BUS RAPID TRANSITSUPPLEMENT 13


Utilising high capacity stations, often in cutting, and a tunnel access into the central bus station, it is a high capacity high quality infrastructure intensive approach to BRT seeking to offer low journey times into the city as an alternative to the city’s congested radial roads. The busway differs to that of TransMilenio in


that it operates an open service plan, that is, that bus services emanate from the suburbs which they access mixing with other traffic and enter the busway for a fast route into the city at a point where congestion builds. The problem it seeks to solve is quite different therefore from that of Bogotá and as such it is designed with a different emphasis; BRT but different.


Lagos BRT-Lite The Lagos BRT was based upon a thorough understanding of user needs gathered from comprehensive quantitative and qualitative data collection exercises3


guises but adheres to the principles of a system based approach to bus based public transport to meet identified user needs.


BRT in Europe The accessibility needs of any City are complex. There is not one solution but a pallet of opportunities with modes and techniques that must be blended to paint a picture that is pleasing and effective. For many cities, BRT can be a cost effective means of addressing accessibility issues. With creative thought BRT can be a catalyst to wide scale reform and improvement. The key is to recognise that transport cannot be planned in isolation; it is a means to an end, it must be con- sidered comprehensively and human factors should be given at least equal priority to infrastructure improvements. The difference between the European City


. It was found that


users were extremely discontented with existing transport that consisted of small, old and poorly maintained vehicles operated by individuals under the control of powerful unions who exerted great influence throughout the City. Primary issues were; fluctuating price of travel, poor personal and road safety, high and unpredictable journey times, overcrowding and intimidation. Working with a limited budget but strong political leadership and buoyed by overwhelming political support, a 21km BRT route was developed that focused upon satisfying primary user needs only. As such, Lagos BRT sought to offer as much segregation as possible, operate within a regulated system that stabilised fares and ensured proper vehicle maintenance and driver training, had security personnel to protect users, queuing systems at stations that ensured all had an equal chance of access and new vehicles fit-for-purpose. The window of opportunity for imple - mentation was determined by forthcoming elections and a fast track delivery approach was adopted that saw an initial 160 vehicles operating on a 70% segregated system, supported by purpose built stations and a trained operating team within 15 months of system conception. Named BRT-Lite, the system is not TransMilenio or Busway but does serve approximately 200,000 people per day who now travel in higher levels of comfort and safety within a consistent fare structure with predictable journey times. BRT can exist in many


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and many of the existing examples of BRT is that of context. European streets are typically evolved historically, are physically constrained and space is competed for by many modes performing many functions. Pragmatism in implementation is required with a keen eye to user needs – as Lagos but inevitably with a different outcome. The outcome is characterised by the Nantes Bus Way where comprehensive


» For many cities, BRT can be a cost effective means of addressing accessibility issues «


segregation is met with high urban design ideals, quality vehicles and ticketing/ information that matches the French urban lifestyle.


In Cambridge, UK, run times are


protected by comprehensive segregation outside of the urban area and where constraint prevents it as much priority as achievable is given through innovative forms of signal priority and supportive traffic engineering measures. BRT is therefore an adaptable concept but


not everything that is bus is BRT. First and foremost it must be a respecter of context, there is no hard and fast template. It must be mindful of user needs and what objectives it is seeking to meet, designing for mode shift is very different to designing to instill a sense of order where chaos previously ensued. It must also be seen as a system, recognising that travel decisions do not isolate and assess parts of the travel experience but the whole; journey


time, reliability, information, payment are all important. Lastly, aspiration cannot be ignored. In cities such as Bogota, Brisbane, Nantes and many other locations where BRT has thrived, there is no stigma attached to bus use. It is the mode of choice and a brand to which there is a proud association.


References


1. The Economist Intelligent Unit, Most Liveable Cities, March 2011.


2. Dario Hildago, EMBARQ, August 2008.


3. Lagos Bus Rapid Transit Feasibility Study, Integrated Transport Planning Ltd. June 2007.


4. www.itpworld.net


Colin Brader is a founder member of Integrated Transport Planning Ltd (ITP)4 and plays a high profile role in the transport planning and traffic engineering profession in the UK and beyond. In 2009 he was voted


Transport Planner of the Year by the Transport Planning Society. His approach is based on the view that transport must be considered holistically and that the answer often lies outside of traditional transport thinking, but most importantly, that transport must be focussed on user needs. He has extensive experience of the management of major projects that have developed policy and identified practical solutions to complex problems both in the UK and overseas. Colin has provided transport input to many regeneration, land use and master planning projects working alongside planers, architects and economists from scheme conception. His belief in high quality public transport has ensured his involvement in many landmark schemes including light-rail schemes in the UK as well as the development of BRT in many locations in the UK, Accra (Ghana), and Lagos (Nigeria). His work in Lagos has included Project Manager for the feasibility of BRT and specialist adviser for the development and implementation of Lagos BRT Lite; the first BRT scheme in Africa and one that was delivered in 15 months from conception. He has lead BRT projects in Kampala, Cebu (Philippines) and further lines in Lagos. In the City of Amman (Jordon) he is the City’s expert adviser on BRT development. Recently he has worked within a European consortium develop - ing the concept of high quality BRT and is applying this experience in many cities and towns worldwide. His transport strategy work has included developing a public transport strategy for Hong Kong’s central reclamation project and an area wide strategy for Noosa, Queensland Australia. Much of his work has required the development of innovative yet practical forms of traffic engineering solution to meet decongestion and modal shift policy aspirations. His approach is to see transport challenges as including technical, institutional and legal aspects and not solely engineering solutions and as such is equally comfortable in working with urban design challenges as the construction of financial based business cases for private sector delivery.


Eurotransport Volume 9, Issue 6, 2011


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