universid de santiago universidad católica de santiago de guayaquil ...
Improving the Urban Public Transport in Developing Countries: The Design of a New Integrated System...
-
Upload
blaze-payne -
Category
Documents
-
view
222 -
download
0
Transcript of Improving the Urban Public Transport in Developing Countries: The Design of a New Integrated System...
Improving the Urban Public Transport in Developing Countries:
The Design of a New Integrated System in Santiago de Chile
Antonio [email protected]
Thredbo 9
5-9 September 2005
Lisbon, Portugal
2
Santiago de Chile• Modal split (motorised trips)
• Public transport in 2003– Buses
• 380 lines, average length 60km• 8,000 buses• 4,000 private “companies”• No operational subsidy• Bad service
– Metro: good service (fast, reliable, clean)
Year Public
Transport (%)
Car (%)
Others (%)
1977 83.4 11.6 5.0
1991 70.5 19.7 9.8
2001 51.9 39.2 8.9
3
Diagnosis of the Bus System• Negative aspects
– On-the-street competition• High accident risk• Unpredictable waiting times
– Lack of cleaning and preventive maintenance
– Routes designed to compete with other bus lines and metro
– Institutional design• Absence of Transport Authority: attributions divided into many
public bodies
• Almost no participation of the authority in the planning of the system
4
Diagnosis of the Bus System
• Positive aspects– High frequencies
• Low waiting times
– High routes density• Low walking times
– Low transfers• Due to overlapping of many long routes
• ... and fare structure: ”pay each time you board”
– Positive aspects should be maintained
5
Main Aspects of theProposed New System
• New routes structure– Three
complementary networks
• Metro
• Main bus routes
• Feeder and local bus routes
6
Main Aspects of theProposed New System
• New fare structure and ticketing system– Integrated fare
• Bus and metro
• Reduced (zero) transfer fare
– Contactless smartcard• Only paying device
• Already used in the metro(1,4 million in 2004)
7
Main Aspects of the Proposed New System
• Transport authority externalises:– Operation of the buses– Finance administrator
• sells tickets• administrates revenues• provides ticket-reading machines
– Information manager• manages operational information• generates operational reports• users’ information
8
Main Aspects of theProposed New System
• New property structure for the bus industry: several big companies– Main routes
• 5 tendering units
• Some 500 buses each unit
– Feeder and local routes • 10 local areas = 10 tendering units
• Some 200 buses each unit
– Maximum 4 concessions per operator
9
Main Aspects of theProposed New System
• Financial balance– No operational subsidy
• And fares cannot rise
– New costs• Ticketing system
• Information manager
• Infrastructure in transfer points
– Reduction in bus operation costs• Better match between demand and capacity (coordination between
routes)
– Fares are a result of the tenders• 0.45 EUR estimated average adult fare
10
Additional Description of The Proposed New System
• Buses– 18m articulated buses
introduced– Fleet: 4,500 vehicles
• (Metro network is doubled)
• 1,600 new low floor/entrance
– Euro III emission norm
11
Additional Description of The Proposed New System
• Infrastructure plan: segregated busways (14km), transfer stations, etc.– Cost: 210 million EUR
• 25% publicly financed; 75% private investment charged to users’ fares
• Yearly cost of the system– 570 million EUR:
fares revenue
43% main bus routes
14% local and feeder buses
32% metro
5.5% infrastructure
5.5% finance adm. and information
manager
12
Final Comments• Current situation
– Design of the plan began in 2001– Bus operation tenders
• Awarded in January 2005• Between 2 and 8 offers per tender unit• Old and new (foreign and Chilean) operators
– Finance administrator• Awarded in April 2005
– Information manager• Not awarded yet
– Implementation • Begins in October 2005• Finish by the end of 2006
13
Final Comments• Change in the whole bus system
– Political dimension• Already tendered services (since 1991)• Very bad public opinion about current bus system• Successful experiences in other Latin-American cities (e.g. Bogotá)
– Technical dimension• Data availability• Modelling capacity: Joint design of 160 lines in a 5.4 million
inhabitants city– Design model– New bus routes: heuristics– New frequencies: min Cop+Cusers
• Knowledge of the particular situation
14
Final Comments• No strong political figure promoting and
defending the plan over all its steps– Together with unclear institutional design:
problems
• Competition existed in bus operation tenders– Financial risk of the bus operators was reduced by
several mechanisms
• Massive introduction of smartcard was attractive for banks
• Transfers increased from 0.2 to 0.8 per trip
15
Final Comments
• Some future challenges– Transport authority?– Congestion-free infrastructure for the buses– Extension of integrated fare to other modes– Travelcards?– Product differentiation? (price-quality)
Improving the Urban Public Transport in Developing Countries:
The Design of a New Integrated System in Santiago de Chile
www.transantiago.cl
Antonio [email protected]
Thredbo 9
5-9 September 2005
Lisbon, Portugal
20
Additional Description of The Proposed New System
• Financial risk of the bus operators– Reduced by:
• Minimum income guaranteed: between 85 and 60%
• Patronage semi-guaranteed: only 10% of the variation is transferred to operator
• Concession period can be extended up to 24 months if income is low
• Revenue adjustments in case of patronage changes due to commercial speed variations
• Compensation fund: assures payment in first months and if drops in the demand occur
• If fares reach an upper limit, measures to rationalise the use of car will be introduced
21
Additional Description of The Proposed New System
• Infrastructure plan– 14km of new segregated busways (11km already exist)
– 2 big interchange stations
– 35 smaller transfer stations
– Road surface and geometric improvements in 63km of main roads
– 2 strategic road connections
– Improvements of 5,000 busstops
– Cost: 210 million EUR• 25% publicly financed
• 75% private investment charged to the users’ fares
22
Additional Description of The Proposed New System
• Awards and penalties scheme– Income generated by the penalties is returned to the
operators (awards)
• Operators’ payment adjustment– Mathematical formula (production factors), as before– Impacts users’ fare
• Avoid need of legal changes• Avoid intensive requirements of new
infrastructure
23
Santiago de Chile• Motorisation rate
– 1977: 80 cars per 1,000 inhab– 2001: 148 cars per 1,000 inhab
• 10.2 million daily motorised trips• Modal split 2001:
– 36% walking– 26% bus– 24% car– 4% metro– 4% taxi and shared-taxi– 6% other modes
• 1,600 million trips in public transport in a year (2003)– 290 yearly trips per inhabitant in PT