Supporting ITS: trends and role into the performance achieved

During the last two decades, Intelligent Transportation Systems (ITS) have emerged with their own “eclat” in the world of transport and become firmly established. ITS involves the applied use of various engineering disciplines, enabling technologies and management strategies to facilitate modern transport operations and policy development. In this context

44 _{The full text of the “analysis report” made by WG3 is available in the CD.}

45 _{EN 13816, European standard of “quality of service”, prepared by CEN/TC 320 “Transportation – Logistics}

and services” approved by CEN (European Committee for Standardization) on 30 December 2001 and published in April 2002.

46 _{Transit Capacity and Quality of Service Manual, 2nd Edition (TCRP) Report 100, contains background, statis-}

tics, and graphics on the various types of public transportation, and provides a framework for measuring transit availability and quality of service from the passenger point of view.

ITS has had a significant impact in all the recent implementation and operation of BHLS systems/services.

AVMS, Automatic Vehicle Monitoring System

The Automatic Vehicle Monitoring system is recognised as the indispensable key component for managing BHLS; in fact most BHLS routes described have already invested in this ITS element in their operation with the capability to provide real time information to their cus- tomers at all stops. Some counter-examples are:

- The 3 LAM47_{: in Prato (blu, verde, rossa) were implemented without AVMS. In 2011 the}

procurement process was completed for purchasing an AVMS for all the PT service in Prato (including the LAM Corridor) and the full operation is expected for the end of 2012.

- The Malahide Line (Dublin) was implemented without an AVMS, although it was under con- sideration at the time. Following a pilot deployment, AVMS was implemented on the entire Dublin Bus fleet of 1,000 buses, including the BHLS lines, with the last lines joining the sys- tem in early-2011.

- The bus lines into the Bus VAO corridor in Madrid: dynamic information is only available at the interchange “Moncloa” with the metro ring (soon to be installed in the buses…).

- In Almere, the AVMS is currently being installed and the dynamic information will be avail- able 2011.

Nonetheless, a high increase in passenger use has been observed even without AVMS (i.e. in Dublin and in Madrid): showing that the huge benefit provided by the new Right-of-Way was quickly recognized by customers. All these cases have demonstrated the interest to im- plement further a “full” and accurate dynamic information at stops and into the vehicles, that can be provided only by a complete AVMS.

Further examples showing the importance of this component: in Curitiba, after more than 30 years of infrastructure investment for the classic BRT example (built since 1974), an AVMS has been recently implemented for the whole network with Real Time Information at stops (2009 / 2010)48_.

The AVM Control Centre, almost always operated by the Transport Operator staff, is able to collect and monitor data about the performance of vehicles being used to provide services with 2 main objectives:

- To control, regulate and inform in real time, according to quality objectives.

- To analyse the data collected, for quality control purposes, asset management including per- formance of infrastructure (RoW / priority at traffic lights, etc.) or anything else, for re- designing services and timetable reliability based on current operational conditions,… In a number of cases the transport authority finances and remains the owner of the control center and are responsible for purchasing equipment and systems. Vasttrafik (Authority of Gothenburg) for example has provided all of the ITS equipment and is the owner of it. The operators (around 3 or 4) install the Vasttrafik equipments into their vehicles; the Operators have their own control Centers, and are

responsible for the operations, dispatching and service regulation. Vasttrafik takes re- sponsibility for information about big events, monitors the service performance and contacts the Operator if they observe that the performance on a specific line or sector has gone outside acceptable parame- ters, in case of incidents, etc. They have a view on all data, and can also control inter- modality objectives. In accordance with the Customer Charter, Vasttrafik reimburses passengers to use taxi if they experience a delay of more than 30 minutes.

AVM Control Centre of PT Hamburg, for all lines on surface

47 _{Linea Alta Mobilitad :.high (volume of) mobility line}

48 _{Ref. article “Bus Rapid Transit: a public renaissance” in the “Built Environment” review Nov 2010}

AVMS is a tool for the benefit of the total “network”

In conclusion, any AVMS remains a tool for the benefit of the total “network”. It is not im- plemented solely for the BHLS lines.

Dynamic passenger information

Almost all BHLS routes described currently provide dynamic passenger information. The most common examples provide information to “all” bus stops, where they display informa- tion on the next bus arrival, or the two next arrivals.

PPP (Private Public Partnership) has been used to provide finance for Dynamic Passenger Information in the UK in the cases of Fastrack (commitment for 17 years) and Cambridge where the use of the dedicated lane will be charged to operators for operating and maintain- ing the RoW, stations and the control centre. Revenue of £500,000 per year are expected. Kent Thameside Fastrack system at Ebbsfleet near London49 _{provides RTI (Real Time In-}

formation), on its website: bus arrivals and service disruptions. Below, some examples of panels at the bus stops are displayed:

Zurich: same panels inside all tram and bus lines with real-time information, the next stops

with the running times

Zurich (tram and bus): before arriving at an inter- change, real-time information of connecting lines is

shown; the last column shows delay in min.

RATP – Paris: flash codes have been implemented on all tram and bus stations, you can memorize the link into your mobile

Metrobus line 5 in Hamburg – information at the rail station, strong visual contrast

Almere (NL) – A big panel for each bay, at the rail station connection

49 _{Is located near the high speed station Ebbsfleet (Eurostar line London – Calais)}

An interest to provide dy- namic infor- mation at all stations.

Information on the web, by the web

For all BHLS cases, we observe website information of the scheduled time-tables of differ- ent routes and maps of the network maps. In some special cases, as into Kent Thameside Fastrack, TMB – Barcelona (Route 64) and EMT – Madrid (Route 27), we can find real time passenger information about the next bus arrivals.

Examples of BHLS websites are listed below:

BHLS Address Information Mark

Kent Thameside

Fastrack, UK http://www.go-fastrack.co.uk/ Time-tables, maps, RTI 9/10 FTR -Leeds, UK http://www.goftr.com/leeds/home.php Time-tables, maps 8/10

Zuidtangent, NL http://www.zuidtangent.nl/ Time-tables, maps 7/10

The Jokery Line, Fi http://aikataulut.ytv.fi/reittiopas/en/line/ Time-tables, maps 7/10

TMB Route 64, Sp http://www.tmb.cat/en_US/home.jsp Time-tables, maps, RTI 7/10

Grenoble, waiting time on

mobile phone Fastrak, realtime on Internet : Route A - ‘Towards BLUEWATER’ At stop, Dartford, Home Gardens

On real-time information, we see two emerging trends which are closely linked: (a) the pro- vision of information through third party channels, especially portable personal devices; and (b) specific info-service subscribed by the customer, for receiving the information also much earlier in the journey than at the bus stop, on personal devices. We also observe information provided on the command of the user (“pull”); or sent to the user without having to be asked (“push”).

Ticketing system

Ticketing system is usually implemented for the whole PT network, and not only for BHLS. Various solutions (i.e. contactless smart card) and different the payment/selling devices loca- tion are observed. An enquiry carried out by WG4 identified that no BHLS systems have implemented any different fare structure, pricing and fare products compared to the regular bus lines.

While the technology is the same for BHLS and the general bus routes, sometimes the con- figuration can be different on the BHLS lines. For example, in Paris, Nantes, Rouen, Zurich, London, Prague and Athens the ticketing machines are located at the stations. In Brescia the automated fare collection is based on the onboard contact less validator.

Only in Nantes, the bus driver is in a closed cabin, as a tram, so that no ticket can be sold. That is a very good configuration for priority at traffic lights and regularity.

In the Zuidtangent, one of the most capacitive line, there are no ticket vending machines at the stations. Passengers can credit their OV-chipcard (means Public Transport chip card = contactless card) at home/vending points (supermarkets, post offices, train stations, etc.), validate on board (product activation and check in/check out). This is not unique for the Zuidtangent, since the OV-chip card can be used for all public transport throughout the Netherlands (train, tram, bus, ferry, metro). The Zuidtangent is, however, one of the few PT systems in the Netherlands where you can credit your OV chip card on board. Besides this there still is the possibility to purchase a ticket from the bus driver.

Priority at road crossings

Zurich common section tram and bus, the first arrived is taken in account

Hamburg: priority at all traffic lights for all Metrobus lines

Road crossing priority at traffic lights can be found in all cases described in Netherlands, Germany, France, UK, Sweden, Switzerland. Special signs are used to give right of way to the bus. In Jönköping a priority through wide roundabouts is set. In Barcelona we can find a traffic light priority, green-wave based, all along Aribau Street (1.7 km, 7 bus routes, 36 buses/hour, 16 crossings and 8 bus stops).

Passenger counting tools

The use of Passenger counting tool technologies was not encountered during the COST pro- ject visits. Although the technology exists we could not identify any BHLS sites actually utilizing this technology. However “bus laboratoire” are often available and equipped with such system (Nantes).

In Prague, passenger counting tools had been used in 30% of vehicles, but today it is out of operation due to a change in vehicle data transmission system (from radio to WiFi). In 2012 new vehicles will be equipped, and all buses will be fitted by 2015. It is expected that the onboard AVM terminal will provide real-time information also about vehicle occupancy on a specific or scheduled request by the dispatcher control room.

Enforcement and security tools

Regarding enforcement and security tools, we could find video surveillance systems avail- able in several cases, such as Amsterdam, Dublin, Essen, Hamburg, Leeds, Fastrack, Cam- bridge, and Zurich.

In Barcelona, Lisbon, Madrid and Nantes, we can find regular enforcement control of bus lanes by means of special vehicles.

Manchester : CCTV information on board, with internal and external cameras

Innovation or unusual tools

Finally, regarding specials ITS tools, we observed the following:

- Busway – Nantes: information about transfer times on board the bus approaching a tramway station.

- ÖPNV-Trasse – Oberhausen: buses share platform with tramway with high frequency. - Thameside Fastrack – London: interactive kiosk at a bus stop, with Internet access.

- TVR–Castellón: optic guided system like in Rouen (TEOR).

- Fastrack, Cambridge: CCTV with camera inside and outside buses, plug and WIFI inside buses. - RTI on the Internet and cell phone in Barcelona, Grenoble, Madrid, Lisbon and London. - DPP–Prague: payment by means cell phone.

- Zuidtangent line 300: the “rhythmic” timetable (see image below).

Zuidtangent line 300 “full” BHLS : the “rhythmic” timetable, easy to be memorised (also seen in Germany, Sweden, Switzerland).

Some key points from this analysis :

- AVMS always remains a priority even after an efficient infrastructure improvements have been introduced such as in the Dublin QBC and Almere scheme 50 _{: It is important that any}

PT mode is designed and operates as efficient as possible and is able to respond to disruption and congestion issues.

- AVMS should be installed, not only for the BHLS corridor itself but also for the overall PT network.

The 3 pillars of any AVMS are:

- The positioning and monitoring of all buses, which need to be supported by a minimum of Right of Ways and priority measures at crossings.

- The communication function between the different sub-systems, vehicle, stations, control center / depots / workshops.

- The Operations Management Strategy, supported by real-time location and communication technologies, the effective analysis and presentation of the relevant information to the dis- patchers, the capability of dispatchers to act on the service and/or to send bus/line specific commands/information.

Reliable timetables are fundamental to build confidence in the system for the passengers.

50 _{In Curitiba for example, the mythic BRT example since 1974: after more than 30 years of BRT}

infrastructure investment, an AVMS has been recently implemented for the whole network with RTI at stops (2009 / 2010) – article in Built Environment.

Cambridge, external and internal cam- era (CCTV) and WIFI on board

Cambridge: plug at each seat

Cambridge at station, emergency point

RTI for all stops appears to be an indispensable tool for any “full” or complete BHLS ap- proach : all passengers can get the same service guarantee along the line. However, transport authorities and Operators are reflecting on the best means to achieve this. For financial rea- sons, display panels could be limited at key stations which are most used. Virtual RTI could be displayed by new mobile technologies like mobile phones via SMS or WAP, and mobile internet devices, flash codes,…

The AVMS (with Internet) is the key-tool for achieving intermodality objectives within the whole mobility network.

Some examples of lessons “learnt” from Transport Operators or managing Public Authorities are highlighted below (not exhaustive):

- The need to increase the internal technical/operational dimensions/capability in order to be able to “choose” and evaluate the different products offered by the emerging ITS market and to follow the procurement, realization and the operation of the identified ITS system.

- Rethinking the company organization on the basis of the possibilities/options provided by the AVM system and the other ITS systems.

- Finally to identify a set of indicators for guaranteeing a high technical performance level of the AVM technologies/components in order to comply with the service quality lev- els/standards defined in the related BHLS and overall PT service contract.

More important, we have not found any special AVM applications or requirements for BHLS compared to regular bus routes.

However, we have found special ITS applications or requirements for BHLS compared to regular bus routes, in that cases:

- Guidance tools that need a high level of infrastructure along the whole route, BHLS approach (Castellón, Rouen TEOR, Cambridge, Douai).

- Ticket vending machines at stations (Busway, TVM, Fastrack, Zuidtangent, TEOR). - Internet access at station, plug, WIFI in vehicle (Fastrack, Cambridge).