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Assessment Cover SheetComplete and attach this cover sheet to your assessment before submitting

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201202000 – 201000085 - 201101342

Andrew Bardsley

June 7th, 2014. June 7th, 2014.

By submitting this assessment for marking, either electronically or as hard copy, I confirm the following:

This assignment is my own work Any information used has been properly referenced. I understand that a copy of my work may be used for moderation. I have kept a copy of this assignment I have read and/or attached the Turnitin Originality Report

TLB 6300

BILM

Alaa Matooq – Noor Hameed Rabeea – Marwa Jameel Abdullah

Assignment Two: The Future Bahrain Public Transport System

Passenger Transport Management

Alaa Matooq 201202000 – Noor Hameed Rabeea 201000085 – Marwa Jameel Abdullah 201101342

Table of Contents

...............................................................................0

Executive Summary..............................................................................................................................................3

Modal Choice and Justification.............................................................................................................................4

Ownership............................................................................................................................................................5

Subsidy and Funding.........................................................................................................................................7

Infrastructure........................................................................................................................................................8

Road infrastructure...........................................................................................................................................8

Depots, Terminals and Stations......................................................................................................................11

Routes.................................................................................................................................................................13

Demand Influences.........................................................................................................................................13

Planned Routes...............................................................................................................................................18

Red lines.....................................................................................................................................................20

Green lines..................................................................................................................................................21

Blue lines.....................................................................................................................................................25

GCC Railway Plan............................................................................................................................................27

Characteristics....................................................................................................................................................28

General Characteristics of the System............................................................................................................28

LRT Characteristics..........................................................................................................................................29

BRT characteristics..........................................................................................................................................30

Minibuses Characteristics...............................................................................................................................31

Characteristics of Depots, Terminals and Stations.........................................................................................32

Operating Systems..............................................................................................................................................33

Depots, Terminals and Stations......................................................................................................................33

Control of Service...........................................................................................................................................34

Revenue Control System.................................................................................................................................35

Fare Collection System...............................................................................................................................35

Management Information and Record Systems.............................................................................................38

Conclusion..........................................................................................................................................................39

References..........................................................................................................................................................40

1


2


Executive Summary

The current public transport system in Bahrain is outdated with many defects making people

reluctant to use it. The previous assignment included a SWOT analysis of the existing system which

identified many weaknesses and threats. Some identified weaknesses include Infrastructure’s bad

condition and its maintenance, lack of advanced technology, weak communication with possible

passengers, no strong regulations enforcement and more.

This report aims to provide a comprehensive design for the future of public transport in Bahrain

which tackles the issues identified in the SWOT analysis and other areas. The proposed design will offer

suitable solutions for this problem combining three modes into one public transport system which

meets the future demands of Bahrain's population and economy. It is going to show the integration of

these modes and how they complement each other. Additionally, the report will assess some elements

related to the system including Infrastructure, ownership, routing, operation systems and

characteristics. Consideration will be given to green energy and technology trends as oil reserves in

Bahrain are greatly decreasing and expected to run out within few years (EIA, 2013).

This paper will also look at the developments and existing plan of passenger transport within GCC

and the connectivity to Bahrain's future passenger transportation. However, this report takes into

realization that the proposed design may not be a perfect solution for all obstacles such as people's

acceptance. The information used to establish the design was retrieved from several online resources in

addition to class notes and our previous knowledge.

3


Modal Choice and Justification

Bahrain’s future Public Transport plan suggests implementing three modes. Light Rapid Transit

(Light Rail) is suggested to link far vital areas frequently visited by passengers. Although this mode is

highly expensive, it was chosen because it is more efficient in terms of longer distance routes and does

not require much stops. Therefore, it is faster, reliable and more frequent than some other modes. It

provides reduced journey times making it inefficient to drive by car to far destinations especially those in

south of Bahrain.

Secondly, BRT was chosen to link relatively long distances but shorter than those covered by LRT.

According to AC Transit (2014), BRT’s performance exceeds most other modes costing part of their

expenses. It is cost-effective as the most expensive BRT costs approximately 25 USD/Mile compared to

200 USD/Mile for heavy rail and 70 USD/Mile for Monorail. Moreover, implementing such system takes

less than building other modes infrastructure like heavy rail.

Both LRT and BRT were chosen to reduce environmental effects as they do not operate on fossil

fuels. Even in systems were fossil fuels are used, they produce far less emissions than private cars and

large buses. The assignment also explains that some systems could be used for those two modes to

require far less space than other modes. This justifies our choice because land space in Bahrain is very

limited which should be considered in modal choice and passenger planning. Flexibility is also offered by

these modes and various systems could be applied to control them.

The last mode to be used is minibuses which is appropriate for serving small local roads as it can

operate on the narrowest routes and easily slow its speeds complying to current road conditions. For

example, minibuses will serve residential areas where it is necessary to have drivers rather than

4


automated systems to control vehicles as people are usually walking or children are playing on those

streets. Moreover, minibuses are cost-effective as they do not require expensive infrastructure and can

access all areas especially residential and heavy pedestrian dense areas like Souks.

All chosen modes are suggested to be on or above ground level. This is because implementing

infrastructure for underground systems is significantly costlier than doing so on ground. Moreover, it

requires having a large space of empty land which is not available in Bahrain except in the south which

would not be beneficial due to lack of demand.

Ownership

Ownership of such system can be viewed partly as a challenge. This is because the suggested

public transport system requires incorporating highly expensive new and green technologies. It requires

a massive initial capital which the government might not be willing to pay for building such developed

infrastructure or implement these technologies. Even subsidizing such a system can be a problem

because operators seek profit and the government might not be able to cover costs. Moreover, a private

transport system cannot build and operate the system on its own. Doing so will increase fares making

them too expensive for passengers especially in a country like Bahrain where people’s income is limited.

Therefore, the best solution would be Public-Private-Partnerships to avoid capitalization problems and

operating issues such as public-owned systems inefficiency (CILT, 2011).

The type of Public-Private-Partnership proposed is an independent private operator for each

chosen mode. These private operators should have a communication system that enables them to

5


coordinate their routes, schedules and other areas leading to increased efficiency. It is recommended

that these private companies have a contract with the government (single public authority) which states

regulations regarding the standards of service to be provided (frequency, timing, comfort, etc.) and the

fares to be charged. It should up to the companies themselves to determine the methods in which they

are going to deliver the service and the technologies and systems they are going to use. This suggestion

is similar to the Design-Build-Operate Model designed by Perlman and Pulidindi (n.d.) which states that

the public entity retains partial ownership although private entities perform the mentioned tasks.

Successful examples of such partnership are the Las Vegas Monorail Project and the Reno

Transportation Rail Access Corridor.

Although Public-Private-Partnership has some risks including the bankruptcy of the private

companies and the government legislation which can restrict some developments, the benefits can

easily overcome these risks (Perlman & Pulidindi, n.d.). The benefits include:

Ability to attract advanced expertise: Having a private partner can demonstrate to the

possible workforce that the working conditions are better than those of the public sector.

This partnership also offers more freedom and flexibility in terms of policies like working

hours which are highly restricted in the public sector. This would attract more specialized

workforce which will decrease the long-term costs, help improve service quality and bring

more innovation, creativity and development to the system.

Economic development: As such partnership helps improve the system, more revenues

can be earned. Moreover, encouraging the private sector to participate in public projects

means that private companies would be willing to invest in the public economy and

community projects.

6


Funding: This type of partnership provides access to private finances and external

investments. This funding allows completing projects which would not be possible or

would be delayed if it depended on the limited funding abilities of the public sector.

Subsidy and Funding

It might not be feasible in the perspective of the government to entirely subsidize such an

expensive system as it is doing with the current public transport. Therefore, the government can only

offer certain limited types of subsidy. As the private companies are working by a contract with the

government, they are obligated to provide services on unprofitable routes. The government can cover

the costs of operating such routes as a type of subsidy (CILT, 2011). Moreover, the subsidization can

include concessionary fares for students and elders. This is because the regular fares will slightly

increase than what they currently are to bring more revenue. The infrastructure for the future system

will be highly expensive either in building or maintaining. It is therefore a good idea due to the Public-

Private-Partnership that the government takes the responsibility for maintaining the entire

infrastructure as part of subsidization.

Private companies cannot provide the initial capital and handle the costs of implementing this

system unaided. External investors within the country or even overseas could be contracted to solve the

problem of high capitalization. Some private companies are willing to fund and invest in developed

passenger transport systems because there is a possibility of good return on investment. This is

especially the case when the demand becomes higher on the system after applying certain policies and

controls like banning expats from driving in Bahrain (GDN, 2014). External investors would give the

opportunity of continuous upgrades and improvements without having to worry about the costs of

implementing new technologies or systems.

7


Infrastructure

Road infrastructure

The biggest challenge in incorporating infrastructure for new transport systems is that when the

infrastructure is built, the demand already exceeds the capacity due to increased population growth and

demand (CILT, 2011). The population of Bahrain is estimated at 1.318 million in 2012 according to the

World Bank (2014). The World Bank also estimates the annual population growth rate of Bahrain at 1.9%

which impacts population density’s rapid growth. The following diagram shows density growth between

1962 and 2011:

8

Figure 1: Density Growth between 1962 and 2011 (World Population Review, n.d.)


Therefore, it is important that the future transport plan considers those figures and presents the

infrastructure to be built according to them. Provided that future plans do not consider these numbers,

the new system would be inefficient and the existing problems of congestion, inconvenience and

infrequent service would proceed to the future.

The geographical effect on infrastructure planning should also be considered (CILT, 2011). Bahrain

has a very flat surface with no topographical features which could affect transport infrastructure such as

mountains, hills or lakes. This is a great benefit because it means that there are no topographical

restrictions which could halt or change the new infrastructure plans.

The BRT system is going to operate on newly built, with flow, rapid transit dedicated running lanes

(CILT, 2011). These BRT exclusive lanes will be located side by side with regular roads. However, they are

going to be fully separated from them by curbs rather than painted lines to prevent other traffic from

using them. This can eliminate congestion problems, increase the speed and frequency of service and

generally improve traffic flow, reliability and convenience. The BRT system will utilize the several empty

land spaces on the sides of current infrastructure to build new roads. These empty areas could also be

used by the government to implement pedestrian facilities linked to terminals and bus stops. Where

there is no available space, the BRT system’s infrastructure is going to be built above street level.

Bridges will also support the system in case existing infrastructure is an obstacle.

The LRT will also run on new infrastructure which will be built above street level by the

responsible private company. Building the infrastructure above street level is justified by the lack of

available land space in Bahrain. The LRT roads will have a base with embedded metal tracks for the LRT

vehicles to be able to operate on. Although building new infrastructure is highly expensive, Bahrain has

a limited existing infrastructure making it impossible to implement BRT and LRT systems without new

roads.

9


The minibuses will not need new infrastructure to be built as they will operated in mixed traffic on

the current feeder and local roads infrastructure. No dedicated lanes are included due to the restricted

road space of existing infrastructure. However, those streets are in bad conditions due to heavy usage

and heat cracking. Therefore, as part of the government’s regular maintenance program, these roads

will be improved or replaced to be suitable for the new minibuses system. The regular maintenance

programs for the infrastructure of all systems will be done by local responsible authorities collaborating

with the responsible private companies of each mode.

The new and existing road infrastructure should be built and developed with consideration of

Bahrain’s climate which can rise up to more than 50 C° (CILT, 2011). The heat of Bahrain and high levels

of exposure to sunrays can severely damage the roads. This high temperature can lead to cracking the

roads which can increase the maintenance costs. This can affect the comfort of journeys and make

passengers dissatisfied. To solve this problem, the segregated roads of the BRT and the base of the LRT

are going to be built with a top layer of FIREROK™ cement concrete. This cement is a product developed

by CERATECH™ which absorbs heat slower than normal roads then dissipates it five times quicker to

reduce the thermal stress which leads to cracking (Figure 2) (CERATECH™, n.d.). This will lead to better

smoother roads resulting in more comfort during journeys which would accommodate different living

standards. Additionally, utilizing this layer is going to significantly reduce maintenance costs and

increase infrastructure service life. This cement concrete can also be used to replace existing roads

which minibuses will use.

10


Figure 2: FIREROK Cement Heat Capacity Compared to Normal Cement (CERATECH™, n.d.)

Depots, Terminals and Stations

There are 6 terminals where journeys starts and end which will be spread along the Kingdom.

These terminals will be built and maintained by the responsible private company. Terminal facilities will

include small retail shops, 24-hour small supermarkets, coffee shops, cafeterias and offices for

employees of passenger services. While terminals will be bigger, stations (10 excluding mini bus

stations) are smaller due to lack of space. Therefore, only basic facilities will be available in them like

comfortable chairs and small refreshment machines. Some bigger stations will include some shops and

other facilities. Moreover, in addition the yard, two depots will be located in Isa Town and Hamad Town

because those areas are in the center of Bahrain with easy accessibility to most other areas. They will

comprise of private resting rooms and cafeterias for employees. Also, all depots, terminals and stations

11


will be air-conditioned with different sizes of monitors showing real-time updated information regarding

times of arrival and departure, routes, advertisements and more. This will lead to better communication

with passengers and more efficiency. Terminals and stations where all systems transit are going to be

double leveled to reduce space (Figure 3). In the ground or first floor, BRT and minibuses will transit and

since the LRT is already above normal street level it is going to transit in the second floor.

Figure 3: Double Leveled Terminals and Stations (Google Images, 2014)

Furthermore, terminals will have an allocated space for

Park and Ride services. These will be commercially owned to

increase revenues and avoid misuse by people who do not

use the passenger transport service. As Park and Ride usually

takes so much space, the new system will include Smart

Towers (Figure 4) (M & M Parking Systems, 2012).

This is already installed in places like Tokyo, Kuwait and

others. The passenger only needs to drive the car inside a

numbered park, exit the park and the system will move the

car. To retrieve it, the owner only has to press the number of

the park on the control panel. Park and Ride services can be

cost-efficient when compared with the costs of using private cars in the CBD in terms of fuel

consumption, time travelling and parking costs (epa.gov, 2014). This would increase people’s usage of

passenger transport.

12

Figure 4: Smart Tower System (M & M Parking Systems, 2012)


Routes

Demand Influences

Scheduling and routing are a constant challenge for transport planners. This is because demand

levels fluctuate rapidly depending on different times a day, weekdays, seasons and locations (CILT,

2011). This can lead to either excess or lack of capacity impacting revenues and quality of service.

Financial effects of this are challenging to avoid but certain measures could be taken to avoid losses and

effectively meet passengers demand. Therefore, peak demand timings should be met by increasing fleet

capacity to meet the exact demand at the right time while meeting infrastructure demands. These

actions will decrease the possible congestion at the following peak times:

Work/school; 7:00AM-8:00AM morning/ 1:00PM-4:00PM.

Entertainment; 5:00PM-11PM, weekends.

Tourist; weekends, and holidays.

13

http://en.wikipedia.org/wiki/File:Senja_LRT_Station,_Singapore.jpg


Demand on certain areas is affected by people’s activities which lead to high density levels.

Bahrain’s population density was estimates at 1701.01 in 2011 (The World Bank, 2014). This level

certainly increased over the years and will continue to do so in the future. Consideration was given to

certain major activities while planning routes which led to variations in density between different areas

including:

Although schools spread in all areas in Bahrain, certain areas have registered significantly higher

numbers of schools density which are Manama, Muharraq, Isa Town and Hamad Town as Figure 5

indicates.

14

Activities Leading to High Population Density Areas

Education Employment Entertainment and Leisure


Figure 5: Highest Areas of Education (Schools) Density (Created by Google Maps, 2014)

Moreover, the highest dense areas in Bahrain due to employment factors are shown in Figure 6.

15Figure 6: Highest Density Areas Due to Employment (Created by Google Maps, 2014)


Based on the map, some examples of high employment areas include:

16

KBSPLogistics zoneInternational businesses

Hidd

Bahrain International AirportLogistics Service Provider Businesses like DHL

MuharraqBahrain Financial HArbourCompanies of diverse sectorsMinistry of Interior

Northern of Manama

Ministry of HealthBanks HospitalsBatelco Main Building

Southern of Manama

Car AgenciesFactoriesEWA

Sitra

Employees of Many Shcools, Universities and InstitutionsMinistry of EducationInformation AuthorityMinistry of Labour

Isa Town

Al-Moayed TowerEmployees of MallsMany Companies of Different Sectors

Seef District


Furthermore, Figure 7 outlines the highest leisure and entertainment density areas which include

retail shops, shopping malls, historical locations, restaurants, art galleries and others. Some of those

areas are Amwaj Island, Seef District, Aljuffair, Adliya, Alareen Wildlife, Riffa and others shown on the

map.

17Figure 7: Highest Density Areas Due to Leisure and Entertainment Activities (Created by Google Maps, 2014)


Depending on density areas indicated by the previous maps, routes should provide easy

accessibility from people’s place of residence to those places. Additionally, the GDN (2014) reported

that the Shura Council approved the law that bans expats from driving. This would increase the need

and demand for public transport. Therefore, frequent and punctual routes should be scheduled.

Although some organizations will be able to provide dedicated buses to transport expat employees from

and to workplaces, many other organizations will not be able to do so. Thus, efficient public transport

are required.

Planned Routes

The chosen modes will operate in integration with each other for more efficiency in transporting

passengers with reduced time and costs. Therefore, modes will share the same terminals and stations

for interchange purposes. Where there will be competition between the proposed three modes (LRT,

BRT and Minibuses) in terms of service quality, they all should work in cooperation to provide more

effective services. This will benefit passengers as competition leads to fares reductions which is the core

concept that people look for when using public transport.

While planning for the future network, consideration has been given to population density that

will affect demand and its changes in the empty southern areas of Bahrain. Taking into account

Bahrain’s 2030 vision that aims to provide comprehensive plans for public transport, suggested routes

has been determined as Figure 8 details (MOW, 2011).

18


19Figure 8: LRT, BRT and Minibuses Rotes and Facilities (Created by Google Maps, 2014)


Red lines

These lines represents LRT routes which will be operated in two lines. The first red line of LRT

connects Bahrain International Airport with Askar passing several vital areas (Figure 8). LRT will stop at

three terminals and one station as Figure 8 shows. A terminals will be placed at the Bahrain

International Airport (Muharraq) as the starting point. It is the most vital place in Bahrain as tourists will

need to be transported to the other country's activities. The other terminals are located in Manama

near King Faisal Highway to connect people with different activities available like BFH and in Isa Town

near Al-Esteglal Highway which registered one of the highest densities for educational purposes. These

cities (Manama, Muharraq and Isa Town) are considered vital areas containing diverse activities;

educational, entertainment, health facilities, employment, etc. Furthermore, Askar’s station will be the

final destination near King Hamad Highway to connect those vital cities to ALBA which has one of the

highest employment densities.

The second LRT red line will connect Manama to Sakhair passing through several places where it

will contain four stations and a shared terminal (Figure 8). The starting point is from the same Manama

terminal of line one. It will run along Seef District station located in the center near shopping malls and

several private companies for entertainment and employment purposes. Then it will pass Budaiya road

on Al Qadam station as it is close to other areas located on the same road. There is another terminal

located in Saar for interchange purpose where passengers can continue their journey or stop at Budaiya

road. The next station will be in Hamad Town on Zaid Bin Omera Highway close to entertainment

(shopping areas) and educational activities (one of the highest schools density areas). The last

20


destination will be at Al-Areen terminal close to entertainment (BIC and Al-Areen Wildlife) and UOB

which has the largest number of students in Bahrain. LRT lines will be running in two ways and will be

connected to BRT’s green lines. More detailed maps for LRT could not be obtained due to the length of

the lines.

Green lines

These represent BRT routes which will operate on new infrastructure aligned with existing

highways operating on two ways. These are linked the other two LRT red lines as Figure 8 Shows.

The first BRT line will connect Sitra to Hamad Town passing Riffa area. The starting point will be

from Sitra station as the area has one of the highest employment densities. The next stop will be

21

Figure 9: BRT Lines One & Two (Created by Google Maps, 2014)


in Riffa terminal near Al-Riffa Avenue to transport people to entertainment activities (e.g. Shaikh

Khalifa Bin Salman Park) and Isa Town’s educational area. The final destination will be in Hamad

Town station which is the same of the LRT’s second line (Figure 9).

The second BRT line will connect Aljuffair to Riffa passing through Isa Town with a shared

terminal with BRT’s line one and LRT’s line one (Figure 9). The starting point will be from Aljuffair

area as it has high entertainment activities density. The station will be placed near Al-Fatih

Highway. The next terminal will be in Isa Town for interchange purposes and the final

destination will be Riffa station (the same station of BRT’s line one).

22

Figure 10: BRT Line Three (Created by Google Maps, 2014)


The third BRT line will starts from Hidd area’s station located near Dry Dock Highway, where

there is large available space, heading to a station located on the center of the same Highway as

an interchange point for passengers to either continue on the same line to Amwaj island station

or go to the terminal located at BIA (Figure 10).

The fourth line of the BRT will connect the Budaiya road areas as it will starts from AlQadam

station to the next station that located in Bani Jamra which is to near Budaiya Highway and the

final destination will be on the Janabia station that is located near to Janabia Highway, as

23

Figure 11: BRT Line Four (Created by Google Maps, 2014)


Budaiya considered one of the entertainment area in Bahrain (ex. wide ranges of restaurants)

(Figure 11).

24

Figure 12: Future BRT Extension


The purple lines show the possible future extensions of BRT routes. A suggested BRT route will

run from Askar station to be connected down to Durrat Al-Bahrain if public access restrictions

were removed enabling people to enter it for future entertainment projects. Also, there is a

future plan for AL Salam Development Project which will be accommodated by the second BRT

extension (Figure 12). New bus stops will be established in the future along the side of the

country as several development projects are expected in the southern area. Additionally, Park

and Ride will be provided in Sakhair terminal.

Blue lines

These represent minibuses which will also operate in two ways. Several minibus stations will be

distributed in each village and town to carry passengers from local roads to main terminals and stations

and vice versa. Minibuses routes are as below:

25

Area

Muharrq

Hidd

Al Manamah

Stop Example

Al Dair will be linked to the Bahrain Internattional airport terminal

Arad will be linked to the centeral Dry Dock BRT station

UMM Al Hassam will be linked to the Al Juffair BRT ststaion


26

Area

Al Seef area

Buday areas

Isa Town area

Stop Example

Daih will be connected to the Al Seef LRT station

Abu Saiba will be connected to the AlQadam LRT terminal

Tubli will be linked to the Isa Town LRT terminal

Area

Sitra area

Al Riffa area

Salmabad area

Stop Example

it will connect Sitra smaller areas to the Sitra BRT main station

it will connect Bu Kowarah to the Riffa BRT station

it will connect Zayed Town to the Isa Town BRT terminal

Area

Hamad Town area

Sakhair area

Askar area

Stop Example

it will connect Karzkan to the Hamad Town LRT station

it will connect Zallaq to the Sakhair LRT terminal

it will connect the local areas in Askar to it's main LRT terminal

Transportation Hub


GCC Railway Plan

A plan for a future GCC railway system is set to link all GCC countries. This needs to be considered

when planning future public transport in Bahrain. GCC railway will link Bahrain with other GCC countries

via two future causeways which are Bahrain-Qatar Causeway and new expansion of Bahrain-KSA

Causeway. Thereafter, many tourists especially from these two countries will be expected to visit

Bahrain frequently.

27Figure 13: GCC Railway Plan (MOW, 2011)


Since these people will need to be transported from one area to another, a transportation hub

will be constructed in Alba Industrial area (Figure 13). In this case the proposed Askar station will be

demolished and the internal LRT system will continue to the hub as final destination (Figure 14). This will

connect GCC visitors with Bahrain’s future public transport system and ease passengers’ movements

internally. The hub will be responsible for transporting people to/from terminals and stations by using

the LRT system. The railway system will cross Bahrain as demonstrated in and continue the link to KSA

(MOW, 2011).

Characteristics

28

Figure 14: GCC Railway Plan Incorporation (Created by Google Maps, 2014)


General Characteristics of the System

Bahrain has a massive private car ownership. The years 2000 to 2010 witnessed a sharp increase

of this rate reaching up to 500,000 cars (AlSabbagh, 2014). It is therefore recommended that

road user charges are implementing through "E-ZPass" toll payment system to reduce private

cars usage in vital areas (e.g. Diplomatic area) (McBrayer, n.d.).

Due to Bahraini traditions, people might prefer having separate gender sections. Thus, all LRT,

BRT and minibuses will be separated into two sections for women and men (CILT, 2011).

LRT Characteristics

LRT serves areas of high demand (vital) efficiently as it handles high capacities especially

at peak demand.

It has a private right-of-way as no other modes shares its infrastructure reducing

congestion problems and enhancing reliability and convenience.

Frequent journeys reducing waiting time and faster operations due to minimal stops.

Low-floor vehicles at the same station platforms level to accommodate for disabled

people and enhance movement comfort (Figure 15) (McBrayer, n.d.).

Periodic maintenances will be scheduled

for LRT system to ensure smooth running

operations.

The system will operate on electricity

supplied from its metal tracks reducing

pollution and environmental impact.

BRT characteristics

BRT will operate on segregated lanes to reduce congestion and delays.

29

Figure 15: Low-Floor Vehicles in Negara, Bali (Google Images, n.d.)

http://www.freemalaysiatoday.com/category/nation/2014/01/08/commuters-railroaded-over-lrt-platform-fees/attachment/putra-lrt/


Speed and frequency are main characteristics of BRT as it will run on guided systems managing

traffic flow, increasing reliability and convenience. Real-time information at terminals/stations

will also help achieve this.

BRT system is going to be magnetically guided. According to Demerjian (2008), the system was

successfully tested which uses magnetic strips embedded every 1.2 meters in the segregated

roads. Those strips send signals to sensors on specific BRT vehicles to guide them on the road.

Drivers only control speeds and breaks but can also fully control the vehicle when required.

Overall, this guided system increases public transport efficiency by providing a completely safe,

frequent, convenient and fast service.

Due to the accuracy of the magnetic-guided system, segregated lanes can be narrowed from 12

to 10 feet which reduces the space needed and allows other uses of available space.

The Valley Transportation Agency in California assessed the costs of such system and it was

confirmed to be cheaper than other systems (Demerjian, 2008).

The power source of BRT vehicles is going to be electricity. Contrasting any regular or electric

bus, the type of buses used in the suggested BRT system do not need any overhead wires or

plugs to a power source (Draxler, 2012). Buses would only have a battery which receives a five-

kilowatt wireless charge from road plates installed in each bus stop. Once a bus stops at a

station, the transformers of the bus and the charge plate align allowing the wireless energy

transfer. Using this method, the bus can re-charge as it operates on its normal routes rather

than having a big battery on board or using additional infrastructure like wires and plugs.

According to Draxler (2012), this has been used in Netherlands since 2010 and in Italy since a

decade.

30


Additionally to reducing the time needed to charge or fuel the vehicles and leading to faster,

punctual and more reliable service, the system mentioned in the previous point eliminates any

fossil fuel emissions. This can reduce pollution and lead to less environmental degradation.

Minibuses Characteristics

Flexible as it run on scheduled services accommodating demand on local areas where it

operates on narrow roads within villages.

Cheap mode as it does not require high capital (e.g. expensive infrastructure). Usually, variable

costs are quite expensive (e.g. fuel). However, petrol and diesel in Bahrain are subsidized by the

government. Although it will increase to about 180 ot 200 fills/liter, it is still relatively cheap

(Tradearabia, 2013).

Reasonable fares making minibuses low-priced and affordable for all people especially with the

expected growth of population which will increase demand on transportation services. This will

make people so people seek the most cost-efficient mode.

Minibuses can meet environmental standards regarding less emissions and greenhouse gases by

utilizing renewable energy. They can run on solar or electric power like Rome’s electric

minibuses which are operating since 12

years with almost no pollution (Figure

16) (ELTIS.Org, 2014). In fact, in 2012

Bahrain had a successful pilot project

on solar power meaning that they could

develop solar energy cells to power

minibuses (BAPCO, 2012). Also, they

could use biodiesel as a sustainable source of fuel which has been successfully used in USA for

31

Figure 16: Solar Energy in Use (Google Images, n.d.)


1200 school buses and for inter-city journeys as this can save possible expenses (Rimlife

Greentech, 2011).

Characteristics of Depots, Terminals and Stations

It expected that Bahrain will adopt green energy to comply with 2030 vision 2030 in providing

sustainable transportation. According to that, solar energy will be used in terminals/stations

following the solar power used for operating lighting and air-conditioning at two of Dubai’s bus

stops (Shahbandari, 2014).

Implemented environmental friendly green technology aiming to reduce carbon emission like

San Francisco bus stops with real-time information on LED screens powered by solar energy cells

(Figure 17). This will decrease pollution by consuming less power without emissions (Lai, 2009).

And it could be applied on terminals/stations in Bahrain to reduce dependence on fossil fuels.

32

Figure 17: San Francisco's Solar Bus Stops


Operating Systems

Depots, Terminals and Stations

Depot operations are the base of every transport system. If the procedures happened smoothly

and quickly and vehicles were dispatched on time, punctuality and reliability of the system will be

ensured. Either LRT, BRT or minibuses, the first thing that happens in depots is allocating the vehicles

prior to crew signing-on (CILT, 2011). Therefore, this day-by-day procedure could be developed by

implementing monitors in depots which show the name and ID of drivers, fleet numbers and routes

involved. Additionally, signing-on of employees can be done by providing staff with Smart ID Cards with

imbedded programming chips. To use the Smart IDs, several ID readers will be implemented where

cards could be swiped to register duty starting time. Once employees have signed-on and allocated to

their duties, vehicles can be dispatched on time. This system would reduce the time of manually

allocating vehicles and employees signing on which would result in more ability to meet timetables and

provide a reliable service.

When it comes to terminals and stations, the complexity of operations relates to the sizes and

numbers of vehicles transiting them and passengers’ volumes. The suggested system will not require

designated departure bays areas as the frequency is very high and vehicles would not have to wait for a

long time as they are restricted to schedules. Therefore, a queue method would be more suitable in this

case. Furthermore, all terminals and stations should have monitors showing real-time information with

continuous updates of buses locations, routes and timetables of arrival and departure.

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Control of Service

Controlling the provision of services is challenging to any passenger transport system since large

passenger volumes use it daily. Any changes in demand or traffic conditions should be detected to make

the necessary adjustments to the system. It is also difficult to keep an eye on employees (drivers) as part

of controlling the service by enforcing supervisory and regulatory measures (CILT, 2011). Some of the

suggested services controlling solutions to the mentioned above in addition to radio communications

include:

CCTV: This is going to be applied inside the vehicles of all three transport modes and all stations,

terminals and depots. It allows the control center to monitor employees’ conformance to

regulations and take immediate necessary actions in case of problems. It is also beneficial to

enhance security levels preventing fraud, thefts and other violations.

GPS: This real-time system will be applied in vehicles of all modes. Using GPS allows the control

center to monitor and track speeds, time and exact locations and routes followed by non-guided

systems (minibuses) to ensure drivers’ compliance to regulations. When a vehicle is off-route or

exceeding permitted speeds, the control center can immediately identify the issue and respond

to it. GPS also allows monitoring traffic conditions and breakdowns where alternative routes

could be communicated to drivers and issues could be fixed making the service more flexible

(McDonough, 2011).

Real-Time Information Systems: Installing such systems allows providing real-time information

to passengers which improves the reliability of the service and increases people’s usage. They

allow accurate identification of fleet’s movement as well, give late-running vehicles traffic

signals priority on their routes and estimate arrival times (Trapeze Software, 2014). Trapeze

Software offers different RT systems which could be implemented including NOVUS RT which

34


streamlines route management by importing data from vehicles, managing decisions and

predicting future data.

Revenue Control System

Revenue control system are vital to prevents fraud and revenue leakage (CILT, 2011). Passengers

may override or pay less for the distance travelled by disembarking in further destinations than what

they paid for. Practices of employees responsible for fares collection could also lead to revenue loss

including non-issue, re-issue and under-valuing tickets. Sometimes, systems or staff might be inefficient

which leads to failure of correct revenue collection. Effective revenue control systems must take place to

avoid such situations.

Fare Collection System

Most revenue comes from people’s usage making it crucial to have revenue fare collection

systems. Additionally to ensuring that all passengers pay correctly, such systems can be used to collect

statistics and information regarding demand and people’s usage patterns (CILT, 2011). Such data is

important to plan or make adjustments to schedules, routes and other areas.

MAG released a pedestrian barrier product which controls passengers’ access to vehicles (Figure

18). The Magnetic Pedestrian High-Door can be programmed to close immediately after passage or a set

time (Magnetic Auto-control Group, 2014). The width can be adjusted variously to suit customer’s

requirements including people with luggage or wheelchairs. This can establish higher comfort levels

during the fare collection process. It is also safe as the gate does not close when someone or something

is within the barriers’ safety zone.

35


Figure 18: MPH System (Magnetic Auto-control Group, 2014)

MPH allows integrating diverse access control systems into front panels like the SmarTrip® system

(Magnetic Auto-control Group, 2014). SmarTrip® is currently used in Washington Metro which has many

benefits including money savings related to ticket issuing which impose costs. It also results in faster fare

charging reducing wasted time of manually collecting fares. This enhances the punctuality and reliability

as timetables could be met more efficiently (Washington Metropolitan Area Transit Authority, 2014).

There are two types of SmarTrip® Cards including permanent reloadable cards and disposable

unloadable cards with fixed amounts (Figure 19). Both cards are embedded with programmable

computer chips and can be easily moved in front of the penal readers of the MPH system to register

embarking. At destinations, the card is again moved in front of another panel reader to register

disembarking and the fare is immediately deducted. This allows accurate calculation of fares and

prevents any attempts of fraud or overriding. Special cards for students, elderly or others could be

36


issued to allow programming the concessionary subsidized fares. Cards can easily be issued or reloaded

online, in shops or at terminals.

This system will be located at the entrance doors of the different vehicles of LRT and BRT systems

at terminals or stations. However, it might not be suitable for some smaller BRT and minibus stations

where available space is restricted. Although the same card system is suggested, card readers will be

different. A RF Integrated Technology Smart Card Reader will be embedded in all minibuses and some

BRT buses which stop at small stations where the MPH cannot be applied due to lack of space.

Ticketing machines will also be provided in all modes terminals and stations in case passengers did

not want to use or do not have smart cards. LED interactive monitors can be implemented allowing

passengers to choose desired destinations and routes. One ticket can include routes on different

interlinked modes to reach one final destination. The machine will calculate different fares depending on

passengers’ choices. After buying tickets, passengers will head to gates with the previously mentioned

MPH. Tickets identification systems can be incorporated within MPH to open when tickets are inserted.

The machine will then exit the ticket so the passenger can insert it again in a similar MPH in the

37

Figure 19: SmarTrip® Cards (WMATA, 2014)


destination terminal or station to ensure correct paid fares. Once the final destination is reached, the

smart system will not exit the ticket back to the passenger. Similar to Smart Cards, concessionary tickets

are issued for students, elderly and others. This system would be more useful for tourists and rare one-

way journeys of passengers.

The intensity of these systems and the numbers of machines depend on the size of terminal or

station and the density of passengers. Those systems which integrate ticketing for all modes facilitate

inter-modality and interchangeability between modes and they can also be used for Park and Ride

services.

Management Information and Record Systems

Management Information Systems (MIS) are crucial for successful operation of the different

transportation systems. They provide necessary information for efficient decision making processes by

service operators regarding (CILT, 2011):

Demand patters and volumes.

Overall operation performance.

Details about kilometers runs, expenses and revenues.

Information provided by MIS can support transport operators in managing road planning, timing

schedules, controlling maintenance programs and increasing safety (Scott, 2014). They also enable direct

access of vital data facilitating the production of key performance indicators, exception and

management reports. In order to have efficient management of information and data analysis, the

following are some of the systems to be used for the three chosen modes:

Travel Time Database System: It gives real-time information regarding specific locations and

data regarding operational processes. It present the information on a map with speed limits and

cumulative time statistics (Arbor, 2014). This system enables controllers to view and analyze

38


direct data about traffic flows estimates speeds, volumes and other related details. It is useful to

enhance routes planning, improve operations and produce management reports.

Asset Management System: It enables service operators to control their assets including fleet

(e.g. buses and vehicles), Roads, Bus stops, depots, terminals and information technology

facilities (e.g. software). This will manage expenses and profits resulting in more revenue and

successful operations (IBM, 2010).

Analytics and Performance Management: It produces detailed information regarding

performance which assist in decision making processes. This will help controllers to have more

flexible responses to problems and produce better forecasting of demand. This enables them to

take faster responses to changing transportation demands, to meet passengers' different

expectations and, for example, solve fleet problems (IBM, 2010).

Recommendation and Conclusion

Concluding, information mentioned above justifies the choices made for the system. It is crucial

that modes are integrated efficiently to utilize the available resources and provide optimum service

levels. It is recommended that the system is applied in the future.

Word Count: 6596

39


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