Main features BRT systems come in a variety of forms, such as dedicated busways with their own rights-of-way (e.g., the Ottawa Transitway or the Pittsburgh MLK East Busway), bus services usingHOV lanes, dedicated freeway lanes (e.g., Honolulu's CityExpress) and limited-stop buses on pre-existing routes.
Separated line for TransJakarta buses inJakarta, Indonesia
An ideal bus rapid transit service would be expected to include most of the following features:
· Bus only, grade-separated (or at-grade exclusive) right-of-way : A dedicated bus lane allows the bus to operate separately, without interference from other modes of traffic. Although buses have a long turning radius, busways can be engineered to tighter standards than an open roadway, reducing construction costs while still assuring safe operation.
· A bus-only right-of-way may be elevated or may even be modified rail right-of-way.
· A transit mall or bus street can be created in an urban center by dedicating all lanes of a city street to the exclusive use of buses.
· Low-cost infrastructure elements that can increase the speed and reliability of bus service include bus turnouts, boarding islands, and curb realignments.
· Comprehensive coverage: BRT systems can also share existing roadways with other traffic or use bus lanes that restrict other traffic from a portion of the roadway. Service along public roadways can be improved by taking advantage of bus priority methods.
· Serves a diverse market with high-frequency all day service : A BRT network with comprehensive coverage can serve a diverse market (all income ranges) by moving large numbers of people between locations quickly and reliably throughout the day, while maintaining a comfortable riding experience.[1] These characteristics are essential to satisfying the demands of a diverse market or offering high-frequency service without heavy subsidy.
· Bus priority: Preferential treatment of buses at intersections can involve the extension of green time or actuation of the green light at signalized intersections upon detection of an approaching bus. Intersection priority can be particularly helpful when implemented in conjunction with bus lanes or bus streets, because general-purpose traffic does not intervene between buses and traffic signals.
· Vehicles with tram-like characteristics Recent technological developments such as bi-articulated buses and guided buses have benefited the set-up of BRT systems. The main developments are:
· Improved riding quality (Use of guided bus and powertrain control technologies for smoother operation),
· Increased capacity (articulated and double-decker),
· Reduced operating costs (hybrid electric powertrain).
· A specific image with a brand name (Viva, Max, TransMilenio, Select) marking stops and stations as well as the buses.[3] The system's brand identity contributes to its attractiveness as an alternative to driving cars.[4]
· Off-bus fare collection: Conventional on-board fare collection slows the boarding process, particularly when different fares are collected for different destinations and/or classes of passengers. Some systems collect fares upon entering an enclosed bus station or shelter area prior to bus arrivals (similar to fare collection at a kiosk prior to entering a subway system). This allows passengers to board quickly through all doors of a stopped bus.
· Level boarding: Many BRT systems also use low-floor buses (or high-level platforms with high-floor buses) to speed passenger boardings and enhance accessibility.
· Stations: High-quality BRT systems often feature significant investment in enclosed stations which may incorporate attractive sliding glass doors, staffed ticket booths, information booths, and other more standard features listed above. This style of station is seen in Bogotá's TransMilenio and some other cities in Latin America that have adopted BRT systems. Most North American systems use open platform stops, or shelter-style platform stops.
All of the above characteristics were noted as features of Bogotá's TransMilenio, described as a "model BRT system" in the National Bus Rapid Transit Institute's May 2006 report. TransMilenio serves Bogotá with supposedly high-capacity articulated buses, which passengers can board through three doors. A smart card system is used for off-board fare collection. Nevertheless, Transmilenio faces huge problems specially during peak hours, in terms of not being quite organized, nor having the necessary capacity for handling the high passanger volume - this situation not being limited to peak hours only, but at most times along the day.
In cities and large towns, such as Amsterdam, Essen (Germany), Pittsburgh and Seattle, it is common for a right of way exclusive to public transport to be used by both light rail and buses, and in some cases taxis.
BRT systems come in a variety of forms, such as dedicated busways with their own rights-of-way (e.g., the Ottawa Transitway or the Pittsburgh MLK East Busway), bus services usingHOV lanes, dedicated freeway lanes (e.g., Honolulu's CityExpress) and limited-stop buses on pre-existing routes.
Separated line for TransJakarta buses inJakarta, Indonesia
An ideal bus rapid transit service would be expected to include most of the following features:
· Bus only, grade-separated (or at-grade exclusive) right-of-way : A dedicated bus lane allows the bus to operate separately, without interference from other modes of traffic. Although buses have a long turning radius, busways can be engineered to tighter standards than an open roadway, reducing construction costs while still assuring safe operation.
· A bus-only right-of-way may be elevated or may even be modified rail right-of-way.
· A transit mall or bus street can be created in an urban center by dedicating all lanes of a city street to the exclusive use of buses.
· Low-cost infrastructure elements that can increase the speed and reliability of bus service include bus turnouts, boarding islands, and curb realignments.
· Comprehensive coverage: BRT systems can also share existing roadways with other traffic or use bus lanes that restrict other traffic from a portion of the roadway. Service along public roadways can be improved by taking advantage of bus priority methods.
· Serves a diverse market with high-frequency all day service : A BRT network with comprehensive coverage can serve a diverse market (all income ranges) by moving large numbers of people between locations quickly and reliably throughout the day, while maintaining a comfortable riding experience.[1] These characteristics are essential to satisfying the demands of a diverse market or offering high-frequency service without heavy subsidy.
· Bus priority: Preferential treatment of buses at intersections can involve the extension of green time or actuation of the green light at signalized intersections upon detection of an approaching bus. Intersection priority can be particularly helpful when implemented in conjunction with bus lanes or bus streets, because general-purpose traffic does not intervene between buses and traffic signals.
· Vehicles with tram-like characteristics Recent technological developments such as bi-articulated buses and guided buses have benefited the set-up of BRT systems. The main developments are:
· Improved riding quality (Use of guided bus and powertrain control technologies for smoother operation),
· Increased capacity (articulated and double-decker),
· Reduced operating costs (hybrid electric powertrain).
· A specific image with a brand name (Viva, Max, TransMilenio, Select) marking stops and stations as well as the buses.[3] The system's brand identity contributes to its attractiveness as an alternative to driving cars.[4]
· Off-bus fare collection: Conventional on-board fare collection slows the boarding process, particularly when different fares are collected for different destinations and/or classes of passengers. Some systems collect fares upon entering an enclosed bus station or shelter area prior to bus arrivals (similar to fare collection at a kiosk prior to entering a subway system). This allows passengers to board quickly through all doors of a stopped bus.
· Level boarding: Many BRT systems also use low-floor buses (or high-level platforms with high-floor buses) to speed passenger boardings and enhance accessibility.
· Stations: High-quality BRT systems often feature significant investment in enclosed stations which may incorporate attractive sliding glass doors, staffed ticket booths, information booths, and other more standard features listed above. This style of station is seen in Bogotá's TransMilenio and some other cities in Latin America that have adopted BRT systems. Most North American systems use open platform stops, or shelter-style platform stops.
All of the above characteristics were noted as features of Bogotá's TransMilenio, described as a "model BRT system" in the National Bus Rapid Transit Institute's May 2006 report. TransMilenio serves Bogotá with supposedly high-capacity articulated buses, which passengers can board through three doors. A smart card system is used for off-board fare collection. Nevertheless, Transmilenio faces huge problems specially during peak hours, in terms of not being quite organized, nor having the necessary capacity for handling the high passanger volume - this situation not being limited to peak hours only, but at most times along the day.
In cities and large towns, such as Amsterdam, Essen (Germany), Pittsburgh and Seattle, it is common for a right of way exclusive to public transport to be used by both light rail and buses, and in some cases taxis.
BRT systems come in a variety of forms, such as dedicated busways with their own rights-of-way (e.g., the Ottawa Transitway or the Pittsburgh MLK East Busway), bus services usingHOV lanes, dedicated freeway lanes (e.g., Honolulu's CityExpress) and limited-stop buses on pre-existing routes.
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