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©Association for European Transport and contributors 2006

SWANSEA METRO PROJECT (BUS RAPID TRANSIT)

Gwyn Ephraim

Arup David Whitehead

City and County of Swansea

1. INTRODUCTION 1.1 Background

In the last decade a new 'intermediate' form of public transport has developed - called Bus Rapid Transit (BRT) - based on a 'bus that thinks it's a tram' concept. This means offering:

• faster journey times to key destinations through extensive segregation, automatic ticketing, reduced stop frequency

• a more attractive system to users based on the features and quality of light rail but using the technology of the bus

The City and County of Swansea (CC Swansea) in partnership with FirstGroup has developed proposals for a ‘Bus Rapid Transit’ system for Swansea, a city of 200,000 people located in South West Wales. The bus system has been developed by First Group in partnership with bus manufacturers Wright Group, and has been named ftr (text messaging for ‘future’). The ftr StreetCar bus vehicle is articulated. In Swansea, the Bus Rapid Transit system will be marketed as Swansea Metro. 1.2 Summary of Metro Concept The Metro system consists of the following essential elements of Bus Rapid Transit:

• On-Street Infrastructure: Priority vehicle infrastructure along the Metro corridor, consisting of priority measures and busways (with operational qualities similar to tramways). An integral aspect of the First’s ftr concept is that it will only be considered for routes with priority infrastructure in place (‘whole route priority’), in line with the need to offer tram-like operation to potential passengers.

• The Vehicle: An articulated StreetCar bus vehicle with the appearance and general

qualities of a tram – but running on-street on rubber tyres, not a fixed track

• Fast automated ticketing system: It is essential for purposes of dwell time at bus stops that the time taken to purchase tickets is minimised; thus, automatic ticket machines in the vehicle are to be provided.

• Enhanced waiting facilities: Bus stop waiting facilities will need to be of a high

quality, incorporating Real Time Passenger Information and high specification bus shelters.

First’s ftr system is also being developed for introduction in other cities in the UK, and the first StreetCars are now operating in York. 1.3 Project arrangements Figure 1.1 shows diagrammatically the various main elements of the Metro project in Swansea. The City & County of Swansea is responsible for developing infrastructure design (with funding from the Welsh Assembly Government), and First are responsible for


developing the vehicle and associated ticketing systems. Arup has undertaken design and appraisal of infrastructure on behalf of the City & County of Swansea. 1.4 Partnership An important aspect of delivering the Metro system is the Public / Private partnership required to both install the appropriate infrastructure and provide the vehicle. In this case the City & County of Swansea together with FirstGroup are developing a quality partnership for the development and operation of the Metro. 1.5 Timescale The Metro Project began as a preliminary concept in Summer 2004, and has moved through design, appraisal, funding application and construction design to construction of the first phase of infrastructure (in the City Centre) in June 2006. The Metro StreetCar vehicles are due to operate from mid 2008, although the City Centre Metro infrastructure will be in place well before then in 2007 and available for use by other buses. 2 THE VEHICLE 2.1 Introduction The StreetCar vehicle has been developed and designed by the Wright Group, in partnership with FirstGroup. The StreetCar (see Figure 2.1) unites the style and technology of light rail vehicle design, with the flexibility and affordability of automotive manufacturing techniques. Each vehicle costs in the region of £350,000. 2.2 Vehicle Characteristics Key vehicle characteristics are as follows:

• The StreetCar is 18.7m long, and articulated centrally. • The driver is in a totally-enclosed full-width compartment, separated from the

passenger compartment by a full-height partition with tinted glazing. • The driving position is similar to that of a rail vehicle, to give a good view of the road

ahead. The separate driving compartment also gives the driver security, while preserving the reassurance which passengers appreciate - that help is on hand if it is needed. A public address system allows two-way communication between driver and passengers.

• There are two passenger entrances to StreetCar, one behind the front wheels, the other in the rear section. A ramp for wheelchair users is available at the forward door, and the layout around the entrance means that priority seating and the wheelchair space are immediately accessible, without having to negotiate the “throat” created by the front wheelarches on buses.

• The StreetCar uses an advanced stiffened structure to address what the automotive industry describes as NVH – Noise, Vibration, Harshness – and this brings further benefits in creating a high-quality environment for passengers.

• The exterior appearance of StreetCar is enhanced by the use of specially designed covered wheels. On the mid and rear axles the wheel covers are fixed to the body, while the spats on the front axle are secured to the wheel hub, so that they can turn as the wheels are being steered.

• The StreetCar is powered by a low-emission Volvo engine, and its drivetrain is based on the successful Volvo B7L model. The radiator, normally fitted just above the engine, has been relocated to the roof. This adds to the sense of space in the rear compartment of the vehicle.

A major factor in bus dwell times, and thus overall journey times, is the fare system employed. For Metro it is proposed to include an automated fare system which required no involvement from the driver. An on-vehicle ticketing machine will be positioned at the rear of the driving compartment, comprising of a smartcard reader and a barcode scanner, and


which can also issue tickets for cash. In addition, off-vehicle ticketing machines will be provided at key passenger embarkation points (eg Rail Station, Bus Station, Hospital, University). 3. INFRASTRUCTURE 3.1 The route The proposed Metro route is 15 km long and runs on the Morriston – City Centre – Oystermouth Road – Mumbles corridor, a route which crosses the city from the north-east to the south-west (see Figure 3.1). First currently operates separate bus routes between Morriston Hospital and the City Centre, and between Mumbles and the City Centre. For introduction of the Metro it is intended to effectively combine both routes to a single cross-city route. A major characteristic of the route chosen is that it incorporates a number of major trip destinations in Swansea – namely Morriston Hospital, Rail Station, Bus Station, County Hall, Singleton Hospital, Swansea University, as well as other destinations such as Mumbles and the new football / rugby stadium at Landore. 3.2 Principles for infrastructure design At the outset of the project, the key principles of design investigations were established, based on ensuring that the infrastructure system was deliverable both in terms of land-take and construction costs. The principles followed are:

• Provide tram-like priority wherever possible to maintain continuity of Metro route and enhance passenger perception of service.

• Limit extent of route improvements to existing highway kerbline where possible to limit impact on services (and hence minimise costs); in addition, all improvements are limited in extent to the highway boundary or Council-owned land.

• Limit impact on highway capacity for general traffic • Provide waiting areas / stops at an average distance of 500m between stops.

3.3 Design of priority Infrastructure The major element of scheme development was the process of designing the route priority infrastructure. This involved preparation of detailed proposals, with layout plans, for each section of the route. The key improvement measures along the route involved:

• Priority signal control Metro lanes at existing junctions • Segregation of Metro / Bus traffic from other traffic in the city centre.

Design layout plans for the main elements of the route infrastructure are shown in Figures 3.2 to 3.7. Table 3.1 describes each of these priority measures. Table 3.1: Metro Priority Improvements

Section Length Metro Priority Improvement Morriston (Northern section)

5 km Metro-bypass of roundabout on A4067 Ffordd Tawe giving priority to Metro vehicles and buses on Neath Road (see Figure 3.2 and 3.3)

Hafod (Mid-northern section)

3km Two-way off-road Express Busway which will also serve the Landore Park & Ride service

City Centre (Kingsway)

1km New one-way system for general traffic, with a segregated two-way Metro Zone on Kingsway (see Figure 3.4) Segregated busway on Kingsway, with existing roundabout


demolished (see Figure 3.5). Segregated busway on Kingsway, at Christina Street junction (see Figure 3.6).

City Centre (Westway)

1km Segregated busway on Westway, with stops at redeveloped Quadrant Interchange (see Figure 3.7).

City Centre (County Hall)

1km Segregated busway on Kingsway, at Christina Street junction.

Oystermouth Road section

1km Local widening of junctions on Oystermouth Road for provision of bus lane approach.

Mumbles Road 1km Westbound High Occupancy Vehicle (HOV) Lane. Foreshore to Mumbles

2km Off-road westbound busway on seafront cycleway / walkway. Widening and improvement to pedestrian and cycle facilities will be incorporated with the infrastructure to be provided.

3.4 Assessment of traffic management and capacity Detailed investigations of junction capacity have been undertaken, utilising

• TRANSYT (linked signals capacity analysis), • ARCADY (roundabout capacity analysis, • LINSIG (detailed signal junction capacity analysis and operation) • VISSIM (micro-simulation modelling)

Significant changes to the road network were proposed for the City Centre and other key junctions, and the micro-simulation models developed for these locations was an essential component of testing, and confirming, the feasibility of the changes. Detailed capacity modelling showed that the proposed infrastructure can accommodate Metro movements, and that traffic capacity for existing traffic will remain at a similar level to existing. 4. Journey time estimation 4.1 Introduction Estimations of the ‘existing’ journey time and estimated future StreetCar journey time were undertaken. There are currently there are no scheduled buses running cross-city between Morriston and Mumbles – and thus the ‘existing’ journey times are based on theoretical estimates. 4.2 Journey Time Changes Initial investigations indicate that a current theoretical journey time (between Morriston Hospital and Mumbles) at off-peak periods of around 75 minutes will be reduced to around 55 minutes with the Metro system in place. There are however significant journey time variations to existing bus services, especially at the western end of the route towards Mumbles during the summer months (due to day trippers in cars). Thus journey time savings will vary – but it is concluded that significant reductions in journey time will be brought about with introduction of Metro.


An example of the spreadsheet technique used to assess journey times is shown.


5. Estimated Implementation costs 5.1 Introduction Cost estimates for the infrastructure and vehicle / ticketing elements of the Metro system were prepared, in order to provide a basis for a funding application to the Welsh Assembly Government. 5.2 Infrastructure Costs The overall infrastructure costs are estimated to be in the region of €15M. The cost estimate does not include for ticketing facilities or Real Time Passenger Information (RTPI), but includes for all waiting areas / stops. A breakdown of costs along sections of the route is shown in Table 5.1. The average infrastructure cost is thus estimated to be around €1M / km, but with costs up to €3M / km in central areas where major changes to general traffic movement are required, and a segregated busway is to be provided.. It should be emphasised that the Metro infrastructure costs do not include for any maintenance activities such as new street lighting or footway surfacing, except at locations where new infrastructure is needed to accommodate the Metro system. 5.3 Vehicle Costs First Group is currently basing vehicles costs on around €500,000 per vehicle. First is expecting that around 10 vehicles will be needed to operate the Morriston – Mumbles service; thus an overall vehicle cost is €5M. Table 5.1: Estimated Metro Infrastructure Costs (€ 2005)

Section Length Metro Priority Improvement Estimated Cost

Morriston (Northern section)

5 km Metro-bypasses of roundabouts on A4067 Ffordd Tawe; Bus Stop facilities (see Figure 3.2) €4.0M

Hafod (Mid-northern section)

3km Two-way off-road Express Busway (see Figure 3.3) €2.1M

City Centre (Kingsway)

1km New one-way system for general traffic; segregated two-way Metro Zone on Kingsway; Bus Stop facilities (see Figure 3.4)

€3.0M

City Centre (Westway)

1km Segregated busway on Westway, with lay-by bus stops adjacent to Quadrant Bus Station; Bus Stop facilities (see Figure 3.5).

€1.4M

City Centre (County Hall)

1km Segregated busway into County Hall street network, bypassing junctions on Oystermouth Road; Bus Stop facilities (see Figure 3.6).

€0.6M

Oystermouth Road section

1km Local widening of key junctions on Oystermouth Road for provision of bus lane approach; Bus Stop facilities.

€0.6M

Mumbles Road

1km Westbound High Occupancy Vehicle (HOV) Lane ; Bus Stop facilities. €0.6M

Foreshore to Mumbles

2km Off-road westbound busway on seafront cycleway / walkway; Bus Stop facilities. €2.9M


6. PROJECT APPRAISAL 6.1 Introduction An appraisal of the Metro proposal for Swansea has been undertaken as part of the funding application to the Welsh Assembly Government (WAG). 6.2 Appraisal Process The appraisal broadly follows the STAG methodology for appraisal of Metro (Note: STAG is Scottish Transport Appraisal Guidance). Government guidance described in NATA (New Approach to Appraisal) adopted five key headings under which proposals could be appraised; these are: Environment, Safety, Economy, Integration and Accessibility. STAG has built upon the NATA approach by widening the methodology to cover all modes and to allow a greater number of types of project and levels of detail to be considered within a single framework. 6.3 Appraisal output The main conclusions of the assessment can be summarised as follows:

• the Metro system will have an overall moderate / major benefit, i.e. the scheme would have positive impacts which, when taken together, provide a sound justification for eligibility for funding;

• the Metro system meets a number of the local authority transport and planning objectives;

• the Metro proposal fits with national and local land-use and transport policies, as well as other policies for health, leisure, education and the community; and

• the Metro system is assessed as being “implementable” in terms of technical, operational, financial, and public response issues.

7. PROGRAMME 7.1 Programme An outline implementation is shown in Table 7.1. The programme includes a number of phases of design and construction, in order to deliver a substantially completed route by mid 2008, at which time the Metro vehicles are due to begin operation.

7.2 Update on Construction Construction of the city centre segregated Metro route began in June 2006 (see Figure 7.1). The associated work involves introduction of a new one-way system for general traffic – this one-way system is already in place to allow construction to proceed. Construction of the city centre Metro system is programmed for completion in 2007. Works on routes to the north and west of the city centre will then follow on. The Metro vehicles are due to be operational in Swansea by mid 2008.


List of Figures Figure 1.1 Project Organogram Figure 2.1 SteetCar Vehicle Figure 3.1 Metro Route Figure 3.2 Metro Junction Improvement (Northern Section) Figure 3.3 Metro Junction Improvement (Northern Section) Figure 3.4 City Centre Metro Route Figure 3.5 Metro Lane (City Centre) Figure 3.6 Metro Lane (City Centre) Figure 3.7 Metro Lane and Bus Interchange (City Centre) Figure 5.1 City Centre Metro Construction (Photograph)

City & County of Swansea

First

On-street Infrastructure

Service Improvements

Communications & Marketing

Minor highway works [links]

Major highway works

[junctions]

Passenger facilities [stops, interchanges]

New vehicles

Network changes

Ticketing

Consultation

Publicity

Project Organogram 115938 FIGURE 1.1

StreetCar Vehicle 115938 FIGURE 2.1

Project Organogram 115938 FIGURE 3.1

City Centre Metro Construction 115938 FIGURE 5.1

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