BRT--Transforming Road-Based Public Transport

To Arrest Growth in Private Vehicles

Both Rail and Bus Need to Be High Quality

2
 Current Approach to Supplying Road-based Public Transport
Five (5) year franchises
that are renewable
Dependent upon private
sector willingness to enter
the market
Route-specific, therefore
not easily revised or
modified
Operator retains revenues
Limitations of Current
Approach
Not responsive to
changes in demand
Less profitable
routes left unserved
or poorly served
Unsafe and
inefficient on-road
competition
Inflexible supply
 Vision
Public transport as the
number one choice of
every person for their
daily commute,
even if they have the option of
using a car or motorcycle
Transforming Road-Based Public Transport
Road-based public transport should be
sufficient, high quality, reliable,
affordable, and safe
Transformation is required from low
quality, high emission public transport to
high quality, low emission public
transport and BRT is part of the solution
Transformation needs the buy-in of
the public and the entire public
transport industry.
 What is Bus Rapid Transit?
BRT features:
Dedicated roadway to
achieve faster travel
times
Bus operators
compensated on a fee BRT in
per km basis with Bogota,
Columbia
incentives and penalties
linked to performance
Control center to guide BRT in
and monitor bus Curitiba,
Brazil
operations
Design of stations,
vehicles, and fare
collection/IT systems to
achieve fast boarding and
alighting
Source: Bus Rapid Transit Planning Guide (2007)
 Many Big Cities Need a Mix of Rail and BRT
Urban rail development is
essential but requires more
time and funding
BRT can be implemented
with less cost and in shorter
time
BRT can be a precursor to rail
or subway
BRT can complement rail on
the same corridor
Similar precedents for major corridor transformation

Guangzhou before
Dramatic improvements for both public transport and cars

Guangzhou after
 BRT Elevated LRT Metro
Php 400-800 M / km Php 4,000 M / km Php 8,000 M/ km
Cebu Bus Rapid Transit (BRT)
Cebu BRT The Philippines first BRT system

A 23-km corridor (15 kms of segregated busway)

30 stations; 176 buses; 330,000 passengers per day
Segregated (exclusive) busways from Bulacao to
Ayala; link to Cebus South Road Properties (SRP)
Buses in mixed traffic between Ayala and Talamban,
but with traffic signal priority for buses
Area Traffic Control for city
Project Cost: Php 10.6 Billion
Financing from WB/AFD/CTF
Detailed Engr. Design ongoing
Operational in 2018 12
Cebu BRT
Eight (8) Service Routes
 Quezon Ave. Cubao

Ortigas

Metro Manila BRT Makati

1. Quezon Avenue BGC

2. EDSA
3. C5 and Roxas
NAIA
Boulevard 15
 Metro Manila Q Ave BRT
12.3 km BRT System from
Quezon Memorial Circle to
Manila City Hall MRT 3

PHP 4.8 billion

16 stations
280 buses
PNR

LRT 1

16
Metro Manila -- Quezon Avenue BRT

Quezon Avenue corner EDSA

 EDSA BRT

Bus Rapid Transit

EDSA
Ortigas-BGC-Makati
Airport link

Accessibility
Infrastructure
48 km Greenways:
pedestrian walkways
and bikeways
 Quezon Ave.

Cubao

Ortigas

Ayala

EDSA BRT
BGC
48.6 km BRT
corridor
63 BRT stations
NAIA
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EDSA BRT
About 1,200 buses
63 BRT stations
20 routes across Metro Manila
1.65 M passenger trips daily
Guadalupe Bridge before
Guadalupe Bridge after
Ayala Station before
Ayala Station after
Ayala Avenue before
Ayala Avenue after
9th Avenue (BGC) before
 9th Avenue (BGC) after

* Concept developed in consultation with Fort Bonifacio Development Corporation

MAIN AVE. (CURRENT)
MAIN AVE. (PROPOSED)
Accessibility Infrastructure
Alignment of accessibility infrastructure
(Greenways)
Greenway being developed separately

Marikina River
Ortigas

Pasig River

Ayala

BGC

C-5
Public Transport Accessibility Today

33
Iloilo City Esplanade
Using the example of Iloilo to create pedestrian and
cycling superhighways in Metro Manila

34
 After consultation with DPWH, JICA, and World Bank, a greenway
system along the Marikina and Pasig Rivers is feasible, provides rapid
NMT mobility, and complements flood management efforts
Managing The Transition
If we dont plan for industry transition
 Industry structure

Single monopoly Mixed system Many small

(competitive operators
market with
public oversight)
 Objectives of Transition
1. More jobs and better
working conditions

2. Increased operator
profitability

3. Higher service quality

and industry
standards
 Options for Operators
1. Join a consortium and
operate buses on the
new BRT system

2. Move your existing

vehicles to a
different/new route
(could be city or
provincial operation)

3. Do both 1 and 2 and

expand your business
Include Existing Operators/Workers In BRT Operations

Examples of Minimum
Eligibility Requirements to Bid
for Service Contract
1. Number of existing public
transport operators as part
of consortium
2. Number of existing public
transport employees
offered jobs
3. Number of older vehicles
(on same route) scrapped
 Messaging to Employees
New BRT system will
1.Increase employment
2.Improve working
conditions
3.Provide benefits (health
insurance, sick leave,
holiday leave, and social
security)
4.Offer skills upgrading and
more job options
Industry transition process and timeline
Stage I Operational characteristics and profitability
3 months Analysis Employment analysis

Stage II Identification of existing problems

6 months Trust
building
Industry-led solution sessions

Stage III Capacity-building / training sessions

3 months Knowledge
building
Study visits

Stage IV Formation of Consortia

6 months Bidding
Process
Tender release / Selection / Award

Stage V
Technical start-up assistance
6 months
Implemen-
tation
Monitoring and evaluation
 2015 2016 2017- 2018-
Project Detailed 2018 2019
approvals design Construc- Systems up
Bid out civil tion of civil and
Confirm works works running
funding Procure Bus
System procure-
Initiate Manager ment
detailed Work with Tendering
engineering transport of bus
design industry on service
transition contracts
BRT--Transforming Road-Based Public Transport
Thank you!