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TRANSMILENIO

TRANSMILENIO. ENRIQUE LILLO EMME/2 UGM May 2002. Bogotá. 7 million people Mean annual population growth of 4,5 % over the last 10 years 25 % of Colombian GDP US$ 3 300 GDP per Capita. Transport indicators. 1 million automobiles moving 19% of the population

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TRANSMILENIO

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  1. TRANSMILENIO ENRIQUE LILLO EMME/2 UGM May 2002

  2. Bogotá • 7 million people • Mean annual population growth of4,5 % over the last 10 years • 25 % of Colombian GDP • US$ 3 300 GDP per Capita

  3. Transport indicators • 1 million automobiles moving 19% of the population • 30 000 buses moving 72% of the population • Mean bus speed during peak hour: 7 km/hr • Approximately 650 bus lines • Approximately 22 000 registered buses • On average a transit rider spent 2 hours and 20 minutes in transport per day

  4. Public Transport: The Vehicles Bus Corriente 26% 65 passengers Year: < 90 Bta Ejecutiva 33% 30 passengers Years: 75 - 92 Bus Intermedio 12% 68 passengers Year: > 91 Colectivos 16 % 15 passengers All years Bus Ejecutivo 9 % 72 passengers All Years Bta. Ejecutiva 4 % 30 passengers Year: 93 > Source: STT 1998

  5. Public Transport: The Bus Network

  6. Demand for Public Transport: Daily Pattern

  7. Demand for Public Transport: Socio-economic Strata

  8. Demand for Public Transport : Travel Distance

  9. Demand for Public Transport: Number of Transfers

  10. Demand for Public Transport: Passenger Load Figures correspond to the heaviest load per direction during the a.m. peak hour Source: From passenger counts, April 1999

  11. Transmilenio: Concept • INFRASTRUCTURE • Bus Only Lanes • Transfer Stations • Bus Stations • BUS LINES • Trunk Routes • Feeder Lines • New Transit Agency • New Public Transport Providers • Fare Collection System • Remote Control System • New Vehicles

  12. Transmilenio: Main Corridors

  13. Transmilenio: Stations • Transfer Stations: • Main : Located at the end of the main corridors • Intermediate: Located along any of the main corridors

  14. Transmilenio : Stations • Regular Stations: • Boarding and Alighting of Passengers • Transfers between trunk lines • Located along the main corridors

  15. Transmilenio: Feeder Zones

  16. Feeder Line Transfer Station CBD Bus Stop Feeder Zobe Transmilenio: Feeder – Trunk Interaction

  17. Transmilenio: Feeder – Trunk Interaction Feeder 2 Feeder 1 COMMON SPACE FARE INTEGRATION Trunk Route

  18. Bus Operations: Formation of bus queues in stations • r= saturation degree = Demand Rate / Service Rate • Queue Length L = 0.7*r2/(1-r)

  19. Bus Operations: Operational Parameters • x = time in station / available time x = frequency *(time per bus)/ 3600 example f = 100 veh/h, t = 30 sec x = 30*100 / 3600 = 0.83 • fm= Maximum Frequency Maximum x = 0,4 0,4=fm * t /3600 fm=1440 / t • C= Operational Capacity C= passengers / hr C = fm * Bus Capacity = 1440 * Bus Capacity / t

  20. phase oxford street metro SP approach sec 5 10 open doors sec 2 2 board. and alight. sec 48 25 close doors sec 2 5 resume route sec 2 10 total sec 59 52 fm Veh/h 24 33 bus capacity pas/veh 70 1700 Op. capacity Pas/h 1708 56100 Bus Operations: Dwelling Time • Tp = to * tp * np • to: bus manoeuvring + door operations time • tp: time per passenger • np:number of passengers = bus capacity * R • R: loading factor

  21. Operational Scheme Bus cap. to tp Operational capacity pas sec sec pas/h veh/h van 15 10 3 1.137 76 minibus 35 11 3 1.575 45 bus 70 12 3 1.867 27 articulated - fare inside 160 13 1.5 3.777 24 Bi-articulated - fare inside 240 14 1.5 4.019 17 Articulated – at grade boarding 160 13 1 5.120 32 Bi- articulated – at g. b. 240 14 1 5.574 23 Articulated – at g. b. + fare outside 160 13 0.33 9.779 61 Bi-articulated at g.b. + fare outside 240 14 0.3 12.169 51 Bus Operations: Operational Capacity • C=1440/(to / bus capacity +tp*R) Single stop, one vehicle

  22. Bus Operations: Capacity as a function of R (demand)

  23. Bus Operations: Speed and Frequency

  24. Bus Operations: Fleet size and Frequency

  25. Bus Operations: Alternative 1 - Convoys

  26. Bus Operations: Alternative 2 – Differentiated Stops • Segregated bus stops by destination • Local and Express Buses using two lanes per direction in the bus corridors Platform A Platform B

  27. Bus Operations: Station Design in Avenida Caracas

  28. Strategic Modelling: Objectives • Forecast the demand • Describe the riders • Provide flexibility for simulation • Create appropriate interface with operational design • Provide functional and economic indicators • Create and model that can be updated

  29. Strategic Modelling : Overall Design Transmilenio Service Attributes Transmilenio Demand Transmilenio Routes Transmilenio Riders Revenue Sharing Revenue Calculation

  30. The Demand: Surveys and Counts • Public Transport Passenger and Vehicle Counts (250 000 records) • Boarding and Alighting (20 000 records) • Origin Destination Surveys on board ( 66 000 records) • Public Transport Users Counts in bus stops ( 3 000 records) • Traffic Counts at major intersections • Stated Preferences (1 989 interviews)

  31. Spatial Distribution of the Demand • Destinations • Origins

  32. Analysis Zones 635 Zones: 606 Inside the study area and 29 outside

  33. EMME/2 Model • 635 zones • 1904 nodes • 8509 links • 6 modes • 400 public transport lines

  34. Value of Time • Value of Time Estimated from SP survey

  35. Results (1)

  36. Results (2)

  37. Results(3)

  38. Results (4)

  39. Results(5)

  40. Sensibility Analysis: Fare and Competition • Financial Equilibrium: $ 750 • 10% increase in fare creates a 10% reduction in demand • With strong competition the equilibrium point is 15% higherand the demand drops 25% Weak Competition Strong Competition

  41. Sensibility Analysis: Speed and Competition • 5 km/hr less creates a 20% demand reduction • With strong competition the demand drops 70 % Weak Competition Strong Competition

  42. Most Common modelling errors (1) • OD Matrices • Obtained from household surveys • Zoning detail is not appropriate for modelling purposes • Lack of information • Automatic adjustments • Market segmentation • Market segmentation criteria • Not enough segments • Wrong Models • Fare system • Different Users • Erroneous simulation of pedestrian access • “ Slow Models”

  43. Most Common modelling errors (2) • Perception of the new system • Commercial Speed • “New system” Effect • Some costs are not truly evaluated ( waiting time, walking time, etc.) • Competition • Fare • Level of Service • Changes in mobility patterns • Peak Hour behaviour • Changes in Land Use

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