The busway, the first section of which opened in 2007 after two years of construction, is used by a number of Metrobus lines which operate within a ‘closed’ system carrying 1 million people daily. Turkish authorities have since assisted with the development of a similar system in Lahore, Pakistan, which opened in 2013.[5] Its name was coined by the İETT to suggest that the system is a hybrid between a metro train (Turkish: metro) and a bus (Turkish: otobüs).
The BRT corridor Avcılar - Söğütlüçeşme is certified to meet the BRT STANDARD with excellence: silver (2022)[6]
The busway opened on September 17, 2007.[7] It was then extended in an easterly direction from Topkapı to Zincirlikuyu, and then from Zincirlikuyu to Söğütlüçeşme, the latter of which is on the Anatolian side of Istanbul. In 2012, it was extended from Avcılar to a western residential suburb, Beylikdüzü.[8]
Route
The route and stops of the Metrobus.
The busway is approximately 50 km (31 mi) in length and has 45 stations,[9] with one lane each direction following Istanbul's main highway D.100.
The system mainly follows the city's ringroad, with a fully separated right-of-way between Avcılar and Zincirlikuyu and between the eastern end of the Bosphorus Bridge and Söğütlüçeşme. There are no intersections with a dedicated bus lane in each direction with few passing lanes.[4] Buses drive on the left-hand side of the bus lane, so that their doors, designed for conventional operation with door to the right-hand side of the vehicle, open onto the bidirectional central platforms. Most services operate only with the ‘closed’ BRT system.
The following table shows the interval between buses (headway) for each of three sections of the line for vehicles traveling in an easterly direction; intervals for buses in the other direction are similar.[10]
Section of Route
Avcılar - Topkapı
Edirnekapı - Zincirlikuyu
Bosphorus Bridge - Söğütlüçeşme
Days of week
Weekday
Saturday
Sunday
Weekday
Saturday
Sunday
Weekday
Saturday
Sunday
Average headway (during busiest hour)
0:14
0:24
0:36
0:17
0:24
0:40
0:42
1:05
1:15
Average headway (between 1am to 6am)
2:00
2:51
6:00
4:17
2:51
6:00
8:34
6:40
6:40
Average headway (over 24 hours)
0:28
0:45
1:19
0:40
0:46
1:24
1:33
1:59
2:15
Number of Trips / Day
3,138
1,919
1,093
2,180
1,895
1,023
926
726
642
Times above shown as 'minutes:seconds'
Lines
There are six main services, each operating on different sub-sections of the route, and also the infrequent Beylikdüzü - Söğütlüçeşme, a 'night service', which operates over the full length for the busway.
Table showing the number of trips made by different lines using the busway
It has been suggested that Phileas buses, which are now rarely used, were underpowered and not strong enough to carry heavy passenger loads and climb steep hills typical of the topography of Istanbul. The hillclimbing aspect of this perception, though widely reported by the press, does not appear to have much evidential basis.[12]
İETT's stated loading capacity (no. of people) for Phileas buses was considerably higher than that of the manufacturer. According to Phileas manufacturer APTS, the total capacity of the Phileas buses bought by İETT was 185 passengers.[13] In comparison, former İETT president Mehmet Öztürk stated that the buses could safely operate with upwards of 280 passengers.[14]
The single-lane Metrobus roads are frequently blocked by Phileas buses breaking down, causing delays for the all buses in a single direction.[15][16] In May 2009, then-İETT president Mehmet Öztürk invited press members to "falsify untrue allegations against the Phileas brand buses". During the demonstration, another Phileas bus operating on the same lane broke down, thus blocking the route of the press bus for approximately five minutes. Öztürk later argued that the accident was the result of operator error.[14] Also in 2009, İETT dismissed concerns regarding their institutional incompetence and the design of Phileas buses, citing "the very high loading at peak hours as the reason for malfunctioning rather than the road slope."[3]
Phileas buses were designed with the capacity to use an electronic guided bus system.[17] Öztürk pointed out that the guided bus system ensured that Phileas buses were safer than others, and that, even in the case of a front tire blowing out at speeds of up to 80 kilometers per hour, the vehicle would not crash.[14] Despite his confidence in the safety of Phileas buses, one caught on fire in early 2015, further deepening concerns amongst the press and the Istanbulite public regarding their reliability and safety.[18]
The purchase of the Phileas buses was widely criticized in media as a waste of resources.[3] In 2007, each Phileas bus cost 1.2 million Euros,[b] and a total of 63 million Euros was paid by İETT to acquire 50 of them. In contrast, a Mercedes-BenzCapacity only cost 300,000 Euros,[c] and proved to be much more useful for the Metrobus. In 2008, civil service inspectors from the Ministry of the Interior uncovered 100 million Euros worth of irregular financial transactions in the İETT, chiefly relating to the purchase of the Phileas fleet. Their report to the Ministry, implicating high-ranking İETT officials including former president Mehmet Öztürk, indicated that the 63 million Euro purchase was made without a tender. By the request of the inspectors, a judicial investigation into İETT leadership was initiated by the Beyoğlu Office of the Chief Public Prosecutor, with Öztürk providing a written testimony.[21]
Stations and route stopping patterns
Shaded boxes indicate route operates from the station.[10]
