CHAPTER 12 Trolley Buses and Duo-Buses

1. CHAPTER 12Trolley Buses and Duo-Buses GUIDELINES FOR PASSENGER TRANSPORT IN SOUTH AFRICA A MULTI MODAL ANALYSIS

2. 12.1 Introduction • Duo-trolley are very versatile: • major line-haul work to • off-peak duties in low- density suburbs • Many of the benefits claimed for heavy rail and light rail can be achieved at lower cost on certain routes by duo-trolley buses.

3. 12.1 Introduction cont’ • duo-trolley buses and diesel buses can be used to complement each other in an integrated and coordinated network of routes • the superior image and popularity of the duo-trolley “rubbing off’ on the diesel bus • helping to raise the image of the entire fleet and ensuring the long-term survival of formal public transport in general.

4. 12.2 Trolley Buses in South Africa • It is unfortunate that trolley buses and diesel buses have come to be regarded as mutually exclusive, instead of being complementary to each other. According to Vuchic: • “It can be observed that cities with good public transport planning and operations generally make use of a greater variety of modes than in cities where public transport is neglected.”

5. 12.3 Anti-trolley Bus Sentiment • Trolley buses actually attract passengers to public transport • Which undermine the interests of the motor and road construction industries • These industries want motor car usage to increase as much as possible. • Many city and transport planners are under the influence of these interests, • the elimination of trolley buses, as well as the failure to investigate their re-introduction properly, becomes easier to explain. • Failure to consider trolley buses properly has seriously harmed the cause of public transport in South Africa.

6. 12.4 Duo-trolley bus • The term “duo-trolley bus” in this context is used to describe a bus fitted with two propulsion systems – • namely an electric motor and a • diesel engine. • The electric motor is powered by overhead wires and the bus is fitted with roof-mounted booms, giving it the appearance of a normal trolley bus.

8. 12.5 Economics of Trolley Buses and Duo-buses • On routes where more than 3 diesel busses per kilometre operate during the peak period and where there is a reasonable off-peak service, it is worth investigating trolley buses.

9. 12.5 Economics of Trolley Buses and Duo-buses cont’ • A duo-bus has a purchase price of approximately R5 million and operating costs approximately 20-30% more than “straight” diesel or trolley buses • These higher costs are to be expected, since the vehicle has two propulsion systems which result in a • higher purchase price, as well as • higher operating costs (energy and maintenance) due to its greater weight.

10. 12.5 Economics of Trolley Buses and Duo-buses cont’ • In comparison with “straight” trolley or diesel buses the duo-bus will be more expensive to operate at any level of traffic flow • The main motivation for investigating the duo-bus is its ability to substitute for rail-bound systems in South Africa • (which are already equipped with the necessary electrical infrastructure) • combined with its ability to operate in confined spaces and in normal streets, either in electric or in diesel mode.

11. 12.5 Economics of Trolley Buses and Duo-buses cont’ • Unlike other capital intensive modes of transport, such as light rail and heavy rail, the duo-bus can be introduced in small numbers at a time. • Overhead lines can also be erected in stages, as capital funds become available.

12. 12.5 Economics of Trolley Buses and Duo-buses cont’ • The following diagram suggests that the passenger capacity offered by duo buses operating in multiple will match that of many rail routes in South Africa. • In the case of multiple-unit duo-bus operation, the main benefit is not necessarily to save on crew costs though this might be possible - but to offer higher levels of capacity

14. 12.5 Economics of Trolley Buses and Duo-buses cont’ • Duo-bus can make use of the normal road network (either in electric or diesel mode) which gives it an ability to serve lower-density areas. • Although not its ideal domain, the duo-bus is more flexible than track-bound modes and will reduce the need for passengers to transfer.

15. 12.6 Bus rapid transit (BRT) • Trolley buses have the potential to benefit more from the concept than diesel buses do, due to their higher fixed and lower variable costs.

16. 12.6 Bus rapid transit (BRT) cont’ • The term BRT is used rather loosely. Vuchic (11:575) points out: • “There is a tendency to use the term BRT for any bus line that has partial separation of lanes, new buses, or line designation. This proliferation of the term actually downgrades and hurts the BRT concept”.

17. 12.6 Bus rapid transit (BRT) cont’ • Vuchic lists the following elements that are considered essential for BRT: • Predominantly ROW B, which is not shared by other modes, and only limited line sections with ROW C • Distinctive lines with frequent, reliable service and regular headways during all daily hours • Distinct stops or stations with good passenger protection, information, and fare-collection equipment, spaced on the average at least 300-400m apart in central city with greater distances in suburban and outlying areas

18. 12.6 Bus rapid transit (BRT) cont’ • Stations and stops that allow simultaneous stopping of two or more buses, their overtaking or platooning to provide operations with short headways (less than two minutes), and a line capacity greater than 3 000-5 000 spaces per hour • Preferential treatment at intersections • Convenient transferring to other bus and rail lines

19. 12.6 Bus rapid transit (BRT) cont’ • Buses with attractive design, number and size of doors, low floor, or high platform that allow fast passenger exchange at stops and stations • Engines with low levels of air pollution and noise • Prepaid or contactless fare collection, which minimizes delays during boarding and alighting • Use of ITS techniques for monitoring vehicle locations and movements, passenger information, and fare collection

20. 12.6 Bus rapid transit (BRT) cont’ • The Government’s 3WIN strategy (12) basically endorses the above elements but adds the following institutional requirements: • Quality control oversight from a specialized public entity/ authority • Entry to system restricted to prescribed operators under a reformed business and administrative structure (i.e.” closed system”)

21. 12.6 Bus rapid transit (BRT) cont’ • Fare revenue controlled by public network authority - not by operators. Operator’s revenues are based on vehicle kilometers supplied and on quality of service - not on number of passengers carried. Therefore, no incentive to speed and drive recklessly. • Competitively-bid and wholly-transparent processes for awarding all contracts and concessions — include informal operators fully

22. 12.6 Bus rapid transit (BRT) cont’ • Efficient management resulting in the elimination or minimisation of public-sector subsidies towards system operations • Independently operated and managed fare collection system • Explicit participation in new network by informal / formal operators and drivers, including job, wage and income guarantees to remove the perceived risks of change.

24. 12.7 Conclusion • Despite the hostility towards these modes on the part of operators, engineers and researchers, they have the potential to improve public transport. • This is based on their superior system image, their superior economic performance under certain circumstances, and the ability to reduce transfers (in comparison with rail-bound modes).