Ex-Ante Evaluation of Exclusive Bus Lanes Implementation

This article presents a comprehensive approach for the ex-ante evaluation and the identification of relevant impacts related to the implementation of Exclusive Bus Lanes (EBL). It proposes indicators to measure the impacts related to key stakeholders: public transport operators, taxis, private vehicle drivers and passengers, as well as society regarding energy and the environment. Impact values are estimated from the application of relevant transportation planning models. The ex-ante evaluation method is based on cost-benefit analysis (CBA) and is designed to assist any decision regarding implementation of EBL by determining whether it is beneficial. To demonstrate the capability of the approach, a numerical application is provided for an area in Athens where EBLs were introduced to accommodate traffic for the Athens 2004 Olympic Games. Introduction As part of transportation management planning, most cities have introduced exclusive lanes, initially for all high occupancy vehicles (HOVs) and later for buses, to facilitate traveling with public transport and to maximize the person-carrying capacity of the roadway by changing the usage of a specific traffic lane. Thus, exclusive lanes provide priority treatment for buses, resulting in reduced travel time and improved time reliability. Journal of Public Transportation, 2006 BRT Special Edition 202 Several studies specifically examined bus priority measures, including the introduction of exclusive bus lanes (EBL), since the 1960s (Hounsel et al. 1988; King 1983; Tee 1994; Denco 1995; Pitsiava-Latinopoulou et al. 1988; Frantzeskakis et al. 1997; Tsamboulas et al. 1999; Astrop et al. 1995). However, in most cases, a comprehensive method for the ex-ante evaluation of EBL implementation is not applied. Even when an evaluation is done, it is not applied separately, but in conjunction with other measures for mass public transport, usually as part of transportation management schemes (Horowitz et al. 1994; Mandl 1980; DETR 1997; Jacques et al. 1997; Environmental Protection Agency 2005). This article presents a comprehensive approach that incorporates the analysis of impacts and the socioeconomic ex-ante evaluation regarding EBL implementation. The approach is based on the outputs of transportation model applications; for example, estimation of passenger and vehicle volumes on traffic assignment and mode choice models, costs elements related to EBL implementation and technical design studies; and benefits to tripmakers on travel times and operating costs. The implementation costs, in most cases, are negligible compared with the impacts related to vehicles and passengers/drivers. The ex-ante evaluation is based on the widely applied and well-documented cost benefit analysis (CBA; Tsamboulas et al. 1999). Methodology Basic Principles The methodology comprises two stages: (1) identification of the impacts and their measurements and (2) the evaluation methodology based on the difference of total resource (economic) costs between the current conditions and the situation when EBL is implemented. If such difference is positive, then benefits are generated. Additional benefits are associated with operational elements (e.g., travel time, environment). The evaluation uses the well-established CBA method. Traffic-related inputs derived from the application of transport models are employed. The innovative element of the methodology lies in the identification and measurement of impacts associated with the main stakeholders: (1) for public transport operators, the impacts relate to vehicle operating costs and driver working hours; (2) for drivers of taxis and other public-purpose vehicles (trucks, vans etc.), the impacts focus on whether acceptable working conditions are maintained; (3) for Ex-Ante Evaluation of Exclusive Bus Lanes Implementation 203 transport companies operating taxis, vans, trucks, etc., the impacts concern possible decreases in vehicle fleet costs; (4) for tripmakers (drivers or passengers), the impacts are about trip costs and travel time, and (5) for the general public, the impacts relate to energy consumption and the environment. At the first stage, the measurement of impact values is based on the outputs of transportation simulation models (either generic or commercially available models, such as NETSIM, TRANSYT, CUBE, VISUM, EMME II). These models produce outputs that could be used for impact measurement if the appropriate variables are introduced in the models’ configurations. The next critical step is to define the area where the models have to be applied. Itinerary routes and vehicles currently using the roadway segment where the EBL will be implemented are included in this step. This area could be extended to include any alternative route followed by private vehicles and transport modes when EBL is introduced. In brief, it is the area that comprises all possible alternative routes for all passenger O-D pairs currently using the roadway segment under consideration. At the second stage, the ex-ante evaluation is applied. Decisions on two issues are required before the application: (1) choice of the criterion for CBA (i.e., selection of the Net Present Value [NPV] or B/C ratio or the Internal Rate of Return [IRR]); and (2) the time period for evaluation (usually three to five years since EBL is a low-cost transportation management measure, and as such changes could occur within this time horizon). The developed ex-ante evaluation compares the alternative (implementation of EBL) with the current situation (do nothing). Transportation simulation models are applied for both cases, and the corresponding values for the impacts are produced. The overall structure and components of the approach are presented in Figure 1. Tripmakers’ Related Impacts Two broad categories of tripmakers are identified: (1) those who after implementation of EBL continue to use the same transport modes as before and (2) those who decide to change transport modes (usually taking buses that move along the EBL). All tripmakers’ related impacts are calculated with the application of the relevant transport models for existing conditions (before application of EBL) and after application of EBL. The latter necessitates changes in the transport network employed by the models since the EBL should be considered as a change in one or more links of the transport network. Journal of Public Transportation, 2006 BRT Special Edition 204 Figure 1. Methodology’s Structure and Components Ex-Ante Evaluation of Exclusive Bus Lanes Implementation 205 Implementation and Operation Costs Costs related to implementation and operation of the EBL are identified below. Construction (Ck). EBL construction costs are associated with design studies, works for implementation (i.e., roadway signaling, vertical signs, traffic lights at intersections, pavements), other necessary interventions (i.e., road widening, pavement reconfigurations, bus stops changes); and possible modifications of infrastructure (i.e., catenaries for trolley buses). Police Surveillance (Ca). Police surveillance is related to observation for incident detection or violations by private vehicle or taxi drivers of EBL use. A minimum number of fines are imposed by the police to cover surveillance costs. Once the costs are covered, additional revenue could be used by the municipality or the public transport operator to finance EBL maintenance and improvements in public transport services. Maintenance (Cμ). Maintenance includes any expenses related to the upkeep and efficient operation of EBL. Tripmakers’ Travel Time Cost Impacts Travel Time Changes. Travel time changes concern tripmakers regardless of transport mode (passengers for buses and taxis, drivers or passengers for private vehicles) who currently use the roadway section where EBL will be implemented. Changes are based on travel time differences “before” and “after” conditions that exist for vehicles moving along the section of the road on which EBL is implemented. Consequently, the change in travel time costs (€/hr) is