Transmilenio & Transantiagosimilarities and differences

Pierre GraftieauxSenior Transport SpecialistBBL, September 21, 2006

PrologueBogota and Santiago

Transmilenio and Transantiago

Simultaneous conception

but…

one has been operating for 5 years, which allows to draw lessons and measure impacts, while the other is

still to be born…

Diagnosisoversupply / overlapping, long and winding routes / excess of old buses,

low occupancy rates especially off-peakLong travel times

Poor evaluation of bus services High level of accidents (payment per passenger and “penny war”)

Air pollutionDisintegrated and atomized industry, weak regulation

Explosive mobility growthExistence of subway

Strong reduction in public transport modal share (83% in

1977, 69% in 1991, 52% in 2001)

Share of Public Transport: 81%Continuous deterioration

95% of road space for cars (19% of the trips)

“Yellow Plague” in Santiago

13th Streetand Caracas

Av.in Bogotá

ObjectivesGive priority to public transport

Improve quality of service without increasing transport faresEliminate the “penny war” (road safety and efficiency)

Improve air qualityProvide an economically, socially and environmentally sustainable

service

Stop public transport declineReduce pollution

Offer a good service to the majority of people, including the

poorest and… that could attract car drivers

How?Trunk-feeder logic

Transparent, open and great scale tendering processCompetition for-the-market, not in-the-market

Special institution to run the new system Tariff integration

Create a separate entity responsible for fare collectionNew labor and business concept

Fleet renewal, incorporation of high capacity vehicles

Extension of subway and few km of segregated busways

(complementary)

High investment in high capacity, high quality segregated busways

Transmilenio vs. TransantiagoDifferences

Possible explanation Context, political decision, etc.

Consequences, advantages, questions, comments

Topics for Discussion

All the following slides will follow this pattern

Transmilenio Transantiago

Gradual implementation, corridor by corridor in Bogotá, but each corridor “comes with the full BRT attire” (with all BRT features)

Gradual implementation along the years in Santiago (including the re-regulation of services in the 1990’s), but each step of improvement affects the whole metropolitan area (city-wide)

“Big-Bang” planned for 2006-2007Short Mayor’s mandate: 3 years (4 years now) it had to be done quickly

Magnitude of investment/km

Existence of extended metro network, covering already a large part of the area, backbone of the trunk network

Willingness to implement a drastic change

Show-case to replicate, convincing example

More gradual impact on workers from traditional system

Conflictive coexistence between old and new system (competition and aggressions…).

Traditional operators still carry 75% of the demand: willingness to restructure them as well (bigger companies, payment per bus-km)

All areas in the city will benefit from it simultaneously

Great blow to traditional operators, difficulties adapting to changes

Huge scale of the reform made it more complex to implement

Implementation Type

Cover 85% of urban area and meet mobility needs for the majority of the population with 388km of trunk

routes, to attend 5 million passengers/day (investment of US$2,300 millions)

Bogota: current network & 2036 network (ex-2015…)

Transantiago: Implementation by Phases

1. 2. 3.

Phase 1Phase 1October 2005 - May 2006

Phase 2Phase 2May - August 2006

Phase 3Phase 3Feb 07 (ex Aug, 06)

BUSINESS APPROACH

•New business and labor model•Inflow of 1.800 new buses

CONTACTLESS CARD•Start up of contactless card system

INTEGRATION

•Change in routes•Tariff integration•Metro is integrated with Transantiago.

90’s: re-regulation, scrapping of old vehicles, establishment of minimum requirements for service supply

2002: immediate measures (exclusive streets for buses & reversible streets for cars at morning peak hours, Alameda Av. with 3 bus lanes/direction).

2006-20??: expansion of segregated busway network

Presidential Election

Transmilenio Transantiago

Feeders only cover catchment areas of terminals

Flat fare whether feeder buses are used or not (feeder services are “free”)

Local services feed the trunk routes but cover all metropolitan area, and are not for free

Fare is a function of the number of transfers

Political decision to implement a cross-subsidy, social motivation behind project

Practical side of the flat fare option

Trunk routes high profitability

Belief in market mechanisms

Fear that feeders could break the financial balance of the system.

Different purpose of local services (not only feeders)

Congestion and pollution reduction (rather than social) overriding objectives

what happens if feeder routes mileage increases?

Next stage profitability is not as high sustainabilty at risk?

Those who had direct service before Transantiago and now have to do one or two transfers may end up paying more for a worse service

Feeders vs. localsFlat fare vs. distance-related fare

The Network in Santiago

Rates in Santiago

Transmilenio Transantiago

Segregated lines financed with public funds (Central Government and Mayor’s office, including tax on gas) with a 15-year plan

Part of the bus infrastructure (60% for 2004-2005 period) is financed by the private sector, and finally by the farebox revenues

Public transport considered a public service, social approach

Initial concerns about the financial sustainability of the concessions

Rationale: car driver do not pay for the infrastructure, why should bus users?

Infrastructure represented a bigger share of total costs than in Santiago

Free-market oriented philosophy: tariffs should fully reflect costs of the system

Make the most out of the user’s willingness to pay

Previous successes in infrastructure sector were financed by private sector (highways), better investment climate

Already US$ 1600 millions of public money invested in subway

The subsequent phases have become more expensive/km pressure on public budget

Due to public funds scarcity, recourse to private financing, to be repaid by the Municipality

Eventually, infrastructure does not represent a big share of the tariff (5%)

Strangely enough, bus users cross-subsidize car users (Santa Rosa, Conexión Las Rejas)

Infrastructure Financing

Revenues breakdown in Bogota

4,51%

11,00%

20,00% 64,45%

0,0387%

Operadores Troncales (%Mín) Operadores de Alimentación (%Máx)Operadores de Recaudo (%Max) TRANSMILENIO S.A. (% Fijo + %Mín)Administrador Fiduciario (% Fijo)

Revenues breakdown in Santiago

Servicios Alimentadores

14,2%

Metro32,1%

CIG0,3%

Infraestructura5,6%

AFT5,2%

Servicios Troncales

42,6%

Total cost of the System : US$716 millions/year

Transmilenio Transantiago

In Bogota, all trunk buses are new In Santiago, only part of the trunk buses had to be new buses providing they comply with maximum levels of emissions

Average age before Transm. >13 years, maximum age 30 years with refurbishment

Interest in a drastic change

All trunk buses are articulated with left doors, high platforms (there were no buses like this in Bogotá before the Transmilenio)

Average age 5 years

Loosen requirements as long as air pollution objectives are met, private sector should decide which is the best option to meet said objectives

Huge impact image-wise

Big investment in rolling stock, and serious problems at the time to obtain financing, but there was no other option after the decision to purchase high capacity buses had been made

This option meets the air pollution requirements and addresses the complaints of the operators who had already invested in new buses.

New Buses vs. 2nd Hand Buses

Rolling Stock

Transmilenio Transantiago

Almost 100% of trunk routes are on segregated busways

High platform, median, lane for overtaking

Doors on the left

Trunks routes extend way beyond the segregated busways

At-grade access from sidewalks

Doors on the rightPrevent informal sector invasion, “freeze” the system, ensure continuity (fear that a new Mayor could decide to open trunk routes to informal sector)Bi-directional stations: space savings, fewer turnstiles, less station staff requiredTwo-lanes per direction: express services

More flexibility (allows trunk buses to operate on general street network)Lower platform and the use of bus lanes on the right makes possible the use of second hand buses

High Platform: vehicle cost are lower, more availability, less time during purchase process Boarding time: 0,1 - 0,3 sec/passengerHigh capacity

Longer boarding and alighting times(high floor: 1,5 -1,9 sec/pas, low floor: 0,4 -0,6 sec/pas)Low floor buses more expensive (+20%)

Trunk Routes: totally or partially segregated , high or low platform…

Segregated Lanes in Bogota

Segregated Lanes in Santiago

A total of close to 20 km will be implemented in Santa Rosa, Pajaritos and Las RejasAvenues. ( total of 26 km, including the pre-existing Av.Grecia busway)

Transmilenio Transantiago

For the first phase, payment to operators proportional to the # of bus-km and to the cost per bus-km offered by each operator

After some controversies, Santiago adopted payment per passenger

Eliminate “penny war” (still, according to this formula, the payment received by the operator is as well determined by the system-wide number of users, therefore, there is an incentive to improve the quality of service)

Rejection of contingencies generated by bus-km payment

Avoid multiplication of bus-km

Don’t de-link tariff from operational cost

Keep the incentives to improve quality

Transmilenio S.A. responsible for levels of service definition.

End of “penny war”, almost no accident

Private sector has more possibilities to define the levels of service

How to ensure that drivers don’t receive financial incentives tied to the number of passengers?

Trunk Routes, type of payment:

bus-km or passenger?

Transmilenio Transantiago

Fenced-off stations, pre-board fare collection, high platforms, with automatic doors coordinated with buses (with several entrance doors)

On-board payment, even in stations with high volumes of passengers. Boarding has to be made through the front door

Reduce stopping times (less time spent on boarding and alighting)

Less investment due to absence of closed-off, paying stations

Payment per passengers requires on board validation (in order to know how to share farebox revenues among operators)

At the beginning there were long lines at stations due to technical glitches with fare cards and validators. Improved later (initially, bus users had as well to validate their card when exiting the stations to collect OD data)

Bottlenecks in stations with higher volume of passengers?

Significant negative impact on commercial speed?

Trunk Routes: validation on board or in closed stations?

Stations in Bogota

Santiago

Transmilenio Transantiago

Transmilenio buses are Euro II & Euro III technology, diesel fuel with 1000 ppm sulphur

Bus scrapping process (for each articulated bus, between 2.7 and 8.9 old buses had to be scrapped)

Buses are, at least, Euro III technology , particulate filters, diesel fuel with 50 ppmsulphur

Metro use maximization and doubling of network (from 40 to 81 km).

Emission tradingAmong the objectives: respect life by reducing tailpipe emissions

Strong concern for environmental aspects (thermal inversion during winter season)

Anti-Pollution Plan Objectives: reduction in PM10: 75% and NOx: 40%

Emission reductions in the BRT corridor but up to 40% more in the rest of the city. What is ”saved” along the BRT corridors is partially balanced off with what happens outside the corridors

In theory, and thanks to a reform that will cover the whole city, and in the expected absence of informality, there should not be “leaks” and the anti-pollution plan objectives should be met

Environmental Impact

0

10

20

30

40

50

60

70

1998 1999 2000 2001 2002

PM-10 (u/m3) +12%SO2 (ppb) +15%NO2 (ppb) -13%CO (ppm*10) -28%O3 (ppb) -6%

Air Quality in Bogota (whole city)

6560

52

34

Average Concentrations

Source: Departamento del Medio Ambiente; Red de calidad del aire

SantiagoAnti-Pollution Plan: Objectives

Transmilenio Transantiago

Recovery of public spaceLink between land-use and transport less conceptualized than in Santiago

PTUS: influence location tendencies and integrate town-planning and transport

School locations (P3), shops and services (P4), households (P5)

Mayor’s Office in Bogotá has a metropolitan character and is responsible for land-use planningCoordination with social housing program, Metroviviendas

Neither Transantiago nor the Subsecretaríade Transporte participate in Santiago’s urban development. Difficult to jointly plan land-use and transportMoreover, bus stops location is responsibility of the municipalities

Some significant real estate development near the corridors and the terminals (see pictures) Rise in rents and real state prices

Dichotomy between land-use and transport?2003: urbanization of areas formerly used for agricultural purposes allowing development of urban projects in pieces of land bigger than 300 ha, providing that impacts are mitigated

Urban Impact

Portal de la 80 Shopping Mall, Calle 80 Carrera 98, Pictures DHG, April 2004

First 56 Sports Center and Shopping Mall, Caracas Av. 56 St., Pictures DHG, April 2004

Urban Impact: Bogota

Metroviviendas Project, USME

Metroviviendas Project, USME

Transmilenio Transantiago

Operators are mostly locally owned and aggregate former traditional operators Promotion of local participation in the bidding process

Foreign firms share a significant portion of the business (Colombia, with participation from the French & the Spanish in the bidding) and/or outside the sector

Minimization of social impactsBut: Central Command’s technology awarded to Spanish group, money collection awarded to Colombian firm with support from a foreign group

Willingness to open the market

… and possibly to get rid of traditional operators…

But only to a certain extent (local routes=“done deal” for traditional operators)

Greater social peace (but traditional companies not participating have filed lawsuits that introduce some legal risks to system expansion)

Less competition and possibly higher prices

Disadvantage: intensification of social problems. Many traditional yellow buses continue to operate as pirates in corridors concessioned out to the Colombian companies, which protested and are seeking compensation.Advantage: foreign firms had investment and managerial resources that local firms wouldn’t have had

Foreign Participation

Transmilenio Transantiago

Approx. 10% of Transmilenio users are former car drivers

will see in 2006!

Restriction of car use according to license plate numbers during peak hours, increase of parking fares (+100%), 1 “car-free day” per year during a working day, increase in gasoline tax (+20%), etc.

Stabilize public transport modal share

Rationalize car use (P2)Internalize external costs of car use

Restrict car use only when there is a good-quality alternative to car use, i.e. not before Transantiago is operational

Referendum to prohibit the use of cars during peak hours in Bogotá in 2015 Was approved in 2000, but due to the low turnout, the result is not binding.

Urban highways in Santiago (US$$1800 millions), subsidy to Costanera Norte (US$120 millions), some car infrastructure financed by bus users… but possibly, in the long run, congestion pricing (Govt’scommitment if costs are not covered)

Policies for Car use

Other Topics …

Tariff: US$55 cents / 70 cents

NMT: expanded network in Bogotá (240 km), network under development in Santiago (foreseen: 70km)

Impact of change depends on starting point : very strong in Bogotá(before Transmilenio there was permanent deterioration and few corrective actions),

probably, less strong in Santiago

Time savings, very important in Bogotá, less in Santiago, except for those who can benefit from subway extensions

In Santiago, technical aspects (under the responsibility of a state agency, SECTRA) preceded strong political support (from President Lagos), in

Bogotá, political decision (from Mayor Peñalosa) preceded exceptionally competent planning and design effort