ENVIRONMENTAL AND TRAFFIC EVALUATION OF BUS LANES Basbas S. (1) , Nikolaou K. (2) (1)

Department of Transportation & Hydraulic Engineering, Faculty of Rural & Surveying Engineering, Aristotle University of Thessaloniki, 54124 Thessaloniki, Greece (2) OMPEPT - Organization for the Master Plan and Environmental Protection of Thessaloniki, 105 Vas.Olgas Str., 54643 Thessaloniki, Greece KEYWORDS: Buslanes, Traffic, Environment, Evaluation.

ABSTRACT The aim of the paper is the evaluation of environmental and traffic impacts of bus lanes introduced in urban areas, using modeling techniques. Parameters such as traffic volumes, delays, speed, use of road network and Public Transport system data are examined, with special consideration given to the environmental impacts: vehicle pollutant emissions and fuel consumption, using the traffic simulation model SATURN. The reference area is the city of Thessaloniki.

ΠΕΡΙΒΑΛΛΟΝΤΙΚΗ ΚΑΙ ΚΥΚΛΟΦΟΡΙΑΚΗ ΑΞΙΟΛΟΓΗΣΗ ΤΩΝ ΑΠΟΚΛΕΙΣΤΙΚΩΝ ΛΩΡΙ∆ΩΝ ΛΕΩΦΟΡΕΙΩΝ Μπάσµπας Σ. (1) , Νικολάου Κ. (2) (1)

Τοµέας Συγκοινωνιακών & Υδραυλικών Έργων Τµήµα Αγρονόµων & Τοπογράφων Μηχανικών Α.Π.Θ., 54124 Θεσσαλονίκη (2) Οργανισµός Ρυθµιστικού Σχεδίου και Προστασίας Περιβάλλοντος Θεσσαλονίκης, Βασ. Όλγας 105, 54643 Θεσσαλονίκη ΛΕΞΕΙΣ ΚΛΕΙ∆ΙΑ: Αποκλειστικές λωρίδες λεωφορείων, Κυκλοφορία, Περιβάλλον, Αξιολόγηση.

ΠΕΡΙΛΗΨΗ Σκοπός της παρούσας εργασίας είναι η αξιολόγηση, µε τη χρήση τεχνικών µοντελοποίησης, των περιβαλλοντικών και κυκλοφοριακών επιπτώσεων των αποκλειστικών λωρίδων λεωφορείων που εφαρµόζονται στον αστικό χώρο. Εξετάζονται διάφοροι παράµετροι όπως ο κυκλοφοριακός φόρτος, οι καθυστερήσεις, η ταχύτητα και η χρήση του οδικού δικτύου. Έµφαση δίδεται στις περιβαλλοντικές επιπτώσεις όπως είναι οι εκποµπές ρύπων και η κατανάλωση ενέργειας, που 1 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

προκύπτουν από τη χρήση του µοντέλου προσοµοίωσης της κυκλοφορίας SATURN µε αναφορά στη Θεσσαλονίκη. 1.

INTRODUCTION

Bus lanes are used in urban areas in order to promote Public Transport. It is not the only tool for this objective but it is probably the most common one. Local authorities all over the world have successfully introduced bus lanes and the results are positive for both traffic and environmental conditions in their impact areas. The results from the pilot implementation of bus lanes in Bucharest show that the average speed of buses increased from 4 km/h to 16,7 km/h while the travel time reduced up to 56% (or 102 sec) [1]. The increase of the average speed of buses after the implementation of bus lanes was quite substantial according to the results of a research carried out by the Civil Engineering Department of the Aristotle University of Thessaloniki in year 1997 [2]. More specifically, the average speed of buses has been increased from 7,8 km/h to 11,8 km/h in Mitropoloeos bus lane and by 10%-15% in Vas. Olgas bus lane. The introduction of bus lanes also led to an overall improvement of the air quality since there was an important impact on the temporal decrease of SO2 and TSP values in the city centre [3]. According to the results of the model QRS II (Quick Response System II) for the Athens area, the increased use of the existing bus lanes system resulted to -7,3% CO, -6,7% HC, 4,4% NOx, -2,5 Pb and -5,8% CO2 [4]. The use of SATURN (Simulation and Assignment of Traffic to Urban Road Networks) in the city of Komotini, Northern Greece, shows that the environmental conditions in the road network have been significantly improved after the implementation of an extensive and exclusive bus only network together with the introduction of HOV (High Occupancy Vehicles) lanes [5]. More specifically CO2 and CO emissions have been significantly decreased as well as bus fuel consumption by 3,09%. Within the framework of this paper, the traffic and environmental impacts of two bus lanes (namely Egnatia and Mitropoleos) introduced in the central road network of Thessaloniki are evaluated through the use of SATURN. The values of the performance indicators were calculated for the city road network both “before” and “after” the implementation of the two bus lanes. In addition, results from other studies in the same area are also presented. 2.

CURRENT SITUATION OF BUS LANES IN THESSALONIKI

The Public Transport system of Thessaloniki today consists of 536 buses and 68 bus lines, all belonging to O.A.S.Th., which is the bus operator. Every day 505 buses are in operation and they serve 150.000.000 passengers per year [6]. Modern buses, environment friendly and suitably equipped for people with special needs, will replace the 80% of the bus fleet. This will be done by the year 2007. In order to promote the use of Public Transport and to improve the quality of services provided to the passengers, the city authorities decided to introduce bus lanes, mainly in the city centre which actually suffers from severe traffic and associated environmental problems. The enforcement of bus 2 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

lanes is based on the use of cameras. The geometric and functional characteristics of bus lanes in the city of Thessaloniki are presented in Table 1. One of the bus lanes examined within the framework of this paper is the bus lane of Egnatia Road (central arterial road with 3 lanes per direction in total). The commercial speed in the area is 11,512,8 km/h (inbound direction – morning peak/7-8) and 9,5-10,8 km/h (outbound direction – afternoon peak/14-15). The other bus lane is along Mitropoleos Road (one way central road with two lanes). ΤABLE 1. Geometric and functional characteristics of bus lanes in Thessaloniki

Road

Mitropoleos

Length (m)

Lanes left for the rest of the traffic

Buses during peak hour

Operation (day/time)

Servicing hours for shops (lorries & trucks)

980

1

60

Monday-Friday

08:00-10:00 & 16:00-18:00

10:00-22:00 Vas.Olgas

3.200

3

30-40

12:30-15:30

Tsimiski

1.300

3

40-50

Monday-Friday

12:30-15:30

Egnatia

1.750

2 per direction

115-185 per direction

06:30-20:30

09:30-12:30 & 16:00-17:00

Source: [7] The values of the performance indicators were calculated for the city road network both “before” and “after” the implementation of the bus lane in Mitropoleos and Egnatia. The parameters of the transport system examined include traffic volumes, speed, delays, as well as the use of the road network expressed in travel distance (pcu*kms) and in travel time (pcu*hrs), where pcu is passenger car unit. Environmental parameters examined include emissions of pollutants and fuel consumption. 3.

EVALUATION RESULTS MITROPOLEOS ROADS

OF

BUS

LANES

ALONG

EGNATIA

AND

The evaluation results of the “before” and “after” situation as produced by the SATURN model include values for the average speed, delays, travel distance, fuel consumption and travel time. Values have been calculated separately for the morning and the afternoon peak period and refer to all types of vehicles in the city centre and to buses only. Vehicle emissions are also examined with SATURN model and values for CO, CO2, NOX, and HC concerning the “before” and “after” situation during the morning and afternoon peak period are calculated for both Egnatia and Mitropoleos. 3 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

3.1

Evaluation of bus lane along Egnatia Road

Values of the indicators examined during the morning and afternoon peak period for the “before” and “after” situation are presented in Tables 2 and 3 respectively [8,9]. Vehicle emissions as mentioned above are also examined with SATURN model. The values for CO, CO2, NOX and HC concerning the “before” and “after” situation during the morning and afternoon peak period are presented in Figures 1 and 2 respectively [8,9]. TABLE 2. Values of indicators in the “before” and “after” situation for all types of vehicles and for buses only (morning peak period) in the city centre (Egnatia Rd.) “Before” situation “After” situation Difference (%) Values of indicators for all types of vehicles in the city center Average speed (km/h) 12,2 12,1 -0,82 Delays (1) (pcu*hrs) 18.504,6 18.820,8 1,71 Travel distance (pcu*kms) 288.688,7 288.395,9 -0,10 Travel time (pcu*hrs) 23595,4 23903,1 1,30 Values of indicators for buses in the city center Average speed (km/h) 9,2 9,6 4,35 Travel distance (pcu*kms) 5.092 4.183,6 -17,84 Travel time (pcu*hrs) 550,6 433,9 -21,20 Fuel consumption (lit) 1.076,3 815,6 -24,22 (1) pcu: passenger car units TABLE 3. Values of indicators in the “before” and “after” situation for all types of vehicles and for buses only (afternoon peak period) in the city centre (Egnatia Rd.) “Before” situation “After” situation Difference (%) Values of indicators for all types of vehicles in the city center Average speed (km/h) 16,9 16,8 -0,59 (1) Delays (pcu*hrs) 10.251,7 10.257,9 0,06 Travel distance (pcu*kms) 24.5014,1 24.4258,5 -0,31 Travel time (pcu*hrs) 14.559,6 14.543,8 -0,11 Values of indicators for buses in the city center Average speed (km/h) 12,1 13,5 11,57 Travel distance (pcu*kms) 5.092 4.183,6 -17,84 Travel time (pcu*hrs) 420,7 310,9 -26,10 Fuel consumption (lit) 949,2 680,4 -28,32 (1) pcu: passenger car units The results show that the benefits from the implementation of the bus lane of Egnatia Rd. are very significant for buses in the city centre as it was expected. Travel time of buses has been reduced by 21,2% during the morning peak period and by 26,1% during the afternoon peak period. Fuel 4 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

consumption has been reduced by 24,22% during the morning peak period and by 28,32% during the afternoon peak period. The average speed of buses has been increased by 4,35% during the morning peak period and by 11,57% during the afternoon peak period. When considering traffic in all types of vehicles then the average speed is reduced both in the morning and afternoon peak period (by 0,82% and 0,59% respectively). Delays of vehicles are also increased both in the morning and afternoon peak period (by 1,71% and 0,06% respectively). Regarding air pollutant emissions, the results have shown that there is a substantial decrease of CO and CO2 emissions in the near area of the bus lane examined, for both morning and afternoon peak period. NOx and HC emissions have been reduced only during the afternoon peak period.

10 Before 8

After

6 4 2 0 CO (kg *10)

CO2 (kg *100)

NOX (kg *10)

HC (kg *10)

FIGURE 1. Values of emissions from traffic in the near area of the bus lane for the “before” and “after” situation” (morning peak period – Egnatia Rd.)

12 Before

10

After

8 6 4 2 0 CO (kg *10)

CO2 (kg *100)

NOX (kg *10)

HC (kg *10)

FIGURE 2. Values of emissions from traffic in the near area of the bus lane for the “before” and “after” situation” (afternoon peak period – Egnatia Rd.) 3.2

Evaluation of bus lanes along Mitropoleos Road

The “before” situation in Mitropoleos Road refers to the conditions where the under study road has two (2) available lanes, which serve all vehicle types. The bus lane is not implemented in the 5 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

"before" situation". The "after" situation refers to the conditions where one out of two available lanes is dedicated to serve buses only. This means that there is only one lane available for the rest of traffic. It must be mentioned at this point that the "after" situation refers to the central road network where the bus lane of Tsimiski Road is also into operation. Table 4 includes the values of various indicators (average speed, delays, travel distance) in the "before" and "after" situation for the morning peak period, taking into account: a) all types of vehicles, b) buses only. Fuel consumption is also presented in this Table for the buses only situation. The respective values for the afternoon peak period are included in Table 5. TABLE 4. Values of indicators in the “before” and “after” situation for all types of vehicles and for buses only (morning peak period) in the city centre (Mitropoleos Rd.) “Before” “After” Difference situation situation (%) Values of indicators for all types of vehicles in the city centre Average speed (km/h) 12,2 12,2 0,00 Delays (1)(pcu*hrs) 18.500,6 18.504,6 0,02 Travel distance (pcu*kms) 288.443,3 288.688,7 0,09 Travel time (pcu*hrs) 23.584,1 23.595,4 0,05 Values of indicators for buses in the city centre Average speed (km/h) 9,1 9,2 1,10 Travel distance (pcu*kms) 5.100,6 5.092,0 -0,17 Travel time (pcu*hrs) 551,9 550,6 -0,24 Fuel consumption (lit) 1.079,8 1.076,3 -0,32 (1) pcu: passenger car units TABLE 5. Values of indicators in the “before” and “after” situation for all types of vehicles and for buses only (afternoon peak period) in the city centre (Mitropoleos Rd.) “Before” “After” situation situation Values of indicators for all types of vehicles in the city centre Average speed (km/h) 17,0 16,9 (1) Delays (pcu*hrs) 10.237,1 10.251,7 Travel distance (pcu*kms) 245.824,4 245.014,1 Travel time (pcu*hrs) 14.562,6 14.559,6 Values of indicators for buses in the city centre Average speed (km/h) 12,0 12,1 Travel distance (pcu*kms) 5.108,1 5.092,0 Travel time (pcu*hrs) 426,8 420,7 Fuel consumption (lit) 963,1 949,2 (1) pcu: passenger car units

Difference (%) -0,59 0,14 -0,33 -0,02 0,83 -0,32 -1,43 -1,44

6 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

Vehicle emissions (CO, CO2, NOX and HC) concerning the “before” and “after” situation during the morning and afternoon peak period are presented in Figures 3 and 4 respectively. The results from the implementation of the bus lane of Mitropoleos Rd. show that slight changes are observed concerning average speed for buses, delays, distance traveled and travel time. In contrary, regarding air pollutant emissions, the results have shown that there is a significant decrease of all pollutant emissions (CO, CO2, NOx and HC) in the near area of the bus lane examined, for both morning and afternoon peak period. 25

Before After

20 15 10 5 0 CO (kg)

CO2 (kg * 10)

NOX (kg)

HC (kg)

FIGURE 3. Values of emissions from traffic in the near area of the bus lane for the “before” and “after” situation (morning peak period – Mitropoleos Rd.) 30

Before

25

After

20 15 10 5 0 CO (kg)

CO2 (kg * 10)

NOX (kg)

HC (kg)

FIGURE 4. Values of emissions from traffic in the near area of the bus lane for the “before” and “after” situation (afternoon peak period – Mitropoleos Rd.) 4.

EVALUATION OF THESSALONIKI BUS LANES IN THE FRAMEWORK OF OTHER STUDIES

Traffic and pollutant emissions data are examined in three bus lanes, which are planned to be implemented in Thessaloniki. The first one will operate along A. Papanastasiou Str. (AP), Stratou Ave. (LS) and Agelaki Str. (AG), the second bus lane along the streets Ethnikis Antistasis Str. (EA) and Vasilissis Olgas Ave. (VO) and the third bus lane along Georgiou Papandreou Str. (GP). 7 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

Emissions have been estimated for the air pollutants: CO, NOx and HC. The data result from the study for the implementation of urban bus lanes initiated by the Organization for the Master Plan and Environmental Protection of Thessaloniki (OMPEPT). Two scenarios were examined: a) streets without bus lanes (Scenario 0 or do-nothing scenario) and b) streets with bus lanes (Scenario 1). Both traffic scenarios have been tested and evaluated with the use of SATURN [7,10]. Various street links of all the above-mentioned streets, where the three bus lanes are planned to be implemented, have been studied in a different way by examining two scenarios too in the framework of the General Transportation Study initiated by OMPEPT [11]: a) the do nothing scenario (Scenario 0) as previously and b) a scenario including the implementation of the abovementioned bus lanes. Furthermore, other projects like the construction of the metro, the use of minibuses, the construction of tram, the introduction of sea coast transportation, new road infrastructure, the construction of new parking stations etc (Scenario 1) were included in the scenarios. The traffic and emissions data also resulted from this study (1998-2001). All traffic scenarios have been tested and evaluated with the use of the EMME/2 traffic model. Emissions have been calculated for the air pollutants: CO, NOx and VOC based on the use of the COPERT II methodology, which was developed within the framework of the EU program CORINAIR. CO, NOx and VOC emissions before (Scenario 0) and after (Scenario 1) the implementation of the above mentioned future plans (including bus lanes) at city street links of Thessaloniki are presented in Figures 5, 6 and 7 respectively. The street links AP1-AP2 (A. Papanastasiou Str.), LS1-LS2-LS3 (Stratou Ave.) and AG1 (Agelaki Str.) correspond to the streets of the first planned bus lane. The street links EA1-EA2 (Ethnikis Antistasis Str.) and VO1-VO2-VO3-VO4-VO5-VO6 (Vasilissis Olgas Ave.) correspond to the streets of the second planned bus lane. The street links GP1-GP2 (Georgiou Papandreou Str.) correspond to the street of the third planned bus lane.

25000

Scenario 0 Scenario 1

20000 15000 10000 5000 0 AP 1 AP 2 LS 1 LS 2 LS 3 AG 1 EA 1 EA 2 VO 1 VO 2 VO 3 VO 4 VO 5 VO 6 G P1 G P2

CO emissions (gr/km/hr)

30000

FIGURE 5. CO emissions before (Scenario 0) and after (Scenario 1) the implementation of various future plans (including bus lanes) at city street links of Thessaloniki

8 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

Scenario 0 Scenario 1

AP 1 AP 2 LS 1 LS 2 LS 3 AG 1 EA 1 EA 2 VO 1 VO 2 VO 3 VO 4 VO 5 VO 6 G P1 G P2

NOx emissions (gr/km/hr)

4000 3500 3000 2500 2000 1500 1000 500 0

VOC emissions (gr/km/hr)

FIGURE 6. NOx emissions before (Scenario 0) and after (Scenario 1) the implementation of various future plans (including bus lanes) at city street links of Thessaloniki 7000 6000 5000

Scenario 0 Scenario 1

4000 3000 2000 1000

AP 1 AP 2 LS 1 LS 2 LS 3 AG 1 EA 1 EA 2 VO 1 VO 2 VO 3 VO 4 VO 5 VO 6 G P1 G P2

0

FIGURE 7. VOC emissions before (Scenario 0) and after (Scenario 1) the implementation of various future plans (including bus lanes) at city street links of Thessaloniki After the implementation of the future plans, the average reduction of CO emissions (Figure 5) is 53%, the minimum observed reduction is 7% (street link VO5) and the maximum is 75% (street link LS3). The average reduction of NOx emissions (Figure 6) is 69%, the minimum observed reduction is 15% (street link VO5) and the maximum is 85% (street link LS3). The average reduction of VOC emissions (Figure 7) is 39%, the minimum observed reduction is 8% (street link AP2) and the maximum is 62% (street link LS3). 5.

CONCLUSIONS

The benefits from the implementation of the bus lane of Egantia Rd. are very significant for buses in the city centre as it was expected. Travel time of buses has been reduced by 21,2% during the morning peak period and by 26,1% during the afternoon peak period. Fuel consumption has been reduced by 24,22% during the morning peak period and by 28,32% during the afternoon peak period. The average speed of buses has been increased by 4,35% during the morning peak period and by 11,57% during the afternoon peak period. When considering traffic in all types of vehicles then the average speed is reduced both in the morning and afternoon peak period (by 0,82% and 9 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

0,59% respectively). Delays of vehicles are also increased both in the morning and afternoon peak period (by 1,71% and 0,06% respectively). Results have shown that there is a substantial decrease of CO and CO2 emissions in the near area of the bus lane examined, for both morning and afternoon peak period. NOx and HC emissions have been reduced only during the afternoon peak period. Results from the implementation of the bus lane of Mitropoleos Rd. show that slight changes are observed concerning average speed for buses, delays, distance traveled and travel time. In contrary, regarding air pollutant emissions, the results have shown that there is a significant decrease of all pollutant emissions (CO, CO2, NOx and HC) in the near area of the bus lane examined, for both morning and afternoon peak period. The results from the examination of future bus lanes showed that their implementation in Thessaloniki urban area is expected to produce an average reduction of 11% in CO emissions, 5% in NOx emissions and 9% in HC emissions in the streets, where the bus lanes will be initiated. The CO emissions reduction after the implementation of bus lanes constitutes in average the 21% of the total reduction of CO emissions expected after the implementation of various future plans in Thessaloniki. Similarly, NOx and VOC - HC emissions reduction due to bus lanes constitutes in average the 7% and 23% respectively, of the reduction expected by all the future plans.

10 HELECO ’05, ΤΕΕ, Αθήνα, 3-6 Φεβρουαρίου 2005

REFERENCES 1.

Promotion Of Results in Transport Research And Learning (PORTAL), Learning material: “Urban traffic management and restraint”, www.eu-portal.net, 5th RTD Framework Programme. 2. Transport & Organisation Section, Civil Engineering Department, Aristotle University of Thessaloniki (1997) “Evaluation and investigation of potential for the extension of bus lanes system in Thessaloniki”, Final Report, Thessaloniki, Greece. 3. Basbas S., K. Nikolaou and G. Toskas (2001) "Environmental impacts of bus traffic in the Thessaloniki Metropolitan Area" Journal of Environmental Protection and Ecology, Vol.2, No.3, pp.567-574. 4. Emmanoulopoulos G. and O. Varveri (1998) "Prototype development for the evaluation of bus lane network", Proc. Conf. Urban Transport in Athens Metropolitan Area, Athens, Greece, 1998. 5. Taxiltaris C., S. Basbas, K. Nikolaou and I. Tzevelekis (2003) "Τhe impact of transport demand management measures on urban environment and energy", Proc. Int. Conf. Sustainable Energy, Planning & Technology in Relationship to the Environment, (eds. C. A. Brebbia and I. Sakellaris), Chalkidiki, Greece, 2003. 6. Public Transport Operator of Thessaloniki, www.oasth.gr 7. Grigoriadou M., T. Natsinas T. and P. Papaioannou (2002) “Feasibility & implementation study for bus lanes (with flow & contra flow) along major road axes in Thessaloniki Metropolitan Area”, Organisation for the Master Plan and Environmental Protection of Thessaloniki, Thessaloniki, Greece. 8. Nakopoulos H. and S. Topsis (2003) “Investigation of level of service for urban bus lines with the use of SATURN”, Diploma thesis, Department of Transportation and Hydraulic Engineering, Faculty of Rural and Surveying Engineering, Aristotle University of Thessaloniki. 9. Basbas S. (2004) "Evaluation of bus lanes in central urban areas through the use of modeling techniques", Proc. Int. Conf. Urban Transport and the Environment in the 21st Century – Urban Transport X, (eds. C. A. Brebbia and L. C. Wadhwa), Dresden, Germany, 2004. 10. Nikolaou K., G. Toskas, T. Natsinas, M. Grigoriadou and S. Basbas (2004) "Bus lanes and vehicle emission reduction in urban areas", Proc. Int. Conf. Protection and Restoration of the Environment VII, (eds. C. Moutzouris, C. Christodoulatos, D. Dermatas, A. D. Koutsospyros, C. Skanavis and A. Stamou), Mykonos, Greece, 2004. 11. Denco, Trademco, I.Aggelidis, TRUTh, Infodim, WS-ATKINS, SDG (1999) “General Transportation and Traffic Study for the Thessaloniki Metropolitan Area”, OMPEPT, Thessaloniki, Greece

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