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Bus Rapid Transit Planning Guide

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Bus Rapid Transit Planning Guide Introduction Part I Project Preparation Part II Operational Design 4Part III Physical Design Part IV Integration Part V Business Plan Part VI Evaluation and Implementation Resources, Annexes, and References ������������������ �������������� ��������� Part III – Physical Design CHAPTER 11 CHAPTER 12 Infrastructure Technology Bus Rapid Transit - Planning Guide 2007 11. Infrastructure to infrastructure design. Much depends upon local circumstances such as climatic and topo- “A person should design the way he makes a logical conditions, cost structures, and cultural living around how he wishes to make a life.” preferences. For instance, what is aesthetically —Charlie Byrd, jazz musician, 1925–1999 pleasing in one culture will not be considered as such in another. The physical design of the BRT system begins to give the project a tangible substance that better The physical design and engineering of the allows all stakeholders to properly envision the system directly follows from the operational final product. This process also allows the plan- and customer service characteristics chosen ning team to better estimate the actual capital in chapters 7, 8, and 9. The corridor selected, costs expected for the project. expected capacities, and service options all influence the physical design. However, the Infrastructure consists of not only the roadwork physical design may also exert influence on the that forms the busway but also a range of other operational characteristics as well. Given the components. The infrastructure components varying cost ramifications of different physical include: designs, several iterations between operational n Busway infrastructure; design and physical infrastructure design may n Feeder infrastructure; be required. Thus, physical or financial limita- n Stations; tions that are placed upon infrastructure design n Intermediate transfer stations; can necessitate a revision of the previous work n Terminals; on operational characteristics. n Depots; n Control centre; The initial stage in the infrastructure design n Traffic control signals; process is to develop a conceptual design frame- n Integration infrastructure; work for the system. Based upon the inputs n Commercial space; from the previous demand modelling and the n Public utilities (electricity, gas, water, sewage, operational study, the physical location and telephone, etc.); initial designs are completed for the various n Landscape. infrastructure elements. An initial cost analysis The design and engineering of these compo- can then be performed to determine the feasibil- nents is dependent upon several key factors that ity of the proposed design. Finally, once the will dictate the eventual form of the infrastruc- conceptual design has been thoroughly evalu- ture. Theses factors include: cost, functional ated and approved, detailed engineering designs attributes, and aesthetic design. Like so many can proceed. topics in BRT, there is no one correct solution The topics presented in this chapter are: 11.1 Conceptual design and detailed engineering design 11.2 Runways 11.3 Stations 11.4 Transfer stations, terminals, and depots 11.5 Control centre 11.6 Feeder infrastructure 11.7 Infrastructure costing Part III Physical Design 343 Bus Rapid Transit - Planning Guide 2007 11.1 Conceptual design and detailed complete the conceptual design. Detailed engi- engineering design neering will follow general engineering practice. “The designer has an obligation to provide an appropriate conceptual model for the way that 11.1.1 Conceptual design the device works. It doesn't have to be completely The infrastructure conceptual design should accurate but it has to be sufficiently accurate provide a reasonable level of detail so that deci- that it will help in both the learning of the op- sion-makers may properly evaluate the cost, eration and also dealing with novel situations.” functionality, and aesthetics of the proposed —Don Norman, scientist and psychologist system. Thus, the conceptual design will already The design of the infrastructure takes place in include overall dimensions of the infrastructure two basic stages, though in practice it is often components, basic drawings, and sufficient more of an evolutionary process. In the first description to develop an initial cost estimate. stage, conceptual designs will be developed Even for a basic conceptual design, a consider- based on the emerging operational plan. The able knowledge of the corridors will be required. second stage, the detailed engineering design, A full audit and inspection of each corridor seg- follows once the conceptual study and the initial ment will allow the design team to understand cost estimates warrant a commitment towards the nuances of the corridor as well as identify a particular design. Thus, for each infrastruc- the most problematic areas. Particular attention ture component discussed in this section (e.g., should be given to intersections and proposed busways, stations, terminals, etc.), the planning station locations. It is at these points that the team will first complete a conceptual study prior most complicated interactions with private to moving towards more detailed engineering vehicles and pedestrians will take place. Photog- plans and specifications. Most of the conceptual raphy and video of the different segments can be design issues are addressed in the operations an indispensable tool for design and engineering chapters. This chapter provides additional detail professionals. Recording each segment in a to the physical design process necessary to visual format helps to put together the options Fig. 11.1 Early rendering of the proposed Guangzhou BRT system. Image courtesy of ITDP 344 Part III Physical Design Bus Rapid Transit - Planning Guide 2007 in the office. Likewise, aerial views of each seg- ment can also provide a unique perspective that will aid in the process. At the conceptual stage, a full range of options should be considered, even if some options appear to not be feasible in financial or techni- cal terms. The conceptual stage is the time for creativity and out-of-the-box thinking. Thus, options such as grade-separation at problematic intersections should at least be given an initial consideration. The conceptual design stage tends to be both evolutionary and iterative in nature. As each segment of the corridor is analysed in more detail, the physical design will often evolve a design may not be optimum from an opera- Fig. 11.2 from one form to another. Further, as decisions tional perspective. Rendering for the taken on one corridor segment will affect other proposed Johannesburg Combining the design and construction work segments and as cost estimates influence the Rea Vaya system. into a single contract, though, does hold some Image courtesy of the City technical options, the design will likely go back advantages. With a single firm undertaking of Johannesburg and forth through much iteration. both these tasks, there is a greater degree of Once this stage is completed, it will be possible continuity between the design and construction. to develop fairly accurate artistic impressions The single contract also can ensure a greater and drawings of the system infrastructure. degree of responsibility in delivering the project. These initial renderings will help decision-mak- With two contracts, the construction firm may ers and interested parties to begin to visualise blame the design firm and vice versa if problems the system. Figure 11.1 shows an artistic impres- arise. In this sense, a single contract can be Fig. 11.3 sion for the Guangzhou BRT system. simpler to enforce from a legal perspective. This early rendering Likewise, renderings can also form an impor- Phase I of Bogotá’s TransMilenio incurred legal of the Bogotá system tant input into simulation videos that give disagreements over a failed surface material. The closely matches separation of the initial design from the detailed the ultimate shape decision-makers a fairly realistic idea of the and form of the proposed system. Renderings for the proposed engineering and the construction resulted in actual system. Johannesburg Rea Vaya system helped to secure various parties accusing others of the fault. Images courtesy of TransMilenio SA the necessary political support. Likewise, early renderings in Bogotá helped to communicate the project to a range of stakeholders, including the general public. Figure 11.3 shows an early image that closely approximates the final form eventually taken by the Bogotá TransMilenio system. The contracting of the design consultants can take on several different forms. In some cases, the design is carried out by one firm while the ultimate construction is to be done by another firm. This option avoids any problems with conflicts of interest between the design and construction work. For example, if the design and construction firm are one in the same, then there could be a tendency to choose designs that minimise construction costs. However, such Part III Physical Design 345 Bus Rapid Transit - Planning Guide 2007 Fig. 11.4 An Autocad drawing of a proposed station for the Barranquilla BRT system. Image courtesy of the Municipality of Barranquilla 11.2 Runways “You know more of a road by having travelled it than by all the conjectures and descriptions in the world.” —William Hazlitt, Literary critic, 1778–1830 The construction of the busway will typically represent approximately 50 percent of the total infrastructure costs. Thus, savings through efficient design and material choice can produce significant
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