Nantes_BusWay_Descri..

Bus with High Level of Service
BHLS description
The BUSWAY - NANTES
(reference, annex 2 of the WP1 guideline – version july 2008)
Country : ..FRANCE. City :...NANTES.. Name of the line / network : .Line 4 BusWay
Person contact : Damien GARRIGUE
Telephone : +33 2 40 99 49 45 E-mail : damien.garrigue@nantesmetropole.fr
The Map of the network, where the line can be seen
Map of the Nantes Tram network with its fourth line
called the Busway (yellow line)
1

Bus with High Level of Service
- Yes ; N – No ; P – Partial ; I – Insufficient network to make a conclusion ; NA – Not applicable
1 – The urban and governance context
The main data of the urban area context
Answer
If needed: some
comments or
explaination
Number of communities 24
Number of inhabitant of this urban area 570 000
Total surface of this urban area
Density (and if possible density of the downtown)
PT market split rate
15% of all modes
Number of PT trips / inhabitant / year 176
Average of trips / Km :
- all modes
- BHLS
- Other main mode
Operating cost coverage rate (all PT modes)
Including walking
and cycling modes
The background : context of the project implementation and decision
process.
What was the basis for the stimulus of the project?
- Is it a part of a mobility master plan ?
- Is it an upgrading existing bus line ?
What are the main objectives at the level of the whole urban area ?
Who was the promoter/initiator of introducing the BHLS project?
Main dates of the project
- creation of the mobility master :
- feasibility studies:
- decision to proceed:
- start construction:
- end construction:
- opening year:
Was there a system choice debate between BHLS / tram system /
metro system ?
Have there been in the past (70-80-90) trials to implement an
,,upgraded’’ bus line or have there been projects that could be seen as
2
Answer
N
If needed: some comments
or explaination
efficiency
Nantes Metropole – political
decision
End of December 2006
6 November 2006
Transformation from a
tramway line project
initially towards a BHLS
line, for capacity/budget
reasons
And sold as a system that
can become a tram line in
the future
Chronobus lines in the

Bus with High Level of Service
forerunners of BHLS? network since 2003
The BHLS communication / marketing process
What were main difficulties to overcome when trying to implement ?.
Were they (with some short explanation if yes):
- technical ?
- political ?
- social ?
- economic ?
How were user need assessed/collected?
- surveys done
- process to talk
To know if user groups were requested for designing the project, and how it
has been managed.
- in case remarks taken in account:
Specific elements (arguments) that made the project adopted
The main socio-eco key indicators used to justify the BHLS systems, what
were they ?
Integration in land development ?
Cost of the global project / km (including P+R, interchange stations, …)
How was the project financed?
Source of funds (results in % )
- Public funds (state, local authority)
- Part of PPP
- Financement by land development
Tendering: was the BHLS project tendered and if yes was it done like a turnkey
(infra+vehicles) at the same time or vehicles separated?
Other (describe)
7,5 M€
N
N
Firstly, it was called a
“tram-bus” project, then
the Busway, but always
the 4 th tram line
Works constraints in a
major traffic artery
Public meetings, opened
registers
More information than
association of users –
remarks token into account
Efficiency, implementation
and costs
Cost/users
Urban planning adapted in
the area
Local authority, Europe
(Civitas) and region
(nothing from the state)
Infra, vehicules and
operation separated
Network concerns
Is it a main route of the network? Considered as a tramway
line
Is it a feeder route to the heavy mass transit systems?
N
Number of connecting point with the structuring network
1 With the tram line 1
Existence of an integrated “network” of several BHLS routes
N
Not yet - Planned
Number of BHLS lines
1
Do provide the network map with the BHLS lines
Do provide few photographs of the BHLS system
3

Bus with High Level of Service
Has the non-BHLS network changed because of BHLS adoption?
Have you an integrated fare collection system?
Have you an integrated information system?
Re-organisation of the bus
network around the line ;
some bus lines feed the
Busway
4

Bus with High Level of Service
2 – All components (first box)
Features and attributes of the BHLS
If needed:
some
comments or
explaination
Running ways
Total length of the corridor(km)
Bus lanes on highways (km or percentage)
Segregated bus lanes or bus-only roadways (km)
Partly in pedestrian streets (km)
Way 1
(to the
centre)
Way 2
(from
the
centre)
6,9 6,9
0 0
5,8 6,2
Mixed traffic (km) 1,1 0,7
Location of bus lanes (km or %) : - center
4,92 4,78 Two ways
- kerb-side
0,93 0,93
- - contra flow
N 0,3
Type of bus lane : - one way
- two ways
N
N
0,4 0,62
5,4 5,4
Guided bus way (length in km) N N
Dedicated central lane with and without central island
types of protection from intrusion of other traffic
Flexible dedicated lane (alternative in a one-way; alternative in concordance with
the situation, with schedules; …)
Hour of operation of bus lanes
Bus lanes or dedicated lanes shared with other users
- Tram lines
- Conventional buses lines
- Coaches
- Taxi
- Bicycle
- HOV
- Emergency vehicles
5
N
N
N
N
N
N
N
N
N
N
N
Heightened
plate form (14
cm) with
particular curb
stones
Except in a
short section

Bus with High Level of Service
Type of construction
Type of surface material on running ways
Different color
Heavy
structure
High modulus
asphalt with
specific
colour
Grade-separated intersections (nb)
N
N
At grade intersections (nb)
Type of signalisation (at intersections, other,…)
26 26 12
Roundabouts
crossed in the
middle
Tramway
signals
Specific Tunnels or specific bridges for the lane (km)
N
N
Width of bus lanes: - one way min/max (m)
- two ways min/max (m)
Total length of feeder lines (km) (if applicable)
3,5 / 4,5
6 / 7,5
8 bus lines
6

Bus with High Level of Service
Was road space capacity taken away (suppressed). If yes, how much and where?
Other (describe) :
Divided by 2 on the
major part of the itinerary
(high way converted in
urban boulevard)
Stations / Bus stop
Number of stations 15
Type of stations: - opposite
- central
- off set
average station spacing (m)
Number of stations with passing lanes
14
1
500
N
Platform curbs : - height (cm)
- type (shape, material)
Platform: - length (m)
- width (m)
27
bevelled, polished granite
curb
24
3 More than 3 meters for
one…
Distinctive pavement treatment at station (concrete for instance) Percolated asphalt with
concrete grout
7

Bus with High Level of Service
At-level boarding and alighting
These stations are:
- open station
- closed station with pre-paiement
Average horizontal and vertical gaps (cm) H : 5
V : 5
N
Automatic mini ramp (30
cm) at doors 2 and 3 to
link the plate-form and
the vehicle
How many major stations, with interchanges ?
Modal integration at these major stations : - P+R
- bicycle parking
- taxi stations
- easy transfers
- other (to be precise)
Modal integration at terminal station : - P+R
- bicycle parking
- taxi stations
- easy transfers
- other (to be precise)
Improvements to nearby public space
Specific design of the stations (for a specific branding of the line)
Pre-board fare collection at station : - ticketing vending machines
- validation
- fare control
Dynamic information at station
o type of screen:
o destination
o the waiting time
o on disturbances (what and how)
o other
Comfort for the customers
- is there shelters and seats at each station
- is there lighting at each station
- is the waiting space calculated in accordance to the ridership the
8
N
N
N
N
N
Extensions planned
On-time information
Planned
On-time information
Treatment façade to
facade
The same specific design
at all stations (dimension
and shelters)
One on each platform
inspectors

Bus with High Level of Service
station (precise if yes)
Other services at station (describe)
P+R : - number
- number of spaces in total
- is it a specific form of payment for the bhls user?
N
4
1100
They were full some
months after the opening
Other (describe) :
Vehicle
Is it a dedicated fleet?
Number of vehicles (age average in years) 20 1,5 years
Vehicle type and length (m) 18 m CNG articulated bus
Vehicle capacity (seats / standing 4 pass/m2 / total))
Specific design for this BHLS route
37 s
157
total ?
Max 110 pass/bus
(reality) ?
tram-like sliding
doors
Animated line diagrams
Screens providing
connection times with
the other lines
A closed area for the
driver
Mini exit ramp doors
2 and 3
Soft and indirect
lighting
Comfortable seats
Insulation with doubleglazed
windows
Fuel type used in trunk vehicles CNG As all the bus fleet
running in the network
Level of emission regarding the Euro regulation (Euro 3, 4,…)
Euro4
Location of doors (left, right, both sides), width and number of doorways Right 3 full doors
1 half door
Multiple-door boarding
Multiple-door alighting
Percentage of low floor (without steps) 100
height of floor above ground (in cm) 32
Disabled people features (specify) Automatic ramp at doors
2 and 3
What is the number of wheelchair places per bus (1, 2 or more..) 2
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Bus with High Level of Service
Ramp for wheelchairs (Electric or manual) Electric and systematic
At which door is the ramp mounted (door 1 closest to driver) 2 and 3 Wheelchair places near
door 2
If you have electric ramps, of what type are they ? (classical with a long flap,
or ,,mini-palletes”)
mini-ramp (30 cm)
Precision Docking System or type of guidance system, if applicable N Contact guidance :
tire/granite curb
on-board fare collection and verification (purchase on board, validation on board, N Validation on board. No
role of the driver)
role for the driver – on
board inspectors
Air conditioning / HVAC systems N Double glazed windows
Dynamic information on board
- type of screen:
- next stop / terminus:
- running time until terminus
- disturbances
- advertisements
- waiting time of the next connected services of the trunk network
- other:
- Visual and sound next
stop announcements
- animated line diagrams
- Screens providing
connection times with
other lines
Number of feeder vehicles 20
Year of last tender for HLS-vehicles 2005
Size of tender in number of vehicles 20
Ratio: price of one BHLS vs price of one CNG articulated 18m bus 1,2
If a maintenance contract is included, for how long (years)
If a guarantee period is included, for how long (years)
Possibility to enter bikes in the vehicle
Other (describe):
N
One year, when all
problems solved
Early in the morning and
late in night – Sundays
and summer holidays
Intelligent Transportation Systems (ITS)
( or operation management tools)
System management through centralised control centre, utilising automatic
vehicle location system (AVL) – (add information on technology)
Is AVL used differently for the bhls line than the other bus lines ?
High-quality customer information, e.g. :
- clear maps at station
- signage,
- real-time information displays on board
- real-time information displays at station)
- web site
10
Common centre for tram
and bus; Localisation
with GPS, radio system
with drivers, operators
involved on perturbances
information

Bus with High Level of Service
Web or phone information system (real time)
Is there a multimodal information system :
- integration in the whole urban area ?
Mobitrans
Destineo
Emphasis on prepaid fares with innovative technology
- contactless systems
- by mobile phone
- other
Where can the customers buy their tickets?
Where do they have to validate?
Fare- and physical-integration between routes and feeder services:
- integration in the whole urban area ?
Priority signal control at all intersections
Driving aid signing for road crossings
N
N
Paper magnetic tickets
Outside the bus, at the
station, like for the
tram
Inside the bus
transponders that signal
loop detectors (two times
before, one time just after
the crossing
Enforcement control systems in order to protect the use of the dedicated lanes:
N
Security control systems
- inside the vehicle
- at station
Collision warning systems (into the vehicle)
Optic fibre along the line
Integrated intermodal information
Other (describe)
N
CCTV in buses and P+R
CCTV at particular
spots : 5 on the line
Real time connexions
information / waiting
lights for feeder buses in
interchange station
Identity of the BHLS system
Distinctive marketing identity for the system :
- by a logo
- by a name
Distinctive bus among the other current lines
Enhanced shelters :
- with a distinctive brand ?
- Is it done in accordance to the vehicles design?
Distinctive colour for shelters and buses
Key tools to protect in the long term the BHLS concept, the BHLS efficiency
N
Different colour and
design
Registered trademark
11

Bus with High Level of Service
Other (describe)
After filling in this table, regarding your case studies, feel free to add and express some other specific
components that at your mind have played or will play a key role in the system:
3- The system performance ( 2 nd box)
In terms of level of service / efficiency of the system
If needed some
explaination or
comments
Service span 19h30 From 5h am to 0h30
am
About the time table, possible web site link:
http://www.tan.fr/
Average peak headway per direction (minutes) 3’30
Average non-peak headway per direction (minutes) 6’
Average dwell time at stations (seconds) 15”
Average commercial speed (km/h)
- at peak hour
- at off-peak if possible
Are there point to point services or express services during the peak period (for
commuters)?
21
21 23 on Sundays
N
Occupancy of P+R, B+R (availability of place until what time)
Compliance of driver cars, taxis, bikes (respect of dedicated lanes):
Other (describe)
In terms of quality of service
Is there a quality control in accordance with the European standard “EN
13816” - June 2002 ?
(the need to have an overview of the use of this standard)
Indicators of regularity (reliability) that are used and their results (in terms
of timetable)
- about staying on schedule (or on headways):
- about the running time variation (peak, off peak hours):
(Precise how to measure these indicators, and the frequency of the
measure, as well as the results)
Are the travel times compared with car travel time ?
12
Services Quality NF
EN 13816
Punctuality criteria:
Timetable : bus in [H ; H + 3min]
Results achieved : 84% (on sundays)
Regularity criteria
Headways : bus in headways
[h;h+2min]
Good results achieved : 98% (week
days)
For more information see § 5.2 and
report in annex

Bus with High Level of Service
Indicators of availability that are used and their results (in term of vehicles
X km or services)
Quality control oversight
- by an independent entity / agency ?
- by the operator
How are the main results?
Passenger satisfaction measure
- does it exist? What indicator?
- How are the main results, evolution since the opening?,
…
- Customer complaints on this route:
Is the measure of the quality reported each day (month, year) with
transparency towards customers or public ? How ?
Other (describe)
N
Part of criteria used in quality control
In terms of services provided :
99.95% in 2008 for the whole
network
AFNOR
Punctual enquiries
About the performance of the BHLS management
Type of contract between operator and urban Authority and the way to
manage the quality / performance targets
Does exist “bonus / malus” in the contract?
Is the operator specific for these lines ?
with :
- specific quality objectives
- specific performances objectives
Types and description of indicators used to measure the efficiency targets
within the contract.
Maintenance contracts
- Who is responsible of the maintenance?
o Infrastructure:
o Buses
o ITS:
- Form of contract:
N
Public service delegation contract
during 5 years.
Quality criteria with 10 criteria
monitored each
One operator for the whole
network
As the other tramway lines
Minimum requested : 90% on
punctuality and regularity criteria
described above.
Objectif : 99%.
See report in annex
Same as the standard EN 13816
« Service quality »
See report in annex
As a tramway line
The operator itself
Does the bus driver has customer oriented tasks ? (or closed cabin)
Specific driver accreditation for the BHLS
Drivers’ satisfaction with the actual driving conditions
Independently operated and managed fare collection system
Other (describe)
N
N
Closed cabin
For specific road signals and
docking
13

Bus with High Level of Service
4- The system benefits (3 rd box)
The benefits provided in terms of ridership
If needed someexplaination or
comments
Is there a before and after evaluation report ?
Average trips per day for the whole line:
- ordinary weekday:
- off-holiday period:
System current daily ridership in passengers / km (P/k)
- peak days
- - annually
25 000 + 25% for the two first years
9,6
7,1
191 round trips/peak day
757 834 km/year and 5 380 621
passengers
(2007)
Real demand in one hour per direction (peak hour) 1900 /
2000
Number of passengers/m² in peak hour 3,4
Main ingredients that bring new passengers
Modal shift (cars to bus)
In case the BHLS project improved a previous line, describe briefly this
stage before, in term of level of ridership
Efficiency, reliability, network
organisation, road traffic
constraints and P+R
Around 30% of the Busway
ridershift is coming from the car
The benefits provided in terms of costs / revenues / safety... (for
the decision makers)
Is there a before and after evaluation report ?
Total capital Cost (M€ TNI)
- running ways
- stations
- vehicles (the fleet)
- BHLS facilities (depot, workshop,…)
- ITS
- Other
Average investment cost per KM
Operating cost (€ x km) : in
- the BHLS scheme operating costs:
- the common bus operating costs:
- the tram operating cost (if it exists):
Be careful: we need to know in some words the content of this cost in order
to have approximately a common definition of what is included in the
operating costs, or
Coverage of the operating cost (by the fares)
- BHLS Revenue (all revenue)
- BHLS operating cost
Or by using the ratio trips / vehicle X km
Fraud (gain or level of fraud – in %):
- into the BHLS
- into the whole network
52
9,2
8 M€ /km
All infrastructure costs
20 vehicles
? (drivers, maintenance and
energy costs)
Coming soon…
2,3 M€
?
0,43€ / passenger
Coming soon…
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Bus with High Level of Service
Energy consumption per bus and per Km
Energy consumption per passenger and per Km
? Coming soon
(+/- 78 m3 GNV/km)
Safety (gain or level of safety) :
- accidents per year
- by category (death, serious injury, minor injury / damage only
o inside the bus:
o outside the bus:
No death, but many falls
inside the vehicle at the
beginning, much less
nowdays).
One serious crash : the bus
hit a motorcycle in a
roundabout (disturbances
during one hour)
Security (gain or level of security for passengers and staff):
- on vehicles
- at station / stops
In case the BHLS project improved a previous line, describe briefly this stage
before, in term of cost
Other (describe)
The benefits provided for the customers / neighborhood (i.e.
externalities)
Are there any studies done comparing the situation before and after the BHLS
implementation ? (in case, provide the references and shortly the main conclusions)
Fees (ticket price) – single ticket in € 1,30 Most of the users are
subscribers
Average travel time (comparison with the car traffic): - by bus
19min In peak hour
- by car
20 to 45
Impact on the neighbourhood
- availability of parking
- increase of housing
- shopping / economical activity
- …
Environmental benefits, such as
- noise
- pollution, … (if available)
In case the BHLS project improved a previous line, describe briefly this stage
before
Other (describe)
15

Bus with High Level of Service
5- weakness and strength” of the whole approach of the system
This paragraph should highlight the main weaknesses and strengths (or success factors) regarding all phases of the
project in order to point the relevance of some components / organisation choice / design choice / … that play or could
play a main role into the objectives achievement;
5.1 On the urban / governance context
The Busway project has been manage by Nantes Metropole exactly as a tramway project, dealing at the same
time, step by step, with all components of the system. Nantes Metropole is in charge of PT, infrastructure and
urbanism as well.
This comprehensive approach of the « system » was very important and implies that vehicles, stations, traffic
lanes, line identification and operating methods are dealt with in a coherent and sustainable manner. All
studies were managed by an alone unit “mission Busway”
This Busway was designed like the other tram lines, the main structuring network, which meets the same
specific requirements in terms of efficiency and performance.
One other success factor was the high politician support during all steps of the project; it was not easy (much
more difficult than for the previous tram lines) to sell this new Busway to the concerned communities,
whereas almost all other communities have a tram system that can be much more attractive and beautiful
(with grass running ways for example)… hence one argument was that this Busway can easily be converted
into a tram line inside the same space but when the ridership will achieve a sufficient level; The fear to get a
“low level” tram seems now to disappear after the Busway opening.
The urban context was rather easy, inside a wide space, except for two part, the terminus in the centre, into a
protected ancient square (bad approach to the platform), and a narrow street outside the centre where a short
one way dedicated section could be designed, given always the same efficient priority to the Busway.
On an other hand, this project has decreased lot of car space, that engendered lots of difficulties during the
works phase such as a higher congestion around this project.
5.2 On technical choices of the whole system regarding the performance / benefits expected
To achieve regularity and speed:
The line reaches the same very good regularity as the tram lines due to the high level infrastructure.
The operating speed is a little higher as expected (20 km/h was planed) : from 21 up to 23 km/h in
off peak hours.
One of the main reasons are the way to give the priority through each roundabouts with the same
signalisation that have the tram, Nantes is a “roundabout” city.
According to the standard,
o the punctuality criteria is that your bus, to be on time, should leave the stop at [H – 59s ; H + 3min]
when the line is monitored by timetable (on sundays with low frequency) : the results achieved are
from 78,5% up to 87,8% of passengers are concerned “on time”.
o The regularity criteria is that the bus, to be on time, should run in [h;h+2 min] when the line is
monitored by headways (on week days with high frequency). The results achieved are much better,
16

Bus with High Level of Service
from 97,1% up to 97,6% of passengers are concerned “on time”. Those week days are the ‘pink days’
into the table below. There are also green days on saturdays and blue days for sundays.
The following table summarize the results for the whole year 2008 and the first trimester of 2009. The grey
column shows the average (very good results : over the requested level of 90%), much more close to the
“week days” results, as there are much more bus journeys into these days.
The results are very good on week days, but less good on Sundays, because it seems more complicated to
have busses on time when there is one bus every 15 minutes than to have the right headway between them
when this headway is 4 or 5 minutes.
Pink
Week days
Green
Saturdays
and holidays
Blue
Sundays and
bank
holidays
Total
Trimestre
Results of the 4 last quarter 97,2% 96,7% 78,5% 96,7% 96,7%
3rd quarter
2008
July 91,8% 97,4% 96,3% 92,7%
August 95,1% 98,4% 94,5% 95,5%
September 97,8% 99,0% 89,3% 97,7%
96,0%
Results of the 4 last quarter 97,1% 97,6% 80,9% 96,8% 96,8%
4th quarter
2008
October 97,9% 97,3% 88,6% 97,6%
November 98,3% 99,1% 96,4% 98,3%
December 95,7% 91,4% 88,7% 95,1%
97,0%
Results of the 4 last quarter 97,1% 97,3% 83,6% 96,9% 96,9%
1st quarter
2009
January 98,8% 99,6% 91,9% 98,7%
February 98,7% 99,1% 82,2% 98,3%
March 98,9% 97,6% 93,2% 98,6%
98,5%
Results of the 4 last quarter 97,6% 97,9% 87,8% 97,4% 97,4%
Results about the regularity criteria data of the Busway, line 4.
For more details about these operating issues, see the report in annex.
To have the convenient vehicles capacity
The line quickly drew substantial ridership, increasing from 17,000 users per day when it went into service,
to 21,000 after four months and 26,500 after two years. The park-and-ride lots are always full, so that
extension projects were done.
Hence, we observe much more clients than expected. Owing to crowding at peak hours, the frequency has
been brought down to 3-1/2 minutes in September 2007 (with the same fleet, as the speed was higher as
expected). After that, larger capacity vehicles may be required in a shorter time than expected, such as biarticulated
vehicles (24,5m). The route may also eventually be converted to a tramway line.
To reach a good safety level:
17

Bus with High Level of Service
Drivers of private cars respect the dedicated lane, and they also understand and respect the traffic signals (the
same as other tram lines). No major accident have been registered to date (only one), but a few passengers
injuries have occurred inside the vehicles because of stronger breaks as buses are running faster (more than
into tram or the common buses).
It was rather difficult to convince the road safety Ministry to apply the tramway signalization to the Busway
(non guided bus) as they want to maintain the same very good safety that can be observed for public
transportation; a safety impact assessment have been made by end 2008, showing finally very good results
regarding safety.
One safety weakness can be observed at stations, due to the advertising faces on shelters which mask the
visibility of the passengers, while they get out crossing the car lane, there is also a lack of understanding for
car drivers in station (pavement color change).
To reach a good level of investment costs:
Infrastructure: 50 M€ HT for 7 km, that includes studies / design, running ways, park and ride / stations, road
works joined to the project, system and operating tools.
Rolling stock: 9,2 M€ HT for the 20 specific Natural Gas articulated buses.
Hence the cost average per KM reaches at 8 M€ /km, that is around 3 time less than for a tramway project.
6- The main key findings (or lessons learnt) during this project
This kind of BHLS systems (i.e. “the bus like a tram” concept) costs one third of a tram, with a similar nice
and central implementation, that enhance all the district that have been crossed.
This kind of project:
1) play a role of a great “urban” structuring route, exactly like a tram line
2) is strongly identified, and cannot be seen as a common bus line
3) due to the infrastructure, provide a very good comfort, even if it is a little bit below the other trams
(we are always in a bus…)
4) is limited in capacity, in comparison with the tram (due to its length not limited at 24m)
5) is limited in speed (20km/h) due to limited spacing (500m) into urban areas with no grade
separated crossings.
This project was a good experiment for testing these innovations:
- perfect dockings without a guidance system, that need :
o specific design for straight approach of 20 meters long before the station
o specific bevelled polished granite curbs on which tyres can run against without risk of
damage; however slightly higher abrasion of tires have been observed,
- the mini ramp (30 cm long) with automatic and systematic exit at two doors : however it works well
only at the second door only. It provides really a perfect level of accessibility for all.
- The roundabout design crossed straight by the buses like a tram, that give to the bus a very good
level of efficiency: cars are stopped during 15 / 20 s at each bus demand. These roundabouts should
stay rather “small” so that they stay suitable for pedestrian.
- on board real time information inside the Busway arriving at interchange station (waiting time of the
next tram arriving at the next interchange)
Evolution that can be forecasted / requested after such experiment (As for the tram, the Busway have no
pedestrian marks for crossing all along the Busway lanes, only in case of traffic lights):
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Bus with High Level of Service
- Such buses implemented BHLS can have the same priority regulation than the tram have with all
other modes (priority on the left, on the right, …) - not yet into the road regulation.
The key-components that provide the efficiency of the system:
- The good level of Right-of-Way all along the route, very well implemented in the middle as much as
possible.
- The wide and always well accessible station that provide an efficient interface “Bus / platform” and
“platform / urban space” as well.
- The perfect priority level through roundabouts, the bus always the first at other crossings as well.
- The ticketing system, as no tickets are sold by the drivers
- The very good identification of the whole system ( bus / station / running ways / name branded /
passenger information)
The weaknesses of the system that can be pointed:
- The bus has not the same priority than a tram has ; then, in case of a breakdown of signalisation, the
Busway has not the total priority through roundabouts, and other crossings as well.
- The docking system cannot work very well in case the bus cannot be lined up 20 m straight before
the stop.
- The damage on tires / the cost of the ramp due to the docking objectives
- The comfort of bus going down at station arrivals, due to the design choices (same level for station
and road environments)
7- For more information (list of assessment documents, links,…)
To have some more details :
o
o
on regularity analysis issues with more graphs, and other operation issues: the Report of the
Busway visit (3 days with the local authority Nantes Metropole and the operator Semitan - 27-29
April 2009) written by Antoine Oser - May, 26 th of 2009.
The literature that explains the different configurations of Right-of-ways chosen, with the priority
scheme implemented at intersection (made by D. GARRIGUE & R. BÉLOUARD (Nantes
Métropole, France)
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