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Wednesday, 2 July 2014 00:00 - - {{hitsCtrl.values.hits}}
In 2004, having already constructed three tram lines, Nantes wanted to develop some supplementary routes. The obvious option was to go for new tram lines. Yet, given the projected daily traffic flow as well as construction and operating costs, this option was not considered best suited to the situation at hand. That is when a new idea took root; the ubiquitous bus could be improved to provide a higher performance and an enhanced image than that entrenched during the recent decades.
The BHNS as we know it today is the result of this thinking. It is a mode of transport similar to the BRT (Bus Rapid Transit) in the US in terms of infrastructure, rolling stock and operation, but the BHNS was changed to suit the French context characterised by narrow streets, mandatory lane sharing in some areas, and dense urbanisation. In these aspects, Nantes and Colombo are undeniably similar.
The first BHNS line in Nantes was a resounding success due to significant improvements in comfort and service. This inspired several French cities to follow suit: Paris, Toulouse, Lyon and Marseille. By 2015, some thirty French cities would had commissioned at least one BHNS line. Not confined to France alone, many other cities outside French borders – among them Hamburg, Beijing, Seoul, Jakarta, Nagoya, Taipei, Helsinki, Athens, Stockholm, Istanbul and Sydney – have opted for the BHNS. It is suitable for both large and medium-sized cities and stands as a complementary player to other modes of transport such as conventional buses, trams, metros or monorails.
Definition of a BHNS line
BHNS differs from the conventional bus in many ways. Its key defining feature is the service level. High frequency, regular travel time, on-time performance, comfortable materials, accessibility for the elderly and disabled, high commercial speed (more than 20 km/h); all contribute to a service level higher than that offered by the normal bus. Thus, the name BHNS which translates in to English as “bus with a higher level of service”. This higher service level is made possible by the introduction of a system of priority at intersections and the development of dedicated lanes, i.e. road lanes reserved for BHNS. To save time and spare the hassle, tickets can be purchased at the bus halt itself. The rolling stock must meet the requirements of the Highway Code. An information system informs users of waiting time for the next bus. The readability of BHNS panels is also important – users should be able to easily identify the buses that are meant to help them cut down on travel time and travel in comfort. 
There are a number of features that do not define a BHNS line but are sometimes put in place. The engine may be hybrid or electric thereby improving the environmental impact. A guiding system can be set up; it saves a width of 0.5 metres on a straight line and 3 metres on a curve. This guidance system can be either non-physical (magnetic or optical) or physical (through a central rail or through rollers which help guide the bus between curbs). A certain permeability of dedicated lanes can be allowed, in order to make the management of a restricted but very busy space (taxis, cyclists, deliveries) more effective.
Strengths of a BHNS line
BHNS has a number of advantages:
This is a pleasant way of surface transport, billed to attract commuters across all classes of the population. “We go from the idea that the bus is mainly used to serve the ‘dependent’ populations (that is to say without cars) to that of a mode of transport attractive to all and sundry,” says Sébastien Rabuel, Director – Transportation Investments in the Communauté urbaine de Nantes (transport authority of Nantes). Setting up such a system in Colombo would curb the current trend where an increasing number of people are abandoning the bus in favour of the private car, which has a harmful impact on circulation as well as environment.
Building dedicated lanes is a great opportunity to completely rethink host environment planning. This imputes an interesting value addition to neighbourhoods where BHNS ply across.
BHNS addresses a specific type of demand. It does not compete with tramways. In fact, since they do not have the same technical performance, their capacities are different; between 1,500 and 3,000 passengers per hour per direction for BHNS against between 2,500 to 5,500 passengers per direction per hour for the tramway.
The cost of a BHNS system is lower than those of other modes of transport: It takes between 2 and 10 million euros for a kilometre of dedicated BHNS line, as against between 16 and 22 million euros per kilometre for tramway, between 40 and 100 million euros per kilometre for monorail, between 60 and 80 million euros per kilometre for light rail and between 90 and 120 million euros for a kilometre of heavy metro.
If an increase in passenger demand takes place leading to a saturation point, it is possible to turn this line into a tram line.
BHNS as a solution to traffic congestion problems in Colombo
Colombo has significant traffic problems. Buses are not solely responsible, but they play an undisputable role. Their behaviour – marked by poorly regulated and all too frequent passenger ascent and descent, parking in the middle of the road touting for passengers, recurrent overtaking and lane changing – obstructing circulation and impeding traffic flow. However, this mode of transport is widely used and a heavy reliance on cars would not help the situation either. A well-regulated circulation, on the other hand, could solve many problems.
BHNS presents itself as a serious solution to the current congestion in Colombo as against a ‘bus priority system’ or BRT. The bus priority system is not adapted to the context of Colombo and has already proven its limits. In fact, on Galle Road, at Colpetty, even though a separate a corridor for bus has been allocated, vehicles are parked regularly on this portion of the roadway, and neither the bus drivers nor the other motorists respect the road markings. The implementation of this arrangement, thus, has had no beneficial impact on traffic.
As for the BRT, characterised by the establishment of dedicated lanes on all roads, it is too demanding a solution, rather adapted to large streets in the USA or in Japan. Streets in Colombo are too narrow to consider this option.
BHNS has the ability to adapt to a dense urbanization. Some main particularly jammed roads such as Baseline Road, Galle Road, Kandy Road or High Level Road would benefit from establishing dedicated lanes, separated from car lanes. However, on some streets the BHNS will have to circulate along with other vehicles because the urban context does not allow the creation of dedicated lanes. The idea of allowing conventional buses on dedicated lanes, provided they meet a certain number of rules in order not to impede the movement of BHNS, should be seriously considered. Partitioning of buses and cars lanes coupled with the establishment of bus halts clearly identified with suitable stopping areas and improving the quality of service offered would significantly improve traffic conditions in Colombo.
The writer is the Chargé de mission at the French Embassy in Colombo, specialist on urban development and public transport.
