicle designs, a large and assessment; passenger and revenue and mobility systems making it easy for innovative product portfolio and forecasting; route feasibility and planning; people to use and pay for transport, so investment in advanced engineering. detailed corridor design; economic more people will use it. appraisal; consultation; and business case We deliver fare management, fleet Our recent successes include the design development. management and passenger information and build of the prestigious New Bus for Offices in Birmingham, Milton Keynes solutions for transit providers, to transform London and considerable accomplishments and Nottingham the way people connect and commute. in export markets, including Dublin, Hong Contact: Colin Brader Contact: Michael Hart, Head of Sales Kong, Singapore and Las Vegas. Tel: 0121 213 4728 Tel: 01223 728200 Tel: 02825641212 Email: [email protected] Email: [email protected] Email: [email protected] www.itpworld.net www.vixtechnology.com www.wrightbus.com BRTuk membership.. The following organisations are members of BRTuk. For more information about BRTuk membership visit www.brtuk.org/membership.html or email [email protected]

Advanced Public Transport Systems BV Halcrow Group Ltd SKM Colin Buchanan Aecom Hampshire County Council South Yorkshire Passenger Transport Executive Arriva Integrated Transport Planning Ltd Stagecoach in Warwickshire Arup Ipswich Buses Limited Steer Davies Gleave Atkins Jacobs Engineering UK Limited Strathclyde Partnership For Transport Austin Analytics JMP Consulting Transport for London Bedfordshire County Council Keolis (UK) Limited TIE Limited Bircham Dyson Bell LLP Kizoom Transdev plc Cambridgeshire County Council Lothian Buses Translink Centro Luton Borough Council Transportation Planning Corporate Name Metro (International) Ltd Coventry City Council Mott MacDonald Travel West Midlands: National Express Department for Regional Development: MRC Mclean Hazel Ltd Group PLC Regional Planning and Transportation MVA Consultancy Trueform Engineering Limited Division Parsons Brinckerhoff University of Aberdeen Dublin Bus Peter Brett Associates University of Leeds Elan PTC Reading Transport Limited Welsh Assembly Government First SEStran Wright Bus GMPTE SK Transport Planning Ltd Grant Thornton UK LLP BRT Handbook Ads_P01, 02,04,06,14,16,32,34-36 12/09/2012 13:20 Page 36