1、A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinImplemented bySupported bybased on a decision of the German BundestagImprintAs a federally owned enterprise,GIZ supports the German Government inachieving its objectives in the field of internationa

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3、8527 5591E transition-chinagiz.dehttps:/transition-china.org/mobility ProjectSino-German Cooperation on Low Carbon Transport(CLCT)CLCT is part of the International Climate Initiative(IKI).IKI is workingunder the leadership of the Federal Ministry for Economic Affairs andClimate Action,in close coope

4、ration with its founder,the Federal Ministry ofEnvironment and the Federal Foreign Office.ResponsibleSebastian Ibold(GIZ)E transition-chinagiz.dehttps:/transition-china.org/mobility AuthorsChina Sustainable Transport Center Dr Jiangyan Wang,Yunxia XIE,Suping CHEN,Jieying YIN,Siyuan JIANG Tianjin Mun

5、icipal Engineering Design&Research Institute Yin JIANG,Rui ANEditorsSebastian Ibold(GIZ),Chenzi YIYANG(GIZ),Gregor Bauer(GIZ),Vincent Fremery(GIZ),Rohan Modi(GIZ)LayoutBeijing team orca culture and Art Co.,LtdXin HU(GIZ),Xuyang SONG(GIZ)Photo creditsUnsplash/Lin-zhang-82bL12v8kfY(P8)Unsplash/Ant-roz

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8、 always lies with their respective publishers.GIZ expressly dissociates itself from such content.Beijing,20222A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinGlossaryBattery electric bus(BEB)A bus that is powered by an on-board battery and an ele

9、ctric motor.BunchingAppears when multiple buses of the same line enter a station at the same time and cause an overflow.1Bus bayA bus bay is a designated spot along a road where buses can leave the traffic flow to board or drop off passengers.Bus corridorBus corridors are areas with a high concentra

10、tion of bus travel,as well as commercial activity and other urban functions.They are characterized by large passenger flows,the establishment of delineated bus lanes,and ultimately,higher transport speed and efficiency.Bus laneA lane in which only buses are allowed to pass during designated hours.1

11、Bus passenger flowThe boarding number of passengers for one vehicle or bus line within a certain period.Carbon emission factorThe coefficient of carbon emissions in an energy-consuming process.Carrying coefficientAverage number of passengers per vehicle.CoverageThe length of the public bus and tram

12、line network as a proportion of the length of urban roads within a certain area of the city.3Delay timeThe waste of travel time caused by traffic interference and control facilities.Departure intervalThe interval between two adjacent buses of the same line leaving a platform.1Driving timeTime that a

13、 bus spends driving on the road,excluding time spent waiting at intersections or at stations.Exhaust emissionsThe gaseous waste products produced during material conversion processes.Flat fareA ticket fare that is the same regardless of the distance travelled in a single journey.4Green waveOccurs wh

14、en traffic lights are coordinated to provide vehicles green lights through multiple intersections.HubUrban passenger transport hubs are places where passengers arrive and transfer,and where transport modes and lines are changed.A public transport hub mostly refers to a comprehensive municipal facili

15、ty with a collection of multiple bus lines and different modes of transport,with the necessary service functions and control equipment.5In-line roadside platformBus stops that are arranged along the sidewalk and non-motorised lanes without a bus bay.6Load rateThe ratio of passenger volume to rated f

16、ull passenger capacity.1Marking rateThe ratio of the delineated length of a bus line to the total length of the bus line.M a x i m u m r e d-l i g h t monitoring mechanismDuring the implementation of a bus priority system,this mechanism monitors the maximum red-light time and cycle length of other p

17、hases in order to minimise the negative impact on other traffic flows.23A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinModal shareThe ratio between the number of passenger trips of a certain mode of transportation and the total number of passeng

18、er trips.New energy busA bus powered by an energy source other than traditional petroleum fuels(petrol or diesel fuel).New energy vehiclesA vehicle powered by an energy source other than traditional petroleum fuels(petrol or diesel fuel).Non-motorised transportUmbrella term for all forms of human po

19、wered transportation(e.g.,walking,cycling,skating,etc.).On-demand busesA one-stop direct shuttle from the community to the company and from the company to the community,also known as a business shuttle.Operating mileageThe total mileage travelled by a vehicle,including distances with and without pas

20、senger transport.1Passenger volume per kmYearly vehicle passenger volume/yearly vehicle operating mileage.Peak hoursThe hours of the day with the most traffic.1Signal phaseAt intersections with traffic lights,one signal phase is one state of a pre-set signal scheme at an intersection,displaying diff

21、erent signals to give right of way to vehicles or pedestrians in different directions.It is not a single indication,but the relationship between several signals.(e.g.one signal phase would be a time window where traffic participants of one direction receive a green light,while others have to wait).P

22、lug-in hybrid busA bus whose battery can be charged both via an on-board combustion engine or a power plug.Right of wayThe right to move onto or across a road before other vehicles or pedestrians.Repetition rateThe ratio of the total length of bus lines to the length of the line network in a certain

23、 area of the city.3Shuttle busAn operating vehicle that runs in a designated section of a bus line.Standby rateThe ratio of buses kept in reserve to the total number of buses in a bus fleet.Travel timeThe total time a vehicle takes to travel a part of a road,including driving time,traffic light wait

24、ing time,and delay time.Vehicle use intensityThe mileage a vehicle drives within a certain time unit(e.g.,the average vehicle use intensity of private cars in Tianjin is 32 km per day).Well-to-wheel emissions A well-to-wheel analysis is the evaluation of the environmental impact of a particular ener

25、gy source from its extraction to its conversion into kinetic energy.4A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin1Introduction 61.1The City of Tianjin 71.2Origin of the Study 91.3Objective and Structure of the Study 102Evaluation of the Bus N

26、etwork Optimisation Plan of Tianjin 112.1Background 122.2Research Objective and Structure 122.2Evaluation of the TMEDI Plan 122.1.1Introduction to the TMEDI Plan 122.1.2Evaluation and Suggestions for the TMEDI Plan 132.2Conclusion 193Optimisation of Bus Operation Capacity Allocation 203.1Background

27、213.2Research Objective and Structure 213.3Status Quo of Bus Operation Capacity Allocation 223.3.1Issues of the Bus Network Structure 223.3.2Issues of the Operating Model 273.4Suggestions on Capacity Allocation 293.4.1Optimize the Bus Network Structure 293.4.2Establish Diversified Bus Operation Meth

28、ods 313.4.3Optimize Peak and Off-Peak Schedules and Vehicle Configurations 333.4.4Optimize the Subsidy Model of Bus Operation 353.4.5Establish an Intelligent Bus Dispatching System 353.4.6Optimize the Fare System 353.5Specific Issues and Suggestions for Fleet Electrification 363.5.1Development Statu

29、s of Electric Buses in Tianjin 363.5.2Challenges Brought by Electric Buses to Bus Network Optimization 373.5.3Suggestions 374Bus Corridor Analysis 394.1Research Objective and Structure 404.2Evaluation of Bus Corridors in Tianjin 404.2.1Overview 404.2.2Speed 404.2.3Continuity of Bus Lanes 444.2.4Dela

30、y Times 474.2.5Platform Design 504.2.6Summary of Issues 51Content5A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin4.3Bus Corridor Optimization Strategy 514.3.1Coordinated Development of Bus and Subway Transit Services 514.3.2Reduction of Unnecess

31、ary Bus Corridors 524.4Optimization of a Bus Corridor Case Study 554.4.1Case Study Selection 554.4.2Suggestions for the Placement of Bus Lanes 554.4.3Suggestions for Improving the Continuity of Bus Lane Markings 554.4.4Suggestions to Strengthen the Signal Optimization of Key Corridors 574.4.5Suggest

32、ions for the Optimization of Bus Stops 584.5Conclusion 605Carbon Emission Estimation of the Middle Ring Corridor 615.1Background 625.2Significance of Carbon Emission Reduction 625.2.1New Technologies Promote Industrial Emission Reduction 625.2.2Transformation of the Mobility System 645.3Calculation

33、Method of Carbon Emission Reduction 645.4Carbon Emission Calculation 646Conclusion 666.1Summary of the Report 676.2Outlook 67Appendix 68Ways to Set Up Bus Lanes at Intersections 69Advantages and Disadvantages of Different Approaching Lanes 72References 751Introduction7A Study on the Optimization of

34、the Bus Network and Exclusive Bus Lane Planning for the City of TianjinTianjin(天津)is a municipality and a coastal metropolis located on the shore of the Bohai Sea in Northern China.Being only 120 kilometres southeast of Beijing,it is part of the Jing-Jin-Ji(Beijing-Tianjin-Hebei)Urban Agglomeration(

35、See Figure 1-1).As one of the four municipalities1 under the direct administration of the Central Government of China,Tianjin is at the highest administrative level of Chinese cities.With a total administrative land surface of 11,916.88 m2,2 it is home to 13,860,000 habitants.3 Figure 1-1:Location o

36、f Tianjin in ChinaThe city consists of four areas covering 15 districts,divided as follows(See Figure 1-2):The Central Urban Area includes six districts:Heping District(和 平 区),Hexi District(河 西 区),Nankai District(南开区),Hebei District(河北区),Hongqiao District(红桥区),and Hedong District(河东区)The Surrounding

37、 Area includes four districts:Dongli District(东丽区),Jinnan District(津南区),Xiqing District(西青区),and Beichen District(北辰区)The Suburban Area includes four districts:Ninghe District(宁 河 区)，Jinghai District(静 海 区)，Baodi District(宝坻区)，and Wuqing District(武清区),Jizhou District(蓟州区)Binhai New Area(滨海新区)is comp

38、rised of one District,which is a National Level Special Economic Zone.The City of Tianjin1.11 The four municipalities under the direct administration of the Central Government are Beijing,Tianjin,Shanghai,and Chongqing.2 Official Introduction of Tianjin http:/ The 7th National Census Communiqu of Ch

39、ina(3rd Report)Chapter on Provincial Population http:/ 8A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 1-2:Administrative Divisions of TianjinIn 2020,the Gross Domestic Product(GDP)of Tianjin was CNY 1.4 trillion,4 ranking 2nd among citi

40、es in Northern China.Its main industries include petrochemical industries,textiles,car manufacturing,mechanical industries,and metalworking.The Tianjin Port,located in the Binhai New Area,is the largest port in Northern China and the main maritime gateway to Beijing.Even before China announced its g

41、oal to achieve carbon neutrality by 2060 and carbon emissions peaking before 2030,5 Tianjin had already been one of the forerunners of emission reduction in the urban transport sector.The city has been playing a key role in the implementation of the 2013“Air Pollution Control of the Jing-Jin-Ji Area

42、”6 program and the 2018“Blue Sky Protection Campaign”7 by Chinas State Council.Both programmes include comprehensive air pollution control measures with quantified targets on PM 2.5 levels as well as emission reduction ratios for the transport sector.According to the“2018-2020 Announcement on the Ne

43、w Energy Bus Action Plan”8 of Tianjins Transport,Industrial Development,and Development&Reform Authorities,the city retired all traditional diesel buses and replaced them with New Energy Buses by the end of 2020.4 The 2020 Tianjin Statistic Report http:/ 5 The 2030 and 2060 climate goals were announ

44、ced by Chinese President Xi Jinping at the end of 2020 and submitted as updated Nationally Determined Contributions(NDCs)to the United Nations Framework Convention on Climate Change(UNFCCC)secretariate on 28 October 2021.6 http:/ 7 http:/ All Buses in Tianjin Will be Replaced with New Energy Buses b

45、y the end of 2020 http:/ Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinFunded by the International Climate Initiative(IKI),the Sino-German Cooperation on Low Carbon Transport(CLCT)project is implemented by the Deutsche Gesellschaft fr Internation

46、ale Zusammenarbeit(GIZ)GmbH,in partnership with the Ministry of Transport of the Peoples Republic of China(MoT).The project aims to strengthen cooperation between Germany and China in the field of climate protection in the transport sector and to provide Chinese policy makers and relevant government

47、al authorities on national,provincial,and local levels with effective and efficient implementation strategies to further develop a low carbon transport sector in China.Within the scope of urban passenger transport,the CLCT project conducted two research studies on the topic of new energy buses.First

48、ly,the New Energy Buses in China Overview on Policies and Impact project,in collaboration with the China Automotive Technology and Research Center(CATARC)outlines the development course and policy landscape of Chinas new energy bus industry.Secondly,the Research on Technical System of the Life Cycle

49、 of Battery Electric Buses project,in collaboration with the China Academy of Transportation Sciences(CATS)focuses on the technical system that covers all aspects of Battery Electric Buses(BEB)from their procurement,operation,and maintenance to the development of supporting infrastructure,as well as

50、 battery decommissioning and vehicle scrapping initiatives.Bus electrification is a systematic programme encompassing not only the procurement of buses,but Figure 1-3:Cooperation structureCLCTPartnershipTMEDIContracting&SupervisionCSTCGuidanceDraftingDraftingThe StudyFeed into14th FYP of TianjinOrig

51、in of the Study1.2also the adjustment and optimisation of related bus networks,their operation capacity allocation,as well as the design,construction,and operation of needed charging infrastructure.Covering,amongst other initiatives,all of these aspects relevant to bus electrification,Tianjins 14th

52、Five-Year-Plan(FYP)for the 2021 2025 period will set the objectives,road map,and indicators that will guide the development of Tianjins fully electrified urban bus system,in coordination with other modes of transport.Commissioned by the municipal government,the Tianjin Municipal Engineering Design&R

53、esearch Institute(TMEDI)conducted research on the transport sector plan of Tianjins 14th FYP,the Bus Network Optimisation Plan,and also looked at sub-studies on bus operation and bus corridor management.While the CLCT project strives to provide targeted recommendations to support Chinese cities to d

54、evelop a low carbon transport sector,the 14th FYP preparation for Tianjin presented a perfect window of opportunity for the fostering of international technical cooperation on bus network optimisation and operation improvements.These issues are unique to Tianjin,as the city just fully electrified it

55、s bus fleet at the end of 2020,which puts it ahead of most cities worldwide.The challenges and lessons learned from Tianjin will be valuable not only for other cities in China,but also those globally that aspire to develop electric bus systems.Following the collaboration between TMEDI and the CLCT p

56、roject,the China Sustainable Transportation Center(CSTC)was selected through open tendering to conduct the research presented here,and draft this report(Figure 1-3).10A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinObjective and Structure of the

57、Study1.3The objective of this study is to assist the transport authorities of Tianjin to comprehensively improve the service level of Tianjins bus system through bus network and bus lane planning,and thus improve the efficiency and climate friendliness of the citys public transit network.The study a

58、ssesses identified problems related to Tianjins bus network and operation,and then proposes macro development strategies as well as detailed optimization suggestions to tackle these,for the 2021-2025 period.To support TMEDIs research for the preparation of Tianjins 14th FYP in the most effective man

59、ner,the CSTC team worked as a parallel team with TMEDI,providing evaluations relating to TMEDIs research tasks and conducting independent analysis on other topics as requested by TMEDI.The content of this study is divided in this report as follows:Part 1.Evaluation of the TMEDI Bus Network Optimizat

60、ion Plan.The CSTC research team acted as an external reviewer of the Bus Network Optimization Plan drafted by TMEDI and provided an overall assessment of the plan,as well as and related suggestions for its improvement.Part 2.Optimization of Bus Operation Capacity Allocation.Research provided an anal

61、ysis not only of the operational issues of the bus network itself,but also of other relevant operational issues,such as the input capacity for peak and off-peak hours,bus scheduling,fare setting,subsidies,and further related considerations.Part 3.Bus Corridor Analysis.The study provides an analysis

62、of the exclusive bus corridors of Tianjin,evaluating their efficiency from the aspects of overall operation,bus speed,bus lane continuity,delay times,platform design,and other related issues.To provide targeted suggestions,a specific bus corridor was selected as a case study for detailed analysis.Re

63、commendations on related operational aspects of the case corridor were provided to support its optimization.Part 4:Emission Reduction Potential Estimation.The study concludes with the presentation of findings from a carbon emission reduction estimation,which was conducted for selected case bus corri

64、dors.The estimation reflects the vast potential in the reduction of carbon emissions,if Tianjin could continue to improve its public transit system and reduce the transport modal share of cars.2Evaluation of the Bus Network Optimisation Plan of Tianjin12A Study on the Optimization of the Bus Network

65、 and Exclusive Bus Lane Planning for the City of TianjinBy the end of 2020,Tianjin had 566 bus lines in operation,with a total length of 13,671.5 km9 of bus routes.The city had a total of 7,353 operational buses with 4,081 reserved diesel buses available for emergency use10.As one of the pioneer Chi

66、nese cities for bus fleet electrification,Tianjins bus fleet includes 5,017 battery electric buses(BEBs)and 1,618 Plug-in hybrid buses in its central urban area(see Table 2-1).Tianjins urban transit system has seen a key development of a rapid expansion of its urban rail transit system.Currently,Tia

67、njin has six operating subway lines,with a total mileage of 232 km.Tianjins target is to achieve 500 km of urban rail transit by the year 2025.However,the network overlap between the citys urban rail transit and bus networks has led to competition between the two systems,and a decrease of passenger

68、volume for buses.Along with the new challenges brought by the bus fleets electrification,the city is also facing a systematic and holistic adjustment of its overall bus network which has been unchanged for over a decade.Commissioned by the municipal government of Tianjin,TMEDI and Tianjin Bus11 have

69、 developed a Bus Network Optimization Plan(TMEDI Plan).The TMEDI Plan serves as a sub-study for Tianjins 14th FYP and will guide the citys bus network development with both strategic guidance and detailed suggestions for implementation.The final version of the TMEDI Plan was finished in May,2021.The

70、 research objective of this study are divided into two specific assignments:1.Evaluation of the TMEDI Plan and identification of key aspects to improve,and;2.Concrete suggestions for improving the TMEDI Plan.In accordance with the research objective,the study evaluates three aspects of the TMEDI Pla

71、n:1.The status quo analysis;2.The optimization goals,and;3.The bus network structure.In addition,the study provides suggestions for improvement stemming from relevant literature and best practice cases.A special focus is also placed on suggestions relating to the electrification of Tianjins bus flee

72、t.The study will conclude with a summary of findings.Table 2-1:Bus composition in TianjinCentral urban areaWhole cityTotal number of e-buses6,6357,353Battery electric buses5,0177,353Plug-in hybrid buses1,618Standby diesel buses2,7524,081(Source:TMEDI)Background2.1Evaluation of the TMEDI Plan2.3Resea

73、rch Objective and Structure2.2This chapter first briefly introduces the contents of the TMEDI Plan.Based on this outline,three aspects of the plan are subsequently evaluated,and suggestions for further improvement are provided.2.3.1 Introduction to the TMEDI PlanThe TMEDI Plan is compromised of four

74、 parts:1.A status quo analysis;2.A general optimization concept;3.Concrete design solutions,and;4.An impact prediction.Each of these parts will be introduced in this section.Five aspects relating to the status quo of Tianjins current bus network are examined by this evaluation:1.The service level of

75、 the bus network;2.Bus passenger flows;3.The relationship of the bus network with subway transit;4.The allocation of station resources,and;5.The main features of bus lanes.In summary,the studys analysis 9 Source:TMEDI10 The number of buses were calculated in early 2021.11 Tianjin Bus 天津公交集团()is a pu

76、blic enterprise for the bus operation of Tianjin13A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjinof the TMEDI Plans status quo offers multiple findings.Regarding its service level,in the central urban area of Tianjin,the bus network has a relati

77、vely high coverage rate.At the same time,these routes are overlapping and often involve detours.In suburban areas,bus network coverage has been found to be insufficient.While 100%of central urban areas are served by a 500-meter bus station coverage rate,only 70%of suburban areas have the same servic

78、e.In relation to bus passenger flows,53%of current passengers take buses for commuting purpose,while a much smaller proportion of 23%of current passengers take buses for private trips,such as for shopping or other personal needs.In terms of the relationship of the bus network with subway transit,the

79、re is a general lack of coordination between the two systems,and a low transfer ratio.In regards to infrastructure,bus stations were found to lack supporting services for electric buses,especially charging facilities.Furthermore,an overall suggestion that arose was that the quality and efficiency of

80、 existing bus corridors could be enhanced.The TMEDI Plan therefore proposes an optimization concept,based on balancing the relationship between the networks structure and function,costs and services,supply and demand,and the needs and infrastructure of both bus and subway lines.Concrete solutions de

81、signed in the Plan propose five major actions:1.A reduction of overlap in existing services;2.An optimization of overall bus service by reducing bus routes in densely distributed areas,and increasing them in areas requiring more services;3.The splitting of long bus lines into several shorter lines;4

82、.The straightening of existing routes and setting up of traffic hubs in areas where bus lines have been found to be densely distributed and overlapping,and;5.Establishing short,medium,and long-term plans relating to the adjustment of the overall bus network of the city.For example,in the short term,

83、51 routes will be accordingly adjusted(of which 9 have already been changed),in the medium term(by the end of 2023),69 additional routes will be adjusted,and in the long term(by the end of 2025),an additional 42 will be adjusted.Overall,the TMEDI Plan is expected to enable a reduction of the average

84、 bus line length by 1.74 km(shortening it to 22.4 km),cut down the overlapping rate of bus routes and stations,scale down the overall number of buses,and strengthen the connection of bus routes with subway stations.2.3.2 Evaluation and Suggestions for the TMEDI Plana)Status Quo AnalysisThe status qu

85、o analysis of the TMEDI Plan has comprehensively surveyed the service levels of bus networks,bus passenger flows,the bus networks relationship with the subway transit network,and the allocation of station resources,amongst other considerations.One of the main issues found by this analysis was the ne

86、gative impact of the overlapping of bus and subway network coverage.The research produced statistics on the number of overlapping lines and stations(see Table 2-2)but the issue is more clearly understood when the overlaps are presented in a spatial visualization,such as that presented in Figure 2-1.

87、As is shown in Figure 2-1,Tianjins Metro Line 1 has the largest overlap with coverage provided by bus lines,with its coverage being partially replicated by a total of 16 bus lines in the Liuyuan and Dagu corridors and over 25 lines in the Nanjing corridor.According to the National Report on Urban Pa

88、ssenger Transport Development by the MoT,the annual subway passenger flow in Tianjin in 2019 was 525 million 11,which was lower than the national average of 612 million(see Figure 2-2).One reason for Tianjins lower flow of metro passengers was determined to be the high overlap in coverage between bu

89、s and subway networks.14A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Table 2-2:Overlapping bus and subway transit coverage in TianjinQuantityBus lines with subway overlap383Bus stations with subway overlap1,606Average number of parallel stati

90、ons per line4Lines with over 10 Parallel stations21Lines with 6-10 Parallel stations97Lines with 1-5 Parallel stations265 Figure 2-1:Distribution and overlapping of Tianjins subway and bus networks15A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianji

91、nb)Development TargetsIn order to determine the role that bus transit might play in fulfilling the citys transport development targets as stated in the TMEDI Plan,a further clarification of the role that bus networks play in the overall transport system of Tianjin is needed.This chapter will therefo

92、re first discuss the current and possible future states of bus transit in Tianjin,and then provide suggestions on how the citys bus networks might be improved so that they can support the fulfilment of Tianjins overall transport development goals.To analyse the role that bus transit plays in the tra

93、nsport system of Tianjin,basic indicators of travel behaviour(e.g.,number of trips per capita per day,average travel time per capita)as well as the modal share of bus transit of Tianjin are compared with five other cities of a similar scale(namely Beijing,Shanghai,London,Seoul,and Hong Kong).As show

94、n in Table 2-3,in Tianjin,the average number of trips by any mode of transport,per person per day is 2.4,with an average travel time of 30 minutes,and an average travel distance of 4.8 kilometres.The vehicle ownership rate in Tianjin is 0.42 vehicles per household,with a vehicle-use intensity rate o

95、f 32 kilometres per day.There is no major difference in the average number of trips taken per capita per day between Tianjin and the other comparative cities,with the exception of Hong Kong.While the average number of trips per person in Hong Kong is 1.8 times/day,people in the other five cities tak

96、e an average of over 2 trips per day.In a comparison of the average time of travel for a single journey,Tianjin and London were found to have the shortest travel time per capita among the examined cities,with an average duration of each trip of 30 minutes.The average travel time in the other cities

97、ranged from between 40-60 minutes.Similarly,Tianjin and London have compared to the other cities shorter average travel distances of 4.8 and 3.8 kilometres per capita.Similar to Hong Kong and Shanghai,the private car ownership rate and motor vehicle use intensity in Tianjin are not yet very high,whi

98、ch demonstrates that the city is not highly dependent on private cars.Based on these characteristics,Tianjin is in a perfect position to lead its residents to travel green,provided that the government will introduce effective and timely policies to curb private car ownership,and in parallel,vigorous

99、ly build an efficient and convenient public transit system.Furthermore,comparing the transport modal share of the five cities,the proportion of active mobility(walking and cycling)accounts for 69%of total trips in Tianjin,which is much higher than that of Shanghai(50%).However,the Figure 2-2:Subway

100、passenger volume of Chinas major cities in 2019Passenger volume（100 million person-times）BeijingShanghaiGuangzhouShenzhenChengduWuhanNanjingChongqingXianHangzhouSuzhouShengyangChangshaNanningDalianChangchunKunmingQingdaoHefeiNanchangNingboWuxiFuzhouHarbinShijiazhuangXiamenDongguanGuiyangLanzhouUrumq

101、iChangzhouHuaianWenzhouXuzhouJinanZhuhaiHohhotNational average（612 million person-times）403530252015105016A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Table 2-3:Comparison of travel behavior in selected citiesIndicatorsTianjinBeijingShanghaiL

102、ondonSeoulNumber of trips per capita per day2.42.82.42.22.6Travel time per capita in minutes3052473041Travel distance per capita in km4.812.26.93.8-Private car ownership rate per household0.420.840.420.800.67Motor vehicle use intensity per day in km32.041.539.027.7-Mode shareWalking36%31%22%37%22%Bi

103、cycle33%9%28%4%1%Subway transit1%14%9%16%15%Bus and tram9%20%13%18%22%Taxi5%4%6%2%9%Private car16%22%22%23%30%modal share of bus transit of Tianjin is the lowest amongst all cities,accounting for only 9%,which implies ample room for improvements.Figure 2-3 shows the average daily travel distances of

104、 individuals by rail,bus,and bicycle in Tianjin.The average travel distance of trips by rail transit is 12.6 km,which is suitable for those needing to travel longer distances.The average travel distance of bus trips is 8.3km,which is suitable for medium and long-distance travel.Bicycles,which are su

105、itable for short-distance trips,already have an average travel distance of 1.8km,in Tianjin.With a high proportion of active mobility already in its modal share,the question of how to improve the attractiveness of subway and bus travel while maintaining the popularity of active mobility has become a

106、 core issue for Tianjin.With the continuous improvement and expansion of the Tianjin subway network,the contradiction between the development of the subway and bus networks has become more and more prominent.Keeping the development requirements of the city and its transport sector in mind,a further

107、integration of the bus and subway networks should be promoted.In this regard,bus networks can work in a complementary manner with rail networks within the overall public transport system of Tianjin in two main ways:(1)In urban areas,buses should serve corridors with major passenger flows that are no

108、t already covered by subway transit networks,and bus lines that overlap with subway coverage should be reduced.(2)In suburban areas,buses should function as a supplement to the subway transit network and play the key role of connecting and feeding passengers from their homes and destinations to subw

109、ay stations.17A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 2-3:Average distance of individual subway,bus,and cycling trips in Tianjin12.68.31.802468101214SubwayBusBicycleAverage travel distance in kmThe TMEDI Plan includes optimization

110、 targets regarding an adjustment of the structure of transport networks,a reduction of usage costs,further regulation of capacity,and a strengthening of connections between different forms of transport.However,these targets are all qualitative in nature.To ensure a smooth implementation of the plan,

111、it is highly recommended to add quantitative targets as well.As outlining concrete and feasible quantitative targets is a resource-intensive process,due to the limited scope of this research,this study does not propose any specific quantitative targets to be added to the TMEDI Plan.However,for the p

112、urpose of illustration,some examples of quantitative targets used as central elements of planning in other cities in China and globally are provided here:1.The Jinan Urban Bus Transport Plan states that the proportion of bus transit to other modes of travel should reach 30%in the long-term(by 2020)a

113、nd should account for more than 60%of the citys motorized travel.The average commuting time should not be longer than 45 minutes.Also by 2020,the coverage rate of bus stops every 300 meters should reach 75%and a passenger satisfaction rate of at least 80%of bus transport users should be achieved.7 2

114、.The Master Plan of Shanghai City(2017-2035)includes a plan to build a comprehensive transportation system that is“safe,convenient,green,efficient and economical”.By 2035,bus transit in central urban areas should account for about 50%of the total modal share of transport options,the proportion of gr

115、een transport modes should reach 85%,and the 600-meter coverage rate of central urban subway transit stations should reach 60%.83.London aims to increase the modal share of bus transport to 34%and non-motorized transport to 30%by 2031.94.Singapore proposes to improve the quality of the experience of

116、 using bus transit networks,prioritize road rights relating to bus transit,and expand the urban rapid transit network and its overall capacity.According to the plan,by 2030,Singapores modal share of bus transit will reach 75%and the 500-meter coverage rate of bus stations will reach 80%.10c)Bus Netw

117、ork StructureAn understanding of Tianjins overall bus network structure needs to be further developed.The TMEDI Plan divides bus lines into four categories:1.Trunk lines;2.Ordinary lines;3.Branch lines,and;4.Suburban lines(see Table 2-4).While the plan does outline the functional description and str

118、uctural proportions of each type of line,18A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Table 2-4:Structural classification of Tianjins bus networkLine TypeDescription of Line FunctionStructural Proportion(#of bus lines/Total#of bus lines)Tru

119、nk lineService area:Between administrative areas in the central urban area.Main features:Bus lines that mainly serve medium and long-distance travel,with a large passenger flow and go directly to the destination.Trunk lines are arranged along the main passenger corridors in the central urban area,ta

120、king into account the four districts around the city,connecting the main hub nodes.The route direction should be misaligned with that of subway transit as far as possible,with a minimal bypass coefficient.15%Ordinary lineService area:Within and between administrative areas.Main features:Ordinary lin

121、es rely on some trunk corridors,connect secondary hub nodes,fill the service gap of subway and bus trunk networks,and are focused on making riding convenient to users.55%Branch lineService area:Within administrative areas.Main features:Branch lines connect the function points of schools,hospitals,sh

122、opping and transportation hubs,subway stations,etc.Their one-way length of travel is short,and their bypass coefficient is not limited.15%Suburban lineService area:Connecting Binhai New Area and the five new districts(Baodi,Ninghe,Jinghai,Wuqing,Jizhou).Main features:Suburban lines connect the centr

123、al urban area with Binhai New Area and the five new districts,giving due consideration to the connection function between the central urban area and the four surrounding districts(Dongli District,Jinnan District,Xiqing District,Beichen District),and create connections between these hubs as thoroughl

124、y as possible.15%it could be complemented by a more thorough discussion of the possible overall restructuring of the bus network and a visual presentation of it.A spatial visualization of the bus network and the subway network in relation to the overall public transport system would be a useful plan

125、ning tool.It is thus suggested that a visualization of the new bus network structure,illustrating its relationship with the subway network,the bus line network at all levels,and the main nodes and hubs in the Tianjin central urban area should be added.An example of the type of mapping diagram that c

126、ould be drafted is provided in Figure 2-4.19A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 2-4:Example of a bus node diagramDistrictTraffic hubR LineTrunk LineDirect LineExpress LineBranch LineOrdinary LineLong Distance Line(Source:Jinan

127、 bus line network reconstruction project)The TMEDI Plan analyses the status quo of the Tianjin bus network,puts forward optimization targets and suggestions for network optimization,provides a staged adjustment scheme,and outlines the expected impacts of the plans implementation.This research consid

128、ers the structure and findings of the plan to be reasonable,and its content to be comprehensive and detailed.However,in the interest of making the plan as effective as possible,to strengthen it further,we propose the following suggestions:Conclusion2.4 To set an overall objective of enhancing the at

129、tractiveness of Tianjins urban rail and bus transit options,while still maintaining the high modal share of active mobility.To add quantitative indicators and milestones to the bus network optimization objective to measure its goals and ensure its smooth implementation.To differentiate Tianjins opti

130、mization goals for the central urban area and the rest of the city.To add route maps with detailed spatial analyses that demonstrate geographic overlaps and relations between different bus lines and possible ways to adjust them accordingly.3Optimisation of Bus Operation Capacity Allocation21A Study

131、on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinBy 2019,the total mileage of bus lanes in Tianjin had surged to 14,951.7 kilometres,-this was an increase of 2,101.5 kilometres from 2018.Over the same year,the total operating distance increased by 137,000

132、 km,reaching 1.336 million kilometres miles covered.However,in spite the increase in bus lanes,the total passenger volume of bus travel went on a downward trend,dropping from 76.54 billion in 2015 to 69.18 billion in 2019.From 2015 to 2019,the bus operating distance increased,but the bus passenger v

133、olume shrank(Figure 3-1).The main reasons for this trend were found to be the competition that bus transit faced from the expanding subway system,as well as a series of issues of the design and operation of the bus network itself.Figure 3-1:Bus mileage and passenger volume in Tianjin from 2015 to 20

134、190 200 400 600 800 1,000 1,200 1,400 1,600 0500000002500030000200182019Total passenger volume Mileage Mileage in kmTotal passenger volume in millions(Source:TMEDI)Background3.1Findings from research discussed in Chapter 3 can be separated into two main outcomes:1.An evaluation

135、 of the status quo of bus capacity allocation in Tianjin:This chapter first discusses the most urgent issues related to the structure of the bus network,departure intervals,and general operating model of bus transit in Tianjin.2.A provision of suggestions for the optimization of bus capacity allocat

136、ion in Tianjin:To address identified challenges,the chapter will discuss comprehensive suggestions,based on findings from relevant case studies and literature.The findings will be summarized in a conclusion at the end of this sub-study.A general outline of findings of the research outlined in this c

137、hapter is presented in Figure 3-2.Again,the research scope of the study is the central urban area of Tianjin,including the downtown area with its six districts(Heping,Hexi,Hebei,Nankai,Hedong,and Hongqiao)and its four surrounding ring districts(Jinnan,Dongli,Xiqing,and Beichen).The geographic scope

138、of this research is presented in Figure 3-3.Research Objective and Structure3.2 Figure 3-2:Research structureStatus quo of bus operation capacity allocationIssues of bus network structureIssues of departure intervalsIssues of operation modelRelated literatureSuggestions on capacity allocationCase st

139、udiesBus network structureBus operation modes Schedule and configurationSubsidy modelBus dispatching systemFare system22A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 3-3:Geographic research scope(Source:TMEDI)This chapter section addres

140、ses the main issues related to the capacity allocation of Tianjins bus network.Areas which have been identified as needing attention in order to better strengthen the network include issues with the structure of the bus network,departure intervals,and the systems overall operating model.3.3.1 Issues

141、 of the Bus Network Structurea)High Line Repetition Rate The length of the bus network covering the central urban area of Tianjin is 1,699 kilometres,while the total length of all bus lines is 7,593 kilometres.The repetition rate of bus lines in Tianjin is 4.47,which,compared with that of other Chin

142、ese cities of similar size and population,is considered to be high.As shown in Figure 3-4,the repetition rate in Tianjin is higher than that of Qingdao,Nanjing,and Foshan,but lower than that of mega cities like Beijing,Shanghai,Guangzhou,and Shenzhen.Figures 3-5 and 3-6 analyse the number of bus lin

143、es running on dedicated bus lanes,and the number of bus lines passing by each bus stop respectively.There are more than 25 bus lines along Nanjing Road,Fuan Street,and Xima Road Corridor.These bus lines all pass through the same stations,resulting in a high number of buses stopping at the same point

144、.As an example,35 different bus lines are passing through Beimen Station and 14 through Xiangjiang Station(Figure 3-6),resulting in an increase in bus queuing times and bus delays.Buses running on different shifts catch up with,and overtake each other,creating a bunching of waiting buses at these st

145、ations,particularly during morning and evening peak hours.Such a high repetition of bus lines and stations leads to a waste of public transport capacity,and works against its own progress,resulting in lower passenger flows on each bus line in spite of the running of a high number of vehicles.Status

146、Quo of Bus Operation Capacity Allocation3.323A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 3-4:Comparison of bus line repetition rates of major cities in ChinaGuangzhou Shenzhen Beijing Xiamen Fuzhou Shanghai Hangzhou WuhanShantou Tianj

147、in Qingdao Shaoxing Foshan Nanjing Jinhua Chengdu Ningbo Suzhou ZhengzhouJiaxing9.428.276.956.435.534.86 4.834.574.48 4.474.384.344.224.074.013.93.83.63.430(Source:Amap 2017,Big Data Analysis Report of Public Transport in Major Cities in China)Figure 3-5:Statistical diagram of the number

148、of bus lines in dedicated lanes(Source:TMEDI)24A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 3-6:Total number of bus lines(two-way statistics)passing by bus stops(Source:TMEDI)b)Lengthy Bus Lines Currently,there are 538 bus lines coveri

149、ng the central urban area of Tianjin.The distance of each bus line ranges from 10 to 50 km,with an average running length of 25.13km.As shown in Figure 3-7,in 2019,Tianjin ranked as the third city in China with the highest average of length of bus lines,amongst 36 benchmark municipalities,with Lanzh

150、ou and Haikou ranked at the top of the list.As specified in the“Rules for the Setting and Adjustment of Bus and Tram Network(Draft for Soliciting Opinions)”12,the length of urban express lines should be 15-30km,trunk lines should be 12-25km,and branch lines should be 8-15km.Longer bus lines are inef

151、ficient for cities,as they can easily lead to high operation times,low punctuality rates,and poor reliability,which negatively affects the overall user experience.The longer the distance of a bus line,the longer the operation time becomes and the number of buses required to meet passenger demands be

152、comes higher.Long routes have many bus stops along the way,which increases the risk that along parts of the route buses will have low passenger flow,thus not allowing the vehicles to operate at their full capacity.Comparing the line length by average number of vehicles used in Tianjin,Figure 3-8 sho

153、ws that the average number of buses used for bus lines covering 30-50 km is 15,while the average number of buses used for the shorter 8-15 km lines is only 5.As shown in Table 3-1,there are a total of 97 bus lines that overlap with more than 6 subway stops.Higher levels of overlap between subway and

154、 bus network coverage leads to waste of both bus and subway network capacity.25A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 3-7:Average distance of bus lines in cities in 2019HohhotZhengzhouXiningChengduNanjingShanghaiHefeiShengyan Uru

155、mqiWuhanDalianShijiazhuangGuiyangFuzhouHangzhouChangchunXiamenXianGuangzhouYinchuanJinanKunmingNanjingChangshaChongqingLhasaQingdaoNanchangHarbinShenzhenBeijingTaiyuanCentralTianjinLanzhouHaikouLength/km(Source:China Urban Passenger Transport Development Report)12 National Standard Number:GBT 37114-

156、2018/公共汽电车线网设置和调整规则（GBT 37114-2018）Figure 3-8:Number of vehicles allocated on different length bus lines in Tianjin2 5 11 15 0 2 4 6 8 10 12 14 16 18 0-8km8-15km15-30km30-50km(Source:TMEDI)Table 3-1:Overlaps of bus and subway networks in Tianjin(Source:TMEDI)QuantityBus lines with subway overlap383B

157、us stations with subway overlap1,606Average number of parallel stations per line4Lines with over 10 parallel stations21Lines with 6-10 parallel stations97Lines with 1-5 parallel stations26526A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure

158、 3-9:Distribution map of bus corridors that overlap with Subway Line 1(Source:TMEDI)Figure 3-10:Passenger flows during peak and off-peak hours in Tianjin02000040000600008000000678951222324Trips12%9%(Source:TMEDI)c)Lack of Targeted Departure Inte

159、rval Setting for Peak and Off-Peak PeriodsThere is a significant difference in bus passenger flows between off-peak and peak travel hours.As shown in Figure 3-10,the peak of passenger flows in Tianjin is between 7:00 and 8:00 a.m.,accounting for 12%of the total number of bus trips of the day,followe

160、d by 5:00 to 6:00 p.m.,accounting for 9%of the total number of bus trips of the day.Bus capacity allocation,in terms of departure intervals between peak and off-peak hours,is not correlated to passenger flows,which creates inefficiencies during peak hours and a waste of capacity during off-peak hour

161、s.As shown in Figure 3-11,during peak hours,11%of lines depart every 6-11 minutes,43%depart every 11-20 minutes,and 47%have a departure interval of over 20 minutes.During off-peak hours,8%of bus lines depart every 6-11 minutes,37%depart every 11-20 minutes,while 56%have a departure interval greater

162、than 20 minutes.This comparison confirms that,while bus passenger flows during peak and off-peak hours significantly differ,bus capacity allocation is not being adjusted in accordance with customer demand.Matching the peak and off-peak hours departure intervals with the actual passenger flows will g

163、reatly increase the efficiency of the Tianjin bus network.With over 30%of lines having a departure interval of more than 30 minutes during peak hours,the average departure interval of bus lines in Tianjin is rather long.Such long departure intervals decrease the reliability of bus lines,while increa

164、sing waiting time and uncertainty for passengers.This may lead to an unpleasant customer experience and a subsequent decrease in demand for bus services.27A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin3.3.2 Issues of the Operating Modela)Ticket

165、 Price Setting is not Cost-EffectiveAt present,the Tianjin bus fare system is using a flat fare.Single journeys for bus lines in the urban area cost CNY 2(EUR 0.25),and passengers can receive a 5%discount if they travel using a bus card.This current single-fare system forces short-distance passenger

166、s to subsidize long-distance passengers,which is not only unfair but also fails to reflect the relationship between fares and actual operating costs.As explained in the previous chapter,the geographic length of bus lines in Tianjin tend to be too long.If the single fare system were to be maintained

167、if long bus lines were divided into several lines,some passengers would have to pay twice.In addition,the single fare system is not conducive to supporting passengers to cost-effectively transfer between bus and subway services,because Tianjins subway system currently implements a distance-based tic

168、ket fare system.This means that based on cost,passengers have an incentive to travel longer distances by bus rather than the subway.Furthermore,there is no discount for passengers who wish to interchange between bus and subway lines on their journey,which negatively affects the integration of the tw

169、o systems.b)Low Passenger Volumes per KilometreThe value of passenger volumes per kilometre represents transport efficiency.As shown in Figure 3-12,in comparison with 36 benchmark municipalities,the volume value of Tianjin(2.07 passengers/km)is lower than the average volume value(2.5 passengers/km),

170、which shows that the efficiency of bus transportation in Tianjin offers room for improvement.The city of Xining has the largest bus passenger volume per kilometre(3.99 passengers/km).Regarding Chinas 1st tier cities13,the passenger volume per kilometre in Beijing is the highest,with 2.44 passengers/

171、km,while Shenzhen is at the lowest level(1.38 passengers/km).The rates in Shanghai(1.96 passengers/km),Guangzhou(1.99 passengers/km),and Tianjin are about the same level,ranking in the lower half of the list.As can be observed in Figure 3-13,the passenger volume per kilometre in Tianjin reaches a ma

172、ximum value of 3.00 for bus lines between 20km and 30km length.On an average,for lines with a length above 30km,the value drastically declines as line length increases.Lines with a length below 20km are slightly less efficient on average.Overall,this shows that bus transit in Tianjin is less efficie

173、nt on longer routes than shorter distances.c)Ineffective Subsidy PolicyAccording to the latest regulations14,subsidies for energy consumption,warranties,tires,and any other operating expenses are currently determined based on the operating mileage of a bus line,instead of its passenger volume.Such a

174、 type of subsidizing policy can have a negative effect on the efficiency of bus companies,as it may incentivize them to blindly extend bus operating distances.13 In China,cities are classified into tiers based on their level of social-economic development.Even though there are no Government-issued c

175、lassification standards,it is widely acknowledged that the four 1st tier cities are:Beijing,Shanghai,Guangzhou,and Shenzhen.2nd tier cities are generally the better performing provincial capitals cities.14 Tianjin City Bus Operating Cost Regulation Measures(Trail)/天津市公共汽车运营成本规制办法（试行）28A Study on the

176、 Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 3-12:Passenger volume per kilometre in Chinese cities in 20190.000.501.001.502.002.503.003.504.004.50NingboShenzhenNanningHaikouChangshaNanchangHangzhouNanjingFuzhouShijiazhuangShanghaiGuangzhouTianjinHef

177、eiQingdaoBeijingJinanKunmingHarbinChangchunWuhanXianXiamenChengduLhasaZhengzhouUrumqiTaiyuanChongqingGuiyangHohhotLanzhouYinchuanDalianShenyangXining(Source:11)Figure 3-13:Comparison of passenger volume per km at different line lengths in 20192.35 2.66 3.00 2.14 1.57 0.99 0.00 0.50 1.00 1.50 2.00 2.

178、50 3.00 3.50 0,10(10,20(20,30(30,40(40,50(50,+)Passenger capacity per vehicle-kilometerBus line length（km)(Data source:TMEDI)Figure 3-11:Proportion of bus departure interval lengths in the central urban area of Tianjin,in minutes(Data source:TMEDI)11%24%19%10%5%32%8%20%17%9%9%38%0%5%10%15%20%25%30%3

179、5%40%6,1111,1515,2020,2525,3030Peak hoursOf-peak hours29A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinSuggestions on Capacity Allocation3.4Based on the issues relating to capacity allocation identified in this research,this chapter section will

180、 provide suggestions on how these challenges might be effectively dealt with.3.4.1 Optimize the Bus Network Structurea)Establish a Multi-Layered Network Line SystemThe structural problems of a high repetition rate,lengthy lines,and untargeted departure intervals show the necessity to optimize bus li

181、ne networks and restructure bus transport system capacity allocation.To solve those problems,it is suggested to divide the bus line network into four levels(see Figure 3-14):1.Trunk lines.Trunk lines are mainly arranged along the corridors.They connect all levels of hubs and fulfil the majority of t

182、ravel demand.2.Direct lines.Based on the general trend of passenger flow,“zigzag”direct lines are added to further improve the service level for passengers and reduce transfers.Most of the direct lines run within the corridors,while a small part of the ends of lines may extend beyond the corridors.3

183、.Ordinary lines.Ordinary lines are mainly located in between main corridors to cover areas that lack public transport services,and serve the demand of medium-and short-distance travel.4.Branch lines.Branch lines can be divided into two types.One type connects the main residential areas with the peri

184、phery hubs of the main corridors,serving as connection travel from homes to transport hubs.The other type connects the main corridors and commercial areas,providing service to passengers who travel from main corridors to offices.5.Long-distance lines.Long distance lines connect the central areas of

185、new towns to peripheral and/or large residential areas with external transfer nodes in central area.The key to establishing a multi-layered bus network is the effective use of passenger Origins and Destinations(OD)data.OD data can be used to plan the effective operation of bus networks,if specific s

186、teps are followed.First,out of all passenger trips,the ones with OD points within 1 km range of corridor stations shall be identified and connected through trunk lines.Second,find OD pairs with concentrated travel flows in remaining trips and serve them through direct lines.Third,continue to screen

187、short-and medium-distance trips among the remaining trips and serve them through ordinary lines.Finally,for decentralized long-distance trips,provide services in the form of branch and trunk lines.Finally,OD data should be correlated with data on lines with problems such as frequent stops with no pa

188、ssenger flows,lines without effective connections or supplemental duties to subway networks,lines taken with circuitous routes,or extensively lengthy lines,and these routes should be reduced or integrated into other relevant lines.30A Study on the Optimization of the Bus Network and Exclusive Bus La

189、ne Planning for the City of Tianjin Figure 3-14:Schematic diagram of line service types at different levelsBranch Lines Trunk LinesOrdinary Lines Direct LinesLong-distance decentralized tripsTrips with OD points within 1km of corridor stationsShort-and medium-distance trips among the remaining trips

190、 OP pairs with concentrated travel flow in the remaining tripsOD1234(Source:Pre-Feasibility Study for the Shandong Spring City Sustainable Urban Mobility Development Project,September 2016)b)Optimization of Bus Line ManagementThe current operation mode of the Tianjin bus network poses certain obstac

191、les to the adjustment and optimization of the line network.The main obstacle is that the operation system lacks efficient exit mechanisms.Once a bus line is put into operation,it is difficult to cancel or shorten the line,and it can only be retained or extended.There are three causes for this issue:

192、1.Due to the operating history of the public bus company,there are systematic challenges in setting up a performance-based market mechanism for bus line operation and alteration.2.Current subsidies are provided without consideration of the actual passenger volume of bus lines.Therefore,there is no f

193、inancial incentive for bus companies to cancel lines with low passenger volume.3.As bus companies are faced with punishment measures when citizens file complaints,they fear to abolish even bus lines with low passenger flow,as this might lead to angry passengers.Bus lines operating with very few pass

194、engers are a huge waste of bus capacity.Therefore,it is recommended to learn from the experience of other cities to establish a performance-based evaluation system that encourages operation efficiency,and allows for the cancellation or alteration of lines as needed.In 2011,the city of Shenyang intro

195、duced an exit mechanism for the cancellation of bus lines.This mechanism forced bus lines with serious levels of unpunctuality,long departure intervals,and high complaint rates to stop operation.Underperforming lines had contracts cancelled,and bus companies could then relaunch an open bid for the o

196、peration of new lines.This mechanism was made possible because of the city authoritys determination to improve bus line management as well as its desire to establish an effective monitoring system for bus services.Not only were under-performing lines forced to exit inefficient contracts,but bus comp

197、anies also lost the operation permission for such lines.The city of Foshan operates its bus system through the mode of“three-layer-management”(i.e.,a city government layer,a bus company management layer,and a bus 31A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for th

198、e City of Tianjincompany operation layer).At the city government level,the transport authority provides policy guidance and strategic decision making.At the level of bus company management,Foshan established the Foshan Public Transport Management Co.,Ltd.(Foshan TC)with district-level operation and

199、management sub-centres.The Foshan TC is responsible for the development of a unified ticket and fare system,and a dynamic and adjustable operation mechanism.The Foshan TC manages and coordinates all bus companies.At the level of bus company operation,the Foshan TC conducts supervision,assessment,and

200、 evaluation of the bus companies on a monthly base,according to the terms and conditions in the service contracts signed with them.The comprehensive assessment is carried out in accordance with the citys special regulations.15 Rewards and penalties are issued to the bus companies based on the assess

201、ment conducted by the Foshan TC.3.4.2 Establish Diversified Bus Operation MethodsWith the continuous improvement of Tianjins subway network,the traditional bus operation mode with fixed lines,fixed stations,and fixed departure times is not competitive to the subway system.Regular bus transit should

202、find different methods to meet the diverse and personalized travel needs of residents to improve the overall operating efficiency of the bus system.For example,it would be purposeful to establish diversified and flexible bus operation line systems such as on-demand buses,direct lines,special group s

203、ervice lines,and responsive buses.a)On-Demand Buses“On-demand Buses”are a high-end bus service provided for middle-and high-income groups during morning and evening peak hours.They are usually used for commuting purposes that connect popular residential areas and business centres by direct lines or

204、to the subway.Such buses are punctual,direct,and comfortable with reserved seats.The fare for these buses is market-based and is usually much higher than that of conventional buses.For example,the Shanghai Hongqiao Business Area is located over 2 km away from the nearest subway station.Based on larg

205、e demand,an on-demand bus line operates two new energy buses that run every 10 minutes between the Hongqiao Business Area and the nearby public transit station.b)Bus PoolingBus pooling is an upgraded version of on-demand buses.Similar to carpooling,passengers can set up temporary travel demands,and

206、a bus will be provided when a certain number of passengers can be ensured.Passengers can set their routes according to their needs and would not be limited to using fixed bus lines.Bus pooling mainly meets the provisional travel demands of passengers.Its largest advantage is dynamic service,and is s

207、imilar to online car-hailing businesses,but has a larger carrying capacity.Because its capacity is greater,bus pooling needs to rely on accurate algorithms or advanced technology to provide quality and affordable service to the public.The“online reservation and travel via bus pooling”service run by

208、the Beijing Public Transport Corporation provides bus pooling services from large residential communities to business districts and major transport hubs.These bus lines utilize intelligent public transport and big data platforms to create a diversified and comprehensive public transport service netw

209、ork.When requests are received from the interactive platform,a new shuttle bus can be provided.To ensure comfort and punctuality,seats are reserved in advance.The“Shenzhen E-Bus”(E-Bus)program by the Shenzhen Eastern Bus Group,is a bus pooling service that follows the“online reservation and one seat

210、 per person”principle.Passengers can forward their demands online,then the operating enterprise plans routes according to the aggregated demand and then provides buses.The differences between this program and service provided by regular bus lines are:1)Shenzhen Eastern Bus is a private enterprise an

211、d adopts a B2C16 operation mode;2)E-Bus shares their drivers,buses,and other resources with public transport companies to revitalize existing public assets and seeks to achieve a“lightweight”operation mode,and;3)15 “Methods of Foshan for Assessing Service Performance of Buses and Trams”and“Methods o

212、f Foshan for Assessing Service Quality of Buses and Trams”.16 Business to Customer 32A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinFare policies are separated from those of regular buses and the service is self-sufficient,relying on operation e

213、fficiency and management innovation.c)Non-Stop Express LinesNon-stop express lines are similar to regular buses,but have fewer stops and higher speeds.Passengers can swipe cards and take the bus at fixed times and stations without reservations.A good example of a non-stop express line is the NX of S

214、an Francisco.The Light Rail Line NX is the busiest line of the San Francisco light rail network,with an average daily passenger flow of more than 40,000 people.To alleviate congestion and reduce passenger delays,the non-stop express bus line is available in the morning(6:00-9:00 a.m.)and evening(4:0

215、0-7:00 p.m.)every day.Running on an interval of 10 minutes,the non-stop line has 36 shifts throughout the day and provides transport service from residential areas to the central business district(CBD),with an average daily passenger flow of more than 1,400 passengers(Figure 3-15).The CBD of Beijing

216、 has a total of 17 non-stop express lines run by the Beijing Public Transport Corporation.The fee collection method for this service is relatively fixed,and the lines are often available during morning and evening peaks from Monday to Friday,and mainly serve commuters.The lines stop at several stati

217、ons near the final stops,have very few stops near the middle of the route and often have a long length.The non-stop express lines of the CBD have addressed the commuting demands of some passengers from remote areas,and as a kind of bus transit service with special stations and lines,their routes and

218、 times are more fixed than on-demand buses.d)Non-Stop Buses to Shopping MallsIn Jilin,non-stop bus lines driving directly to shopping malls have been introduced.The Jilin Public Transport Group investigated and analysed cluster areas with“night economy”activities and planned six non-stop bus lines t

219、o night markets.This has stimulated the vitality of the“night economy”of the city and created safe and convenient conditions for citizens to travel at night.These bus lines are mainly centred on three major areas with well-developed“night economy”markets and form a wide range of coverage.e)Buses for

220、 Vulnerable GroupsBuses for vulnerable groups may have small passenger flows and high costs due to their special designs and equipment,but they also have high significance in terms of social security.Special government subsidies are required to relieve the fiscal pressure on enterprises and give the

221、m a further incentive to provide transport services for groups with special needs,including door-to-door bus travel services to remote areas with low population densities that may not even support regular or high-frequency bus lines.Vulnerable groups needing pick-up and drop off transport support in

222、clude a wide range of citizens,from children who require school buses and other services,to older adults and disabled people that might need to travel to access medical care,shopping centers,and social activities.Figure 3-15:NX non-stop express line during morning peak hours(left)and non-stop expres

223、s bus on NX-Judah Street during morning peak hours(right)(Source:Chenjing,The Direction and Suggestion of Diversified Development of Ground Bus in Beijing,13th China Intelligent Transportation Conference,2018)33A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the Ci

224、ty of TianjinAn example of a special bus service for vulnerable groups is the ADA Paratransit Auxiliary Transport Service in Chicago.This service offers transportation options for people with disabilities who are unable to use regular,fixed-route services.Only those individuals obtaining a certifica

225、tion letter from the local transport bureau are eligible to take ADA Paratransit.ADA Paratransit must be available in the same service areas and during the same hours of operation as the rest of the transit system,and the service operates in the Greater Chicago Area covering Chicago and the surround

226、ing six counties.The current ticket fare for the ADA auxiliary bus is USD 3.25(EUR 2.8).f)Community busesAs a“bus at the door”service,community buses are designed to meet the last mile demand of travellers,providing convenient transport options to community residents for their trips to surrounding s

227、chools,hospitals,commercial districts,public activity centres,subway transit stations,bus transfer hubs,and other destinations.Shanghai is currently using community buses to meet the diversified travel demands of urbanized areas.Community buses adopt the operation mode of a“half-hour shift with thre

228、e minibuses”.The Shanghai community bus network covers twelve residential areas,which include entertainment and cultural centres,community hospitals,and other service points in the Hongqiao district.Community buses are an effective way to alleviate the last mile problem which often comes with public

229、 transit services.3.4.3 Optimize Peak and Off-Peak Schedules and Vehicle ConfigurationsBy optimizing the departure interval of bus lines during peak and off-peak hours and configurating the vehicle size needed at different times of the day,it is possible to match passenger demand and flows with the

230、correct frequency and size of buses.During peak hours,it is better to increase the frequency of buses and use larger vehicles to meet high passenger flows.However,in off-peak hours,smaller buses can be used which run with a reduced departure frequency.Bus line schedules should therefore be developed

231、 to strictly correspond with variations in passenger flows on the line throughout the day and week.Zhangjiakou City operates bus lines with schedules and vehicles used in accordance to flow demands.An example bus line from Zhangjiakou has a total length of 15km and a one-way running time of 27 minut

232、es.The peak hours of the line are 8:00 to 10:00 a.m.and 6:00 to 9:00 p.m.The off-peak hours of the line are 6:00 to 8:00 a.m.and 10:00 a.m.to 6:00 p.m.(see Figure 3-17).The highest passenger flow during peak hours is 162 passengers/hour,and passenger flow during off-peak hours is about 100 passenger

233、s/hour.The buses operated on this line are the Foton 6650 series battery electric bus with a capacity of 36 people.This type of bus needs to be charged every 60 kilometres,with a single charging time of 40 minutes.Considering passenger flow demand and charging time needs of the line at peak and off-

234、peak hours,it is estimated that the example line needs to be equipped with 10 buses.During peak hours,the departure interval will be every 12 minutes,and the one-hour capacity is 180 people/hour,which meets the demand of passengers during peak hours.During off-peak hours,as the passenger flow decrea

235、ses,the departure interval would be adjusted to 24 minutes,and the one-hour capacity would be 90 people/hour(see Figure 3-18).Realizing the optimal configuration of vehicle models that should be used at different times of the day can effectively save capacity and improve efficiency.To effectively ad

236、just service provision to traffic demands,it is necessary to compare passenger volume changes between peak and off-peak hours,adopt a size matching method that promotes the use of large vehicles at peak hours to provide sufficient capacity and comfort,ensure road traffic efficiency,and reduce driver

237、 costs.It is more efficient to use smaller vehicles during off-peak hours,which ensures that the demand can be met,but that buses travel with a reasonably full load rate,with buses running at flexible yet appropriate frequencies of departure to ensure the attractiveness of using bus transit routes o

238、ver other types of transport.Developing a unified resource base which could serve to coordinate all buses and staff of different bus lines would support a more holistic and efficient dispatch system.This base could analyse the varied distribution characteristics of passenger flows in different locat

239、ion and on different lines at the same time,and then determine which buses should be allocated where and at what times,to more effectively use transport resources.This would additionally help keep service levels and customer satisfaction rates high.34A Study on the Optimization of the Bus Network an

240、d Exclusive Bus Lane Planning for the City of Tianjin Figure 3-16:ADA Paratransit Auxiliary Transport Service(Source:https:/ 3-17:Passenger flows during peak and off-peak hours on Zhangjiakou Citys bus lines38884502040608001806:00-7:007:00-8:008:00-9:009:0

241、0-10:0010:00-11:0011:00-12:0012:00-13:0013:00-14:0014:00-15:0015:00-16:0016:00-17:0017:00-18:0018:00-19:0019:00-20:0020:00-21:0021:00-22:00Passenger Flow per hour(Source:Transit transfer implementation plan for Donghuayuanbei high speed railway station,2019)Figure 3-18:Full-day schedule of bus lines

242、 in Zhangjiakou CityZhangjiakou Bus Line in District 203Station No.1st2nd3nd4th5th6th7th8th9th10th17:308:4213:5415:0617:0618:1820:1821:3028:5410:5412:0618:3020:3037:549:0814:1815:3017:3018:4220:4221:5448:069:1811:1812:3018:5420:5458:189:3014:4215:5417:5419:0621:0668:309:4211:4212:5418:0619:1879:5416

243、:1819:30810:0613:1819:42916:4219:541010:3013:4220:06Off-peak timePeak time(Source:Transit transfer implementation plan for Donghuayuanbei high speed railway station,2019)35A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin3.4.4 Optimize the Subsidy

244、 Model of Bus OperationAs previously noted in this study,financial subsidies for Tianjins bus lines are based on a lines operating mileage,and has no relation with actual passenger volumes.This means that bus operators are not financially incentivized to attract more passengers,and long and ineffici

245、ent routes are not eliminated or changed over time.To find ways to solve this problem,Tianjin can learn from the following experience of Guangzhou and Shenzhen.1.Tianjin should add a consideration of indicators of service quality and profit levels when deciding subsidy provisions.In Shenzhen,buses a

246、re dependent on government subsidies,but the costs of the public enterprises and the service quality of bus lines are also considered.The government provides subsidies for public-benefit tasks,increased fuel prices,and lowered bus fares.When the profit margin of the enterprise is higher than 6%,30%o

247、f the exceeding profit can be used for the enterprises development,and 70%will be put into special funds to make up for any deficiency.Furthermore,the enterprise can receive full subsidies only if levels of bus service quality reach a set standard,otherwise,the amount of overall subsidies will be de

248、ducted.2.Tianjin should include passenger flow as an assessment indicator,when considering how to provide subsidies.In Guangzhou,the financial subsidy funds for the transport industry are allocated according to the principle of“fact verification,balanced distribution of responsibilities and benefits

249、,and reasonable allocation”.After giving priority to subsidies for reduced ticket prices,subsidies to vulnerable groups,and policy-based subsidies,the rest of the subsidies will be granted based on the actual passenger flow.In practice,subsidies shall be granted based on the proportion of the actual

250、 passenger volume of each bus company to the total passenger volume of the industry.3.4.5 Establish an Intelligent Bus Dispatching SystemTo improve Tianjins mismatch between the citys bus schedules and passenger flows,it is recommended to implement an intelligent bus scheduling system.As accurate re

251、al-time passenger flow data is the basis of such system,the digitization of the public transport system of Tianjin should be accelerated.In this context,the mining and analysis capabilities for GPS and IC-card data should be enhanced to better analyse historical and real-time data of all bus lines,t

252、hereby creating accurate data sources for the intelligent bus dispatching system to use when creating schedules.Capabilities for automatic scheduling and automatic dispatching also need to be improved.Based on passenger flow data,the system will automatically generate a bus schedule which includes t

253、he routes of on-demand buses,non-stop direct buses,and other forms of specialized bus modes.This makes it possible to meet travel demands in a fast and accurate manner,therefore increasing the overall efficiency of the bus network.Furthermore,through feeding vehicle GPS data as well as vehicle camer

254、a footage into the intelligent dispatching system,the visibility as well as the intelligence of bus operation management will be improved.Digital maps can enable the convenient tracking of the location and speed of buses at any time.Through this application of smart monitoring technology,operation p

255、ersonnel can also track the utilization rate of buses and the distance between vehicles,to effectively adjust the capacity of different routes at different times,and better meet the travel demands of passengers.3.4.6 Optimize the Fare SystemThe single fare system in Tianjin needs to be adjusted as s

256、oon as possible,and ideally before the optimization of the Tianjin bus line network is undertaken,so that customers pay a fare that is appropriate to their own journey and do not have to continue to bear the negative impact of the current fare context.As mentioned previously in this study,the averag

257、e length of bus lines in Tianjin are too long.As the optimization plan suggests to divide certain lines into two separate lines,if the fare system is not adjusted,some passengers will be forced to pay double the price they originally paid for a single journey,which is not conducive to the promotion

258、of line network optimization or customer satisfaction.More reasonable fare systems that take into account the travel demands and average income of passengers should therefore be considered.It is recommended to reform the fare system alongside the bus network optimization process and implement a dist

259、ance-based pricing mechanism.Specific fare standards should be defined after an in-depth study of the costs of travel and available government subsidies.Eventually,the fares should be closely linked to actual costs of travel,and pricing mechanisms should also consider an interchange discount to enco

260、urage customers to make use of good interchange connections between bus and subway lines.36A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin3.5.1 Development Status of Electric Buses in TianjinThe main BEB types used in Tianjin are issued by BYD a

261、nd Yinlong(see Figures 3-19 and 3-20).The BYD buses are 10.5 meter long with both slow charging and fast charging variations.A slow charge of a BYD buses takes 2-2.5 hours,while a fast charge takes 40 minutes.A fully charged BYD bus can run 200 km.Generally,BYD buses can be charged at night,and do n

262、ot need additional charges during the daytime.The Yinlong buses are also 10.5 meter long,and have fast charging capacities.When fully charged,Yinlong buses can run for 50 km(see Table 3-2).The common challenge for both bus types is the impact of cold weather on mileage covered when charged.In winter

263、,the mileage both buses can cover when Table 3-2:Technical indicators of battery electric buses in TianjinBYDYinlongLength10.5m10.5mType of chargingDC charging17DC chargingCharging time2.5h/40 min0.5hRange after full charging200 km50 kmProcurement modelProcurement of the whole bus including the batt

264、ery with full ownership,loans are paid through municipal public budgetMain challengeClimate(cold weather)Specific Issues and Suggestions for Fleet Electrification3.5fully charged may decrease by over 50%,with buses also requiring increased charging time and experiencing the occasional charging failu

265、re and other related emergencies due to cold temperatures.In the case of Tianjin,there is a high probability of the need for the emergency dispatching of standby buses due to emergencies like power failures and charging failures.Therefore,the standby rate of electric bus lines is generally 20%,while

266、 that of traditional fuel line buses is much lower,at generally 5%.Currently,there are 730 charging piles in the central urban area of Tianjin.As the charging piles need to be installed within bus stations/depots,they take a large amount of space that was previously used for parking.As a result,arou

267、nd 5%of the buses that used to be pared inside the bus station now need to be parked at distant bus stations or other locations,which increases amounts of deadhead mileage.According to TMEDI,charging piles are required to be built within 3 km of bus station,which unfortunately causes some vehicles t

268、o be driven empty for 3 km or more simply to be able to be park.Figure 3-19:Yinlong battery electric bus Figure 3-20:BYD battery electric bus (Source:)(Source:)17 Direct Current charging37A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin3.5.2 Chal

269、lenges Brought by Electric Buses to Bus Network OptimizationBased on communications with TMEDI,electric buses bring the following two challenges to overall bus network optimization efforts:a)Increasing Operational Challenges for Lengthy Bus LinesThe operating mileage of Yinlong buses at full capacit

270、y is only about 50 km,while the average length of a Tianjin bus line is 25.13 km.If there is a charging pile at only one end of a bus line,the bus needs to be charged every time it runs back and forth.Due to the constraints of operational mileage,Yinlong buses can therefore only be used for shorter

271、bus lines.Compared with Yinlong buses,BYD vehicles have a mileage of 200 km,which is more suitable for lengthy bus lines that connect different districts(such as the Jin-bin line,which connects the central urban area to the Binhai New Development Zone).b)Pressure on the Installation of Charging Infr

272、astructureTo carry out the implementation of optimized bus networks,charging infrastructure needs to be installed in at least one end of the bus line.However most cities face issues with installing this infrastructure due to the high demand for usable land surfaces and limited space to add these wit

273、hin bus stations.This problem is significantly challenging in city center areas.3.5.3 Suggestions Due to the limited mileage that can be covered by electric buses,a core recommendation is the segmenting of lengthy bus lines.Additionally,two operational measures are recommended as follows:a)Charging

274、Arrangement and CoordinationPlans for the timing and location of charging stations need to take into account the operation schedules and organization of bus routes.For example,for short-distance lines,charging can be arranged from 11:00 p.m.to 7:00 a.m.of the next morning by the order of the finishi

275、ng time of buses(see Table 3-3).For long lines,daytime charging should be arranged from 11:00 a.m.to 2:00 p.m.and from 4:30 a.m.to 5:00 p.m.if possible.Charging volume should meet the demands of the remaining operational tasks of the day and the capacity that each bus needs to return to its charging

276、 station.Additionally,it is recommended to separately dispatch buses during peak hours,increase departure intervals during off-peak hours,and consider setting up shuttle buses and express buses(with fewer stops on the same line)to ensure sufficient transport capacity where needed.b)Enrich the Bus Ar

277、rangement Mode of Bus Lines To ensure that the needs of bus lines are met,and ensure the sufficient capacity of transport networks,steps can be taken to effectively make up for the operational shortages of battery electric buses.Tianjin Bus can consider combining battery electric buses with plug-in

278、hybrid buses or traditional diesel buses to meet fleet needs,or could increase the number of battery electric buses deployed on lines simultaneously,to allow time for vehicle charging.Three possible arrangement modes to optimize bus deployment are outlined here:1.The first mode is to only use batter

279、y electric buses in a bus line.This mode is suitable for lines with sparse shift density as well as short bus operation lines Buses can be charged during shift intervals,and this mode would be convenient for overall line management and vehicle maintenance.For example,the Branch bus line could give p

280、reference to battery electric bus operation(Figure 3-21).2.The second suggested arrangement mode is a rotated combination,where the entire bus line(or part of it)uses battery electric buses,and the number of battery electric buses available is one or two more than the number of drivers.After driving

281、 back to the terminal,one driver changes to drive another vehicle that has been charged in the station,and the vehicle that the driver just drove to the station stays in the station for charging until the next driver arrives.In this mode,drivers often change and drive different buses.This mode howev

282、er is not conducive to long-term familiarity with bus performance or the formation of compatibility between drivers and buses.It also makes it difficult to assess the income and cost of single buses,as only the income and cost of the whole line can be assessed.3.The third arrangement mode is a decen

283、tralized charging circuit,where charging piles are set up at both ends of the original and the terminal stations of bus lines.This arrangement would effectively double the bus mileage that can be travelled,so that battery electric buses could be put into operation also on long lines.38A Study on the

284、 Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Table 3-3:Charging and replenishing strategy considering operation and dispatching modes for battery electric buses4Line lengthCharging and replenishing strategiesOperation and scheduling organizationShortChargi

285、ng should be arranged from 11:00 p.m.to 7:00 a.m.the next day according to the order of the finishing time of busesSame as conventional fuel vehicle lines.Long Use BYD buses on long distance lines For Yinlong buses,equip one charging station at least at one end of the line,and only charge the buses

286、with enough capacity to complete the next lap to reduce charging time Set up shuttle buses,and express buses(with fewer stops on the same line)to ensure sufficient transport capacity as appropriate Increase departure intervals during off-peak hours Separately allocate buses during peak hours Repleni

287、sh batteries in off-peak hours Figure 3-21:Priority of bus line layout for battery electric buses 10Microcirculation community bus Lines with small passenger flow and low frequencySuburban lines with long mileageLines with large passenger flow and high frequencyPriority1(highest)Priority2Priority3Pr

288、iority425000200000000(Source：CSTC)4Bus Corridor Analysis40A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinThe research objective of this section is divided into two goals:1.Introduce a bus corridor optimization strategy and improve the

289、 overall bus corridor service level.2.Propose a bus corridor optimization scheme to alleviate traffic congestion and minimize greenhouse gas emissions,.along with outlining a supporting bus corridor case study.In accordance with these goals,this section first identifies the most urgent issues affect

290、ing the operation of bus corridors in Tianjin(see Figure 4-1).Based on these problems,a comprehensive strategy to optimize the effectiveness of bus corridors will be presented.This strategy will be supported by discussing a case study of a Tianjin bus corridor.Finally,a potential calculation for car

291、bon emissions reduction will be discussed,based on suggestions for the optimization of the bus corridor in the case study.Findings will then be summarized in the sections conclusion.Figure 4-1:Research structureEvaluation of bus corridors in TianjingBus corridor optimization strategyOptimization sug

292、gestions for bus corridorsCarbon emission reduction calculationCase studies and literatureOptimization of bus corridor caseResearch Objective and Structure4.1Based on a field trip to Tianjin in November 2020,including a site visit to Tianjins current bus corridors and workshops with the local Tianji

293、n bus company and TMEDI,the main issues of Tianjins bus corridors were identified by the research team.These will be summarized below,preceded by a brief introduction on the state of Evaluation of Bus Corridors in Tianjin4.2Tianjins bus corridors.The research team evaluated the state of the slow ave

294、rage traffic speed inside bus corridors,the long travel time of bus lines,the lacking continuity of the bus lane markings along the road,and the lacking of platform design.4.2.1 OverviewAs can be observed in Figure 4-2,there are twelve main bus corridors in Tianjin with a total of 194 km of bus lane

295、s.The bus companies operate 566 bus lines with a total length of 13,671.5 km.The fleet of 6,800 operating vehicles in Tianjin is fully electrified.4.2.2 Speed There is little difference in average bus speeds between the morning and evening peak hours in Tianjin,with the average bus speed during the

296、morning peak hours being only slightly lower than that of the evening(see Figure 4-4 and 4-5).The average speed on the bus corridors changes depending on the location of bus lines,going from slower to faster progressing outwards from the inner ring road(see Figure 4-3).The speed on inner ring road c

297、orridors is about 15 km/h,with only a few road sections at less than 10 km/h,the speed on middle ring road corridors is 16-18 km/h and the speed on the bus corridors in the outer ring road is higher than 20 km/h.However,the speed of cars driving in other lanes of the same bus corridors is faster tha

298、n the speed of the buses.Generally,cars drive at 30 km/h on the inner ring road and 50 km/h on the outer ring road,which is about twice the speed of buses(see Figures 4-6 and 4-7).To further study the impact of bus lanes on bus speed,bus lanes in five 1st tier and 2nd tier18 cities,namely Jinan,Beij

299、ing,Shanghai,Shenzhen,Chengdu,and Nanjing,were selected for a comparative analysis with Tianjin.To increase the reliability of the data,one section of a bus corridor in the central urban areas of each comparative city and seven bus corridors in Tianjin were selected.Using the function of Baidu Maps

300、to automatically calculate the travel time for a certain route,the average travel time of buses and cars between two points of the selected bus corridor at 5:30 p.m.was recorded.Bus waiting time was excluded from travel time estimates.The comparison of the data shows that in bus lanes of the six ben

301、chmarked cities,the speed of buses during the 41A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 4-2:Distribution of Tianjins bus corridors and subways(Source:CSTC)Figure 4-3:The location of Tianjins three ring roads(Source:CSTC)evening pe

302、ak was slightly higher than the speed of cars(see Table 4-1).In Tianjin,only some city sections,such as Jintang Road,Qinjian Road,and Hongqi Road,had a slightly higher bus speed than car speed.In the other sections,again as shown in Table 4-1,car speeds were much higher than bus speeds.A longitudina

303、l comparison with other cities showed that the speed of both buses and cars was higher in Tianjin.This observation determined that 1)Tianjins buses cant compete with cars in terms of speed,and;2)Tianjins bus corridors have comparably low congestion levels,and both buses and cars move relatively smoo

304、thly.42A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 4-4:Speed of buses on bus lanes in the morning peak(11/11/2020,8:00 a.m.)(Source:TMEDI)Figure 4-5:Speed of buses on bus lanes in the evening peak(11/10/2020 5:00 p.m.)(Source:TMEDI)43

305、A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 4-6:Speed of cars in the morning peak(11/11/2020 8:00 a.m.)(Source:TMEDI)Figure 4-7:Speed of cars in the evening peak(11/10/2020 5:00 p.m.)(Source:TMEDI)44A Study on the Optimization of the

306、Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Table 4-1:Comparison of the speed of buses and cars in selected bus corridorsCityRoadStart-end stationLength(km)Speed(km/h)Bus speed/Car SpeedBusCarJinanJingshi RoadKeyuan Road-Bayi Bridge Station512.011.11.1BeijingChangan StreetRit

307、an-Xidanlukoudong Station5.314.512.71.1ShanghaiXizang RoadBeijingdong Road-Renmin Guangchang Station112.010.01.2ShenzhenHuafu RoadHuafu Road-Shihua Mansion Station 110.08.61.2ChengduShudu Street Zongfu Road-Shuangqiaozi Station313.812.91.1NanjingZhongshan Street Xinqiao-Xinjiekou South Station213.31

308、0.01.3TianjinJieyuan StreetBeimen-Xiqing Station4.0319250.8Nanmenwai StreetHaiguangsi-Beimen Station2.313.515.40.9Jintang RoadJingshiyi Road-Jingshiwu Road Station1.86.813.50.5Jianfu Street-Daqiao Street Station0.69.416.80.6Longtan Road-Huzhu South Street station0.612.012.01.0Zhongshanmen No.1 Road-

309、Quangning Road Station 0.57.711.40.7Weiguo RoadTaixing Road-Weikunqiao West Station 1.616.021.80.7Jinzhong River RoadJinshajiang-Waihuan Station1.59.030.00.3Pujihe-Qinji-an-Hongqi RoadYixingfu-Pujihe Station2.919.319.11.0Pujihe-Qinjian Street Station3.720.226.00.8Dingzigu No.0 Road-Honghu North Road

310、 Station 2.613.011.51.14.2.3 Continuity of Bus LanesAccording to the standards for bus lanes in Beijing and Shandong Province,a dedicated entrance lane for buses must be established at urban intersections when a certain number of lanes or passenger flow is reached.1213 Bus lanes in Tianjin are not c

311、urrently marked at intersections,which means that all types of vehicles are permitted to use intersection bus lanes.Also,on some streets,markings for bus lanes have been removed due to construction works or other reasons(see Figures 4-8 and 4-9).As a result,the marking of bus lanes is often interrup

312、ted in Tianjin.According to Table 4-2,the marking rate of bus lanes in Beijing,Shanghai,Shenzhen,Chengdu,and Jinan is above 80%.In addition,Jinan,Shanghai,Shenzhen,and Chengdu have designated bus lanes at every intersection(see Figure 4-10).In Beijing and Nanjing however,bus lanes are only partly ma

313、rked at intersections.To calculate the continuity of the bus lanes,18 sections of bus lanes in Tianjin were selected to be examined for markings.The result of this marking survey showed that the continuity of the marking of bus lanes in Tianjin was rather low.The most continuous sections of bus lane

314、s were found to be on Jintang Road(the section between Longtan Road and Guangning Road)and Hongqi Road(the sections between Huanghe Road and Weishui Road and between Yuanyang Road and Wangdingdi),with continuity rates of about 70%-80%.The continuity of other sections was low,from 20%-40%.Except for

315、the roads mentioned above,no bus lanes were marked at intersections.Figure 4-11 shows the speed of bus traffic during the morning peak hours.The reason for volatile bus speeds could be the discontinuity of bus lanes,as bus speeds were found to be low when streets did not have a delineated bus lane.4

316、5A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of TianjinCityRoadStart-end stationLength(km)Speed(km/h)Bus speed/Car SpeedBusCarTianjinPujihe-Qinji-an-Hongqi RoadZiyahe-Xiqing Road Station 2.010.020.00.5Xiqing-Anquan Road Station 1.48.410.50.8Huanghe-Wei

317、shui Station1.012.014.00.9Yibin-Yaan Street Station0.510.015.00.7Yuanyang-Wangdingdi Station2.215.814.81.1Wangdingdi-Binyue Bridge Station2.212.015.30.8Chenchang-Dingzigu No.3 RoadJinbao Bridge-Jiaqing Street Station5.121.922.21.0Xianyang Road-Qinjian Road Station3.316.517.41.0(Source:CSTC)Figure 4-

318、8:Status quo of un-delineated approaching lanes at intersections(the bus lane should be yellow）(Source:CSTC)Figure 4-9:Status quo of un-delineated approaching lanes(Source:CSTC)46A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Table 4-2:Bus lane

319、 marking continuity in different citiesCity Road nameStart-end stationLength in kmContinuity of Bus lane Bus lane marked at intersections?JinanJingshi RoadKeyuan Road-Bayi Bridge Station590%YesBeijingChangan StreetRitan-Xidanlukoudong Station5.380%Partly yesShanghaiXizang RoadBeijingdong Road-Renmin

320、 Guangchang Station195%YesShenzhenHuafu RoadHuafu Road-Shihua Mansion Station 180%YesChengduShudu Street Zongfu Road-Shuangqiaozi Station385%YesNanjingZhongshan Street Xinqiao-Xinjiekou South Station250%Partly yesTianjinJieyuan StreetBeimen-Xiqing Station4.0340%NoTianjinNanmenwai StreetHaiguangsi-Be

321、imen Station2.330%NoTianjinJintang RoadJingshiyi Road-Jingshiwu Road station1.830%NoTianjinJianfu Street-Daqiao Street station0.665%NoTianjinLongtan Road-Huzhu South Street sta-tion0.670%NoTianjinZhongshan Men No.1 Road-Guangning Road station 0.560%NoTianjinJinzhonghe RoadJinshajiang-Waihuan Station

322、1.530%NoTianjinPujihe-Qinji-an-Hongqi RoadYixingfu-Pujihe Station2.960%NoTianjinPujihe-Qinjian Road Station3.720%NoTianjinDingzigu No.0 Road-Honghu North Road station 2.630%NoTianjinZiyahe-Xiqing Road station 2.030%NoTianjinXiqing-Anquan Road Station 1.440%NoTianjinHuanghe-Weishui Station1.070%NoTia

323、njinYibin-Yaan Street Station0.560%NoTianjinYuanyang-Wangdingdi Station2.280%NoTianjinWangdingdi-Binyue Bridge Station2.260%NoTianjinChenchang-Dingzigu No.3 RoadJinbao Bridge-Jiaqing Street Station5.160%NoTianjinXianyang Road-Qinjian Road Station3.360%No(Source:CSTC)47A Study on the Optimization of

324、the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Figure 4-10:Bus lane in Chengdu(Source:Baidu Maps)4.2.4 Delay TimesThe travel time of a bus line is composed of three parts:1.The driving time,2.the delay time at intersections,and 3.the delay time at stations.To analyse the tra

325、vel time of buses in Tianjin,four bus lines with high passenger flows from the central urban area,namely the lines 830,832,855,and 907,were observed.According to data recorded on-site by CSTC19,it was found that driving time of the lines 830 and 907 accounted for 51%and 54%of overall total travel ti

326、me,respectively,while driving time of line 832 accounted for 69%of total travel time,and driving time of line 855 accounted for about 43%of total travel time.On average,the driving time of these bus lines accounted for 54%of the total travel time.For comparison,in the travel time composition of bus

327、line 117 in Jinan,driving time accounted for a similar 52%of the total travel time.Analysis of delay times at intersections on observed lines showed that an average of 36%of travel time was spent waiting at intersections and 10%was spent with buses being at bus stops,which meant that delays in trave

328、l time mainly occurred at intersections.Line 117 in Jinan had a total time spent at stations of 27%and delays at intersections accounted for 21%of total travel time.Thus,when comparing the composition of delays of bus lines in Tianjin and Jinan,it was be observed that intersections in Tianjin accoun

329、ted for a significantly larger proportion of delay times than in Jinan(see Table 4-3 and Figures 4-12 and 4-13.To understand the source of remaining delay times on the same four lines discussed above,the number of intersections and bus stops passed by during journeys was counted for each line,and th

330、e distance between intersections and bus stops was calculated(see Table 4-4).It was been found that the distance between intersections in Tianjin was smaller than in Beijing and Jinan.Additionally,the calculation of the proportion of delay time that was at intersections versus delayed at stations sh

331、owed that the proportion of intersection delay in Tianjin accounted for about 70%-85%of total delay time.This was found to be much higher than intersection delays in Beijing and Jinan,where their proportion was only 45%-60%of total delay time.Reasons for this difference were found to be the high den

332、sity of both road networks and intersections in Tianjin,as well as low passenger flows at stations(see Table 4-5).Results therefore demonstrate that in Tianjin,the delay time at stations accounts for a smaller proportion of overall delay time than that spent at intersections.If Tianjin succeeds in o

333、ptimizing traffic and reducing bus delay times at intersections,overall delays in bus operation will be significantly reduced,which will improve the service level of the entire bus system.Figure 4-11:Bus speed on bus corridors during the morning peak(Source:TMEDI)48A Study on the Optimization of the Bus Network and Exclusive Bus Lane Planning for the City of Tianjin Table 4-3:Composition of bus li