the frequent bus network: a workable model for...
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The Frequent Bus Network:A Workable Model for High Quality City Bus Services
in Indian Megacities?
Concept Framework &BIG Bus Network, Bangalore (BMTC)
Ashwin PrabhuPrincipal Associate
EMBARQ India
Roundtable 2 – Bus Karo: Modernising City Bus ServicesUrban Mobility India 2013
Manekshaw CentreDec 4, 2013
The Frequent Bus Network:Rationale & Concept
Direct Services Model
Source: G. Nielsen (2005), “Public Transport – Planning the Networks”
Issue 1: Exponential Growth in Number of Routes
3 Hubs3 Destinations
9 Routes
3 Hubs6 Destinations
18 Routes
Issue 1: Exponential Growth in Number of Routes
3 Hubs9 Destinations
27 Routes
Issue 1: Exponential Growth in Number of Routes
As fiscal capacities are generally constrained, fleet sizecannot keep up with the exponential increase in number ofroutes
Eventually, this system ends up with a large number ofroutes with only 1 or 2 buses
If these routes are long – as routes serving the cityperiphery tend to be – this results in long wait times onindividual routes
Issue 2: Low Frequencies on Individual Routes
Route 356-B
KR MarketToKarpur
Route Length:34.3 KM
Buses:1
Wait Time till nextbus:
~120 Min
Large number of routes increases system complexity andacts as a barrier to entry for new users
System complexity means developing user informationsystems, like maps at bus stops, becomes very difficult
Issue 3: Excessive Complexity for Users
Issue 3: Excessive Complexity for Users
Source: tfl.co.uk
The Frequent Bus Network
Source: G. Nielsen (2005), “Public Transport – Planning the Networks”
Principle #1:Individual Routes along Major Roads are rationalised into asmall number of Very High Frequency Routes
The Frequent Bus Network
Source: G. Nielsen (2005), “Public Transport – Planning the Networks”
Principle #2:Travel Patterns that require moving beyond the major road areserved by routes connecting to the Frequent Bus Network atinterchange points
The Frequent Bus Network
Source: G. Nielsen (2005), “Public Transport – Planning the Networks”
Principle # 3:Specific Travel Patterns are served not by direct routes, but bya collection of ‘direction-oriented’ services connected bytransfers
The Frequent Bus Network
Source: G. Nielsen (2005), “Public Transport – Planning the Networks”
Improves:
System Simplicityfewer routes, easier to navigate
Quality of Servicemore buses per route, higher frequency
System Capacityhigher frequency on specific ‘links’
Flexibilityeasier to match supply to demand
Benefits of The Frequent Bus Network
Implementing The FrequentBus Network in Bangalore
(BMTC)
BMTC is implementing Two Major Route & NetworkStructure Reforms:
1. The BIG Bus Network
2. Feeder Services for Peripheral Destinations
The Frequent Bus Network in Bangalore
The BIG Bus Network is a Connective Grid ofHigh Frequency, Direction-Oriented services along Main
Roads
BIG = Bangalore Intra-city Grid
1. BIG Bus Network
1. BIG Bus Network
1. BIG Bus Network
1. BIG Bus Network
1. BIG Bus Network
1. BIG Bus Network – Full Network
Peripheral Destinations - which lie beyond ORR and offarterial roads - will be served with high frequency feeder
services connecting them to the main road
2. Feeder Services for Peripheral Destinations
2. Feeder Services for Peripheral Destinations
2. Feeder Services for Peripheral Destinations
BIG Bus Network + Feeders: An Example
BIG Bus Network + Feeders: An Example
BIG Bus Network + Feeders: An Example
Pilot Project and ExpectedImpacts:
Hosur Road
Hosur Road Corridor
Existing Services:From City Centre toElectronics City andBeyond
63 Routes
262 Buses
BIG Bus Network + Feeders: Hosur Road
Improving Simplicity
63 Routes in Existing System
Improving Simplicity
63 Routes 30 Routes
Routes
existing proposedTrunk Service
Direct Service
TOTAL
BigTrunk 6
BigConnect 3
Feeder Services 21
30
15
48
6352.4% reduction in number of routeswhile maintaining same servicecoverage
Shorter length of feeder routes means that waiting timesaway from the main road are reduced
However, there is an additional component of waiting timenow: waiting for the trunk service
But the trunk service is run at a very high frequency (~3 min)
So the reduction in wait time is still very significant
Improving Service Quality (1) – Wait Times
Existing Service
Route 356-B
KR MarketToKarpur
Route Length:34.3 KM
Buses:1Wait Time till nextbus:
~120 Min
Proposed Service
Feeder Route:Route Length:10.1 KM
Round Trip Time:72 Min
Average Wait:36 Min
BigTrunk Route:
Average Wait:3 Min
Total Wait Time:39 Min
d
Improving Service Quality (1) – Wait Times
existing proposedTRUNK
FEEDER
TOTAL
0
120
120
3
36
39
waittime
67.5% reduction in wait time for bus service
For all bus stops in the proposed system:
Waiting times reduce by an average of
56%*
*weighted by passenger volume
Improving Service Quality (1) – Wait Times
Fleet Requirement
existing proposedTrunk Service
Direct Service
TOTAL
BigTrunk 187
BigConnect 35
Feeder Services 40
262
167
95
262
Improved Public Transport Experience for215,000 passengers daily
Impact
Challenges in ImplementingThe Frequent Bus Network
3 Major Concerns
1. Transfers:The Frequent Bus Network Model depends on transfers. It isgenerally thought that users do not like to make transfers.Will this be a problem?
2. FaresIn general, city bus services do not have integrated fares, resultingin ‘transfer penalties’.Can this be resolved?
3. User EducationPublic Transport Users are generally resistant to majorchanges in service patterns.How can this be overcome?
Will this work? Potential Concerns
Mitigating Concern 1: Transfers
53%
4%4%
12%
4%
10%
13%
Bus Stop Access Mode - Chandapura(From areas with BMTC service) [n=1650]
BMTCKSRTCPrivate BusAuto2WCarWalk
Moreover, most complaints about transfers are that thewaiting time for the next bus is high
However, in this case, we will be significantly improvingfrequencies, resulting in low waiting times for connectingservices
Mitigating Concern 1: Transfers
Mitigating Concern 1: Transfers
Mitigating Concern 1: Transfers
Mitigating Concern 2: Fares
29%
46%
25%
Chandapura – Morning(n=11,614)
Direct Trips Feeder Trips Trunk Trips
27%
46%
27%
Chandapura – Evening(n=7,243)
Direct Trips Trunk Trips Feeder Trips
Mitigating Concern 2 - Fares
60%
40%
Attibele Direct Trips – Ticket Type(n=1,374)
Bus PassTicket
Mitigating Concern 2: Fares
Mitigating Concern 3: User Education
Unified Branding
Mitigating Concern 3: User Education
User Information at Bus Stops
OldAirportRoad
SarjapurRoad
HosurRoad
BanerghattaRoad
KanakpuraRoad
OldMadrasRoad
MysoreRoad
MagadiRoad
TumkurRoad
BellaryRoad
Tannery Road
HennurRoad
OldAirportRoad
SarjapurRoad
HosurRoad
BanerghattaRoad
KanakpuraRoad
OldMadrasRoad
MysoreRoad
MagadiRoad
TumkurRoad
BellaryRoad
Tannery Road
HennurRoad
OldAirportRoad
SarjapurRoad
HosurRoad
BanerghattaRoad
KanakpuraRoad
OldMadrasRoad
MysoreRoad
MagadiRoad
TumkurRoad
BellaryRoad
Tannery Road
HennurRoad
OldAirportRoad
SarjapurRoad
HosurRoad
BanerghattaRoad
KanakpuraRoad
OldMadrasRoad
MysoreRoad
MagadiRoad
TumkurRoad
BellaryRoad
Tannery Road
HennurRoad
The Frequent Bus Network promises a step-changeimprovement in the quality of urban bus services,particularly for large cities
In principle this concept can be extended to any city with awell defined road network with a hierarchy of publictransport demand
However, there are some significant challenges
Conclusions
Thank You!