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Urban Transport of China Bus Reform Strategies Under the Rapid Urban Transport of China No. 06 Citation: SHE Shiying, ZHENG Meng. Bus Reform Strategies Under the Rapid Development of Urban Rail Transit System [J]. Urban Transport of China, 2019 (06): 17–25. Bus Reform Strategies Under the Rapid Development of Urban Rail Transit System SHE Shiying1,2, ZHENG Meng2 1. Beijing University of Technology, Beijing 100124, China; 2. Wuhan Transportation Development Strategy Institute, Wuhan 430017, Hubei Province, China Abstract: At present, China’s cities are generally facing the problem of the decline of the passenger flow of con- ventional bus transit. By analyzing the functionality of bus service under the background of the rapid development of rail transit, this paper points out that the dominant position of conventional buses in urban public transit system still has not changed fundamentally. In the new era, the focus of public transit priority should return to the field of conventional buses and actively promote the reform of buses. Based on the experience of reform measures of urban bus service, the paper points out that in the new era, the conventional public transit reform should take the structural optimization and network adjustment as the key breakthrough and the free transfer or preferential transfer as the basic premise. It is necessary to establish coordination and risk prevention mechanisms in the implementation and to adopt gradual implementation strategy of small scale, high frequency, and fast iteration. DOI: 10.13813/j.cn11-5141/u.2019.0010-en Keywords: bus transit; rail transit; reform; structural reorganization; transfer discount In 2000, the Notice of the General Office of the State of bus passenger flow is inevitable or accidental, whether it Council on Strengthening the Construction and Management should be left alone or intervened actively, how to promote of Urban Rapid Rail Transit (GBF [2003] No.81) and the the development and reform, etc., are important issues to be Opinions on Priority Development of Urban Public Trans- studied urgently. portation (JC [2004] No.38) were released. Since then, al- most all cities that met the condition of rail transit development chose the strategy of leading the prior devel- 1 Current status of bus passenger flow opment of public transportation with the rail transit. By the end of 2017, more than 30 cities had stepped into the era of As of the end of 2016, there were 52 789 bus lines and 608 rail transit development, and about 60 cities were starting or 600 operating vehicles in cities of China’s mainland, which planning to start rail transit construction [1]. Rail transit pri- transported 74.535 billion passengers per year. Compared ority has become a distinctive feature of the actual imple- with 2015, the total number of bus lines increased by 7.9%; mentation of the public transportation priority strategy in the total mileage increased by 9.7%; the number of buses large cities and megacities of China over the past 10 years. increased by 8.3%, but the total annual passenger volume Despite of the remarkable achievements in the field of rail decreased by 2.6% and the decline rate was more than that of [2–3] transit, the overall situation of the development of public 2015, which was 2.1% . The total bus passenger volume transportation is very severe, especially in the field of buses has been declining continuously at the national level. and trolleybuses (hereinafter referred to as “bus”), which has There are 25 cities in China that have run rail transit, in- shown a continuous decline trend in passenger flow across cluding subways, light rails, monorails, maglevs, trams, ur- many cities. The decline of bus passenger flow and the lag in ban express rails, APM, etc. In 2016, the daily bus passenger bus development have seriously affected the realization of the volume increased only in three cities, Wuhan, Hangzhou and overall goal of China’s public transportation priority strategy. Kunming, and it declined in 22 cities, among which it de- In the context of the development of rail transit, how to clined by more than 5% in 18 cities and by more than 10% in re-think and re-position the bus service, whether the decline five cities. In Nanchang, the decline rate was even as high as ______________________________________ Received: 2018-02-28 First author: SHE Shiying (1982–), female, from Changde of Hunan Province, PhD candidate, senior planner, registered consulting engi- neer, chief engineer of Rail Transit Department in Wuhan Transportation Development Strategy Institute, is mainly engaged in the research on public transportation, rail transit, transportation big data, and traffic models. E-mail: [email protected] Corresponding author: ZHENG Meng (1982–), male, from Xinyang of Henan Province, Master’s degree, senior planner, registered urban planner, registered consulting engineer, director of Traffic Research Office, is mainly engaged in the research on passenger terminals, rail transit, public transportation, non-motorized traffic, traffic models, and big data. E-mail: [email protected] © 2019 China Academic Journals (CD Edition) Electronic Publishing House Co., Ltd. 1 31.5% [4] (Figure 1). To analyze the changes of bus passenger 2 Positioning and understanding of buses flow in the context of the rapid development of rail transit, this paper selected seven representative cities for further 2.1 Structure and scale of urban public transpor- analysis (Table 1) based on the development stages of cities’ tation system rail transit. Statistics showed that in recent three–six years (two years for Changsha), the bus passenger volume in In terms of the structure of the urban public transportation these cities declined continuously to varying degrees, with system, the proportion of bus passengers among all passen- an average annual decline rate of 9.9% and 8.6% in gers (the sum of bus passengers and rail transit passengers) Shenzhen and Beijing respectively. Beijing showed the was above 50% for all cities in China’s mainland that had largest decline among these cities: Its daily bus passenger urban rail transit in 2016, with the exception of being slightly volume declined by 5.1 million and its daily buses and rail lower or close to 50% in Shanghai, Guangzhou, and Beijing. transit passenger volume declined by 1.868 in the past five In detail, it was in the range of 50%–60% for Nanjing years (Table 2). (52.7%) and Shenzhen (59%), 60%–70% for Wuhan Figure 1 Bus passenger volume in 2016 compared with 2015 in the cities with urban rail transit system Source: Reference [2]. Table 1 Characteristics of buses and rail transit in typical cities (by the end of 2016) Source: Reference [2]. © 2019 China Academic Journals (CD Edition) Electronic Publishing House Co., Ltd. 2 Table 2 Passenger volume decline period of buses and rail transit in typical cities 1) Public transportation refers to buses and rail transit. Source: Each city’s annual report on transportation development and the statistical data from the gov- ernment website Figure 2 Proportion of bus passenger flow in cities with rail transit (in 2016) Source: Reference [2] and China Urban Rail Transit Annual Report (2016). (67.2%), and 70%–80% for Chongqing, Chengdu, and three is more than 10 million, 9 million, and 7 million in Beijing, other cities (Figure 2). Therefore, most of China’s cities are Shanghai, and Guangzhou respectively, the transfer rate is still in the development stage where buses account for the also high, e.g., it is 1.91, 1.72 and 1.67 respectively in these majority or even the vast majority of the urban public trans- three cities. The general rule is that the larger daily passenger portation system. volume of rail transit indicates the higher transfer rate. In terms of the scale of the passenger flow, the daily bus Among the top 10 cities with the longest operational rail passenger volume was over 2.4 million in 18 cities and over 4 transit lines in China, the minimum transfer rate of rail transit million in 10 cities, among which it was as high as 10 million is as high as 1.38, whereas bus transfer rates are usually be- in Beijing. The total resident population of these cities was low 1.2 and rarely exceed 1.3. Therefore, from the perspec- about 240 million, accounting for 1/3 of the national urban tive of the number of trips (the ratio of passenger volume to population. The total bus passenger volume of these cities was more than 44% of the national total, so they had a crucial transfer rate), rail transit only carries about 4.2–5.4 million impact on the overall development pattern and the trend of trips per day even in cities with the most developed rail transit urban public transportation in China. system such as Beijing, Shanghai and Guangzhou, much In terms of the number of trips, buses play a more prom- lower than buses, which carry 5.4–8.4 million trips per day. inent role. An unavoidable fact is that although the daily At present, the main role of buses in the urban public trans- passenger volume of rail transit is huge in many cities, e.g., it portation system has not fundamentally changed. © 2019 China Academic Journals (CD Edition) Electronic Publishing House Co., Ltd. 3 2.2 International development experience experienced simultaneous growth of rail transit and bus passenger flows (Table 3). Especially in Guangzhou and Most international cities have adopted a cautious and ob- Shenzhen, the continuous growth period lasted for six–seven jective attitude towards the development of rail transit. The years. All of these cities, without exception, did not pay less overall development of rail transit and buses is relatively attention to buses and promoted bus reforms actively and balanced.
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