Citywide Transit Integration in a Large City: The Case of Sao Paulo, Brazil

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CITYWIDE TRANSIT INTEGRATION IN ALARGE CITY: THE CASE OF SÃO PAULO,

BRAZIL

Dario Hidalgo, PhDSenior Transport Engineer

EMBARQ, The WRI Center for Sustainable Transport

TRB Annual Meeting

Washington DC, January 2009

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Sao Paulo is a growing megacity with increasing problems in mobility and quality of life

Metropolitan Area: 39 Cities, 19 Million People

City of Sao Paulo: 10.4 Million (6% of Brazil)

Source: Sao Paulo Municipality

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Active Transport

33%

Private Vehicle

31%

Metro6%

Regional Rail2%

Buses State4%

Buses Sao Paulo19%

City Buses5%

High public transport share, but was declining

Total Trips ~ 30 Million (2001)

Public Transport Shareof Motorized Trips

1967 68%1977 61%1997 56%2001 51%

Source: Municipality of Sao Paulo

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Mega challenges in congestion, air quality, safety and security, energy consumption and GHG emissions

Photos: Municipality of Sao Paulo

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The city is transforming radial/dispersed transit into an integrated system


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This is resulting in a positive shift in modal share trends

Per

cen

t M

oto

rize

d T

rip

s

Graph: Sao Paulo Municipality

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São Paulo Integrated System (formerly Interligado)

Bus Priority Treatments (BRT)

– Totally segregated busway (Expresso Tiradentes)

– Median busways (Passa-Rapido)

– Preferential buslanes (Via Livre)

Integration terminals and transfer stations; bus stops

Fleet renovation

New concession contracts by areas

Inclusion of informal operators

Single Fare, using electronic fare collection system

ITS: Control and User Information

1200 km de serviço estrutural

3300 km de serviço local

Source: Sao Paulo Municipality, 2004

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Sao Paulo reform is way beyond recent BRT Experiences in Developing Cities

Single Corridor Several CorridorsFeeder Routes

City Wide RouteReorganization

Non

Int

egra

ted

Inte

grat

ed

Metrobús – Mexico

BRT – Beijing

TransMilenio - Bogotá

Metrovía - Guayaquil

Jakarta

Quito (Trole, Ecovía, North)

Transantiago

Interligado – Sao Paulo

Megabús - Pereira

RIT - Curitiba

Metrobus - Istanbul

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Expresso Tiradentes (formerly Paulistao, Fura-Fila)

Fully segregated corridor 31,8 km

29 stops, 4 terminals, 8 transfer stations

Two elevated sections: 5 km and 1 km

350,000 passengers per day expected when completed.

Diesel-electric hybrid buses (15 m) and articulated buses.

Initial operations of the first section (8 km) started in March 2007

Photo: SPTrans

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Median Busways (Passa-Rapido)

Overhaul and expansion

Open operation, buses can feed in and out from the busway.

Bus stops on the left hand side

– Where median busways are not possible, pperation is on the curb side (buses have doors on both sides)

Enforcement with closed circuit TV cameras

Thirty one corridors, 321 km planned, 104 Km completed

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Preferential bus lanes (“Operação Via Livre”)

Curbside lanes with horizontal and vertical road markings and special traffic signals

30 corridors, 204 km planned

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Terminals

Enclosed paid areas with amenities (restrooms, stores)

Operated under concession contracts.

– Fixed amount per bus serving the terminal

– Billboards and dynamic advertisement

– Newsstands and coffee-shops.

Plan includes 32 terminals; 14 of them implemented (Many existing terminals required only overhaul)

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Transfer stations – 328 transfer stations planned, 25 completed in

the 2001-2004 period

Bus stops– 12 types with sizes between 4m of length and

1.8 m width to 38 m of length and 3.5 m width– 17,000 bus stops with an average spacing of

300m in the local network and 500 m in the structural network.

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Fleet renewal

Diesel Euro II, III and alternative technologies

13,711 low-entry vehicles (14,903 currently)

– Articulated 1,073

– Padron 5,599

– Conventional 2,423

– Microbus 3,063

– Minibus 1,553

Buses in the structural subsystem have doors on both sides

Cooperatives of self-employed van operators were required to acquire new minibuses

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Fare Integration

Smart card ticketing

Time Based Fare - Free transfers within 3 hours of the first validation

Access to 22 cities (out of 39 in Metropolitan Area) with one single payment

Flat fare ~1.05 dollar/trip

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Control system


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Public InvestmentUnits USD Million

Component2001- 2004

2005-2008

Total2001- 2004

2005-2008

Total

Electronic Fare Collection System

62,66 62,66

Terminal Facilities 14 18 32 59,69 104,50 164,19

Transfer Stations 25 303 328 2,63 31,58 34,21

Passa-Rápido (31 corridors – median)

94,6km

226,1km

320,7km

117,83 210,76 328,59

Expresso Tiradentes1 (Fully Segregated)

31,8 km

31,8 km

158,62 79,60 237,89

Via-Livre (30 corridors – curbside)

77,7 km

126,0km

203,7km

7,28 22,01 29,29

Monitoring and Control

32,28 48,24 80,52

Total 440,972 496,38 937,34

Source: Sao Paulo Municipality, Exchange rate 2.85 brazilian reales per US dollar (January 2004). 1/ Formerly named Paulistão ad Fura-Fila. Initial operations started in March 20072/ Includes infrastructure built before 2001 R$ 140 million

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Main Impact – Increase in Boardings and Linked Trips

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Barrier Solution/Mitigation

Inter-agency coordination

• High level coordination group (Secretary of Transport, Director of SPTrans and Director of CET).

• Planning and implementation groups under a single coordination authority

• Designation of several professionals of the municipal agencies to the project

Coordination with other levels of government

• Initially a municipal project, expanded later to the state and other municipalities

Regulatory Regime

• Regulations were changed to allow several components: integrated fare collection system; conditions for the transport concessions, integration of informal operators, among others

Opposition from transport industry leaders

• Dialogue and information. Creation of the Municipal Council of Transport and Traffic, with broad representation.

• Negotiation process with the bus operators’ representative.

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Barrier Solution/Mitigation

Opposition from van operators (Peruveiros)

• Small operators incorporated into the new scheme through cooperatives under contract

Large scale reorganization

• Participation of a competent team of professionals • The route reorganization approach was fairly

straightforward: segmentation of services (local, structural) and elimination of redundancies. The new network is rather complex

Limited funding availability

• Use of existing right of ways, low cost solutions for bus stops, integration points and terminals;

• Loan from the Brazilian Development Bank BNDES was obtained for investments

Neighborhoods opposed busways

• Information and discussion with the community; non-intrusive design

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Launch of Integration Scheme

Problems– Distribution of credits was difficult– Many facilities were inadequate – small bus stops and transfer

stations cause bus queuing and delays – Via Livre corridors (curbside) were invaded (delivery trucks, taxi

cabs)– Incomplete user information on routes and frequencies (maps were

difficult to understand) – Delays in infrastructure deployment, including those caused by

lawsuits filed by neighbors’ organizations– Financial difficulties for small operators (cooperatives)

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Design Issues

Busways are open; no real operational control on the supply level (spatial and temporal)

Reliability of the operation is variable and limited capacity of the bus stops often leads to spillovers and reduced commercial speeds

Soft segregation; control with CCTV cameras does not seem enough to deter bus lanes invasion

Photo: Sao Paulo Municipality

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Perceived Quality of Service for Municipal Buses remains low

Percent Users Considering Transit Service Excelent/Good

75

46

27

96 93

90

8067

69

50

48

66

20

30

40

50

60

70

80

90

100

1999 2000 2001 2002 2003 2004 2005 2006

Metro

S. Mateus-Jabaquara Buses

Metropolitan Buses

Regional Rail CPTM

Municipal Buses SPTrans

Vans (non regulated)

Source: ANTP

Main User Concerns

Emission Levels (99%)

Congestion (88%)

Long waiting times (82%)

Long travel times (80%)

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Receita Mensal X Remuneração

receita

remuneraçãodos operadores

139

167

187195

208

202186

190

234 244

225

250

233

180

207214

234219 227

241

229

260254

294283

260

100

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200

250

300

350

jan.

mar.mai

.jul.

set.

nov.

jan.

mar.mai

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set.

nov.

jan.

mar.mai

.jul.

2004 2005 2006

Tarifa = R$ 2,00Tarifa = R$ 1,70

R$ (milhões)

A prefeitura remunera as gratuidades e os descontos dos estudantes.

O bilhete único foi implantado em maio de 2004 com a tarifa vigente na época (R$ 1,70) , que já se encontrava em vigor há mais de um ano. Em março de 2005 a tarifa foi reajustada para R$ 2,00.

Sistema I nterligado de ÔnibusMunicípio de São Paulo

Figura 6


receita


139

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202186

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234 244

225

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207214

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R$ (milhões)





receita


139

167

187195

208

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190

234 244

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207214

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2004 2005 2006


R$ (milhões)




Figura 6Financial Stress

Revenues

Costs

Source, Souza, A, ANTP/BNDS 2007

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Recommended Improvements*

Completion of priority corridors, transfer stations, control and monitoring devices

Enforcement of contracts

Technical definition of fares to avoid financial stress

Include high capacity BRT applications to improve commercial speeds on main corridors:

– Strong longitudinal segregation of the bus lanes

– Increased prepayment (enclosed stations, and paid areas);

– Continuous adjustment of services taking advantage of the intrinsic flexibility of buses

Inclusion of emergency response systems. ITS applied for oversight, but not to perform real time operational actions

* Many already being considered and implemented by the municipality

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Lessons Learned

The São Paulo experience can be considered a good practice in implementation of transport reform in developing cities:– Transit services became more attractive as user cost and travel time

was reduced– Fleet was renewed and several operational inefficiencies were

trimmed down– Integration efforts continue, including coordination with the Metro and

regional rail and bus

Key elements of success were political commitment, coordinated effort of several agencies, technical preparation, and inclusion of existing bus companies as well as informal operators.

Several aspects need further attention to improve service quality and user perception. Effort is underway.

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São Paulo vs. Santiago

Advantages:

– Service changes were introduced gradually (as corridors and terminals became available)

– Existing operators (formal and informal) were included

– Integration with Metro and regional rail occurred later in the process

Disadvantages:

– Transantiago was able to capture the benefits of a more open competitive tendering for bus operations and introduced stronger controls on the private operators

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São Paulo vs. BogotáAdvantages

– São Paulo achieved a citywide integration, Bogota only partial (20% of the public transport trips)

– Bogotá's transit provision still dominated by an inefficient operational scheme (“Guerra del Centavo” 80% of the trips )

TransMilenio corridors exhibit much higher capacity and commercial speeds (except Expresso Tiradentes)

Citywide Transit Integration in a Large City: The Case of Sao Paulo, Brazil

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