IRPTN BACKGROUND HiMA Workshop CSIR 07 November 2013 Craig Bradley 2 Historical Consequences – Typical PT Development evelopment ! Radial pattern of transport ! Workers required to travel into and out of the CBD daily ! CBD is the main node within city structure ! Low levels of connectivity between the peripheral areas ! Places increasing pressure on the system ! Many one way roads - to improve traffic flow ! Significant portion of income spent on travel costs ! Travel time from outskirts long 01/2012 3 Redressing the Past ! Governments Public Transport Action Agenda ! National Transport Action Plan approved by cabinet 2007 ! Redefine and Restructure PT in cities by 2020 ! 12 cities identified for IRPTN projects ! Specific funding from National Government ! Through Public Transport Infrastructure & Systems Grant (PTISG) ! Authorised by NDoT ! Financed by National Treasury 01/2012 4 • The majority of users (85%) must be within walking distance of a PT Service IRPTN Objectives • The service should be affordable to all • Universal accessibility • Net reduction in carbon emissions by transport • Low physical impact on the environment Equity of access to opportunity • Reduced congestion and dependency on car Reduction of the overall impact of transport on the environment • Safe • Secure • Human orientated environment Promotion of a livable city • Concentration of activities and services within transit corridors. • Optimum land-use mix and O-D Enhance the city’s spatial structure patterns • Low income and affordable accommodation Provide a quality of service for captive users that is • Mimic private vehicle travel also acceptable to traditional car users patterns • Reliable and available for the majority of the day Have a positive impact on the city’s economy • Have adequate capacity • Image and branding that instills civic pride • Create employment • Empower existing operators • Long term economic sustainability 01/2012 What is an IRPTN – Why Change? ! We need to move people in a more sustainable way to ensure the longevity of our urban and rural environments ! Greater than 60% of travellers use public transport ! Reduce the overall cost of travel in the long term – “means to an end” ! Reduce the demand for road space and achieve more liveable cities What is an IRPTN ? – Integration of Different Transport Systems BRT High-Speed Train Suburban Rail pax 15-25 pax Bus Opex RAIL cents per IRPTN PRT 70-140cents per Monorail Streetcar BUS Opex pax Metro Metro pax LRT 15-35 centsper 15-20 cents per TRAM Opex METRO Opex 7 ….including Taxis…… 01/2012 8 Bus Rapid Transport ! Bus Rapid Transport (BRT) is one component of an IRPTN 01/2012 9 Bus Rapid Transport ! Bus Rapid Transport (BRT) is one component of an IRPTN ! Bus Rapid Transport (BRT) is not a normal bus service 01/2012 10 Bus Rapid Transport ! Bus Rapid Transport (BRT) is one component of an IRPTN ! Bus Rapid Transport (BRT) is not a normal bus service ! BRT is a high quality, efficient transport system that delivers fast comfortable urban mobility through the provision of dedicated right of way infrastructure, rapid and frequent operations, excellent customer service 01/2012 11 Bus Rapid Transport ! Dedicated Right of Way ! Demarcated or Kerbed boundaries ! Universal access points ! Move high passenger volumes – peak periods ! Integrated Complimentary Feeder services ! Extended hours of operation (16-24 hours) ! Peak frequencies (5-10min), ! Off peak frequencies (10-30min) ! Full special needs and wheel chair access 01/2012 12 Bus Rapid Transport ?...... • ….or CHAOS! • Guangzhou BRT, China 01/2012 13 BRT Legislation ! Principal legislation is the South Africa National Road Traffic Act, 1996, as amended. ! Complemented by the National Road Traffic Regulations, which have been lawfully amended 18 times with 19th currently in draft. ! Cover all aspects of vehicle specifications in SA ! Recent amendments have been specifically targeted at BRT operations and BRT vehicles. 01/2012 14 BRT Legislation ! Specific changes with respect to traffic loading: ! Regulation 240 is amended to include: “…provided that in the case of a rapid transport bus-train the limit on the drive axle shall be 13 000 kilograms and on the other non-steering axle shall be 13 000 kilograms.” ! Regulation 240 is amended to include: “…provided that in the case of a rapid transport complementary bus, or a rapid transport trunk bus, this limit shall be 12 000 kilograms.” ! Regulation 293 is amended to limit the speed of a rapid transport bus-train to 100 km/h. ! Based on current legislation, the design axle loading for the structural pavement design of the BRT lanes shall thus be limited to a maximum of 13 tons per axle, based on a single axle dual wheel configuration (4 wheels per single axle). 01/2012 15 Design Traffic ! Implementation by 2020 ! Extensive traffic modelling and calibration ! Peak passenger volumes determined ! Peak headway of 1 minute ! Off peak headway 5 minutes ! Ultimate design loading achieved by 2025 ! Initial delay in bus frequency ! Ramp-up over a period 01/2012 16 Fleet Selection for Levels of Demand Service Response Peak Hour Person Trip Demand /Route BRT ROW A >3,000 3 or 4 axle articulated Feeder Bus Service ROW B 400 – 3,000 (Dedicated lane or Mixed Traffic way) Rigid 2 axle Midibus & Minibus ROW < 400 C (Mixed Traffic way) 01/2012 17 BRT Vehicle Specifications Steer 2nd 3rd 4th Max Steer 2nd 3rd 4th Max LEF No Wheel Axle Axle Axle Axle Permissib Axle Axle Axle Axle LEF Steer LEF 3rd LEF 4th Equivalent Brand Model Permissible 2nd Axles Configuraon Load Load Load Load le Load Load Load Load Load Axle Axle Axle E80s/veh Load (kg) Axle (kg) (kg) (kg) (kg) (kN) (kN) (kN) (kN) (kN) Mini Van Merc Sprinter 2 1/2 7450 1850 3500 73 18 34 0.00 0.03 0.03 Rigid Bus Volvo B9L 2 1/2 19000 7100 12000 186 70 118 0.56 5.07 5.62 Volvo B7RMK3 2 1/2 18600 7500 11500 182 74 113 0.70 4.24 4.94 Volvo B7RLE 2 1/2 18600 7100 12000 182 70 118 0.56 5.07 5.62 MAN HB 1 & 2 2 1/2 17900 8200 10500 176 80 103 1.02 2.89 3.91 MAN HB4 3 1/2/1 25400 7700 10200 8200 249 76 100 80 0.79 2.56 1.02 4.37 Ar5culated Bus Scania K-Series (Art) 3 1/2/2 24600 7100 10230 12000 241 70 100 118 0.56 2.59 5.07 8.22 Mercedes-Benz Citaro G 3 1/2/2 28000 7245 10000 13000 275 71 98 128 0.61 2.36 7.09 10.05 Volvo B9L A (Art) 3 1/2/2 28000 7100 10000 12000 275 70 98 118 0.56 2.36 5.07 7.98 MAN HB4 BT (Art) 4 1/2/1/2 34400 7700 10200 7500 10500 337 76 100 74 103 0.79 2.56 0.70 2.89 6.94 Design Vehicle Not Specified 3 1/2/2 7245 10000 13000 71 98 128 0.61 2.36 7.09 10.05 Double Ar5culated Bus 32000 7245 10000 13000 7245 314 71 98 128 71 0.61 2.36 7.09 0.61 10.66 Mercedes-Benz CapaCity 4 1/2/2/1 MAN HB3 (Bi Art) 4 1/2/2/2 35900 7700 10200 9000 9000 352 76 100 88 88 0.79 2.56 1.51 1.51 6.37 Design Vehicle Not Specified 4 1/2/2/2 32000 7245 10000 13000 7245 314 71 98 128 71 0.61 2.36 7.09 0.61 10.66 01/2012 18 BRT Design Vehicle Design Axle Loading * Steer Axle = 7 245 kg * Centre Axle = 10 000 kg * Drive Axle = 13 000 kg E80 per Bus = 10 (assuming n = 4.2) 01/2012 19 01/2012 20 Design Horizons • Conventional Flexible Pavements – 20 years • Rigid Pavements – 30 years • BRT Pavements - ?? years 01/2012 21 Design Horizons • Conventional Flexible Pavements – 20 years • Rigid Pavements – 30 years • BRT Pavements – 40 to 50 years +……or longer… 01/2012 22 Design Horizons • Conventional Flexible Pavements – 20 years • Rigid Pavements – 30 years • BRT Pavements – 40 to 50 years +……or longer… • Perpetual Pavements – Long Life pavement structure – Sacrificial wearing course and/or base 01/2012 Design Traffic Tongaat 23 Implementation Phases Airport Phase 1 C8 Phase 2 Bridge City C9 Phase 3 Umhlanga C8 Hillcrest C7 C3 Phase 4 C1 ETHEKWINI IRPTN C6 Mpumalanga C6 Warwick Pinetown 23 C4 CBD C7 Rossburgh Merebank C2 C5 Chatsworth Umlazi Prospecton 01/2012 Design Traffic 24 • Design traffic based on future demand (2025) Route Headway Flows ADT Peak Off Peak Peak Hr Off Peak Hr 16 Hr 24 Hr Corridor 1 1 5 60 12 480 480 Corridor 3 1 5 60 12 480 480 (2015) Phase 1 Corridor 9 1.5 5 40 12 360 360 Corridor 2 (Rail) 6 6 10 10 160 160 ETHEKWINI IRPTN Corridor 5 1 5 60 12 480 480 (2016) Phase 2 Phase 2 Corridor 7 1 5 60 12 480 480 Corridor 4 2 5 30 12 300 300 24 (2017) Phase 3 Corridor 8 1.5 5 40 12 360 360 Corridor 6 2 5 30 12 300 300 (2018) Phase 4 • AM Peak 05:00 to 08:00 • PM Peak 15:30 to 18:30 • 16 Hr Flow = 6 x Peak hr flow + 10 x Off Peak hr flow 01/2012 Cumulative Design E80’s 25 ETHEKWINI IRPTN 25 Assumptions: • Optimal flow rate from year 2015 (0% growth Rate) • 10.05 E80s per Bus 01/2012 26 ROW Pavement Types ! Flexible – Conventional Asphalt Base – Modified Asphalt Bases (A-P1; A-E2) – High Modulus Asphalt (HiMA) – Modified Wearing Course (A-E2) ! Rigid – Jointed Concrete Pavement – Dowelled Jointed – CRCP – UTCRCP – Precast concrete panels? 01/2012 27 Flexible Pavement Options Design Option HiMA Option as per SAMDM Asphalt Base Option as per SAMDM Projected Traffic 30 - 60 MESA 30 - 60 MESA 40mm Asphalt Surfacing 40mm Asphalt Surfacing 160mm HiMA Base 180mm Asphalt Base 300mm C3 Stabilised Subbase 450mm C3 Stabilised Pavement Subbase Structure 150mm G7 Selected SG 150mm G9 Selected SG 150mm G7 Selected SG G10 SG (50 MPa) 150mm G9 Selected SG G10 SG (50 MPa) 01/2012 28 BRT Design Considerations • Lane width limited – 3.5m • Defined wheel tracking - <750mm • No room for wander • High stress concentration • Thermal effects • Pavement height constraints • Dynamic Loading effect (IRI) • Edge loading 01/2012 29 BRT Design Considerations • Constructability – time, ease,