User:Beneaththelandslide/personal sandbox/O-Bahn Busway

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A bus on the O-Bahn guide-way.

The O-Bahn Busway is the world's longest, fastest and most heavily patronised guided busway. The O-Bahn (from Latin omnibus meaning "for all people" and German bahn meaning "way" or "road") design was originally conceived by Daimler-Benz to make use of former tram tunnels in the German city of Essen. While this plan did not come to fruitition, the system was applied in the South Australian capital city of Adelaide to deliver services to its rapidly expanding north-eastern suburbs, replacing an earlier plan to create a tramline extension.

The design is unique among public transport systems; typical busways make use of dedicated bus lanes or separate carriageways, while the O-Bahn runs on specially built tracks, combining elements of both bus and rail systems. The track is at a length of 12 kilometers and contains one station and two interchanges; Klemzig Station in Payneham, Paradise Interchange in Campbelltown and Tea Tree Plaza Interchange in Tea Tree Gully. Interchanges allow buses to enter or exit the system and continue on with suburban routes, avoiding the need for passengers to change service. Buses travel at a top speed of 100 km/h, and the system is capable of ferrying 18,000 passengers an hour from the Central Business District to Tea Tree Plaza at a travel time of 15 minutes. Services are operated by Torrens Transit under contract from Adelaide Metro, a subsidary of the South Australian Transport Department.

[edit] History

The city of Adelaide has enjoyed robust population and economic growth since industrialisation following World War II. Concurrent with this growth, future transport plans, developed with American assistance, were presented in 1968; the Metropolitan Adelaide Transport Study (MATS). The plan envisioned a large network of freeways crossing the city, together with an underground city loop railway. One of the freeways to be constructed was the Modbury Freeway, connecting a city bypass route with the then predominantly barren and undeveloped north-eastern suburbs. The Freeway was to be built in the Linear Park that lay alongside the River Torrens. ^[1][2]

The MATS plan was met with huge and unprecendented public opposition, brought about by the size of the project - several suburbs were to completely disappear under interchanges, Hindmarsh in particular was to be removed to make way for a gigantic multi-entry interchange. Widespread images of gridlock in similar overseas freeway networks also contributed to the negative public opinion. The plan was soon shelved by successive governments, both Labor and Liberal, and much of the land held by the Highways Department was sold off for housing developments. However, the land for the Modbury Freeway was not sold, and its name changed from "Modbury Freeway Corridor" to "Modbury Transport Corridor". The Modbury Corridor was left to degrade, eventually becoming foul landfill.^[3][4][5]

A quarter of a century later, a Labor government led by Premier Mike Rann bought new light rail vehicles and put forward proposals to extend the line to Adelaide Railway Station.^[6]

The population of the Tea Tree Gully region had seen exceptional population growth, even without rail infrastructure that was common throughout the Adelaide area. Between 1954 and 2001, a half century, its population had increased from 2,561 to 91,921 through new housing developments. In 1973, knowing that the area was indequately served with regard to transporation, the State Director General of Transportation spoke on using the Modbury Corridor for public transport. His initial suggestion was for a heavy rail line to connect to Adelaide's existing rail system. The Department started research on the corridor the following year with the North East Public Transport Review (NEAPTR). NEAPTR considered heavy rail, light rail, busways and freeways in the four years of its research. When presented in 1978, it had narrowed down to two options: light rail or a busway. The governing Labor Party, under the stead of Premier Don Dunstan, decided on a light rail proposal for an extension of the historic Glenelg Tram. The new route was to continue along King William Street beyond the present terminus in Victoria Square and weave through the Adelaide Park Lands to the Modbury Corridor.^[7][8]

New light rail vehicles would have been bought to replace the ageing 1929 H-Class vehicles. The light rail system would connect with feeder buses at stations along the length of the corridor to transfer passengers onto suburban routes. Public opposition was broad to the project; the Adelaide City Council objected to the plan on the basis that it would interfere with the well-designed layout of the CBD. In response, the Government adjusted the plan to construct the line underneath the city, hugely increasing the cost. Local residents in near-city suburbs such as St Peters were concerned about the noise of the light rail vehicles, and objected to the disruption of the Torrens Gorge, which lay in the Modbury Corrdior and was at this point still landfill. The Liberal MP for Torrens, Michael Wilson, representing the north east inner suburbs, vocally opposed the project on behalf of his constituents.^[9][10]

Drilling commenced with the underground proposal, but the Labor party suffered heavily in 1979 with the resignation of the charismatic Dunstan, widespread bus strikes and community concern with the light rail project. In elections held that year, incumbent Labor Premier Des Corcoran ran a disasterous campaign and the Liberal Party gained power with a swing of 11%. Interestingly, Wilson, who so opposed the light rail proposal, attained the position of Transport Minister in the new cabinet. Light rail construction was immediately halted at the start of his tenure.^[11]

Bus convoy entering Klemzig Station.

The new Transport Minister sought to find a replacement for the light tail proposal. At the same time, the Government of Germany was also exploring new public transport options. Daimler-Benz had developed a guided bus system for use in former tram tunnels in Essen. The South Australian Government, interested in the new idea, sent experts to observe the system and provide information on whether it could be effectively applied in the Modbury Corridor. After extensive consultations with the German authorities, State Transport Department Engineers decided the O-Bahn could be used as a replacement. The system was seen as far superior; it used less land, made less noise, was faster and cost less. In addition, its unique feature of a non-transfer service direct from suburban streets to the CBD made it more attractive. Plans were drawn up for a length of 12 kilometers, 3 of which would be constructed using O-Bahn track, the rest of the route using a conventional busway. The public again made their voices heard in 1981, and because of this, and safety reasons, O-Bahn track was to be in place for the entire length. Construction began in 1983 for the first section to Paradise Interchange. In 1982 the Tonkin Liberal Government that oversaw the O-Bahn's development was removed from office and replaced by the Bannon Labor Party. The future of the O-Bahn, which was concieved in political circumstances, was in doubt. The Bannon government, after consultations, continued with Stage One (City to Paradise) and in 1986 the green light was also given for Stage Two (Paradise to Tea Tree Plaza).^[12][13][14]

Students boarding O-Bahn buses at Klemzig Station.

The cost of the project ended up at AU$98m, including the cost of the buses. $6 million was spent alone on landscaping the River Torrens, transforming what was landfill into a spectacular Linear Park that runs the length of the O-Bahn. 150 000 trees and shrubs were grown, creating a lengthy urban park wholly different from the barren landfill of before.^[15]

There have been a number of proposals to extend the current O-Bahn track to Golden Grove or to create newer systems in Adelaide, specifically for the southern suburbs. An extension to Golden Grove would require the purchase of large tracts of property as there is no available transport corridor in the area. Future population increase in the area is neglible, although sprawl does continue for another eight kilometers to the Adelaide Hills from Tea Tree Plaza Interchange. The current system was built with an allowance for a possible future station at Grand Junction Road but suggestions to its construction have not risen.^[16]

The proposal for a southern O-Bahn has seen the most attention and has been the subject of various studies and Parliamentary Committees as to its viablity. The rail route through Adelaide's far south is broadly off center and fails to achieve a large catchment area that a more central transport route would attain. An O-Bahn running direct through the region would be able to take advantage of an already large population and the still-continuing growth in the area. The most common route for an O-Bahn construction has been for an alignment adjacent to the Noarlunga rail line from the city to the Tonsley branch line, which it was to replace. The track would then end with the route continuing onto an upgraded (dual-carriageway) Southern Expressway through the far south. Construction of this O-Bahn required building it in a narrow transport corridor already used by rail lines, and required that the railway track be moved slightly to fit the new O-Bahn track in alongside. In addition, Emerson Crossing would require huge alteration. The costs involved were not considered to be appropriate, and the proposal was suspended. The current Labor Government has focused on road upgrades and the inner-city light rail extension.^[17][18]

[edit] Buses

O-Bahn bus en route to Klemzig Station from the city.

The first buses to enter service on the O-Bahn were specially modified Mercedes-Benz 0305 models. 92 were purchased: 41 rigid and 51 articulated, their cost included in the original $98 million spent on the busway. Chassis' were bought from Germany and heavily modified in Adelaide at the Mitsubishi plant in Tonsley. The rigid buses saw their power increased to 240 hp (177 kW), while the artics power was increased to 280 hp (207 kW); they were the first buses to go at a speed of 100 km/h on suburban routes. Modified Scania and MAN buses were later introduced to the system. All buses have ABS brakes and are able to stop within two bus lengths.^[19][20][21]

Guide-wheel

In the case of bus malfunction a specially designed vehicle nicknamed 'Dumbo' is used to tow them off the track. In the early stages of design it was intended for all buses to have a tow ability; this was soundly rejected by the drivers union and 'Dumbo' was purchased. If a bus tyre blows during a trip the guide-wheel prevents the bus from any erratic movement and a smaller aluminimum inner tyre allows the bus to be driven to the nearest station at a speed of 40 km/h.^[22][23]

The guide-wheel is the most important part of the bus when travelling on the O-Bahn, it protudes from the front sides and aligns with the track. Connected directly to the bus' steering system, it 'steers' the bus while on the track and prevents the other main tyres from rubbing against the sides of the track. Drivers do not need to hold the steering wheel when travelling on the O-Bahn because of the guide-wheel, and a rumble strip before stations is a purpose-built reminder that they need to again assume control. The guide-wheel is the most delicate part of the system and is designed to snap off in the case of sharp impact; before the O-Bahn was in place a number of buses were fitted with guide-wheels for their ordinary routes to test their durability. After numerous guide-wheel/curb impacts drivers soon learnt to be much more cautious on their trips.^[24][25]

[edit] Environment

Linear Park near Paradise Interchange

The establishment of the O-Bahn to replace the previously touted Modbury Freeway was an environmentally conscious decision from the start; making public transport a replacement for car dependancy. Six million dollars of the total cost was used exclusively for the redevelopment of the Torrens Gorge and the Linear Park was created. 150 000 trees, plants and shrubs were grown alongside the track for both aesthetic, environmental and noise-reduction purposes; plantings were only completed in 1997. Because of the environemental considerations, the O-Bahn development is carbon neutral.^[26][27]

The original buses ran on diesel fuel, but the system allows for newer buses that would run on alternative energy sources. Natural gas buses are already in use along the track, and the design allowed for the possible introduction of overhead power cables for electric-powered buses.^[28]

[edit] Interchanges

The Tea Tree Plaza Interchange.

Klemzig Station is the first stop, located three kilometers from the central business district in the suburb of Klemzig, Payneham. It was built not to be used a bus interchange, but as a connector to the city loop 'Circle Line' bus service, which follows the Adelaide outer ring route - many buses bypass Klemzig and the station has a limited capacity. It contains a large "Park 'n' Ride" carpark with 165 parks that is currently being expanded.^[29][30]

Paradise Interchange is the second stop, located six kilometers from the central business district in the suburb of Paradise, Campbelltown. It contains 625 Park 'n' Ride spaces and before the completion of stage 2 it was the terminus of the O-Bahn. Buses can leave and enter the interchange from suburban streets.^[31]

Tea Tree Plaza Interchange is the third and final stop, located twelve kilometers from the central business district in the suburb of Modbury, Tea Tree Gully. Located adjacent to the Tea Tree Plaza shopping center, the Tea Tree Plaza interchange is the largest and final O-Bahn stop. Bus services from this interchange connect to areas as far away as Elizabeth, in addition to heavily serving Golden Grove. 500 Park 'n' Ride spaces are available.^[32]

[edit] Ticketing

An Adelaide Metro single-trip ticket.

The O-Bahn uses the standard Adelaide Metro ticketing system for all of its services. Ticket prices, for a standard single-trip adult ticket, are subsidised to the cost of 83c by the Government of South Australia. Tickets are bought at interchanges and on buses. Different ticket prices exist for students, concession-card holders and for offpeak times.^[33]

A standard off peak single-trip ticket costs $3.50 and is valid for two hours from validation. In addition, tickets are available as unlimated day-trips and 10-use multitrip. Tickets can be used across all Adelaide Metro services, including trams and railways; they require validation upon entry to a vehicle. Not having a ticket incurs a fine.^[34]

[edit] Track

Buses entering the track.

The O-Bahn track is made out of solid concrete and elevated above ground. The elevation is necessary because of the poor quality of soils along the River Torrens, which regularly move due to seismic shifts. Large concrete pylons were drilled into the ground, at a depth of 4 metres, to ensure stability. On top of the pylons are concrete sleepers and above that, the L-shaped track runs. 5,600 pylons are drilled in place at a depth of three metres to support 5,600 sleepers and the 4,200 pre-fabricated track peices. The track peices are applied at constant 12 metre intervals. The width of both track carriageways, sitting on the sleepers, is 6.2 metres.^[35][36]

The track at the city end begins at Hackney Road, opposite the eastern parklands, where it enters a 60 metre tunnel at a speed of 40 km/h due to the large initial corner. The speed is gradually increased to 80 km/h for most of the trip to Klemzig Station. The comparatively low speed at this point is to ensure the back tyres do not 'scrub' against the track. Once en route to Paradise Interchange, the speed is 100 km/h, with 90 km/h for some tighter corners. The average speed for the twelve kilometers of track to be run, including stops, is about 60 km/h. On some sections 115 km/h has been easily achieved in tests. When entering interchanges, the track ends and the speed is 40 km/h. In the interchange area, the speed limit is 20 km/h.^[37][38]

The track is officially considered a South Australian road due to a court ruling in the early years of the system's operation. This ruling also gave the green light for the South Australian Police to set up speed cameras on the track and actively fine speeding drivers.^[39]

It is possible for cars to enter the track from Hackney Road or any of the interchanges. This is deterred by a large number of signs at entrance points, and finally, a large device that rips out a cars' oil tank if it gets onto the track. The sump buster, as it is known, ensures that a car is unable to get far on the track. On average, four cars enter the track each year and have to be removed by crane.^[40]

[edit] External links

• Adelaide's Freeways - A History from MATS to the Port River Expressway, Ozroads
• The Adelaide O-Bahn, Adelaide Metro
• Adelaide O-Bahn (Northeast) Busway, Australian Towns, Cities & Highways
• Government of South Australia, Legislative Council Hansard, October 15 1996 (Southern O-Bahn debate)
• Government of South Australia, Legislative Council Hansard, April 11 2000 (Southern O-Bahn debate)
• Government of South Australia, Legislative Council Hansard, May 3 2006 (Mark Parnell on MATS)
• Kerb Guided Buses, City Transport
• North-East Facts, northeast.net.au
• On the O-Bahn with Keith Conlon, Postcards
• Paradise Interchange, Adelaide Metro
• Tea Tree Plaza Interchange, Adelaide Metro
• Ticketing Information, Adelaide Metro

[edit] Notes