Bus Transport in Ireland –Importance and Importance and Opportunities

Gerry MurphyGerry Murphy14th November 2012

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Bus Services in the State

• Subsidised contracted services provided by Dublin Bus and m

• Subsidised contracted services provided by Dublin Bus and Bus Éireann

• Commercial services by licensed bus operators including Bus

m

• Commercial services by licensed bus operators including Bus Eireann Expressway

• Rural Transport Programme services (came under the aegis • Rural Transport Programme services (came under the aegis of the National Transport Authority in April 2012)

S h l b i f d d b th D t t f Ed ti • School bus services funded by the Department of Education and Science and operated by Bus Éireann or their contractors

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• HSE bus services

National Objectives j

“ In exercising its functions the Authority shall seek to achieve the following objectives—

(a) the development of an integrated transport system which contributes to environmental sustainability and social cohesion and promotes economic progress,

(b) the provision of a well-functioning, attractive, integrated and safe public transport system of services and networks for all users,

(c) improved access to the transport system and, in particular, to public (c) improved access to the transport system and, in particular, to public passenger transport services by persons with disabilities,

(d) increased use of the public transport system,

(e) regulated competition in the provision of licensed public bus passenger services in the public interest,

(f) the objectives set out in section 9 of the Act of 2003,

3(g) increased recourse to cycling and walking as means of transport, and

(h) value for money.”

Smarter Travel

• Smarter Travel – A Sustainable Transport Future Transport Future

published in 2009 by the Department of Transport

• It includes a number of key goals and national targets for 2020, including

a reduction in Green House Gas emissions from the transport sector from 2005 levelsa reduction in the share of a reduction in the share of journeys to work by car to 45% of total journeys

• Increased walking cycling and use

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Increased walking cycling and use of public transport are critical for the achievement of these ambitious targets

Authority functions relating to buses

• Dublin Transport Authority Act 2008 and Public T t R l ti A t 2009

buses

Transport Regulation Act 2009

• The Authority:• The Authority:– can enter into contracts for the provision of public transport

services on a national basisi ibl f th l ti f li d bli t t – is responsible for the regulation of licensed public transport passenger bus services in the state

– is responsible for integration of travel information, ticketing d fand fares

– is responsible for drafting a transport strategy, Implementation Plan and strategic traffic management plan f th G t D bli A

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for the Greater Dublin Area– GDA regional planning guidelines to be consistent with NTA

transport strategy

Travel to work -national

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2006 2011

National Data

Persons travellingto work by mode

nationally

Change inModeShare

% Change

in TripsTrips

% Mode Share Trips

% ModeShare

On foot 205,688 11.7% 170,510 10.5% -1.2% -17%

Bicycle 36,306 2.1% 39,803 2.4% 0.4% 10%

Bus, minibus or Bus, minibus or coach 114,956 6.5% 91,676 5.6% -0.9% -20%

Train, DART or LUAS 54,942 3.1% 52,749 3.2% 0.1% -4%

Motorcycle or scooter 13,049 0.7% 8,443 0.5% -0.2% -35%

Motor car: Driver 1,080,446 61.5% 1,067,451 65.5% 4.0% -1%

Motor car: Passenger 104,861 6.0% 69,164 4.2% -1.7% -34%

Other incl lorry 147 035 8 4% 131 018 8 0% -0 3% -11%Other , incl. lorry 147,035 8.4% 131,018 8.0% -0.3% -11%

Total 1,757,283 100% 1,630,814 100% 0% -7%

Bus services – Dublin Bus and Bus Eireannand Bus Eireann

• In 2011, Bus Éireann and Dublin Bus networks Dublin Bus networks carried 195m passengerson regular scheduled services

• Most passengers tavelled on services funded under on services funded under Public Service Obligation (PSO) contracts

– 60% carried by Dublin Bus, while Bus Éireann carried 40%– ‘Other Scheduled Services’ accounts for the market with most

kil ll d ( %)

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kilometres travelled (55%) – Longer distance ‘Expressway’ services, run on commercial

basis by BE, are included in ‘other scheduled services’

Travel time to work

• Walking and cycling trips to work are relatively short on averageon average

• Bus trips tend to be longer, in time and time and distance

• However typically they are typically they are not as long as rail journeys

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Greater Dublin Area

• Comprises 7 major local authorities

• The Region– accommodates 39% of the population of

Ireland– Generates just under 50% of Ireland’s

Gross Value Added

P l ti b 8 3% i th 5 • Population grew by 8.3% in the 5 years between 2006 and 2011

• Employment dropped in the period 2006 and 2011 but still remained 14% above 1996 levels

10• 50% of Dublin’s adult residents do

not own a car

Travel to work – Greater Dublin

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Greater Dublin Area Data

Persons travellingto work by mode

in the GDA

2006 2011

Change inModeShare

% Change

in TripsTrips

% Mode Share Trips

% ModeShare

On foot 90,423 12.2% 81,886 11.8% -0.5% -9%

Bicycle 23,282 3.2% 28,544 4.1% 0.9% 23%

Bus minibus or Bus, minibus or coach 88,573 12.0% 73,956 10.6% -1.4% -17%

Train, DART or LUAS 49,471 6.7% 47,922 6.9% 0.2% -3%

Motorcycle or Motorcycle or scooter 8,386 1.1% 5,831 0.8% -0.3% -30%

Motor car: Driver406,32

7 55.0% 399,381 57.3% 2.3% -2%,

Motor car: Passenger 32,929 4.5% 24,107 3.5% -1.0% -27%

Other , incl. lorry 39,463 5.3% 34,843 5.0% -0.3% -12%

Total738,85

4 100% 696,470 100% 0% -6%

• The bus is the main form of public transport used • The bus is the main form of public transport used in Ireland today.

• Bus will be the predominant public transport mode • Bus will be the predominant public transport mode throughout Ireland for the foreseeable future

• It plays a critical role in the Greater Dublin Area and it will continue to play a pivotal role, even after delivery of further major rail infrastructure after delivery of further major rail infrastructure (Luas BXD and, in the future, DART Underground and other schemes)

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CHALLENGES FOR BUS

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Challenges for busg

• Demographic trendsDispersal of population and employment– Dispersal of population and employment

– Growth in car ownership

• Network changes needed to match evolving passenger demand

• Securing operational funding for bus services

• Funding of improved bus fleet and securing bus priority infrastructure

15• Changing customer perceptions

– Reliability and punctuality

Demographic trends

• Population of the state (4.6m) grew by 8% since 2006 with a

Demographic trends

g y 8slightly higher growth rate of rate of 9% in the Greater Dublin Area

• Strongest population growth (dark • Strongest population growth (dark green) in the commuter belts of the city regions of Dublin and Cork in particular. This growth is dispersed, low density, and hard dispersed, low density, and hard to serve by public transport

• Largest growth in the GDA in outer areas - Fingal Kildare and outer areas - Fingal, Kildare and Meath (13-14%)

• Other cities show similar patterns

16• Car ownership continues to

increase despite recession Source: Census 2011 (CSO)

Trends

EMPLOYMENT AND EDUCATION

• 6% drop in trips to work nationally and in the GDA 2006-2011.

• In contrast to the drop in trips to work, there have been significant increases in trips to education both nationally (13%) and in the GDA (14%)(13%) and in the GDA (14%).

• Result is overall numbers travelling to work and education have increased

• In the case of both trips to work and education, there have

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been trends towards increased car use.

Declining bus passenger numbers

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SUBSIDISED BUS SERVICES

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Funding for bus services

CIÉ Operator PSO 2008-2011

140.0160.0180.0200.0

rices

)

40 060.080.0

100.0120.0

€m (c

urre

nt p

r Dublin BusBus ÉireannIrish Rail

0.020.040.0

2008 2009 2010 2011

€

• 20% overall reduction in funding for public transport services between 2012 to 2014

• This has taken place in context of significant declines in

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• This has taken place in context of significant declines in passenger numbers and associated revenues

• Improvements in operational efficiencies have helped to mitigate the impact of reduced funding

Bus Public Service Contracts

• The contracts encompass a majority of scheduled bus • The contracts encompass a majority of scheduled bus passenger services in Ireland

• The current contracts were signed in December 2009 and • The current contracts were signed in December 2009 and are for a period of 5 years, to 2014

Th t t t t th f i t th t • The contracts set out the performance requirements that the PSO operators must meet, in return for the payment of a public subsidy

• The NTA monitors the contracted performance of each PSO operator on a quarterly basis

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Contract monitoring

• Contracts sets out Key Performance Contracts sets out Key Performance Indicators and targets that operators are expected to meet

• Operators report on performance against KPIs to the NTA on a quarterly basis

• NTA has option to withhold payment of proportion of service funding where

f d lperformance does not meet contractual requirements

22• Quarterly reports on the NTA website

Bus network reviews by NTA outside Dublinoutside Dublin

• Series of reviews undertaken over last 18 months in Cork, ,Limerick, Galway and Waterford and Dublin Commuter Belt

• Regional and rural service reviews now also underwayg y• In cities simplified bus network

– reduction in number of bus route variants– more regular timetables– more regular timetables– more cross city centre bus routes

• Changes implemented in Galway and Limerick• Galway passenger revenue up 20% since implementation• Implementatin underway in Cork, Waterford and Dublin

Commuter Belt on phased basis

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Ambitions: National

• Increased bus mode share in regional • Increased bus mode share in regional cities

• Greater national coverage of services

• Better presentation of bus services in rural areasrural areas

• Better integration of subsidised bus

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• Better integration of subsidised bus services

• Greater Dublin Area• Metropolitan area • Hinterland

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Dublin Area bus network review

• Dublin area “Network Direct”A li t i t d b D bli B d – Applies to services operated by Dublin Bus under contract to the NTA

– Review was initiated following 2009 Deloitte report on bus services

– Simplified bus network• reduction in number of bus route variants• reduction in number of bus route variants• more regular timetables• more high-frequency cross city centre bus routes

- Over 80% implemented- Reduction of over 10% in Dublin Bus PSO fleet

requirements since 2009

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requirements since 2009

Ambitions: Greater Dublin Area – Metropolitan & Hinterland Metropolitan & Hinterland

• Frequent and direct bus services from Regional Pl i G id li M t lit t t D bli Planning Guideline Metropolitan towns to Dublin city centre operating with at least a 10 minute frequency at peak times and a 20 minute frequency off-peakfrequency off-peak

• Frequent inner suburban services operating across the city centreacross the city centre

• Orbital bus services between Metropolitan t t l t 15 i t i k d 30 towns at least every 15 minutes in peak and 30 minutes off-peak

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• Frequent local services linking into Metropolitan towns and public transport interchanges

Key Quality Bus Corridors

RURAL TRANSPORT

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Rural Transportp

• Funded under the National Development Plan 2007-2013, the principal aim of the Rural Transport Programme (RTP) is: principal aim of the Rural Transport Programme (RTP) is: “to provide a quality nationwide community based public transport system in rural Ireland which responds to local needs”

• Value for Money and Policy Review Report 2011

• RTP came under the aegis of the National Transport Authority in • RTP came under the aegis of the National Transport Authority in April 2012

E t bli h t f th N ti l I t t d R l T t (NIRT) • Establishment of the National Integrated Rural Transport (NIRT) Committee under chair of the Authority.

– Streamlining and integration of services  to improve coverage 

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and efficiency

Rural Transportp

• 35 RTP groups

• 190 staff employed – Coordinators/Managers/Dispatchers – and Drivers/PA’s

• 413 Private Operators using 881 drivers

• 1.7 million passenger journeys in 2011, an increase of 22% compared to 2010.

• Conventional & Unconventional Delivery Models• Conventional & Unconventional Delivery Models

• Services available: Scheduled fixed and flexible services, demand responsive and once-off trips

31• 69% of service trips are defined as either fully

or partially accessible

RTP currently delivered locally by 35 community-based not-for-profit groups.

Rural Transportp

NTA is currently working to:y g– Bring the RTP practitioners into an

appropriate legal frameworkE i t f t d i – Examine costs of programme to drive efficiencies in the programme

– Examine the reporting requirements for the Examine the reporting requirements for the programme and simplify where possible

– Integrate RTP services into Journey Planner– Find the means to integrate HSE services and

usage of fleet involved in school transport

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BUS INFRASTRUCTURE

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Renewing the bus fleetg

• 80 new double-decker vehicles recently funded by the NTA, to replace older fleet ti D bli B t t d ioperating on Dublin Bus contracted services

• All are low floor wheelchair accessible and will ensure that Dublin Bus will have a 100% accessible fleet by the end of 2012.

• 60 new vehicles operated by Bus Éireann on NTA contracted services have been funded by the NTA at a capital cost of approximately €19m

• All funding is by way of a fleet investment agreement whereby NTA can

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All funding is by way of a fleet investment agreement whereby NTA can require transfer of buses to its ownership

Quality Bus Network in Dubliny

• Service objectives of QBCs– Average wait time of 3 minutes in peakAverage wait time of 3 minutes in peak– Target bus journey speed of 22kph– Pedestrian links– Cycle provisionCycle provision

• Since 1997 some €260 million has been invested in the Quality Bus Network in Dublin Bus Network in Dublin

• Current schemes include:– Thomas St / James St. QBC , Swords QBC, – North Wall Quay QBC Bus lanes (Busáras to the Point), – Lucan QBC Bus lane and queue traffic relocation (Chapelizod)

37• Current programme of work focusing on pinch points and

enhancements to high capacity routes.

Bus stopping areaspp g

• NTA is targetingf l ll l h l– Provision of clear, well lit shelters incorporating

seating, – Travel information including stop specific timetables

d l d land Real time displays– Rationalisation of stop poles and sharing of nearby

bus stops between operators– Improved alignment of kerbside boarding points with

bus stopping positions– Secure cycle parking

• NTA intend to prepare bus stop design guidelines to address above requirements

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q

Investment in Bus priority and supporting features and supporting features

• 5 year investment plans now created 5 year investment plans now created – for 6 local authorities in Greater Dublin Area– Cork, Galway, Limerick and Waterford , y,

• Great appetite in local authorities of the regional cities and contiguous counties to develop sustainable transport

• Will take time

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– Dublin took over a decade to develop a QBC network

• After significant decline during the recession, bus passenger numbers appear to be stabilising with tentative signs of growth numbers appear to be stabilising, with tentative signs of growth on some networks

• Future improvements:– Stronger passenger orientated bus service contracts , KPIs and

performance monitoringI d bli t t i i t ti d ll t f R l– Improved public transport service integration and roll out of Real-Time Passenger Information on a nationwide basis and Leapcardticketing in other cities

– Continually improve information for travellersContinually improve information for travellers– Improve bus priority infrastructure for all services– Good quality bus stops in cities and rural areas– Bus Rapid Transit on selected corridors with high passenger demand

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Bus Rapid Transit on selected corridors with high passenger demand