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Uploaded byWRI Ross Center for Sustainable Cities
BRT Workshop - Intro
The document outlines the objectives and activities of the Bus Rapid Transit (BRT) Centre of Excellence at Pontificia Universidad Católica de Chile, emphasizing the development of guidelines for effective BRT planning and implementation. It discusses the challenges faced by traditional bus systems, the importance of user experience, and proposes strategies to improve bus services akin to metro systems through enhanced operational practices. Additionally, the document highlights the establishment of a BRT observatory and educational programs aimed at supporting transit system transformation and knowledge dissemination.
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More from WRI Ross Center for Sustainable Cities
BRT Workshop - Intro
- 1. BRT Experiences and Challenges JuanCarlos Muñoz Bus Rapid Transit Centre of Excellence Pontificia Universidad Católica de Chile July 12, 2013
- 2. About the BRTCentre of Excellence • Headquarters: Department of Transport Engineering and Logistics at the Pontificia Universidad Católica de Chile • Instituto Superior Técnico from the Lisbon Technical University • Institute of Transport and Logistics Studies from the University of Sydney • Massachusetts Institute of Technology • EMBARQ Network from The World Resources Institute Centre for Sustainable Transport • Other researchers as Orlando Strambi / Eduardo Vasconcellos
- 3. Our Vision BRT systemsare a feasible instrument to make metropolitan areas more sustainable from the economic, financial, social, political, technical and environmental perspectives, making them more attractive places to live, work and visit. We are not a BRT Advocacy agency. Instead, we provide clear guidelines on when and how BRT projects can effectively enhance mobility and meet accessibility needs.
- 4. Our Main Objective Developa new framework for the planning, design, financing, implementation and operation of BRT.
- 5. A BRT Observatory:gather, interpret and present BRT data. Major Outcomes
- 6.
- 12. A BRT Observatory: ABRT Laboratory: gather, interpret and present BRT data. develop in-depth understanding of the factors and relations underlying system performance, developing or improving analytical methods and their supporting instruments. Major Outcomes
- 13. BRT Laboratory LS1) Structuredassessment of BRT performance LS2) Exploring the complexity of policy design LS3) From vision to promise to delivery LT2) Typology and analysis of business plans, contracts and incentives for BRT and urban mobility systems. LT3) Determine key elements of higher satisfaction for users and authorities LT5) Modeling reliability, cost, travel times, safety, comfort and other relevant variables of modal choice LO1) Explore innovative ways to manage and control BRT services O5) Create and provide a benchmark report O6) Start case studies.
- 14. A BRT Observatory: ABRT Laboratory: A BRT Educational program: gather, interpret and present BRT data. develop in-depth understanding of the factors and relations underlying system performance, developing or improving analytical methods and their supporting instruments. deploy the knowledge gained supporting teaching, education and training for regular and long-life learning. Major Outcomes
- 15. Educational Program 13th InternationalConf Series on Competition and Ownership in Land Passenger Transport Oxford, UK September 15 to 19, 2013. 14th International Conf Series on Competition and Ownership in Land Passenger Transport Santiago, Chile September, 2015. • International Workshop in Urban Transport Sustainability – Santiago, September 2-4, 2013 – http://iwuts.cedeus.cl/
- 16. Educational Program MONTHLY WEBINAR,NEXT (nineth): “EMBARQ Brasil and Rio: a partnership to implement a BRT network for the Olympics 2016” Prof. Luis Antonio Lindau, the President Director of EMBARQ Brasil Friday, July 26th, 2013 at 1200 Brazil time Register with lpaget@uc.cl Several International Training Programs: September 2012, Barcelona, Spain November 2012, Pereira, Colombia February 2013, Gothemburg, Sweden July 2013, Rio de Janeiro, Brazil September 2013, Oxford, UK
- 17. A BRT Observatory: ABRT Laboratory: A BRT Educational program: Support Implementation: gather, interpret and present BRT data. develop in-depth understanding of the factors and relations underlying system performance, developing or improving analytical methods and their supporting instruments. deploy the knowledge gained supporting teaching, education and training for regular and long-life learning. Support one or more cities willing to start a transformation of their public transport system. Major Outcomes
- 18. Support implementation Strategic alliancewith the Latin-American Association of Integrated Transit Systems and BRT (SIBRT)
- 19. Outline Today • Introductionto BRT Systems • History and current state of the BRT industry • Integrating safety into BRT planning and operations • The Customer Experience • Fare collection in the broader payments environment • Near-Capacity Operations • Regulatory and contractual aspects
- 21. Motivation: Efficiency inthe use of road space www.BRT.cl
- 22. What can wesay about bus service? Bus is critical to provide a good door-to-door transit alternative for many journeys: • Much higher network density and coverage than rail • Greater flexibility in network structure • Low marginal cost for service expansion BUT as traditionally operated, it also has serious limitations: • Low-speed • Subject to traffic congestion • Unreliable • Harder to convey network to the public • Negative public image
- 23. What can wesay about the user? • Perceives waiting time and walking time twice as important as travel time inside the vehicle. • Avoids transferring, specially if they are uncomfortable • Needs a reliable experience • Requests a minimum comfort experience • Requests information • Needs to feel safe and secure
- 24. What are thebottlenecks? Capacity per lane: • “Only a fool breaks the two second rule” => 1,800 veq/hr-lane • 1 Bus ≈ 2 veq => 900 buses/hr-lane Capacity per lane at junctions: • 40 – 60 % of lane capacity => 450 buses/hr-lane Capacity at Bus Stops: • Depends on the amount of passengers boarding and alighting • ≈ 20 - 40 sec. per bay => 180 – 90 buses/hr-bay
- 25. This feeds thisvicious cycle Operation cost grows Income and Population grows More cars in the city Bus Demand drops Car becomes more attractive Bus frequency drops Buses cover fewer miles per day Bus fare increases And we need to make buses attractive to car drivers… More congestion And delays
- 26. However, this doesn’taffect Metro as much
- 27. Can we provideMetro-like service with buses? • Fast • Low wait time • Comfortable • Reliable • Good information • Branding
- 28. Can we provideMetro-like service with buses? Transit Leaders Roundtable MIT, June 2011 • Fast • Low wait time • Comfortable • Reliable • Good information • Branding
- 29. Yes we can… We still believe (several pieces are already there in cities worldwide) Can we provide Metro-like service with buses? The good news are: COURAGE WILL BE REWARDED
- 30. IMPROVED EFFICIENCY IMPROVED SERVICE QUALITY Reduced bus costs •Lessbuses required •Lower cost per km Improved bus productivity •More pax/bus-day Attracts more passegers Improves revenue IMPROVED FINANCIAL VIABILITY Better buses More investment into new buses & cleaner technology Lower Subsidies Reduced private car use & traffic congestion Improved energy efficiency Reduced emissions Operational benefits •Shorter cycle time •Reliable operations •Higher productivity Increase Bus speed, Frequency, Capacity and Reliability Passenger benefits •Reduced travel time •Reduced waiting time •Higher comfort •Reliability Source: Frits Olyslagers, May 2011
- 31.
- 32. BRT Experiences and Challenges JuanCarlos Muñoz Bus Rapid Transit Centre of Excellence Pontificia Universidad Católica de Chile July 12, 2013
- 33. Future of BRT: FlexibleCapacity Operations Juan Carlos Muñoz and Ricardo Giesen Bus Rapid Transit Centre of Excellence Pontificia Universidad Católica de Chile July 12, 2013
- 34.
- 35. Segregated ways/lanes Low Flow:Intermittent Bus Lanes Medium Flow: Bus-Only lanes High Flow and Limited Capacity: Only bus street
- 36. J. M. Viegas LowFlow: Intermittent Bus Lane (IBL)
- 37. Demonstration in Lisbon Implementation:Technical Components Installation of the Loop Detectors IBL local controller Static signalization (advance notice) Variable message longitudinal LEDs Vertical variable message signal
- 38.
- 39. Without IBL vs.with IBL (51 sec) Demonstration
- 40. Only Bus Lanes BUSONLY Setback! R. Fernández
- 41. Partial closure ofstreets for cars, but not for buses Closed Junction (Brussels)Closed lane (Zurich) P. Furth
- 42. Fast Reliable Metro Attributes Actions Comfort Increase Speed Regular Headways Main drivers Increase Capacity Increase Frequency •Segregated ways/lanes •Reducedwell times •Fare payment off-bus •Buses with multiple doors Low waits
- 44.
- 45. Level bording inQuito, Ecuador
- 46.
- 47.
- 48.
- 49.
- 50.
- 51. Divided Bus Stops Busonly street? Weaving distance: 3-4 bus R. Fernández
- 52. Platform 2 Platform1 Stop area 2 Stop area 1 Divided bus stop Divided rail station Platform 2 Platform 1 R. Fernández Divided Bus Stops
- 53. Fast Reliable Metro Attributes Actions Comfort Increase Speed Regular Headways Main drivers Increase Capacity Increase Frequency •Segregated ways/lanes •Reducedwell times •Fare payment off-bus •Buses with multiple doors •Increase distance between stations Low waits
- 54. Fast Reliable Metro Attributes Actions ComfortLow waits Increase Speed Regular Headways Main drivers Increase Capacity Increase Frequency •Segregatedways/lanes •Reduce dwell times •Fare payment off-bus •Buses with multiple doors •Increase distance between stations •Express services
- 55. Choosing the RightExpress Services for a Bus Corridor with Capacity Constraints Homero Larrain, Ricardo Giesen and Juan Carlos Muñoz Department of Transport Engineering and Logistics Pontificia Universidad Católica de Chile
- 56. Introduction Operación “Carretera” OperaciónExpresa Higher in-vehicle travel time Lower in-vehicle travel time No transfers May force some transfers Higher operation costs, in terms of $/Km Lower operation costs, in terms of $/Km Other aspects: capacity, comfort, accessibility, etc. Limited stop servicesAll stop services *Jointly operated with all stop services, assuming a constant fleet size. *
- 57. Objective • Formulate amodel that allows to choose which combination of services to provide on a corridor, and their optimal frequencies. • Determine opportunities for express services (or limited stop) on a corridor based on its demand characteristics.
- 58. The Problem p1 p2pi pn … …
- 59. The Problem • Differentoperation schemes. p1 p2 pi pn … … … …l1, f1 … …l2, f2 … …l3, f3 … …l4, f4 The goal is to find which services to offer, and their optimal frequencies. li: Line i fi: frequency of line i
- 60. The Model • Thegoal of this model is to find the set of services that minimize social costs: – Operator costs: will depend on what services are provided, and their frequencies. – User costs: • In-vehicle travel time. • Wait time. • Transfers.
- 61. The Model: Assumptions •Given transit corridor, with a given set of stops. • Fares are constant for a full trip. • Number of trips between stops is known for a certain time frame. • Random arrival of passengers at constant average rate. • Passengers minimize their expected travel times.
- 62. The Experiment • Steps: –Defining network topology. – Defining demand profiles. • Load profile shape. • Demand scale. • Demand unbalance. • Average trip length. – Build scenarios and construct an O/D matrix for each one. – Optimize scenarios defining the optimal set of lines for each one.
- 63. Express Services: MainConclusions • Allow increasing the capacity of the system • Significantly reduces social costs • Few services bring most of the benefits • Limited stop services are more promising in these situations: – The longer the average trip length – High demand – High stop density – Demand is mostly concentrated into a few O/D pairs
- 64. Fast Reliable Metro Attributes Actions ComfortLow waits Increase Speed Regular Headways Main drivers Increase Capacity Increase Frequency •Segregatedways/lanes and priority at junctions •Reduce dwell times •Fare payment off-bus •Buses with multiple doors •Increase distance between stations •Express services •Traffic signal priority and priority at intersectons
- 65. Anticipated Green Lightfor Buses R. Fernández
- 66. • Move pedestriancrossing • “Do not block” Protection of Buses on Right Turns P. Furth
- 67. • Move pedestriancrossing • “Do not block” • Exclusive phase for pedestrian P. Furth Protection of Buses on Right Turns
- 68. Metro Attributes Actions Increase Speed Regular Headways Main drivers Increase Capacity Increase Frequency •Segregated ways/lanes •Reduce dwelltimes •Fare payment off-bus •Buses with multiple doors •Increase distance between stations •Express services •Traffic signal priority and priority at intersectons •Improved headway control Fast ComfortLow waits Reliable
- 69.
- 70. Time-space trajectories Line 201,March 25th, 2009 0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 0 2.5 5 7.5 10 12.5 15 17.5 20 22.5 25 27.5 30 32.5 35 Tiempo (minutos) Posición(Km.) 6:30 AM 8:30 AM
- 71. Boston, MA; line1 during winter
- 72. Boston, MA; line1 during summer
- 73. Is keeping regularheadways that difficult? Transit Leaders Roundtable MIT, June 2011
- 74. Ricardo Giesen © Bus Bus StopStop Waiting Passengers Waiting Passengers Bus Operations without Control
- 75. Ricardo Giesen © BusBusStopStop a small perturbation… Waiting Passengers Waiting Passengers Bus Operations without Control
- 76. Ricardo Giesen © Bus Bus StopStop While one bus is still loading passengers the other bus already left its last stop Bus Operations without Control
- 77. Ricardo Giesen © Bus BusStopStop Bus Operations without Control
- 78. Ricardo Giesen © Bus Bus StopStop Without bus control, bus bunching occurs!!! Bus Operations without Control
- 79. Stable versus unstableequilibrium
- 80. Stable versus unstableequilibrium
- 81. Stable versus unstableequilibrium
- 82. Stable versus unstableequilibrium
- 83. Stable versus unstableequilibrium
- 84. Stable versus unstableequilibrium
- 85. + - +- + - +
- 86. + - +- + - +
- 87. + - +- + - +
- 88. + - +- + - + And so on so forth. Our challenge is to keep an inherently unstable system: buses evenly spaced Now, if we want to prevent bunching from occurring … when is the right time to intervene?
- 89. Bus bunching is speciallyserious, where bus capacity is an active constraint.
- 90. Bus bunching Severeproblem if not controlled Most passengers wait longer than they should for crowded buses Reduces reliability affecting passengers and operators Affects Cycle time and capacity Creates frictions between buses (safety) Put pressure in the authority for more buses Contribution: Control Mechanism to Avoid Bus Bunching based on real-time GPS data
- 91. 2. Research Proposea headway control mechanism for a high frequency & capacity- constrained corridor. Consider a single control strategies: Holding Based on real-time information (or estimations) about Bus position, Bus loads and # of Passengers waiting at each stop We run a rolling-horizon optimization model each time a bus reaches a stop or every certain amount of time (e.g. 2 minutes) The model minimizes: Time waiting for first bus + time waiting for subsequent buses + time held
- 92. No control Spontaneous evolutionof the system. Buses dispatched from terminal as soon as they arrive or until the design headway is reached. No other control action is taken along the route. Threshold control Myopic rule of regularization of headways between buses at every stop. A bus can be held at every stop to reach a minimum headway with the previous bus. Holding (HRT) Solve the rolling horizon optimization model not including green extension or boarding limits. Estrategias de control simuladas 4. Experiment: Control strategies
- 93. 5. Results: SimulationAnimation Simulation includes events randomness 2 hours of bus operation. 15 minutes “warm-up” period.
- 94. No HRT control Wfirst 4552.10805.33 Std. Dev. 459.78 187.28 % reduction -82.31 Wextra 1107.37 97.49 Std. Dev. 577.01 122.59 % reduction -91.20 Win-veh 270.57 1649.28 Std. Dev. 36.00 129.56 % reduction 509.57 Tot 5930.03 2552.10 Std. Dev. 863.80 390.01 % reduction -56.96 Results: Time savings
- 95. Results: Time-space trajectories 020 40 60 80 100 120 0 1 2 3 4 5 6 7 8 9 10 s2 NETS sc corrida17 Distance(Km) Time(minutes) HRT 0 20 40 60 80 100 120 0 1 2 3 4 5 6 7 8 9 10 Scenario 1 threshold run17 Distance(Km) Time(minutes) No Control This impacts comfort, reliability for users and for operators
- 96. Results: Bus Loads 05 10 15 20 25 30 0 20 40 60 80 100 120 Scenario 1 HBLRT alpha=05 Beta=05 Load(Pax.) Stop HRT 0 5 10 15 20 25 30 0 20 40 60 80 100 120 Scenario 1 HBLRT alpha=05 Beta=05 Load(Pax.) Stop No Control
- 97. Results: Cycle Time 2530 35 40 45 0 50 100 150 200 250 300 350 mean =33.64 Std.Dev. =3.51 No control Frequency Cycle Time (Minutes) 25 30 35 40 45 0 50 100 150 200 250 300 350 mean =32.11 Std.Dev. =1.2 HRT 05 Frequency Cycle Time (Minutes) HRTNo Control
- 98. 5. Results: Waitingtime Distribution % of passengers that have to wait between: Period 15-25 Period 25-120 0-2 min 2-4 min > 4 min 0-2 min 2-4 min > 4 min No Control 57.76 29.60 12.64 63.46 27.68 8.86 HRT 79.24 20.29 0.47 87.30 12.62 0.08
- 99. Disobeying Drivers Similar disobedience across all drivers Asubset of drivers never obey Technological Disruption Random signal fail Failure in the signal receptor equipment Signal-less zone Homogeneous distribution across buses Concentration in certain buses Concentration in certain stops 6. Impact of implementation failures
- 100. Impact of implementationfailures
- 101. Common disobedience rateacross drivers 8000 9000 10000 11000 12000 13000 14000 15000 0%10%20%30%40%50%60%70%80%90%100% TotalWaitingTime[Min] Obedience rate HRT, Beta=0,5 Sin Control
- 102. Full disobedience ofa set of drivers 8000 9000 10000 11000 12000 13000 14000 15000 16000 0 1 2 3 4 5 6 7 TotalWaitingTime[Min] Deaf Buses from a total of 15 buses
- 103. Implementation • The toolhas been tested through two pilot plans in buses of line 210 of SuBus from Transantiago (Santiago, Chile) along its full path from 7:00 to 9:30 AM. • We chose 24 out of 130 stops to hold buses • One person in each of these 24 stops received text messages (from a central computer) into their cell phones indicating when each bus should depart from the stop.
- 104.
- 105. Implementation Real time GPS informationof each bus Program optimizing dispatch times for each bus from each stop Text messages were sent automatically to each person in each of the 24 stops Buses are held according to the text message instructions (never more than one minute)
- 106.
- 107. The results werevery promising even though the conditions were far from ideal
- 108. Main results • Transantiagocomputes an indicator for regularity based on intervals exceeding twice the expected headway (and for how much). $ 10,000 $ 20,000 $ 30,000 $ 40,000 $ 50,000 $ 60,000 $ 70,000 $ 80,000 $ 90,000 $ 100,000 $ 110,000 Multas($CLP)
- 109. Main results: cycletimes 2:24:00 AM 2:31:12 AM 2:38:24 AM 2:45:36 AM 2:52:48 AM 3:00:00 AM 3:07:12 AM 3:14:24 AM 3:21:36 AM 3:28:48 AM 3:36:00 AM 5:52:48 AM6:00:00 AM6:07:12 AM6:14:24 AM6:21:36 AM6:28:48 AM6:36:00 AM6:43:12 AM6:50:24 AM6:57:36 AM Cycletime Dispatch time Piloto 1 Prueba10 Prueba12 Prueba13 Prueba15 Prueba16 Prueba17 No significant differences for cycle times
- 110. • Line 210captured an extra 20% demand! 94,000 96,000 98,000 100,000 102,000 104,000 106,000 7,400 7,600 7,800 8,000 8,200 8,400 8,600 8,800 Demand for Line 210 (pax) Demand on All lines (pax) Unexpected result
- 111. 8. Conclusions Developed atool for headway control using Holding in real time reaching simulation-based time savings of 60% Huge improvements in comfort and reliability The tool is fast enough for real time applications. Two pilot plans have shown significant improvements in headway regularity. During 2013 we will build a prototype to communicate directly to each driver.
- 113. Publications and workingpapers • Delgado, F., Muñoz, J.C., Giesen, R., Cipriano, A. (2009) Real-Time Control of Buses in a Transit Corridor Based on Vehicle Holding and Boarding Limits. Transportation Research Record, Vol 2090, 55-67 • Munoz, J.C. and Giesen, R. (2010). Optimization of Public Transportation Systems. Encyclopedia of Operations Research and Management Science, Vol 6, 3886-3896. • Delgado, F., J.C. Muñoz and R. Giesen (2012) How much can holding and limiting boarding improve transit performance? Trans Res Part B, , vol.46 (9), 1202-1217 • Muñoz, J.C., C. Cortés, F. Delgado, F. Valencia, R. Giesen, D. Sáez and A. Cipriano (2013) Comparison of dynamic control strategies for transit operations. Trans Res Part C. • Hernández, D., J.C. Muñoz, R. Giesen, F. Delgado (2013) Holding strategy in a multiple bus service corridor. Accepted at TRISTAN conference. • Phillips, W., J.C. Muñoz, F. Delgado, R. Giesen (2013) Limitations in the implementation of real-time information control strategies preventing bus bunching. Accepted at WCTR conference
- 114. Other activities • Threechilean operators will test our tool this year • Raised interest from operators in Cali and Istanbul • A research and development team is consolidating • Pedagogic tool to teach bus headway control
- 115. Minimizing Bus Bunching Astrategy that cuts wait times, improve comfort and brings reliability to bus services Juan Carlos Muñoz Bus Rapid Transit Centre of Excellence Department of Transport Engineering and Logistics Pontificia Universidad Católica de Chile
- 116. Future of BRT: FlexibleCapacity Operations Juan Carlos Muñoz and Ricardo Giesen Bus Rapid Transit Centre of Excellence Pontificia Universidad Católica de Chile July 12, 2013
Editor's Notes
- #68 Enforcing
- #101 - MetodologíaSon limitaciones porque retenciones planificadas no se realizanLa diferencia entre los fenómenos es cómo distribuyen las retenciones no realizadas.
- #102 - MetodologíaSon limitaciones porque retenciones planificadas no se realizanLa diferencia entre los fenómenos es cómo distribuyen las retenciones no realizadas.
- #111 La baja cantidad de datos se debe a que el periodo de análisis va desde las 6:15 a las 9:45, no teniendo tantos buses que durante este periodo completen el ciclo de inicio a fin.