The electric trolleybus system of Quito, Ecuador

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1 Asia-Pacific Environmental Innovation Strategies (APEIS) Research on Innovative and Strategic Policy Options (RISPO) Good Practices Inventory The electric trolleybus system of Quito, Ecuador Summary of the Practice Keywords: integrated transport system, electric transport system Strategy: Development of environmentally sustainable transport systems in urban areas Environmental areas: Climate change, Air pollution, Urban environment Critical instruments: Design, planning and management, Economic instruments, Organisational arrangements, Technologies Country: Ecuador Location: Quito Participants: Municipality of the Metropolitan District of Quito, Operating Unit of the Trolleybus (UOST), Municipal Transportation Bus Company (EMT), Transportatio n Planning and Management Unit (UPGT) Duration: ongoing Funding: The Trolleybus System of Quito was financed by the Spanish Development Fund, and by the Spanish Banco de Bilbao Vyzcaya. The total cost of the first 11.2-km trolleybus line was of U.S.$57.6 million. Background: Quito, the capital of the Republic of Ecuador is located in the Andes Mountains at an altitude of 2,800 meters above sea level. The capital has an area of 12,000 square km and a population of around 1.5 million. The per capita GDP of the population of Quito, like the rest of the country, is relatively low. The per capita GDP of the country was approximately $1,100 in 2000, which can be considered low, even by Latin American standards. During the last decades, the capital has experienced high population growth and along with it, increased demand for transportation. As a consequence of the inability of the public transport system to meet the increasing demand, the number of private cars increased considerably. This, together with the existence of an already old and poorly maintained bus fleet, gave rise to a significant increase in congestion and air pollution, which considerably deteriorated the environment of Quito. The transport system was considered inefficient, dangerous, and inappropriate for children, elder and disabled people. In this context, a transport system was badly needed to provide a long-term and sustainable solution for the population of Quito. Several alternatives were discussed, among them, the construction of a metro and Light Rail Train (LRT). However, due to high investment costs and lack of planning, these alternatives were shelved. The Trolleybus System constituted therefore the most cost-efficient and sustainable transport solution for Quito. The construction of the integrated Trolleybus System commenced in The full construction of the first 11.2 km was officially launched on December 17, After a few months 54 trolleybuses were transporting 200,000 passengers per day covering an 11.2-km route. The construction of a 6-km extension, Trolesur, was initiated in 1999 and inaugurated on May 29, Today, the trolleybus system has 113 trolleybuses in operation and 50 stop stations. Objectives: The objective of the Trolleybus System was to come to grips with the transportation problem affecting the capital, by providing the citizens of Quito with a safe, reliable, affordable and sustainable mode of public transportation. In contrast to other alternatives like metro and LRT, the Trolleybus System meant an affordable and cost-effective transport solution. Description of the activity: The Trolleybus System is an integrated transport system driven by electricity provided by the Quito Electricity Company. Trolleybuses run along a reserved lane going between the south and north of the 1

2 city. The trolleybus line crosscut the city along parallels avenues when reaching the southern part of the city, along double routes created on the existing roads when it reaches the northern area of the city, and along various specially assigned roads when crossing the center of the city. The system had in its first phase a total of 54 trolleybuses, which cost $46.3 million in total. An amount of $7 million was allocated to the construction of the 11.2-km exclusive lane, including 39 stop stations. A signal system to facilitate the smooth flow of the trolleybuses was installed at a cost of $2.3 million. The system has a ticket system, which allows pre-paid boarding. The cost of the installation of this system was of $2 million. The Trolleybus System underwent further construction to extend it services in It currently covers a 17-km distance between the south and north of the city. The trolleybuses have increased to a total of 113; operate 365 days of the year with an average speed of 20 km per hour. The system is integrated with feeder buses, allowing passengers to reach most of the areas of Quito. Critical Instruments Overview Quito s Trolleybus System is considered to be one of the world most successful urban transport solutions. According to recent poles conducted in Quito, 90 percent of the population is satisfied with the services the system provides. One of the main reasons for the success is the appropriate combination and interplay among the various instruments such as (1) design, planning and management with the construction on a reserved line crosscutting the city between south and north, where most of the people live and work; (2) the right economic instruments in terms of low rate fares making it a transport system affordable for the low-income groups of the population, but also attractive to other income groups; (3) the organisational arrangements in the hands of the municipality of Quito, whose main goal it is to provide good services for its citizens; and (4) sound technologies that allow the implementation of an efficient and low-cost electric transport system. Design, planning and management Exclusive transit lane The Trolleybus System was constructed on a reserved lane, which crosscut the city between south and north. The fact that the trolley buses run on an exclusive lane, makes the transport of their passengers extremely smooth with a close to 100 percent efficiency even during peak hours. Two transfer stations 2

3 allow passengers to transfer from the trolley line to a feeder system served by regular buses and from these to the trolley line. Passengers pay a single fare. Payment is made in trolley bus stops before boarding. A signal system at intersections covers the whole trunk line. The signal system is run by a central computer with eight zones. The signals at intersections can operate independently and in interaction with zones and central control. Preference is given to the central trolley bus line. All this, plus its reliability and low fare-rates have contributed to the tremendous success of the Trolleybus System. Economic instruments Between December 17 th 1995 and January 7 th 1996, the Trolleybus System was operated free of charge, giving the population of Quito the possibility to use it and test its reliability and convenience. On January 8 th it started its revenue services, introducing very low fare rates (equivalent to 20 cents U.S. for normal fare, $ and 10 cents as a reduced tariff for elderly, disabled and infants). User cross-subsidization through unique tariff system The 20 and 10-cent fares are a single fare payment, which allows passengers to transfer to feeder buses using the same ticket. The fare is calc ulated based on a model developed by the municipality and which takes into account all the costs derived from the operation and maintenance of the system. The low rate fare, which is one of the lowest in Latin America, makes the system affordable for the low-income population, but also, an attractive mode of transportation for other income groups. It is estimated that the Trolleybus System has, since its initiation, transported more than 350 million passengers. Payment per kilometre The model developed by the municipality of Quito known as consumption coefficients was taken from the Brazilian experience of transport companies used in Curitiba 1. This means that payments are made depending on the distance run. The municipality decides on the schedules and buses run and receive payment every 15 days according to the service provided by each vehicle. 1 Refer to the practice, Integration of Land Use and Bus System in Curitiba, Brazi 3

4 Organisational arrangements Centralised management, operation and maintenance The municipality of Quito, through its mayor, is the institution in charge of the functioning of the Trolleybus System. An operating and maintenance unit (UOST) is responsible for the operation and maintenance of the whole system. The unit, which has at its disposal an area of approximately 1,600 square meters of garages, carries out technical inspections every 5,000 km. The frequent inspections allow the trolleybuses to run in a continued and reliable way. The UOST is also responsible for the maintenance of the stop stations that constitutes the whole trolleybus system Technologies Electricity driven The trolleybuses constructed by the Hispano Carroceras in Zaragoza, Spain are driven by electricity provided by Quito s electricity company. The German company AEG developed the electrical equipment, and the German company KIEPE implemented the automation. The trolleybuses have 51 seats and a maximum capacity of 174 passengers. Their maximum speed is of 80 km per hour. Among their main advantages are no air contamination and a low decibel level. Impacts The integrated Trolleybus System has substantially decreased the use of private vehicles for transportation, thus giving rise to enormous positive effects in terms of decreased congestion. The fact that the trolley buses are driven by electricity and have no gas emissions has substantially reduced air pollution, which has greatly benefited the entire population of the city. According to preliminary studies, a reduction of 400 tons of contaminants per year has been achieved along the 11.2-km trolley bus line. This is mainly due to the elimination of old bus; but also, due to the better traffic flows caused by the coordinated signal system. Furthermore, due to the efficiency with which the trolleybus system runs, the time spent traveling has decreased by 50 percent. Lessons Learned Quito has demonstrated that an environmentally sustainable transport option like the Trolleybus System constitutes a feasible solution for medium sized cities in developing countrie s. This is true despite the fact that Ecuador, like other oil-producing countries, has very low fuel prices, which might be expected to counteract the implementation of an electric transport system. Also, through the integration of land use and other modes of public transportation, the Trolleybus System has created the right incentives for the population of Quito to decrease private transportation, thereby decreasing traffic congestion, travel expenses, travel time and, most importantly, air pollution. 4

5 The existing political will among the authorities of Quito and their long-term vision have been crucial factors in making the implementation of this transport solution a reality. The integrated Trolleybus System of Quito might be replicated in a number of cities worldwide. Similar trolleybus systems that are still in operation have been implemented earlier in other Latin American cities. Some of the examples are Rosario, Argentina (1994), Sao Paulo, Brazil (1949), and Valparaiso, Chile (1952). The application of transport solutions like the one of Quito requires that a number of conditions to make such a system to a massive mode of transportation be taken into consideration. An appropriate integration with other modes of public transportation, which facilitate interconnections, allowing passengers to reach other areas not covered by the system, is one of them. Right pricing, safety and reliability, are other important requirements to make it an affordable and attractive mode of transportation for the population. Transportation Planning and Management Unit (UPGT) Avenida Amazonas 2925, E-Inglaterra. Quito, Ecuador Tel: Fax: Municipality of the Metropolitan District of Quito Venezuela entre Chile y Espejo Edificio Perez Pallares. Quito, Ecuador Tel: Fax: Potential for Application Contact References Case reviewer: Jorge Rogat Senior Economist, PhD UNEP Collaborating Centre on Energy and Environment (UCCEE) Risø National Laboratory P.O. Box 49 DK-4000 Roskilde Denmark jorge.rogat@risoe.dk Information date: April