Metrobus Istanbul

Metrobüs is the name of the set up in Istanbul rapid bus system. The name Metrobüs was selected by the urban transport company IETT to show that it is in the system is a hybrid of a Metro train and a bus ( Turkish otobüs ). The common name in Germany Metrobus, however, derives from, Metropolis ' from, but also referred to bus systems that have been specially qualified regarding construction standards, frequency, capacitance, or transport lines.

With the Metrobüssystem daily drive around 800,000 people. It, together with the Metro, the Vorortzuglinien, the Bosphorus ferries and the tram the backbone of the transport of the mega city. Furthermore, it is - next to the Marmaray project, so the connection of the two S-Bahn routes under the Bosphorus - the only direct connection between the rapid European and Asian parts of the city, must be switched to the ferry without.

Opened in 2007, route essentially follows the inner ring motorway O-1, but the buses run on a separate line between the actual lanes of the city highway. Shall apply except to the approximately 2.7 km long section of the Bosphorus Bridge, where the buses must fit into the general road with.

History

Initial concepts for the establishment of a busway system of city administration has been submitted no later than 2004. With the construction of the line was then started in 2005. On 17 September 2007, the first 18.2 km long stretch of Avcılar ( IUE Kampüsü ) to Topkapi was put into operation. On September 8, 2008, it was extended to the east 10.5 miles to Zincirlikuyu, on 3 March 2009 then 11.2 miles to the present-day eastern terminus Söğütlüçeşme. On July 19, 2012, the line was extended to the so far last time, namely by 9.7 kilometers to the west, to the present western terminus Gürpınar ( Tüyap Fuar Merkezi ) in Beylikdüzü district.

With this last extension the Metrobüssystem to reach a daily ridership of 1 million passengers.

Early 2009 received the Istanbul Metropolitan Municipality for the Metrobüs at the Sustainable Transport Awards, which reward projects that reduce greenhouse gases and improve the quality of life of large cities, an honorary award for Sustainable Mobility.

Route

The route starts on the European side of Istanbul at the stop Gürpınar ( Tüyap Fuar Merkezi ). Then takes you to more than 50 kilometers in a semicircle around the actual city of Istanbul around, where it crosses the Golden Horn and the Bosphorus. On the Asian side of Istanbul, it then leads further to the last stop Söğütlüçeşme. On the route there are 45 stops ( including 38 European and seven on the Asian side ). An eastern extension of the route to Göztepe is in the planning.

The investments for the route amounted to 366 million U.S. dollars for the route and 200 million U.S. dollars for about 300 vehicles. On the route weekdays 800,000 people are transported.

The Metrobüsstecke in Istanbul is especially developed to speed up the bus. The special thing about the route is that it is usually operated in the left-hand traffic on a special track between the actual lanes. This is structurally separate from the regular two carriageways through walls or barriers. The reason for the left-hand traffic, is that in the midst of multi-lane urban highway space is a scarce resource, so that only one bus platform was built in the middle. As the doors to the vehicles are right, would otherwise have two platforms No. will be built, each would in itself of space for operation in legal relations. Thus, the platforms No. in the center of the stations can also be used simultaneously for the bus in both directions. Also offers through the platforms No. in the central position of advantage that fewer stairs must be built, for the entry.

Since almost all lines do not operate all the way, except the regular stops also Zwischenendstellen are necessary. These are structured very differently:

• At the former terminus Avcılar ( IUE Kampüsü ) the route threaded over a bridge. Since extension of the route to Gürpinar up here from both direction between the through lanes another lane into a ditch from out of which pass under the northern carriageway of the highway in the north of the route preferred terminus of the lines 34, 34B and 34T can be bent.
• Behind the stop Cevizlibağ AÖY the ending bus number 34A into passed through a short tunnel to a connection point of the highway, the access and exit ramps are then used for turning.
• At the stop Topkapı a turning loop on stilts was built so that the bus line 34T can use the space on the city highway for turning.
• Behind the stop Maltepe dip the bus line from 34C in a port tunnel that forms part of the entrance to the depot Metrobüs system, in which then turned. The connection tunnel itself is below the stop Adnan Menderes Bulvarı under which it is divided, so that can be raised or lowered in both directions of Metrobüs route.
• The stop Zincirlikuyu is surrounded by a motorway junction. Here 's lanes were created for the Metrobüs in the interior of the indirect connection ramps, among other things, also be used by buses number 34 and 34Z for turning.

Access to Metrobüs allowing passengers on pedestrian crossings or underpasses with steps (and partly also escalators). Furthermore, there are elevator constructions. The direct approaches are different from the public over-and underpasses, provided with the usual in Istanbul metro and tram access turnstiles and ticket locks. This can happen to the sensors after insertion of chips or stopping the Istanbul Kart or the Akbil Pass.

Operation

The Metrobüs - track itself is one long running course with a total of 45 stops. On it operate seven different lines, each serving all stops in their section.

The strain designation for all Metrobüslinien is the number 34, which can then be found in the lines 34, 34A, 34B, 34C, 34G, 34T and 34T. The 34 is in this case not a random line designation, but a special number for Istanbul, as it is the province of number of the city that have taken advantage of the car license plate and also in the zip code. Thus, 34 has a certain importance for Istanbul. Symbolic is also the fact that the '34er - lines', the two halves of the city that are otherwise separated by the Bosphorus connect with each other without interruption.

The sections on which the individual lines '34er ' run, the following chart can be found in:

The line 34G, which serves the entire route travels, only very irregularly and infrequently (mainly at night traffic). The line 34A only runs in the HVZ (5-9 and 16-19 clock clock ) on weekdays, but then in a very tight clock. Otherwise, the line designation 34A is also used for irregularly occurring amplifier services to various sections of the route.

The frequency of service in each direction on each line is as follows:

The highest clock frequency in the Metro bus system is between 25-50 seconds on weekdays during rush hours and 2-10 minutes on Sundays and public holidays in the night traffic between 1 und 6 clock clock. Thus, the Metrobüs has been in the off-peak times on the same clock rate as other urban rapid transit systems in times of normal traffic. In the normal rush hour the cycle sequence of Metrobüs is one of the densest that exist in an urban traffic system at all.

Since there may be a slight delay in the journey of individual buses and over again (eg by a too prolonged exchange of passengers at a bus stop or a slightly different acceleration behavior of buses) occurs frequently in the formation of Buspulks along the route and at the bus stops. This creates the impression to the observer frequently that the system would be operated even with a vehicle-following time of less than 25 seconds.

Rolling stock

On the lines of Metrobüsstrecke 2011, up to 400 large -capacity buses were used. There are usually special, procured for the distance vehicles are used, which are designed as articulated and double- articulated buses. Regular green IETT - line buses serve the courses, however, only in exceptional cases.

The Metrobüsflotte is detailed as follows:

The Phileas double articulated buses is said that they always cause problems because they are not sufficiently motorized and thus large passenger volumes can be difficult up carrying Istanbul typical, steep climbs. The buses usually have to carry more passengers but also essential, as designed by the manufacturer ago. In fact, it was in the Phileas fleet but often breakdowns and failures, which were further increased by the establishment of roadways on the Metrobüsstrecke. The route is blocked by a defective vehicle and generates as well as in the follow him where vehicles delays, which is why the Phileas buses are very little used today.

In 2010, the operator IETT finally brought the manufacturer of the Phileas buses APTS because of various defects of the vehicles in court. In the case concerned, inter alia, the following: error on the differential gear unit and the control, excessive tire wear, cracks in the chassis, failures of air conditioning, premature wear of the brake shoes and oil and air leaks. In November 2010 a fundamental review of contracts with APTS was initiated with the aim to resolve this by the city administration.

The Phileas buses are to be basically designed and operated with an electronic tracking system. This possibility is however not currently used by the IETT.