4.2.2. TRAVEL SPEED - JICAThe Master Plan for Lima and Callao Metropolitan Area Urban Transportation in the Republic of Peru (Phase 1) Final Report 4-19 Figure 4.2-16 Main Road with

The Master Plan for Lima and Callao Metropolitan Area Urban Transportation in the Republic of Peru (Phase 1)

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4.2.2. TRAVEL SPEED

(1) Travel Speed by Route and Period The objectives are to find where the bottle-necks of road network exist in the peak hour, and to set the quantity-velocity function for each road combined with the result from traffic volume count survey.

Travel speed survey is undertaken on 21 arterial roads by the floating-car method with GPS.

1) Morning Peak Hour

Figure 4.2-17 shows travel speed in the morning peak hour for inbound and outbound. Average travel speed is down below 20km/h on the following section for the inbound direction.

a) Av. La Marina(Av. Javier Prado – Av. Universitaria) b) Av. Argentina (Av. Universitaria – Av. Ugarte) c) Av. Aviacion (Av. Grau – Av. Mexico) d) Av. Republica de Panama (Av. Javier Prado – Paseo de la Republica) e) Av. Tomas Marsano (Av. Republica de panama – Av. Aviacion) f) Av. Miguel Grau (Cementario – Braille: whole road) g) Av. Brasil (Plaza Bolonesi – Av. La Marina) h) Av. Arequipa (Av. Grau-AV. Javier Prado)

Average travel speed is down below 20km/h on the following section for the outbound direction.

a) Av. Javier Prado(Av. Brasil-Paseo de la Republica) b) Av. La Marina (Av. Javier Prado-Av. Universitaria) c) Av. Miguel Grau(Av.Aviacion-Paseo de la Republica) d) Av. Brasil (Plaza Bolonesi-Circuito de Playas) e) Av. Tacna f) Av. Arequipa (Av. Javier Prado – Av. Angamos Este)

2) Non-Peak Hour

Figure 4.2-18 shows travel speed of the Midday non-peak hour for inbound and outbound. Average travel speed is down below 20km/h on the following section for the inbound direction.

a) Av. Argentina (Av. Faucett-Av. Universitaria) b) Av. Aviacion(Av. Grau-Av. Republica de Panama:whole route) c) Av. Miguel Grau(Av. Aviacion-Braille) d) Av. Brasil (Plaza Bolonesi-Circuito de Playas)

Average travel speed is down below 20km/h on the following section for the outbound direction.

a) Av. Argentina (Av. Universitaria-Av. Faucett) b) Av. Aviacion(Av. Javier Prado-Av. Republica de Panama) c) Av. Miguel Grau(Av. Aviacion-Paseo de la Republica) d) Av. Brasil (Plaza Bolonesi-Av. La Marina) e) Av. Tacna f) Av. Arequipa (Av. Angamos Este-Larco Mar)


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3) Evening Peak Hour

Figure 4.2-19 shows travel speed results of the Evening peak hour for inbound and outbound. Average travel speed is down below 20km/h on the following section for the inbound direction.

a) Av. Javier Prado (Paseo de la Republica-Av. Brasil) b) Av. Faucett (Av. Argentina – Av. La Marina) c) Av. Aviacion(Av. Grau-Av. Mexico) d) Av. Republica de panama – Av. Bolognesi e) Av. Colonial(Av. Ugarte – Av. Universitaria, Av. Guardia Civil – La Punta)] f) Av. Huaylas (Malecon – Av. Guardia Civil) g) Av. Brasil (Plaza Bolonesi-Av. La Marina) h) Av. Arequipa- Av. Tacna

Especially, on Av. Grau, average travel speed is down below 10km/h.

Average travel speed is down below 20km/h on the following section for the outbound direction. Av. Javier Prado (Paseo de la Republica-Av. Brasil)

a) Paseo de la Republica(Av. Mexico –Av. Javier Prado) b) Av. Aviacion(Av. Grau-Av. Mexico, Av. Javier Prado-Av. Republica de la Panama) c) Av. Universitaria (Av. Argentina – Av. Tomas Valles) d) Av. Tacna e) Av. Arequipa

Especially, on Av. Grau, average travel speed is down below 10km/h.

4) Summary of the Result

On the following section, Travel speed is down below 20km/h in all time zones and tends to be below.

a) Av. Brasil (Playa Bolonesi – Av. La marina) b) Av. Grau (Av. Aviacion- Paseo de la Republica- Braille) c) Av. Aviacion (Av. Grau – Av. Mexico) (Av. Javier Prado – Av. Republica de

Panama) d) Av. Javier Prado (Paseo de la Republica – Av. Brasil) e) Av. Arequipa (Av. Grau- Av. Javier Prado)

On the following section, Travel speed is down below 20km/h in at least one time zone and tends to be below.

a) Av. La marina (Av. Javier Prado – Av. Universitaria) b) Av. Grau (Av. Argentina - Av. La marina) c) Av. Argentina (Av. Faucett – Av. Universitaria – Av. Ugarte) d) Paseo de la Republica (Av. Mexico- Av. Javier Prado) e) Av. Aviacion (Av. Mexico – Av. Javier Prado) f) Av. Republica de Panama (Whole route) g) Av. Colonial (Av. Ugarte – Av. Universitaria) h) Av. Universitaria (Av. Tomas Valle – Av. Argentina) i) Av. Tomas Marsano (Av. Republica de Panama – Av. Aviacion) j) Av. Huaylas (Malecon – Av. Guardia Civil) k) Av. Grau (Cementario – Av. Aviacion) l) Av. Tacna – Av. Arequipa (Whole Route)


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Figure 4.2-16 Main Road with Travel Speed Below 20km/h

1Av. Javier Prado

(Paseo de la

Republica-Av.Brasil)

2. Av. Aviacion (Av. Grau-Av. Mexico)

3. Av. Miguel Grau(Av. Aviacion-Paseo de

4. Av. Brasil 5. Av. Arequipa

Fig

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.2-17

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The Master Plan for Lima and Callao Metropolitan Area Urban Transportation in the Republic of Peru(Phase 1)

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Figur

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4-21


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Figur

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The Master Plan for Lima and Callao Metropolitan Area Urban Transport in the Republic of Peru (Phase 1)

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(2) Bottleneck Figure 4.2-20 shows the location of the bottleneck in the Lima and Callao Metropolitan Area from the result of travel speed survey. The bottleneck point caused in the intersection is defined as below:

a) Sections on major streets, indicating travel speed under 10 km/h by sections on the major roads during the morning peak period and the evening peak period, and

b) Location of the intersection with traffic congestion by traffic spill back from upstream.

Bottlenecks are observed in the extensive area surrounded with Av. Pan Americana Norte, Sur and Av. Universitaria, including the central area of Callao and San Juan de Lurigancho.

The causes of bottlenecks characterized by travel speed of 10 km/h or less during peak periods are categorized into mainly 4 types as described below.

a) Unsuitable traffic signal control system at intersections b) Conflict from buses, minibuses and combis near bus stops c) Blocking of signalized intersection due to heavy left-turn vehicles, and d) Conflict of merging and diverging, from/to side roads without signal light

Figure 4.2-20 Locations of Bottleneck at the Intersection

4.3. CARGO TRANSPORT

The Person Trip survey explained in Chapter 3 focuses on the investigation of only individual trips traveled by the residents in the Study area. Therefore, a freight survey is needed to obtain the characteristics of goods movement in the study area.

This survey provide data basis, for instance, for development of origin and destination of truck movements to complement the OD matrices obtained from the person trip survey.


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For this purpose, following surveys were conducted: a) Traffic count survey b) Roadside interview survey c) Interview survey at logistic and transport company

4.3.1. OUTLINE OF CARGO TRANSPORT DEMAND

The hourly vehicular traffic volume by vehicle type and by direction was conducted.

The type of vehicle was classified as following 7 types: a) Light cargo truck b) 2-axle Truck c) 3-axle Truck d) Dump Truck e) Trailer f) Tank Truck g) Mixer

Figure 4.3-1 shows freight traffic volume counted at each designated survey station and Figure 4.3-2 and Figure 4.3-3 shows the mode ratio of freight vehicle at cordon line point (total, inbound and outbound).

(1) Freight Vehicle Volume in Each Surveyed Point

1) Cordon Line

At survey station CL-1(Lima - Huaral), CL-4(Lima - Huarochiri) and CL-6(Lima – Cañate), freight vehicle volume of each point exceeds 2,500 vehicles totally inbound and outbound. Meanwhile at the point of CL-2(Lima – Huaral), CL-3(Lima - Canta) and CL-5(Lima - Huarochiri), freight vehicle volume of each point is approximately 700 vehicles.

At CL-1, a trailer occupies 44.3 % of the total number of vehicles and light cargo truck occupies 29.2%. At CL-2, small cargo truck is 98.5% of the total number of freight vehicles. At CL-2, freight vehicle except small truck is not tending to pass. Therefore most freight vehicle pass to Northern area beyond Lima go through pan Americana norte Antigua on CL-1.

At CL-4 and CL-6, small cargo truck and 2 axle truck occupies 25% to 30% of the total number of freight vehicle. Trailer occupies 28 to 33 %.

2) Airport Cargo

Table 4.3-1 shows freight vehicle count result of Jorge Chavez airport, Callao port, Mercado Mayorista Market and Pampilla Oil Refinery.

At the airport, totally 498 freight vehicles are counted. Trailer occupies 39% of the total volumes, however small trucks occupies 17%, trucks with two axles occupies 24% and tank truck occupies 16% as well.


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Figure 4.3-1 Freight Traffic Count Survey Result at the Cordon Point


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3) Callao Port Cargo

Figure 4.3-1 shows that totally 1,647 freight vehicles were counted at the Callao port of totally three gates. Most freight vehicles counted in Callao port are trailers, which occupies 96.7 % of the total freight vehicles.

4) Result of the Terminal Survey

Freight count survey and interview were implemented at 2 points inside the Study area (Mercado Mayorista en Victoria and Pampilla oil refinery), as the representative freight vehicle terminal.

a) Mercado Mayorista Market At Mercado Mayorista (Retailing market), freight vehicle can enter the market from 14:00 to 7:00 of next day. Totally 447 freight vehicles are counted in one day. Trailer occupies 41.8%, three-axle truck does 33.1%, and two-axle truck does 22.8% of the total number of freight vehicle observed.

b) Pampilla oil refinery At Pampilla oil refinery, tank truck can enter the refinery from 5:00 to 1:00. Totally 692 tank trucks were counted.

Table 4.3-1 Number of Freight vehicle (J.C. Airport, Callao Port, Market and Oil refinery)

(Unit:vehicle/day) Inbound Survey Point Direction small

truck 2 axletruck

3 axletruck

Dump truck Trailer Tank

Truck Mixer Total

CL7 Aeropuerto Jose Chavez Inbound 33 58 3 7 100 38 1 240CL8 Puerto de Callao Inbound 2 5 23 5 1602 6 4 1647CT1 Mercado Mayolista en Victoria to the market 5 74 50 0 92 0 0 221CT2 Panpilla oil refinery to oil refinery 0 0 0 0 0 331 0 331Outbound CL7 Aeropuerto Jose Chavez Outbound 52 60 2 7 96 40 1 258CL8 Puerto de Callao Outbound 3 7 34 10 1623 5 5 1687CT1 Mercado Mayolista en Victoria to outside 5 74 52 0 95 0 0 226CT2 Panpilla oil refinery to outside 0 0 0 0 0 361 0 361Total CL7 Aeropuerto Jose Chavez Total 85 118 5 14 196 78 2 498CL8 Puerto de Callao Total 5 12 57 15 3225 11 9 3334CT1 Mercado Mayolista en Victoria Total 10 148 102 0 187 0 0 447CT2 Panpilla oil refinery Total 0 0 0 0 0 692 0 692 Inbound Survey Point Direction small

truck 2 axletruck

3 axletruck

Dump truck Trailer Tank

Truck Mixer Total

CL7 Aeropuerto Jose Chavez Inbound 13.8% 24.2% 1.3% 2.9% 41.7% 15.8% 0.4% 100.0%CL8 Puerto de Callao Inbound 0.1% 0.3% 1.4% 0.3% 97.3% 0.4% 0.2% 100.0%CT1 Mercado Mayolista en Victoria to the market 2.3% 33.5% 22.6% 0.0% 41.6% 0.0% 0.0% 100.0%CT2 Panpilla oil refinery to oil refinery 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 0.0% 100.0%Outbound CL7 Aeropuerto Jose Chavez Outbound 20.2% 23.3% 0.8% 2.7% 37.2% 15.5% 0.4% 100.0%CL8 Puerto de Callao Outbound 0.2% 0.4% 2.0% 0.6% 96.2% 0.3% 0.3% 100.0%CT1 Mercado Mayolista en Victoria to outside 2.2% 32.7% 23.0% 0.0% 42.0% 0.0% 0.0% 100.0%CT2 Panpilla oil refinery to outside 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 0.0% 100.0%Total CL7 Aeropuerto Jose Chavez Total 17.1% 23.7% 1.0% 2.8% 39.4% 15.7% 0.4% 100.0%CL8 Puerto de Callao Total 0.1% 0.4% 1.7% 0.4% 96.7% 0.3% 0.3% 100.0%CT1 Mercado Mayolista en Victoria Total 2.2% 33.1% 22.8% 0.0% 41.8% 0.0% 0.0% 100.0%CT2 Panpilla oil refinery Total 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 0.0% 100.0%

`


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Figure 4.3-2 Ratio of Freight Vehicle at Point of CL-1 to CT-2 (Inbound)

Ratio of Freight vehicle on Cargo Survey(CL-1 inbound)

Light CargoTruck30.3%

2 axle truck15.3%

3 axle truck5.0%

Trailer41.9%

Dump truck1.3%

Tank truck6.2%



2 axle truck44.2%

3 axle truck3.6%

Dump truck19.9%

Trailer8.3%

Tank truck1.4% Mixer

0.4%



2 axle truck34.3%

Tank truck7.5%

Dump truck1.5%



2 axle truck24.2%

3 axle truck1.3%

Dump truck2.9%

Trailer41.7%

Tank truck15.8%

Mixer0.4%



3 axle truck0.9%2 axle truck

0.6%



2 axle truck30.5%

3 axle truck6.9%

Dump truck2.3%

Trailer27.2%

Tank truck4.1%



2 axle truck30.5%

3 axle truck8.7%

Trailer32.4%

Tank truck4.3%

Mixer0.4%

Dump truck2.7%

Ratio of Freight vehicle on Cargo Survey(CT-8 inbound)

Trailer97.3%

2 axle truck0.3%


3 axle truck1.4%Dump truck

0.3%

Mixer0.2%

Tank truck0.4%


Tank truck100.0%



2 axle truck33.5%

3 axle truck22.6%

Trailer41.6%


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Figure 4.3-3 Ratio of Freight Vehicle at Point of CL-1 to CT-2 (Outbound)

Ratio of Freight vehicle on Cargo Survey(CL-1 outbound)


2 axle truck15.3%

3 axle truck3.5%

Trailer46.9%

Mixer0.1%

Dump truck0.6%

Tank truck5.7%

Ratio of Freight vehicle on Cargo Survey(CL-3 ooutbound)


2 axle truck41.6%

3 axle truck2.9%

Dump truck16.0%

Trailer10.2%

Tank truck1.2%



2 axle truck31.1%

Dump truck0.0%

Tank truck6.8%



2 axle truck23.3%Trailer

37.2%

Tank truck15.5%

Mixer0.4%

3 axle truck0.8%

Dump truck2.7%



1.1%




2 axle truck29.7%

3 axle truck7.1%

Dump truck4.3%

Trailer27.8%

Tank truck5.0%

Mixer0.2%




8.5%

Trailer32.1%

Tank truck5.7%

Mixer0.1%

Dump truck2.1%


Trailer96.2%

3 axle truck2.0%

2 axle truck0.4%


Dump truck0.6%

Mixer0.3%

Tank truck0.3%

Ratio of Freight vehicle on Cargo Survey(CT-2 outbound)

Tank truck100.0%

Ratio of Freight vehicle on Cargo Survey(CT-1 outbound)


2 axle truck32.7%

3 axle truck23.0%

Trailer42.0%


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(2) Type of Goods and Volumes Transported Table 4.3-2 shows freight volume and ratio by sorts of article. Figure 4.3-4 and Figure 4.3-5 shows also ratio by sorts of article at survey point by total, inbound and out bound.

1) Freight Volume CL-1, CL-4, CL-6 exceeds 20,000ton per day. At CL-2, mainly small cargo truck only passes. Therefore, most items are entering and go out of Lima at CL-1. At CL-2, only 165.7 ton per day. CL-3 1,800ton and CL-5 244.8 ton per day. At Jorge Chavez International Airport, the freight volume in one day is approximately 3,600ton. The volume into the airport is 587.3 ton, and the one out of the airport is 3,063.7 ton. At Callao port (CL-8), approximately 31,200ton per day into the port 17,311.7t, the volume out of the port is 13,890.1t. At Mercado Mayorista market, approximately 3,870ton are conveyed into the market and 345.5 ton are carried out of the market in a day At Pampilla oil refinery, 4,813ton of the fuel are carried out in a day.

2) Characteristic of the Freight Items in Each Surveyed Point

a) Inbound At the cordon line from CL-1 to CL-6, Agriculture/Fishery occupies high ratio compared with the outbound. Especially, at CL-2 Agriculture/Fishery occupies 42.7 % and at CL-5 occupies 50.2 % of total volume. In CL-3 and CL-4, Forestry and Mine occupies high ratio of 65.7% and 22.9 % of total volume. At the airport and port, the others occupy 63.9 % and 71.3% of total volumes into the facility.

b) Outbound Generally industrial products occupies high ratio of the whole conveyed items. Meanwhile, agriculture and fishery decrease the ratio. At CL-2, Light industrial products, at CL-3, heavy industrial products occupies high ratio as. At the airport, Fuel occupies high ratio50.8 % of whole volume out of the airport. At Callao port, heavy industrial products occupy 66.6% of total volume out of the Callao port in a day.


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CL1　Ratio of Freight Volume(inbound)

Agriculture,Fishery23.2%

Food Products36.3%

Light IndustrialProducts

1.1%

Forestry, Mine7.9%

Heavy IndustrialProducts

25.7%

Fuel5.7%

Others0.3%



Food Products20.2%


6.2%

Forestry, Mine5.5%


18.8%

Others6.6%



Food Products6.3%


1.5%

Forestry, Mine65.7%


9.1%Fuel0.3%



Food Products6.2%


1.9%Forestry, Mine

22.9%


34.4%

Fuel2.5%

Others0.5%



Food Products30.1%

Fuel14.4%

Forestry, Mine2.7%


2.7%



Food Products22.8%


4.4%

Forestry, Mine6.8%


26.9%

Fuel4.3%

Others0.3%

CL7　Ratio of Freight VolumeLight Industrial

Products5.0%

Forestry, Mine0.2%


5.3%

Construction13.4%

Fuel9.3%

Others63.9%

Food Products2.8%

Agriculture,Fishery

0.1%

CL8　Ratio of Freight Volume

Food Products4.1%


1.6%

Forestry, Mine0.5%


6.8%

Fuel0.4%

Others71.3%


Figure 4.3-4 Ratio of Freight Volume of Survey Points (inbound)


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CL1　Ratio of Freight Volume(outbound)


Food Products29.8%


3.3%

Forestry, Mine10.1%


24.2%

Fuel7.9%

Others7.6%


Agriculture,Fishery

6.1%Food Products7.1%


49.0%

Forestry, Mine2.1%


33.1%

Others2.7%


Agriculture,Fishery

5.8%

Food Products11.3%

Forestry, Mine17.8%


45.1%

Fuel20.0%


Agriculture,Fishery

6.1%

Food Products28.6%


1.6%

Forestry, Mine13.6%


37.4%

Fuel9.7%

Others2.9%


Agriculture,Fishery

9.6%

Food Products42.6%

Fuel14.0%

Others1.1%

Forestry, Mine13.8%


1.8%


17.0%


Agriculture,Fishery

8.1%

Food Products29.3%


7.7%

Forestry, Mine8.4%


29.4%

Fuel7.8%

Others9.4%

CL7　Ratio of Freight Volume(outbound)Light Industrial

Products1.2%

Forestry, Mine1.4%


0.2%

Construction0.3%

Fuel50.8%

Others29.4%

Food Products16.5%

Agriculture,Fishery

0.3%


Food Products4.3%


1.0%

Forestry, Mine1.2%


66.6%

Fuel0.3%

Others16.8%

Agriculture,Fishery

9.7%

Figure 4.3-5 Ratio of Freight Volume of Survey Points (outbound)


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Table 4.3-2 Freight Volume of Each Survey

Unit ton/day

Codigo de estacion Direccion Items Agricultur

e, Fishery Food Products

Light Industrial Products

Forestry, Mine

Heavy Industrial Products

Construction Fuel Others Total

Freight Volume 1,976.5 3,450.6 377.5 1,176.0 2,809.4 2.8 920.9 879.5 11,593.3Outbound Ratio 17.0% 29.8% 3.3% 10.1% 24.2% 0.0% 7.9% 7.6% 100.0%Freight Volume 3,534.6 5,532.5 160.5 1,200.6 3,914.8 0.0 869.7 46.6 15,259.2Inbound Ratio 23.2% 36.3% 1.1% 7.9% 25.7% 0.0% 5.7% 0.3% 100.0%Freight Volume 5,511.1 8,983.1 538.0 2,376.6 6,724.2 2.8 1,790.6 926.0 26,852.6

CL1

Total Ratio 20.5% 33.5% 2.0% 8.9% 25.0% 0.0% 6.7% 3.4% 100.0%Freight Volume 7.4 8.6 59.8 2.5 40.5 0.0 0.0 3.3 122.1Outbound Ratio 6.1% 7.1% 49.0% 2.1% 33.1% 0.0% 0.0% 2.7% 100.0%Freight Volume 18.1 8.6 2.6 2.3 7.9 0.0 0.0 2.8 43.6Inbound Ratio 41.4% 19.6% 6.0% 5.3% 18.2% 0.0% 0.0% 6.4% 100.0%Freight Volume 25.5 17.2 62.4 4.8 48.4 0.0 0.0 6.1 165.7

CL2

Total Ratio 15.4% 10.4% 37.7% 2.9% 29.2% 0.0% 0.0% 3.7% 100.0%Freight Volume 15.8 30.8 0.0 48.3 122.4 0.0 54.4 0.0 271.7Outbound Ratio 5.8% 11.3% 0.0% 17.8% 45.1% 0.0% 20.0% 0.0% 100.0%Freight Volume 277.0 102.0 24.9 1,064.9 148.4 0.0 5.0 0.0 1,622.1Inbound Ratio 17.1% 6.3% 1.5% 65.7% 9.1% 0.0% 0.3% 0.0% 100.0%Freight Volume 292.8 132.8 24.9 1,113.2 270.8 0.0 59.4 0.0 1,893.8

CL3

Total Ratio 15.5% 7.0% 1.3% 58.8% 14.3% 0.0% 3.1% 0.0% 100.0%Freight Volume 545.3 2,570.6 146.8 1,224.2 3,357.2 0.0 875.2 262.9 8,982.1Outbound Ratio 6.1% 28.6% 1.6% 13.6% 37.4% 0.0% 9.7% 2.9% 100.0%Freight Volume 4,686.6 922.5 287.2 3,408.6 5,126.8 0.0 373.3 80.8 14,885.7Inbound Ratio 31.5% 6.2% 1.9% 22.9% 34.4% 0.0% 2.5% 0.5% 100.0%Freight Volume 5,231.8 3,493.1 434.0 4,632.8 8,484.0 0.0 1,248.5 343.7 23,867.9

CL4

Total Ratio 21.9% 14.6% 1.8% 19.4% 35.5% 0.0% 5.2% 1.4% 100.0%Freight Volume 11.5 51.0 2.2 16.5 20.4 0.0 16.8 1.4 119.7Outbound Ratio 9.6% 42.6% 1.8% 13.8% 17.0% 0.0% 14.0% 1.1% 100.0%Freight Volume 62.7 37.6 0.0 3.3 3.4 0.0 18.0 0.0 125.1Inbound Ratio 50.2% 30.1% 0.0% 2.7% 2.7% 0.0% 14.4% 0.0% 100.0%Freight Volume 74.2 88.6 2.2 19.9 23.7 0.0 34.8 1.4 244.8

CL5

Total Ratio 30.3% 36.2% 0.9% 8.1% 9.7% 0.0% 14.2% 0.6% 100.0%Freight Volume 1,194.1 4,332.0 1,130.7 1,242.7 4,342.6 0.0 1,152.9 1,385.3 14,780.3Outbound Ratio 8.1% 29.3% 7.7% 8.4% 29.4% 0.0% 7.8% 9.4% 100.0%Freight Volume 4,414.4 2,930.7 568.5 868.2 3,458.1 0.0 557.6 41.4 12,856.2Inbound Ratio 34.3% 22.8% 4.4% 6.8% 26.9% 0.0% 4.3% 0.3% 100.0%Freight Volume 5,608.5 7,262.6 1,699.2 2,111.0 7,800.7 0.0 1,710.4 1,426.7 27,636.5

CL6

Total Ratio 20.3% 26.3% 6.1% 7.6% 28.2% 0.0% 6.2% 5.2% 100.0%Freight Volume 9.7 505.0 36.4 43.1 5.8 7.9 1,555.0 900.9 3,063.7Outbound Ratio 0.3% 16.5% 1.2% 1.4% 0.2% 0.3% 50.8% 29.4% 100.0%Freight Volume 0.6 16.2 29.6 1.0 31.0 78.8 54.6 375.5 587.3Inbound Ratio 0.1% 2.8% 5.0% 0.2% 5.3% 13.4% 9.3% 63.9% 100.0%Freight Volume 10.2 521.2 66.0 44.1 36.8 86.7 1,609.6 1,276.4 3,650.9

CL7

Total Ratio 0.3% 14.3% 1.8% 1.2% 1.0% 2.4% 44.1% 35.0% 100.0%Freight Volume 1,342.7 601.2 132.2 172.2 9,257.7 0.0 45.0 2,339.1 13,890.1Outbound Ratio 9.7% 4.3% 1.0% 1.2% 66.6% 0.0% 0.3% 16.8% 100.0%Freight Volume 2,647.7 717.2 284.1 82.4 1,174.2 0.0 67.0 12,339.1 17,311.7Inbound Ratio 15.3% 4.1% 1.6% 0.5% 6.8% 0.0% 0.4% 71.3% 100.0%Freight Volume 3,990.4 1,318.4 416.3 254.6 10,431.8 0.0 112.0 14,678.2 31,201.8

CL8

Total Ratio 12.8% 4.2% 1.3% 0.8% 33.4% 0.0% 0.4% 47.0% 100.0%Freight Volume 345.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 345.5Outbound Ratio 100.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0%Freight Volume 3,869.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3,869.0Inbound Ratio 100.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0%Freight Volume 4,214.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4,214.5

CT1

Total Ratio 100.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0%Freight Volume 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Outbound Ratio - - - - - - - - - Freight Volume 0.0 0.0 0.0 0.0 0.0 0.0 4,813.3 0.0 4,813.3Inbound Ratio 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 0.0% 100.0%Freight Volume 0.0 0.0 0.0 0.0 0.0 0.0 4,813.3 0.0 4,813.3

CT2

Total Ratio 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% 0.0% 100.0%


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4.3.2. DEMAND OF BUSINESS ENTITY

The interview survey at transport companies is conducted. Five major transport companies are selected based on a list of transport companies. An interviewer conducts the survey with a person who is in charge at designated date. Main Interview items are as follows:

a) Company profile and b) Transport commodity

Totally 5 freight companies are selected considering with the size of company and location. The locations of companies selected are shown in Figure 4.3-6, and the names of companies are shown in Table 4.3-3.

Figure 4.3-6 Transport Company Location to Be Surveyed

Table 4.3-3 Transport Company Surveyed (5 companies)

Code Company Name Company type Area TC-1 Transporte Girasoles S.A.C. Transport Company Est (Carretera Central) TC-2 Transporte Cesaro Hermanos S.A. Transport Company Norte (P.A.N.) TC-3 Transportes 77 S.A. Transport Company Est (Carretera Central) TC-4 Deposito Isabel la Catolica Deposit Company Centro(Mcdo. Mayorista)

TC-5 Corporacion de Servicios Generales GyR S.A. Deposit Company Sur (P.A.S.)

CHAPTER 5 Public Transport Conditions


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5. PUBLIC TRANSPORT CONDITIONS

5.1. GENERAL

Public transport in the Lima and Callao metropolitan area is composed of buses, taxis, colectivos, and moto-taxis. At railway facilities, there are a maintenance line of 10.2km length with 7 stations and a central operation center. This section is concluded but it is only used for maintenance during some days of the week. The main public transport is the bus, while taxis and colectivos are supplementary and rivalry means. The colectivo functions as a fixed-route taxi, and operates on a major bus route in competition with them.

Within the suburbs of Lima and Callao, the moto-taxi service operates as a paratransit. The moto-taxi is a motorcycle taxi with three wheels and a space for two passengers in the rear of the car. The moto-taxi operation is restricted within the suburbs because the tricycle car operates with low speed and instability in traffic flow and disturbs smooth traffic flow and safety.

The Municipal Direction of Urban Transport (DMTU) in Lima and the General Direction of Urban Transport (GGTU) in Callao control the public transport service. Private bus companies operate a bus under their jurisdiction.

Nowadays, there is a seemingly excessive supply of public transport. There are approximately 600 authorized routes that cover the city. The service is provided by many bus fleets, which are older than 15 years in average. 36% of the bus fleet in Lima is conformed by small vehicles called “Camionetas Rurales” with a capacity of 17 passengers. The old and low capacity fleets cause pollution and traffic congestion.

This chapter focuses on the present public transport conditions in the Lima and Callao metropolitan area, composed of bus, railway and taxi transport. The first section shows the demand of public bus transport. The second section shows the present conditions of the public transport. The last section evaluates the current problems and issues.

5.2. PRESENT PUBLIC TRANSPORT DEMAND

During the months of July and August in 2004, the Study team undertook a number of bus transport surveys, e.g., the Bus Passenger Survey, the Bus Traffic Volume Counting Survey, the Bus Operation Condition Survey and the Bus Passenger Interview Survey and so on. The present public transport demand in the Study area was grasped based on the surveyed data. The following sections show a detailed analysis.

5.2.1. BUS PASSENGERS

Bus passengers were counted at 104 survey locations on major roads together with vehicle volume counting and its findings are essential for planning a bus operation system. Figure 5.2-1 to Figure 5.2-2 show the passenger volumes by type of bus: Omnibus, Microbus and Camioneta.

As it can be seen in Figure 5.2-1, the highest bus passengers are recorded on Av. Tupac Amaru at 38,000/hour/ direction. Av. Panamericana Norte and Av. Zarumilla carry the highest bus passenger volumes. Its figures range from 24,000 to 26,000 passengers / hour/ direction. These roads are located in the northern part of the metropolitan area where bus passenger demands are relatively higher. Bus fleets mixed with Omnibus, Microbus and Camioneta transport those passengers. In 2004, bus passenger ratios by bus fleet are 31% for Camioneta, 42% for Microbus and 27% for Omnibus (see Table 5.2-1). However, the bus passengers in Bogotá in Colombia and Belem in Brazil recorded approximately 35,000


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5-2

passengers / hour/ direction with only Omnibus (ordinary bus). Therefore, the passenger volumes on the major roads are close to transport capacity under the present public transport system on the mixed type of bus fleets.

On the other hand, the passengers in San Isidro, Miraflores, San Borja, Surquillo, etc., are somewhat low. Those areas are higher in ratio of passenger car volume in comparison to the rest of the modes.

Figure 5.2-3 illustrates major bus passenger corridors referred to the bus passenger volumes in Figure 5.2-1. The major corridors are the link between north and east-west areas and the Center, and also the south area and the Center Centro making a detour in San Isidro, Miraflores, San Borja, Surquillo, etc., where bus passengers are relatively lower.


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Figure 5.2-1 Numbers of Passengers by All Buses and Omnibus in 2004


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Figure 5.2-2 Numbers of Passengers by Microbus and Camioneta in 2004


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5-5

Figure 5.2-3 Major Bus Passenger Corridors in 2004

5.2.2. BOARDING AND ALIGHTING PASSENGERS AT BUS STOPS

A bus passenger survey was conducted on 31 major bus routes. Field workers rode the buses along these routes and counted boarding and alighting passengers at each bus stop or intersection during the morning peak hour. This is because buses currently stop anywhere, whether bus stop facilities exist or not, when bus passengers raise their hand as a signal at sidewalks on roads with the approach of buses since there are no bus stop facilities exclusive of particular roads.

Figure 5.2-4 and Figure 5.2-5 show the number of bus passengers on board and boarding and alighting passengers at each bus stop or intersection on bus route No. EO-29 and IO-81. The bus route No. EO-39 originates in San Miguel and passes through Av. Grau in the center, and reaches Chosica, with a route length of some 53km. The Microbus operates on the route with a total of 74 passengers. The passenger volume gradually increases and reaches a maximum before arriving at the Center, and then, passengers gradually alight from bus. After passing through La Molina, the passengers slightly increase and continuously decrease, and then, they reach Chosica. The passenger volume is close to seat capacity between Av. Venezuela and the Center and it increase again near the Carretera Central.

The bus route No. IO-81 originates in Ventanilla in the west area and passes though Av. Grau in the center, and reaches Ate Vitarte in the east area, with a route length of some 54km. The passengers gradually increase and reach a maximum before arriving at the

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SOMEWHAT LOW BUS PASSENGER AREA


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center, and then, gradually alight from the bus. Near the center area, there are few passengers on Microbus. There is a total of 86 passengers /direction. The congested section with heavy passengers in the inbound direction is from Ventanilla to the center. The other sections have approximately 10-15 passengers on board, in contrast to a seating capacity of 35 passengers.

As mentioned above, the bus routes that link the suburbs to the Center are effective in operation proceeds. On the other hand, with regards to the routes that link the suburbs, the operation proceeds are worse within the route segment, which passes through the Center and reaches the suburbs on the opposite side of the suburb of origin.

The bus route configuration makes it possible for bus passengers to arrive at many destinations without transfers from suburban areas. The bus must be operated on the route segments with lower passengers on board. This is ineffective in operation.

Figure 5.2-4 Boarding and Alighting Characteristics on Route No. EO-29

Figure 5.2-5 Boarding and Alighting Characteristics on Route No. IO-81

Ruta No. EO-29: San Miguel - Lurigancho/Chosica , 07:15 - 09:20am

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5.2.3. BUS TRAFFIC VOLUMES ON ARTERIAL ROADS

Bus volumes were counted at 104 survey locations on major roads together with bus passenger counting and its findings are essential for planning a bus operation system. Figure 5.2-6 shows the number of all bus volumes in the morning peak hour in the inbound direction. Figure 5.2-6 to Figure 5.2-7 show the bus volumes by type of bus: Omnibus, Microbus and Camioneta.

As it can be seen in Figure 5.2-6, the highest number of buses is recorded on Av. Tupac Amaru at 1,650 vehicles /hour/ direction. The Panamericana Norte, Carretera Central, Zarumilla, Pachacútec and Panamericana Sur carry the higher bus volumes. Its figures range from 800 to 1,000 passengers / hour/ direction. Those roads are located on the north, east and south areas of the study area where bus passenger demands are relatively higher. Those passenger volumes on the major roads are close to transport capacity under thee bus composition including Omnibus, Microbus and Camioneta.


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Figure 5.2-6 Numbers of Bus Volumes by Total Buses and Omnibus in 2004


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5-9

Figure 5.2-7 Numbers of Bus Volumes by Microbus and Camioneta in 2004


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5-10

5.2.4. BUS, TAXI AND COLECTIVO IN 2004

1) Bus Composition Ratio on Roads

Table 5.2-1 shows the bus passengers and bus fleets in the morning peak hour by type of bus, whose figures accumulate the numbers of passengers and bus fleets on the counting locations. The Microbus is higher in ratio at 42% of the total passengers, followed by Camioneta (31%) and Omnibus (27%) as shown in Figure 5.2-8. These figures show a little difference between the counting and the interview of passengers. The interviewed shares of Camioneta, Microbus and Omnibus are 41%, 36% and 24%, respectively.

As for bus volumes, the ratio of Camioneta with regards to all of the buses is the highest at 51%. Omnibus is low in the ratio. The average number of passengers on board per bus is 38, 22 and 11 passengers, respectively. The capacities of the buses inclusive of seats and standing are 77, 37, and 15 spaces. The volume-capacity ratios of buses at major road counting locations are approximately 50%, 60% and 75%, respectively.

Table 5.2-2 shows roads with a higher Camioneta ratio, which is the ratio of Camioneta volume with regards to the total number of motor vehicles. Av. Tupac Amaru records a higher ratio of 40 –45%. The roads with the higher ratios are located in the north and south areas.

Table 5.2-1 Comparison of Bus Passengers and Bus Fleets in 2004

Item unit Camioneta Microbus Omnibus Total

Passenger Person/day 166,524 228,192 148,652 543,368

Composition Ratio

in 2004 % 0.31 0.42 0.27 1.00

Bus Fleet No. 14,822 10,382 3,922 29,126

Composition Ratio

in 2004 % 0.51 0.36 0.13 1.00

Passenger/Bus - 11.2 22.0 37.9 18.7

Bus Fleet Composition Ratio in

2004

51%

36%

13%

Combi

Microbus

Omnibus

Figure 5.2-8 Bus Fleet Composition Ratio in 2004


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Table 5.2-2 Roads with Higher Camioneta Ratio

Road Name Combi/Total

AV.Losheroescdra-11Crucec 51.0%

Av.Tupac Amaru 44.3%

AV.Tupac Amaru4 41.2%

AV.Maria Tegui 39.8%

AV.Peru1 33.7%

AV.Pachacutec 33.4%

AV.Tupac Amaru 33.2%

Av.EduardoHabich 32.5%

AV.Aviacion 32.0%

AV. Canto Grande 31.9%

AV.Angamos2 31.2%

Av.Tupac Amaru 31.0%

AV.Faucett 30.6%

VIA Evitamiento 30.0%

Figure 5.2-9 shows the relationship between the volume and the ratio of the Camioneta in the morning peak hour on the counting roads. As it can be seen, roads with higher volumes of Camioneta are higher in the ratio of Camioneta. The higher volumes range from 600 to 900 vehicles/hour.

Figure 5.2-9 Relationship between Volume and Ratio of Camioneta

2) Authorized and Unauthorized Taxi Volumes on Roads

Table 5.2-3 shows traffic volumes by type of vehicle, whose figures accumulate the number of vehicles on the counting locations. In focus of the authorized and unauthorized taxies, the ratio of authorized taxi to all taxies is 54% in all counting locations. As it can be seen, the ratio of the authorized and unauthorized taxies operated on the roads is approximately 50% to 50%.

Figure 5.2-10 shows the relationship between the authorized taxi volumes in the morning peak and the unauthorized volumes, which shows the authorized taxi data on the X-axis against the unauthorized data on the Y-axis. The summarized data is already shown in Table 5.2-3. As it can be seen, the dotted data in number of taxies is scattered near the line at a ratio of 50% to 50%. This shows that the both volumes are close in number.

Relationship between Volume and Ratio of Camioneta

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Table 5.2-3 Traffic Volumes on Major Roads by Type of Vehicle

Unit: vehicle/day Taxi Bus

Item Moto-taxi Car Authorized Unauthorized Omnibus Microbus Camioneta

Colectivo Truck Total

Traffic Volume 2,484 59,276 22,113 19,360 5,027 14,278 19,614 3,399 5,341 150,892

Composition

Ratio 1.6% 39.3% 14.7% 12.8% 3.3% 9.5% 13.0% 2.3% 3.5% 100.0%

Ratio of

Subtotal - - 53.3% 46.7% 12.9% 36.7% 50.4% - - -

Figure 5.2-10 Relationship between Authorized and Unauthorized Taxi Volumes

3) Colectivo Volume on Roads

Table 5.2-4 shows roads with a higher colectivo ratio, which is the ratio of colectivo volume with regards to the total number of motor vehicles. Av. Ventanilla records a higher ratio of 40 –45%. The roads with the higher ratio are located in the north and Callao areas.

Figure 5.2-11 shows the relationship between the colectivo volume and the ratio of colectivos on the counted roads. As it can be seen, higher volumes of colectivos in the morning peak hour range from 100 to 250 vehicles/hours.

Table 5.2-4 Roads with Higher Colectivo Ratio

Road Name Colectivo/Total

Av. Ventanilla 43.9%

Av. Republica de Panama 22.4%

AV. Santa Rosa 21.0%

JR.Lampa 18.8%

Av.Nicolas de Pierola 17.2%

Carr. Central 16.7%

Av. Panamericana Norte 15.8%

Av. Tupac Amaru 13.1%

AV. Colonial-German Amenazaga 11.4%

Av. Panamericana Sur 11.3%

Puente Lurin (Paradero) 11.0%

Relationship between Authorized and Aunauthorized Taxi

0

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Figure 5.2-11 Relationship between Colectivo Volume and Ratio of Colectivo

5.3. BUS SERVICE

This section focuses on public bus transport service in the metropolitan area. The bus service is an important mode of public transport. Its passenger share of motor vehicle uses accounts for 77% of the total according to the person trip survey data in 2004. Some data regarding the present conditions of the bus service is available for a bus route, a bus fleet, a bus company, etc. However, bus users’ conditions, bus operation conditions such as travel time, fare rate, waiting time, and transfer time are unavailable.

Therefore, the bus transport information was collected based on the bus passenger interview survey, as well as data from related administrative organizations. Figure 5.3-1 shows the relation between the survey data and others, in which the travel time, and bus fare characteristics, travel service and passenger conditions, and bus users’ information were collected on the bus interview survey. On the other hand, the information regarding the number of bus routes, bus fleets, bus company and bus facility was collected from the concerned agencies of Lima and Callao. The following sections show the results of the detailed analyses

Relationship between Colectivo Volumes and Ratio of Colectivo

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Figure 5.2-11 Relationship between Colectivo Volume and Ratio of Colectivo

5.3. BUS SERVICE

This section focuses on public bus transport service in the metropolitan area. The bus service is an important mode of public transport. Its passenger share of motor vehicle uses accounts for 77% of the total according to the person trip survey data in 2004. Some data regarding the present conditions of the bus service is available for a bus route, a bus fleet, a bus company, etc. However, bus users’ conditions, bus operation conditions such as travel time, fare rate, waiting time, and transfer time are unavailable.

Therefore, the bus transport information was collected based on the bus passenger interview survey, as well as data from related administrative organizations. Figure 5.3-1 shows the relation between the survey data and others, in which the travel time, and bus fare characteristics, travel service and passenger conditions, and bus users’ information were collected on the bus interview survey. On the other hand, the information regarding the number of bus routes, bus fleets, bus company and bus facility was collected from the concerned agencies of Lima and Callao. The following sections show the results of the detailed analyses

Relationship between Colectivo Volumes and Ratio of Colectivo

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Figure 5.3-1 Study Contents of Bus Transport Service

5.3.1. BUS ROUTES

(1) Number of Bus Routes A bus route is authorized under the jurisdiction of the DMTU and the GGTU. The total number of bus routes, removing 120 reciprocal overlapping routes between both cities, is 574 as of January 2004, of which 431 routes are in Lima and 263 are in Callao. The total number of bus routes, however, varies day by day.

1) Lima

Figure 5.3-2 shows the conditions of bus routes under the jurisdiction of the DMTU, which authorizes 403 bus routes (431 routes as of January 15, 2004) from among the 591 bus routes proposed by the DMTU. As for the remaining 188 bus routes, buses are not in operation, since no company bids for the contract. Among the authorized bus routes, about 10 bus routes are operated on Paseo de la República with a segregated Busway.

1) Trip Purpose

3) Type of Bus used most frequently

4) Reason of public transport use

2) Fare Rate at present

Opinion of Fare Rate

* Difference between Actual and Desired Rates* Difference of Desired Fare Rate between areas

* House to destination* House to Bus Stop

Actual Travel Time

Desired Travel Time

* House to Destination

2) Frequency of Public Transport Use

5) Waiting Time at Bus Stops

6) User Opinion for Current Public Transport Problems

(8) Bus Users

4) Bus Dwelling Time (Boarding and Alighting Time)* Influence to operation speed

5) Other Public Transport Use except Bus

Note:a) Green color is the data from Bus Passenger Interview Datab) White color is the information from the related agencies

Difference between Actual and Desired

Desired Fare Rate

2) Travel Time Conditions

(4) Bus Fare Conditions

6) Transfer Times

(1) Bus Routes 1) Number of Routes 2) Route Configuration

(2) Bus Operation

1) Bus Service Frequency

3) Bus Operation Speed

(3) Bus Facility

1) Buway2) Bus Stop3) Bus Terminal

1) Tarrif System

(5) Bus Fleets

1) Number of Bus Fleets2) Bus Age

(6) Bus Company

1) Number of Companies2) Bus Owner3) Bus Association

(7) Bus Administration


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Out of 403 bus routes, the route licenses on 264 routes with busy traffic are given to only one company by bidding, while the licenses on the remaining 139 routes with easy traffic are given to two or more companies without bidding.

On the other hand, there are the unauthorized bus routes of which the DMTU does not identify the actual operation condition such as the number of routes and route configuration.

2) Callao

The number of bus routes authorized by the GGTU in Callao is 263, of which 209 routes connect between both cities, and the remaining 54 routes connect within Callao. Out of 209 routes between both cities, 120 bus routes are on the reciprocal bus operation system authorized by both cities, and 89 bus routes are authorized by the GGTU and the DMTU

The route license is given to a bus company without bidding under the condition that the application proposed by the company fulfills the criterion of the DMTU, such as bus service frequency, number of bus operations per hour and day, route configuration. The contract has a rule that states that the license gives one bus route to only one company.


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Figure 5.3-2 Conditions of Bus Routes by the DMTU in Lima（As of July 20, 2003）

(2) Bus Route Configuration Figure 5.3-3 shows the number of bus routes superimposed on roads in which the value of bus routes takes 1 for a single route, while a roundtrip route counts as 2. As it can be seen, the route configuration forms to radiate in all directions from the Center area. The corridors with a heavy number of bus routes are from the north and east directions of Lima, and from Callao to the Center.

The roads with 100 or more bus routes are shown below.

1) North direction: Av. Tupac Amaru (Arterial road) 2) North-East direction: Av. Proceres de la Independencia (Arterial road) 3) North-West direction: Av. Nestor Gambetta (Expressway road in the future) 4) East-West direction: Av. Venezuela- Av. Grau – Av. N. Ayllon (Arterial road) 5) Av. De la Marina- Av. Javier Prado Este (Expressway road in the future) 6) South direction: Av. Aviación – Av. Santiago- de Surco (Arterial road)

The bus routes are concentrated on the arterial roads in Lima and Callao. Among them, about 150 routes, equivalent to 25% of the total routes, pass through Av. Ugarte in the Center.

Total Number of Bus

Routes: 591 routes

Authorized Number of Bus

Routes: 403 routes (431 routes

as of January 15, 2004)

Deserted Bus Routes:

188 routes

Number of Routes

authorized only one bus

compamy: 264 routes

Number of

routes operating

between Lima

and Callao:185

routes

Number of routes

operating within

Lima: 79 routes

Number of routes

authorized two or more

companies: 139 routes

Number of routes

operating

between Lima

and Callao:139

routes

Number of routes

operating within

Lima: 0 routes

Number of routes

operating

between Lima

and Callao:53

routes

Number of routes

operating within

Lima: 78 routes

Number of routes

operating

between Lima

and Callao: 49

routes

Number of routes

operating within

Lima: 8 routes

Number of Routes

authorized only one bus

compamy: 131 routes

Number of routes

authorized two or more

companies: 57 routes


Final Report

5-17

Figure 5.3-4 shows a road segment with a heavy bus route of 100 or more, which shows a blue wide line according to Figure 5.3-3. Those blue roads function as arterial roads in Lima and Callao. As it can be seen, the major bus service roads are concentrated on the north area of Av. Javier Prado Este. In the south area, the roads with heavy bus service are few.

Figure 5.3-5 shows the number of bus routes that pass through a segment of Av. Tupac Amaru in order to identify the origin and destination of each bus route. In the Figure, a blue wide band shows the origin and the destination passing through the particular segment is shown in red. As it can be seen, the origin and destination on approximately 160 bus routes are identified.

Although the origin and destination areas of the bus routes that pass though Av. Tupac Amaru are mainly oriented towards the Center area, it seems that these areas cover all of the cities. The bus route configuration makes it possible for bus passengers to arrive at many destinations without transfers from the suburban areas. As a result, the number of bus routes increase. This means that the efficiency of the bus operation become worse.

Figure 5.3-3 Number of Bus Routes Inscribed in the DMTU


Final Report

5-18

Figure 5.3-4 Road Segments with Heavy Bus Routes and Higher Service Frequencies

Figure 5.3-5 Number of Bus Routes that Pass through Av. Tupac Amaru

Arica

Arequipa

Riva Aguero

P. de la Independencia

FaucettLa Marina

Universitaria Aviación

AviaciónGrau

C. C

entra

l

Tupac Amaru

Pan. Sur

Evitamiento

Evita

mie

nto

Tacna

Abancay

Naran

jalEy

zagu

irre

T. V

alle

Pan. Norte

Tupac AmaruColo

nial

Vene

zuela

Benavides

Anga

mos

Javie

r Pra

do

A. Ugarte

Tomas Marsano

Via Expresa

BR

ASIL

G. Chalaca

LEGEND

ROADS WITH HIGHER NUMBER OF BUS ROUTES(Bus routes of 100 or over, excepts several sections)

ROADS WITH HIGHER BUS FRECUENCY/ HOUR (Buses inscribed on DMTU)


Final Report

5-19

(3) Route Distance Figure 5.3-6 shows the distribution of the route service distance authorized by the DMTU. This route distance shows the total distance and in the case of a roundtrip route it takes a roundtrip route distance. Since one bus route service is almost a roundtrip route configuration, half of the distance shown in Figure 5.3-6 indicates the distance of a single route.

As it can be seen, the average distance is approximately 64.3km in the roundtrip route. It means approximately 30-40km in the single route, whose distance is equivalent to the distance between the south and the north of Lima. The ratio of routes to exceed 100km in the roundtrip route to the total number is approximately 7% and the maximum route distance is 163km.

Since the route distance in Lima is very long, the operation efficiency between the origin of the route to the destination is not high in the ratio of passengers on board to the bus passenger capacity. In addition, since the bus operation hour is longer in proportion to the route distance, the operation is not steady in service frequency and headway.

Figure 5.3-6 Distribution of Route Service Distance (km) authorized by the DMTU

5.3.2. BUS OPERATION

(1) Bus Service Frequency Figure 5.3-7 shows a value converting the bus service frequencies per hour registered by a bus company into the number of bus volumes. The figures are not the actual number of bus volumes because a bus is not only operated in accordance with bus passenger demand, but it is also operated by unauthorized companies. The value totals the service frequency of each route by roads. The unit is vehicle/hour/roundtrip route. As it can be seen, the north area from the Center is higher than others in the service frequency, as well as in the bus volumes counted in 2004.

Figure 5.3-8 shows the ratio of bus volumes between volumes counted in 2004 and the authorized frequency. The figures serve to divide the counted volumes by the authorized frequencies. As it can be seen, since the counted volumes on Av. Panamericana Sur are higher than the frequencies, the residents in the south area arrive at a destination by way of the route on Av. Panamericana Sur, not by way of Av. Tomas Marsano. Since the travel time on the Av. Panamericana route is shorter than others, bus passengers select this route.

Bus Route Service Length, Average=64.3 km

0

10

20

30

40

50

60

70

10 20 30 40 50 60 70 80 90 100120130-

Bus Route Length (Round-Trip: km)

No. of Bus Routes

0.0%10.0%20.0%30.0%40.0%50.0%60.0%70.0%80.0%90.0%100.0%

Accumulated


Final Report

5-20

Therefore, the number of buses operated by a bus company becomes higher than the authorized figures in accordance with passenger demand.

As for the demand from the area of San Juan de Lurigancho in the north-east direction and of Comas and Los Olivos in the north direction, the supply of bus operation is insufficient, as well as in the area of Villa el Salvador in the south direction.

Figure 5.3-7 Number of Bus Service Frequencies/hour authorized by the DMTU

Figure 5.3-8 Ratio of Bus Volume between Counted Volume and Authorized Frequency


Final Report

5-21

(2) Travel Time Passenger travel time was surveyed in the bus passenger interview survey, in which travel times from house to destination and from house to near bus stop in the morning peak hour were interviewed in the whole study area.

Figure 5.3-9 shows the distribution of travel time from house to destination. As it can be seen, approximately 45% of the total have a travel time of more than 60 minutes and the ratio of travel time to exceed 90 minutes is approximately 20% of the total. As it can be seen, half of the bus passengers are forced to travel for an hour or more.

Figure 5.3-10 shows the distribution of travel time from house to bus stop. As it can be seen, approximately 75% of the total have a travel time of less than 10 minutes and the ratio of travel time to exceed 15 minutes is approximately 5% of the total. As it can be seen, almost all bus passengers can arrive at a bus stop within 10 minutes.

Figure 5.3-11 shows the composition ratio of travel times greater than 60 minutes by 17 zones. The zones with the greatest composition ratio of travel time with more than 60 minutes are zones No. 1, 10, 15, 17, which are located in the peripheral areas, while the lower zones are No. 5 and 6, which are within the central urban areas.

Figure 5.3-9 Distribution of Travel Time from House to Destination by Passengers Interviewed in the whole Area

Figure 5.3-10 Distribution of Travel Time from House to Bus Stop

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

0-9 10-19

20-29

30-39

40-49

50-59

60-69

70-79

80-89

90-mas

Travel Time

Com

posi

tion

Rat

e

0.0%5.0%

10.0%15.0%20.0%25.0%30.0%35.0%40.0%45.0%

0-4 5-9 10-14 15-19 20-25 25-30 30-mas

Travel Time

Com

posi

tion

rate


Final Report

5-22

Figure 5.3-11 Composition Ratio of Travel Time greater than 60 Minutes

The interview survey also collected a desired travel time in order to identify a difference between the actual and desired travel times. Figure 5.3-12 shows the distribution of desired and actual travel times from house to destination. The distribution of the desired travel time reaches a peak at approximately 40 minutes or less, in contrast to the actual 40- 70 minutes. The passengers desire a 40% reduction of the actual travel time in average (see Figure 5.3-13). This gap between the actual and desired time becomes larger in the peripheral areas. It will be indispensable to improve the service level in those peripheral areas in a future public transport plan.

Figure 5.3-12 Desired and Actual Travel Times from House to Destination

0.00%

5.00%

10.00%

15.00%

20.00%

25.00%

30.00%

35.00%

0-9

10-19

20-29

30-39

40-49

50-59

60-69

70-79

80-89

90-m

as

Travel Time

Rat

io

Desired

Actual


Final Report

5-23

Figure 5.3-13 Relationship between the Actual and Desired Travel Times

(3) Bus Operation Speed at Peak Hour Figure 5.3-14 shows an average bus operation speed in the morning peak hour. The operation speed was measured in the bus passenger survey, in which the bus passengers on board were counted on 31 major bus routes. In the survey, the bus operation speed was also measured. The operation speeds in Figure 5.3-14 are the average value of 3-5 measurements. On those 31 routes, three types of buses: Omnibus, Microbus and Camioneta are operated.

As it can be seen, in the Center area, buses are operated at 10 to 20km/h. On the other hand, in a suburban area, the operation speed ranges between 30 and 50km/h. A peripheral area is served at 50km/h or over.

However, Av. Panamericana Sur and Via de Evitamiento recorded a speed of 40 to 50km/h. The operation speeds on Javier Prado, Av. Venezuela and Av. Arequipa are low at a range between 10 and 20km/h.

Travel Time correlation between Actual Travel Time and Desired Travel Time

y = 0.6087xR2 = 0.6545

0

20

40

60

80

100

120

140

160

180

200

0 20 40 60 80 100 120 140 160 180 200

Actual Travel Time (Min)

Des

ired

Trav

el T

ime

(Min

)


Final Report

5-24

Figure 5.3-14 Bus Operation Speed in the Morning Peak in 2004

(4) Bus Dwelling Time at Bus Stops Buses currently stop anywhere; whether bus stop facilities exist or not, when bus passengers raise their hand as a signal on the sidewalks of roads with the approach of buses due to the lack of bus stop facilities beyond particular roads. Paseo de la República, an urban expressway, has a busway exclusive of private vehicles with bus stops. The buses operate on the busway and stop at bus stops. The Av. Venezuela, in Callao, has bus stop facilities or bus bays on the roadside.

At most bus stops, travel times are measured for some buses passing through the stop area between an upstream “entry point” and a downstream “exit point”. The dwelling time is the duration from the moment when the bus wheels stop at a loading point to the moment when the wheels start to move at a bus stop including loading/unloading times.

In the planning stage of a trunk bus operation, since the bus dwelling time at a bus stop is related to the bus operation speed, it is important to measure the dwelling time at a bus stop. Therefore, in the study, the counting survey of the dwelling time was carried out at the major bus stops on the major bus routes.

The relation between dwelling time and the number of passengers at boarding and alighting was analyzed as shown in Figure 5.3-15. As it can be seen, the dwelling time increases in proportion to the number of passengers when passengers board and alight

Public Transport Travel SpeedPublic Transport Travel SpeedPublic Transport Travel SpeedPublic Transport Travel SpeedPublic Transport Travel SpeedPublic Transport Travel SpeedPublic Transport Travel SpeedPublic Transport Travel SpeedPublic Transport Travel Speedin the morning peak timein the morning peak timein the morning peak timein the morning peak timein the morning peak timein the morning peak timein the morning peak timein the morning peak timein the morning peak time

over 50 km40 to 50 km30 to 40 km20 to 30 km10 to 20 km0 to 10 km


Final Report

5-25

on/from bus. The dwelling time at boarding is somewhat long with an average of 1.6 seconds, compared to 1.5 seconds at alighting.

Figure 5.3-16 and Figure 5.3-17 show the boarding and alighting times according to the type of bus. No difference between the type of bus is identified until 5 passengers. Over 5 passengers, the dwelling times of Omnibus and Microbus are shorter than that of the Camioneta due to the structure of the bus fleet in which Omnibus have two doors and others have one door, and the Camioneta is a small vehicle and difficult to board and alight.

Figure 5.3-15 Dwelling Times according to Boarding and Alighting Passengers

Figure 5.3-16 Boarding Time by Type of Bus

Average boarding and alighting time

1.8

3.5

5.3

6.3

7.6

8.6

9.9

1.6

3.2

4.6

6.0

7.3

8.69.1

0

2

4

6

8

10

12

1 2 3 4 5 6 7No of Passengers

Dw

ellin

g tim

e (s

ec)

boardingalighting

Boarding Times by Bus

0.0

2.0

4.0

6.0

8.0

10.0

12.0

1 2 3 4 5 6 7

Passengers

Tim

e (

sec)

Omnibus

Microbus

Camioneta rural


Final Report

5-26

Figure 5.3-17 Alighting Time by Type of Bus

(5) Passenger Waiting Time In order to see the passenger waiting time at the bus stops, the interview survey of the passenger waiting time was carried out at the major bus stops on the major bus routes.

Figure 5.3-18 shows the waiting time at bus stops analyzed from the interview survey. Approximately 15% of the samples have a waiting time of about 5 minutes at a bus stop. Its accumulative percentage reaches 85% with a waiting time of 15 minutes. Within 5 minutes, the west and Center areas are higher in the sample ratio. On the other hand, the ratio of bus passengers who wait over 15 minutes for a bus is higher in the north area.

Figure 5.3-18 Waiting Time at Bus Stops

(6) Bus Transfer Times Bus transfer times are closely related to the bus network service. The information regarding the current number of bus transfer times is important in the re-routing or integration of bus routes and its operation efficiency. Therefore, in order to see the number

Alighting Time by Bus

0.0

2.0

4.0

6.0

8.0

10.0

12.0

1 2 3 4 5 6 7

Passengers

Tim

e (

sec)

Omnibus

Microbus

Camioneta rural

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

45.0%

0-4 5-9 10-14 15-

Waiting Time

Rat

io (

%)

West

Centro

East

North

South


Final Report

5-27

of bus transfer times at the bus stops, the interview survey of the transfer times was carried out at the major bus stops on the major bus routes.

Figure 5.3-19 summarizes the number of bus transfer times. The ratio of non-transfer to the total is approximately 55%, and the one (1) time transfer is 40%. The ratio including one time transfer reaches approximately 95%. Locations with a higher ratio of transfer times (1 time or more) are No. 1, 15 and 16 where over 60% of the bus passengers are forced to carry out one or more transfers (see Figure 5.3-20).

According to the transfer times, almost all passengers are able to arrive at their destinations without transfers or with a one time transfer by assistance of the fine bus route service. However, approximately 570 bus routes are operated as a result of those route services and too many bus routes concentrate on some major roads with loading and unloading at non bus stops. On some roads, traffic volume is very heavy with a heavy bus volume.

Figure 5.3-19 Number of Bus Transfers

Figure 5.3-20 Higher Ratio Areas of Transfer Times (1 Time or More)

54.4%40.9%

4.3%

0.4%

0.0%

No time1 time2 times3 times4 times


Final Report

5-28

5.3.3. BUS FACILITIES

(1) Busway The total busway length, exclusive of private vehicles with fence and cube, is currently approximately 30km. Figure 5.3-21 shows the present busway network in the Study area. This busway network was constructed from among the network plans proposed by “Transport Plan” conducted between 1988 and 1989. In 1988, busways were constructed on the following roads.

a) Av. Tomas Marsano b) Av. Paseo de la República c) Av. Brasil

From those busways, a busway segment on Av. Paseo de la República will be succeeded to the COSAC-1 Project (Segregated High Capacity Corridor), in which the construction of the exclusive busway with a total length of 28.6km will be commenced in 2004 and completed in 2006 by the World Bank and Inter-American Development Bank.

Figure 5.3-22 shows a typical road cross-section on Paseo de la República, which is an urban expressway with full access control of motor vehicles at a grade-separated intersection. The width of the expressway is 72m with a 2 lane busway (7.0m) in dual way located in the center of the road (median). The exclusive busways have a green belt with 5.0m on both sides of the busway for urban landscapes (see Figure 5.3-23).

Figure 5.3-21 Present Busway Network in Lima

Javie

r Pra

do

Angam

os

Benavides

Vene

zuel

a

Colonia

l

Tupac AmaruPan. NorteT. V

alle

Eyza

guirr

eNaran

jal

Abancay

Tacna

Evita

mie

nto

Evitamiento

Pan. Sur

Gra

u

Aviación

Aviación

BR

AS

IL

V ia Expresa

Tomas Marsano

A. Ugarte

Universitaria

La Marin

a

Faucett

Actuales Corredores Segregados


Final Report

5-29

(Source: IMP/Lima)

Figure 5.3-22 Typical Cross Section of the Busway on Paseo de la República

Figure 5.3-23 Busway on Paseo de la República

(2) Bus Stop Bus stops do not exist in Lima and Callao in exclusive of particular roads, which are Av. Venezuela, Av. Javier Prado, etc. The municipality does not control the bus stops. Therefore, bus passengers board and alight buses everywhere, whether bus stop facilities exists or not, when bus passengers raise their hand as a signal at sidewalks on roads with the approach of buses due to the lack of bus stop facilities beyond particular roads.

2,00 6,00 7,20

1,80

10,50 5,00 7,00 5,00 10,50

0,00

7,20 6,00 2,00

72,00

TRANSPORTERAPIDOMASIVO

V PS

B PP SL TP SL PP B ESPACIO RAMPAS

PS V

ESPACIO RAMPAS

LP

SECCION E - 16: PASEO DE LA REPUBLICATramo: Plaza Grau - Reública de Panamá = Secciones variables existentes conforme a los predios consolidadosTramo: República de Panamá - Panamericana Sur = 72.00 metros

CV = CICLOVIAB = BERMA

LEYENDA

E = ESTACIONAMIENTO

PP = PISTA PRINCIPAL

J = JARDINLP = LIMITE DE PROPIEDAD

PS = PISTA SECUNDARIA VAR = VARIABLE

TP = PISTA EXCLUSIVA DE TRANSPORTE PUBLICOJ = JARDIN

V = VEREDA

T = TALUD

R = RAMPASC = SEPARADOR CENTRAL


Final Report

5-30

At present, the busway on Av. Paseo de la República expressway is preparing the bus stop facility under the pedestrian bridge or a grade separated intersection. The bus stop facility has no roof for the passengers. Spacing between the bus stops is approximately 600 to 800m. Figure 5.3-24 shows the bus stop facility installed on Av. Venezuela when improvement and widening were implemented.

Figure 5.3-24 Bus Stop Facility on Av. Venezuela in Callao

(3) Bus Terminal

1) Urban Bus Terminal

There are no urban bus terminals in Lima and Callao. Many buses use a road shoulder as a bus parking space at the origin and destination of the bus route under the control of a ward office of municipality. Figure 5.3-25 shows a bus deposit facility of a private bus company in a suburban area.

Figure 5.3-25 Bus Deposit of Bus Company

2) Inter-municipal Bus Terminal

In Lima, private bus companies that operate inter-municipal buses have inter-municipal bus terminals, which are managed by bus companies individually, not by directions. Figure 5.3-26 shows the location of the bus terminals, which are classified into two types: one is the off-street terminal and another is the on-street terminal. The off-street terminals are 79


Final Report

5-31

locations, while 24 locations are on-street terminals. In the off-street terminal, the terminals are classified into three scales. One is a large-scale terminal that prepares 20-25 bus bays, the second is a medium class with 10 bus bays, and the last is a small scale with 2-3 bus bays. Figure 5.3-26 shows a large-scale private bus terminal near the intersection between Av. Javier Prado and Av. Paseo de la República, which has a facility with ticketing, waiting room, and kiosk.

Figure 5.3-26 Long Distance Bus Terminal of a Private Bus Company


Final Report

5-32

Figure 5.3-27 Location of Inter-municipal Bus Terminals

LA VICTORIA

CERCADO

District Limit

DE LIMA

SUMMARY: ON-STREET BUS TERMINALS

Cercado de LimaLa Victoria San Martin de PorresSan LuisSan Isidro

TOTALTOTAL

San Isidro San LuisSan Martin de PorresLa Victoria Cercado de Lima

CA. ASCO

PE

AV. DEL TRABAJO

AV. MORALES DUARES

CA. D

PS. ST

A. EU

LALIAPS.

EL CA

RMEN

CA. O

LAZO

CA.

C

CA. B

CA.

A

CA. J. F

LORES

CA. INMACULA

DA

CA . PA CAS

MA YO

JR. J

ORG

E CH

AVEZ

CA , PA CA S

MAYO

AV. H

ORA

CIO

CAC

HAY

DIAZ

AV. A

BANC

AY

AV. NICOLAS DE PIEROLA

JR. ANCASH

JR. LETICIA

108107

82

43

42

35

34

33

32

95

94

75

38

37

3663

6261

64

74

2

73 67

39 6668

45

44

69

70

5960

41

40

58

46

81

9796

79

80

78

67

77

76

543

1

2

TICKET STATIONCANTIDAD

SUMMARY: TERMINALS

Bus Ticket Station

On-Street Bus Terminal

Small Bus Terminal

Middle Bus terminal

Big Bus Terminal

LEGEND

JR. C

ANTA

PASE

O DE

LA

REPU

BLIC

A

JR. SAE NZ PENA

AV.

IQU

ITO

SJR

. CAN

TA

AV.

JO

SE G

ALVE

Z

PS. DE LO

S RIOS

PS. CAPLINA

PS. ALARCONJR. ANTONIO RAYMONDI

CAPAC

PZA. MANCO

PASEO D

E LA REPU

BLICA

PS. PIURA

AV. A

LFON

SO U

GA

RTE

CA. H

UARO

CHIRI

PS. NAZARENAS

AV. A

LFON

SO

UG

ARTE

PJ .

SA N

DIO

NIS I

OCA. JUAN AGNOLI

PS. M

ALAM

BITO

AV. 28 DE JULIO

PS. P

ARQU

E HE

RNAN

VEL

ARDE

JR. PARQUE DE LA RESERVA

JR. APURIMAC

PS. H

UERF

ANOS

PS. ACUNA

MALECON HECTOR GARCIA RIBEYROPS.

MONTES

PJ.

DA.

CAR

RIO

N

CA. C

OR

ONG

O

AV.ARGENTINA

AV.9 DE DICIEMBRE (EX-PASEO COLON)

PS. N

ICOL

AS D

E RI

VERA

PS. SANTA ROSA

JR. MOQUEGUA

AV. DANSEY

AV.ENRIQUE MEIGGS

JR. VILLA MAR

PS. LARRABURE

PS. ALARCO

PS. P AI VA

CA. SANCHEZ PINILLOS

JR. ZAMORANO

CA. BORDA

PS. GUAL

CA. BORDA

JR. H U

AR O

CHIR I

JR. B

AQUER

O

CA.A S

C OP E

JR. RUFINO

TORRICO

PS. J. ROCA

CA. TORRES PAZ

CA. C. ARRIETA

CA. C

. ARRI ETA

AV. M

ANUE

L CAST

ANEDA

CA. TORRE

S PAZ

AV. J O

SE GALVEZ

AV. NICOLAS DE ARANIVAR

JR. MADRE DE DIOS

JR. J

OSE

DIA

Z

JR. P

ARAG

UAY

PS. VELA RD E

PS. GAR

CIA CA

L DERO

N

PS. VILLARAN

PS. NUEVA ROSITA

JR. CHOTA

JR. WA S

H IN T ON

J R. CHO

T A

PS. DELGADO

PS. I

NCLA

N

PS. PENALOZA

PS. P

ENAL

OZA

JR. DAVALOS LISSON

JR. ILO

JR. QUILCA

JR. ZEPITA

JR. BAMBAS

PS. M

. PAR

DO

CA. MANUEL CUADROS

JR. M. ALJOVIN

CA. M. ALJOVIN

PASEO

DE LA RE P U

BL ICA

CA . ZA VAL A LOA YZA

JR. S

ANDI

A

JR. C

OTAB

AMBA

S

AV. URUGUAY

AV. ROOSEVELT

AV. ESPANA

JR. SANTA

CA. S

ANTO

DO

MING

O

PS. O

LAYA

JR. C

ONTU

MAZA

JR. QUILCA

JR. PACHITEA

CA. L. CORNEJO

JR. APURIMAC

JR. PUNO

JR. CUZCO

JR. OCONA

JR. MOQUEGUA

AV. EMANCIPACION

JR. HUANCAVELICA

JR. ICA

JR. CALLAO

JR. CONDE DE SUPERUNDA

JR. CONDE DE SUPERUNDA

JR. TAYACAJA

JR. SANCHO DE RIVERA BRAVO

CA. O

ROYA

JR. T

AYAC

AJA

JR. A

NGAR

AES

JR. C

ANET

E

JR. C

ANET

E

JR. R

UFIN

O TO

RRIC

O

JR. R

UFIN

O TORR

ICO

JR. C

AILL

OMA

JR. C

HANC

AY JR. C

AMAN

A

JR. D

E LA

UN I

ON

JR. D

E LA

UNI

ON

JR. C

ARAB

AYA

JR. C

ARAB

AYA

JR. L

AMPA

JR. A

ZANG

ARO

AV

. GA

RC

ILAZO

DE LA

VE

GA

AV. T

ACNA


AV. AB

AN

CA

Y

71

52

72

57

55 54 53

51

49

50

56

48

47

23

65

100

101

102

98

93

8

99

1516

1718201921

22

30

29

28

27

26

24

25

9

31

10

14131211

JR. LUCANAS

J R . HUA

MA

NGA

JR. LA MAR

JR. A

NDAH

UAYL

AS

JR. L

UN

A PI

ZAR

RO

PS. ALEJANDRO ROUSSALLEU

AV. G

ALVE

Z BA

RREN

ECHE

A

J R. R

ONCA

L

CA. VILLAVICENCIO

CA.

CA.

CAR

ME

LINO

CA. CARLOS VILLARAN

CA. M

ENDE

Z

CA.BELLO CARAVEDO

CA.REBAGLIATI

CA.PUENTE

CA. ODRIOZOLA

PS. P

A RED

ES

PS.

AGAT

HAS

CA.

ATUS

PARI

A

CA.E

SCO

MEL

PS.PINELO

CA. M

. VAR

ELA

PS. ESPINOSA

CA. BATERIA INDEPENDENCIA

CA. F. GRANA

CA. BATERIA ABTAO

CA. C

. BO

RDA

CA. M

. VAR

ELA

CA. T

ORR

E LA

MER

CED

CA. T

ORR

E JU

NIN

CA. B

ATER

IA IN

DEPE

NDEN

CIA

CA. S

APO

SOA

CA. C

. NOR

IEGA

CA. CORDOVA

CA. S

APOS

OA

CA. J

UAN

CACE

RESCA

. TAR

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& BUS TICKET STATIONS

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37 917 m263 566 m222 460 m23 000 m23 200 m2

130 143 m2

AREA

0102053833

79

TERMINALSDISTRICTDISTRICT


Final Report

5-33

5.3.4. BUS TARIFF

(1) Tariff System At present, bus companies in Peru can decide the bus fare rate under the law which enacted “Legislative Degree No. 651” on September 24, 1991. After that, this law was ratified under “Legislative Degree No. 25477” on April 28, 1992. The purpose of the law is to facilitate the investment of bus transportation companies under the conditions that the restriction to join a bus business of any company is removed and then, to provide a benefit to the bus passengers.

Passengers normally have to pay the tariff at each transfer from one bus route to another. The integrated system is not in operation at the bus terminals, where passengers can transfer without paying the tariff.

After boarding a bus, each passenger pays the tariff to the conductor in cash. Coupon tickets, monthly passes and ticketing cards of prepaid type are not in use.

Although bus companies freely set the fare rate, the rate is approximately S/.1.00 (approximately ¥31, US$=¥110). However, the rate is somewhat dependant on the travel distance, i.e., the fare rate between the Center and a suburb of Lima ranges between S/.1.50 and S/.1.80, equivalent to a travel distance of 15km. The actual fare rate varies according to the travel conditions, such as morning peak hour and travel distance.

Certain categories of people are exempt from paying the tariff. Exemptions are separately granted by various public edicts and organizations. In the study area, exemptions are based on the decisions of the Municipality of Lima, the Municipal Ordinance of Lima (No. 104). At present, the following 6 categories of people are exempt from paying bus tariffs.

1) Children aged six or under 2) Military police 3) Police 4) Firemen 5) Primary and secondary school children: reduction by half of the rate 6) University and college Students: reduction by half of the rate

(2) Transport Fee Conditions A bus passenger transport fee was surveyed in the bus passenger interview survey. Figure 5.3-28 shows the distribution of the paid transport fee from house to destination in the morning peak hour in the whole Study area. As it can be seen, approximately 70% of the total are less than a paid fare of S/. 2.0. Almost all passengers pay a range between S/.1.00 and –S/.1.90. Figure 5.3-29 shows the composition ratio of passengers who pay a transport fee of S/. 2.0 or more according to 17 zones. The higher zones of the composition ratio of the passengers are zone No. 1, 16 and 17 which are located in peripheral areas, while the lower zones are No. 5, 6 and 8, which are within central urban areas.

In the interview survey, the passenger opinion of transportation fees was collected and analyzed in a circular graph as shown in Figure 5.3-30. As it can be seen, approximately 70% of the passengers are satisfied with the present fare rate. The remaining has the opinion that the present rate is high.

The interview survey also collected a desired transportation fee in order to identify a difference between actual and desired fares. Figure 5.3-31 shows the distribution of desired and actual transportation fees in the morning peak hour. The composition ratio of passengers who desire a transportation fee of S/. 2.0 or more is approximately 80%, in contrast to 70% of the actual fare.


Final Report

5-34

Figure 5.3-28 Paid Transportation Fee

Figure 5.3-29 Ratio of Passengers Who Paid Transportation Fee (S/. 2.0 or more) to Total

0.0%10.0%20.0%30.0%40.0%50.0%60.0%70.0%

0-0.9 1.0-1.9 2.0-2.9 3.0-3.9 4.0-overS/.

Com

posi

tion

Rat

io


Final Report

5-35

Figure 5.3-30 Bus Passenger Opinions Regarding Bus Fare Rates

Figure 5.3-31 Comparison to Actual and Desired Fare Rates

5.3.5. BUS FLEETS

(1) Number of Bus Fleets The type of bus fleets operated in Lima is mainly classified into three: Omnibus (a capacity of 80 passengers), Microbus (30 passengers) and Camioneta (17 passengers, called Combi-bus). Figure 5.3-32 shows the yearly fluctuation of the number of bus fleets owned by companies in Lima. The numbers of owned fleets, as of September 2003, are 4,500 for Omnibus, 11,000 for Microbus and 9,000 vehicles for Camioneta, respectively. The total number of bus fleets is approximately 24,700 vehicles.

As for the yearly fluctuation of the number of bus fleets, the Omnibus has decreased at approximately 10% per annum since 2001. This is because the Omnibus, which is old aged, is replaced by the Microbus.

Table 5.3-1 shows number of bus fleets registered in 2004 in the GGTU in Callao. The numbers of registered buses are 2,026 for Omnibus (a capacity of 80 passengers) and Microbus (22-25 passengers), and 5,068 fleets for Camioneta (15 passengers). Approximately 70% of the total fleets are Camioneta.

1.1%

67.1%

31.8%

HighFairGood

Comparison to Actual and Desired Fare Rate

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

0-0.9 1.0-1.9 2.0-2.9 3.0-3.9 4.0-mas

S/.

Rat

io Desired

Actual


Final Report

5-36

As it can be seen, though the required number of bus fleets in Callao is 9,757, the actual operated number of buses is 7,094. The difference is not in the operation of the bus routes since they do not possess bus fleets.

(Source: DMTU/Lima）

Figure 5.3-32 Yearly Fluctuation of the Number of Bus Fleets Owned by Companies in Lima

Table 5.3-1 Number of Buses Registered in the GGTU (Callao) in 2004

Number of Buses Type of Bus Authorized Buses Buses Required by the GGTU Camioneta (vehicles) 5,068 --- Omnibus+Microbus (vehicles) 2,026 --- Total (vehicles) 7,094 9757

Source: GGTU(Callao)

(2) Age Distribution of Existing Bus Fleet Figure 5.3-33 shows the age distribution of the existing bus fleet by Omnibus, Microbus and Camioneta. As it can be seen, the average bus ages of Omnibus and Microbus are 20.0 and 18.2 years, while the Camioneta is considerably new-fashioned at an average of 15.5 years. The age distribution shows that the ratio of Omnibus, which is a bus age of 15 years or more, to the total reaches 78%, in contrast to 68% of Microbus and 53% of Camioneta.

Table 5.3-2 shows bus ages registered in Callao by Camioneta and Omnibus. As for bus fleets with a bus age of 15 years or more, Omnibus in Callao reaches 46% of the total, in contrast to 78% in Lima. On the other hand, the ratio of Camioneta is 15% in Callao, in contrast to 53% in Lima.

0

2,000

4,000

6,000

8,000

10,000

12,000

Dec-01 Jan-02 Apr-02 Jul-02 Sep-03

Year

Bus

Fle

ets

Omnibus

Microbus

Camioneta


Final Report

5-37

Table 5.3-2 Bus Ages Registered in Callao (As of July 2003)

Type of Bus 0-5 Years 5-10 10-15 15-20 20 Years or over Total Camioneta (vehicles) 253 2,496 2,816 967 29 6,561

(%) 3.9% 38.0% 42.9% 14.7% 0.4% 100.0%Omnibus (vehicles) 42 517 1,278 1,324 257 3,418

(%) 1.2% 15.1% 37.4% 38.7% 7.5% 100.0%

Source: DMTU/Lima

Figure 5.3-33 Age Distribution of Existing Bus Fleet in Lima

Omnibus: Average=20.2 Years

0

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5 10 15 20 25 30 35 40 45 50 50-

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Microbus: Average=18.2 Years

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Camioneta: Average=15.5 Years

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Documents

4.2.2. TRAVEL SPEED - JICAThe Master Plan for Lima and Callao Metropolitan Area Urban Transportation in the Republic of Peru (Phase 1) Final Report 4-19 Figure 4.2-16 Main Road with