Feasibility of a Bus Priority Lane for Galle Road Amal S. Kumarage Professor Dept. of Civil Engineering University of Moratuwa G.L. Dimantha De Silva Research Assistant University of Calgary Canada IESL Annual Sessions 21 st October 2003
What is a Bus Lane? A bus lane is a lane on a highway dedicated for the exclusive use of buses. Bus lanes have been gaining popularity elsewhere in the world. Bus priority lanes are so termed as they are intended to provide priority travel for buses vis-à-vis other traffic. This is part of the strategy which is intended to attract more passengers to buses, so that taking cars off the road would ultimately lead to better speeds for all road users.
When are Bus Lanes used? Where demand for buses is high (generally at least 45 buses per hour). Where the condition of traffic flow on the road as measured by the Level of Service under traffic flow theory is category C or worse. Where required for strategic public transport development When there are special access requirements ( such as bus terminals, etc.).
Benefits of a Bus Lane Reduction in traffic congestion, fuel use and exhaust emissions; Increased people moving efficiency of the road network; Better use of existing road infrastructure; Reduced total travel time; Increased public transport patronage.
Study Methodology Selection of Study Area Theoretical Determination Scenario I: Existing condition, where all lanes have mixed traffic Scenario II: With a bus lane for all buses Scenario III: With a a bus lane carrying slow buses only. Field Observations Analysis of Results Comparison with Theoretical Results Conclusions
Selection of Study Area Galle Road between Moratuwa Cross Junction & Kollupitiya Junction Three different geometric designs identified as Sections 1, 2 and 3. CROSS JUNCTION MALIBAN JUNC. WELLAWATTA BRIDGE KOLLUPITIYA SECTION 1 6 lane divided SECTION 2 4-5 lane undivided SECTION 3 4 lane divided With 2 parking lanes
SF = V EPCU Theoretical Considerations LOS (v/c ratio) SF = V EPCU V C Speed = SF [ 2000 N FE FHV FP FW FS] Q = U ln(49.504) ln 2.71 lnu 67.61 1.04
55 50 49.504 SPEED-FLOW RELATIONSHIP FOR GALLE ROAD SPEED (km/h) 45 40 35 30 25 20 15 10 5 0 0 18.21 0 500 1000 1500 FLOW (V e h/hr/lane)
Theoretical Speed Computation SPEED ( km/h ) LOCATION CONDITION PEAK HOUR OFF PEAK HOUR CARS BUSES CARS BUSES GOLUMADAMA CURRENT 35 35 41 41 WITH BUS LANE ( ALL BUSES) WITH BUS LANE ( 60 % BUSES) 30 42 38 46 29 44 37 47 SPEED ( km/h ) LOCATION CONDITION PEAK HOUR OFF PEAK HOUR CARS BUSES CARS BUSES MUNT LAVINIA CURRENT 24 24 32 32 WITH BUS LANE ( ALL BUSES) WITH BUS LANE ( 60 % BUSES) 18.21* 43 24 46 18.21* 45 21 47
Theoretical Computations (Contd ) SPEED ( km/h ) LOCATION CONDITION PEAK HOUR OFF PEAK HOUR CARS BUSES CARS BUSES BAMBAL ALAPITIYA CURRENT 34 34 37 37 WITH BUS LANE ( ALL BUSES) WITH BUS LANE ( 60 % BUSES) 28 42 32 44 26 44 31 45
Field Observation Project Committee University of Moratuwa RDA Traffic Police NTC WP Passenger Transport Authority
SIGN BOARDS
Field Observation Implementation DAY ONE DAY TWO NO BUS LANE SURVEY DONE Program BUS LANE IMPLEMENTED IN SECTION 1 NO SURVEY DAY THREE & DAY FOUR BUS LANE IMPLEMENTED IN SECTION 1 SURVEY DONE
Analysis of Field Observations GOLUMADAMA AVERAGE SPEED (km/h) AVERAGE FLOW (veh/h) CARS BUSES BUS LANE NOT IN OPERATION (DAY 1) 31 25 1745 BUS LANE IN OPERATION (DAY 3) 24 16 1866 BUS LANE IN OPERATION (DAY 4) 24 16 1765
Comparison of Speeds Before & After (Section 1) Speed (km/hr) Scenario Theoretical Observed Without Bus Lane Observed With Bus Lane Cars Buses Cars Buses Cars Buses Current 35 35 31 25 With Bus Lane (All Buses) 30 42 24 16 With Bus Lane (60% of Buses) 29 44 24 16
CONCLUSION CAPACITY REDUCTION FACTOR FOR SRI LANKAN ROADS (FS) GOLUMADAMA CAPACITY REDUCTION FACTOR FOR SL ROADS (Fs) NORMAL OPERATION 0.734 CAR LANE 0.715 BUS LANE 0.416
Reasons for Reduction of Capacity The Movement of Cyclists and slow moving vehicles on the Bus Lane The Movement of Pedestrians and Parking of Vehicles on the Bus Lane Insufficient Length of Bus Bays Passengers Waiting within Bus Bays Gullies and & Accumulation of Sand on Bus Lane
For a Successful Bus Lane There should be at least 3 lanes in each direction OR 5 lanes with reversible centre lane. Bus Lane should be marked to a minimum width of 3.5 metres. Bus halts and Bays should be large enough not to form bus queues and also to prevent passengers from coming to the carriageway. Bicycles should be banned or a separate cycle lane should be provided. Slow moving vehicles should be accommodated in the middle lane.
For a Successful Bus Lane No Parking should be strictly enforced. Express buses should be allowed to operate in the centre lane except when making pick ups or drop offs near selected stops. Water Gullies should be outside the Bus Lane. Road edges should be regularly cleaned of accumulated debris including sand.
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