BRT Systems in Brazil: Technical Analysis of Advances, Challenges, and Operational Gaps

Investment in public transportation is an essential solution to reduce car traffic and improve transport sustainability in a high-speed urbanised context. In an age of global fiscal restraint, the re-emergence of a bus-based transport mode, Bus Rapid Transit (BRT), has generated great interest from urban planners and governments, since it provides high quality transit services, with less expenditure and flexibility advantages compared with other modes. On the other hand, researchers and practitioners have shown interest in the value BRT can add to urban real estate prices, since Land Value Capture (LVC) is increasingly seen as a potential way to finance transport projects.However, the extent to which the improved accessibility due to BRT can be capitalised into property values (and therefore underlying land value) remains controversial and has not been studied comprehensively. This research provides an enhanced understanding of BRT’s impact on property values, by drawing on the BRT system in Brisbane, Australia.This thesis documents the first meta-analysis of 23 empirical studies that estimate the amount of land value uplift (LVU) that is attributable to BRT. The results identified several factors that were found to have a statistically significant impact on estimated LVU from BRT investment, including the BRT system life cycle maturity, the geographical location, the type of research area (land or property), the reported value (sale /rental /assessor price), the distance to the BRT station and the method used for analysis.This research contributes to the literature by adding the evidence of BRT impact from the city with low density, high car ownership and limited variation in socio-economic status, as in the country context of Australia, using the South East Busway (SEB) in Brisbane, as a case study. The results show there is a positive effect of access to SEB stations, but a more substantial negative effect of immediate proximity to the SEB corridor. The area with the strongest value-added effect is approximately 1600m to the BRT corridor, which demonstrates the convenient feeder line services in the open-system SEB network and the Park-and-Ride services available in BRT stations could contribute to a wider appreciation area of SEB accessibility.Few relevant studies in this field consider that a BRT operation mechanism could impact the capitalisation effect. To better understand BRT operation, this research employs a visual analytic approach to determine how Brisbane’s open-system BRT facilitates daily mobility, based on smartcard data. Web Graphics Library (WebGL) techniques are employed to produce 3D web maps that visualise the trajectories of all the BRT passengers, to provide an overview of catchment areas and passenger volumes. The results show that feeder line stops are important for increasing network accessibility for Brisbane’s open-system BRT. This validates that feeder line stops should be considered when examining the BRT property value impacts.A hypothesis is then formulated that the improved accessibility, due to an open-system BRT network, results in higher property values within feeder line catchment areas. Feeder line stops were selected and included as part of the open-system BRT, based on analysis of smartcard data. A Geographically Weighted Generalized Linear Model (GWGLM) was used to examine the property values impacts. The results identified property value uplift of up to 1.64% for every 100m closer to feeder bus stops with frequent services in western and eastern Brisbane suburbs, which confirms the hypothesis.This research contributes to the literature relating to the method of predicting property value uplift for future infrastructure. Although many LVU studies have been motivated by LVC implementation, current studies are less than helpful for practical LVC implementation as there is a knowledge gap in how to estimate the LVU prior to the transport project. This is important as a pre-investment reference to formulate LVC strategies. The prediction method proposed in this study has the potential for broader application in prediction of property value uplift from future infrastructure across other urban planning contexts.In summary, this research contributes to an understanding of the impact of BRT on property values and it is also significant in advancing the practice of LVC strategy for raising public transport funding through land and property value gains.

An investigation of the open-system Bus Rapid Transit (BRT) network and property values: The case of Brisbane, Australia

This paper assesses the effects on urban freight transportation of implementing Bus Rapid Transit (BRT) systems. BRT systems have been widely implemented in Latin American cities in recent decades, with positive results driven by their high capacity and relatively low cost. Implementing BRT strategic corridors has led to changes in land use, and has required some restrictions on other urban traffic, particularly freight. These restrictions have significantly affected the supply of goods to establishments along those corridors, restricting freight operations and urban freight traffic in general. This paper studies the overall effects of BRT system implementation on urban freight using Cali (Colombia) as a representative case study to understand the origin and size of these impacts. Six key criteria were analyzed to assess the impacts of implementing a BRT system: 1. Mobility patterns; 2. environmental impacts; 3. infrastructure; 4. land-use; 5. legislation; and 6. geographic distribution. Observations and semi-structured interviews were used to complement hard data. The results from Cali show that the areas surrounding BRT corridors generate more than 62% of urban freight traffic. This concentration of freight activity has exacerbated the negative effects of restrictions that have accompanied BRT implementation and altered freight mobility and land-use patterns, not only locally but within the city centre, as well as suburban areas. In summary, the results show that post implementation, a significant share of freight-related externalities were amplified and transferred from BRT corridors to other parts of the city and to inter-regional corridors as well.

The implementation of a Bus Rapid Transit system (BRT) is a reality in many Brazilian cities. In Belem, where the public transportation system is mainly operated by buses with no integration, BRT is expected to serve: bus users on a larger scale; users of other modes of transportation, such as alternative collective transport system and microbuses; and users of individual modes of transportation, such as cars, taxis and motorcycle taxis. Therefore, it is expected that users change their travel strategies, especially those who are located in the area surrounding the project. This study intends to explore the effects of BRT on townspeople and on public and private transport users regarding their travel strategies. The study is composed of an initial discussion about BRT projects in Brazilian cities and the development of a case concerning the routes, which are part of BRT system in Belem, Para, Brazil. The investigation involved focus groups in a one-mile radius around the route. A questionnaire was applied using the stated preference technique, with questions about socioeconomic profile, travel standards, inputs related to the current transport system and strategies for current and future travels after the implementation of BRT system. Among the results achieved, BRT was found to cause tremendous impacts on travel strategies of townspeople and public transport users in the surveyed area. Cyclists expect the system to be integrated with the implementation of bicycle racks. In general, the survey has shown that users tend to change their travel strategies and that BRT is positively regarded by public transport users, as something that would improve their urban mobility.

Currently, there are many challenges in the transportation scope that researchers are attempting to resolve, and one of them is transportation planning. The main contribution of this paper is the design and implementation of an ITS (Intelligent Transportation Systems) smart sensor prototype that incorporates and combines the Internet of Things (IoT) approaches using the Serverless and Microservice Architecture, to help the transportation planning for Bus Rapid Transit (BRT) systems. The ITS smart sensor prototype can detect several Bluetooth signals of several devices (e.g., from mobile phones) that people use while travelling by the BRT system (e.g., in Bogota city). From that information, the ITS smart-sensor prototype can create an O/D (origin/destiny) matrix for several BRT routes, and this information can be used by the Administrator Authorities (AA) to produce a suitable transportation planning for the BRT systems. In addition, this information can be used by the center of traffic management and the AA from ITS cloud services using the Serverless and Microservice architecture.

Public transportation systems are vital components of urban infrastructure, shaping mobility and development. The emergence of Bus Rapid Transit (BRT) systems offers a promising solution to challenges faced by traditional bus services. However, delays within BRT systems can compromise their efficiency and reliability. The goal of this study is to investigate and analyze the critical factors influencing delays in Bus Rapid Transit (BRT) systems, specifically focusing on the Istanbul Metrobus, in order to provide actionable insights for optimizing operations and enhancing service reliability in BRT operations. Decision Trees identify critical parameters affecting delays, while Bayesian Networks elucidate causal dependencies among variables. The proposed Bayesian Precedence Network integrates these methodologies. This study employed a range of diverse data sources analyzed through advanced software tools like GeNIe Modeler. The results underscore the effectiveness of decision analysis in quantifying uncertainties and assessing critical factors that inform transit planning and optimization. The findings reveal that a passenger occupancy rate of 43% results in a 76% probability of no delays, while high traffic flow decreases this probability to 55%. Conversely, clear weather conditions enhance this probability to 80%, whereas rainy conditions and non-optimized operational efficiency heighten the risk of delays. Overall, this study provides a blueprint for addressing public transportation challenges, empowering transportation planners and policymakers to create more efficient and reliable transit networks.

The rapid urbanization of Nepal’s cities has brought escalating challenges in managing urban mobility, such as severe traffic congestion, road deterioration, and increased vehicular emissions. Despite initial attempts to introduce a Bus Rapid Transit (BRT) system as a sustainable alternative, Kathmandu’s transport initiative launched a bus priority lane in 2023. However, it has been mischaracterized as a BRT system and has failed to achieve its intended objectives of reducing congestion and improved efficiency. This study critically evaluates the feasibility of implementing a true BRT system in Kathmandu, addressing the misconception highlighted by reviewers, and identifies key barriers such as inadequate infrastructure, operational inefficiencies, absence of Intelligent Traffic Systems (ITS), limited lane segregation, low public engagement, and fragmented governance. Utilizing a comparative case study approach, the research draws lessons from successful BRT implementations in Bogota (Colombia), Jakarta (Indonesia), and Ahmedabad (India), as well as failures in Delhi (India) and Dhaka (Bangladesh), to propose tailored solutions. Recommendations include innovative infrastructure designs for narrow roads, establishment of a dedicated transport authority, integration of ITS, and robust public awareness campaigns, aligned with the 2024 BRT Standard’s emphasis on gender inclusion, safety, and sustainability. These findings offer actionable insights for policymakers, demonstrating how a well-executed BRT system along Kathmandu’s Ring Road could enhance road longevity, traffic efficiency, passenger safety, and overall urban mobility in a developing country context.

This thesis presents a comprehensive study on the selection of a Bus Rapid Transit (BRT) corridor in Kabul. The objective of this study is to identify the most suitable corridor for BRT implementation, based on the needs and preferences of the local population, as well as the technical and operational requirements of the BRT system. The study employed a combination of qualitative and quantitative methods, including field surveys, interviews, and literature reviews. A multi-criteria decision-making (MCDM) framework was used to analyze the data, taking into account a variety of factors including travel demand, land use characteristics, road infrastructure, and environmental implications. The results of the study indicate that [Kote Sangi-Deh Afghanan-Sara Shamali] is the most suitable corridor for BRT implementation, based on its high travel demand, mixed land use characteristics, and existing road infrastructure. The study also identified a set of key success factors and challenges for BRT implementation in the selected corridor, such as the need for adequate financing and institutional support, the importance of stakeholder engagement and public awareness, and the need for effective integration with other modes of transport. The present methodology combines both, existing travel demand estimates and feasibility analysis in terms of traffic and road infrastructure characteristics for the selection and phasing of BRT corridors. Overall, this study contributes to the body of knowledge on BRT corridor selection, and it provides valuable insights for policymakers, planners, and transit professionals who are interested in implementing BRT systems in similar contexts. The study also highlights the importance of conducting rigorous and transparent selection processes that consider a range of factors, beyond technical and operational considerations, to ensure the success and sustainability of BRT systems.

The long-term prevalence of car dependency has resulted in a series of persistent urban problems, including congestion, environmental pollution and social inequity, and threatens the survival of urban public transport (UPT). One response to these problems has been an international rising trend to implement Bus Rapid Transit (BRT) as a cost-effective means to progress towards more sustainable urban transport. Despite the growing popularity of BRT implementation worldwide, little is known about the travel behaviour dynamics associated with BRT. Given that the understanding of travel behaviour is a critical component for public transport planning and policy, this deficit may critically hinder our ability to inform future BRT-related policy. This research presents three empirical investigations of interrelated travel behaviour dynamics of BRT passengers, providing an enhanced evidence base on which future BRT-related policy can be founded. Drawing on Brisbane (Australia) as the case study coupled with three distinct datasets (i.e., census, smart card and primary survey data), BRT passenger travel behaviour is investigated from three complementary perspectives, namely, modal share patterns of BRT catchments, spatial-temporal dynamics of current BRT usage and behavioural intentions of BRT passengers. Examinations from these three perspectives capture a broad spectrum of travel behaviour dynamics that collectively render a more holistic understanding of BRT usage. First, the modal share patterns of BRT catchments are examined before and after BRT implementation to shed light on the extent to which the travel behaviour was altered by the implementation of BRT. Drawing on census data from three periods, marked increases in bus and walk shares, and decreases in private car share for work trips were revealed after BRT implementation at both walk-in (800-metre) catchments and the bus-in/drive-in catchments (up to three kilometres). Regression modelling highlights marked increases in female, lone person commuters as well as ‘choice’ passengers who have access to private cars within the vicinity of BRT stations. Next, drawing on smart card data, the spatial-temporal dynamics of current BRT usage are examined to reveal the role of the BRT embedded within the UPT network in catering for passengers’ travel needs. To exploit the utility of smart card data, a geo-visualisation-based method (the flow-comap) is developed to visualise and analyse the spatial-temporal patterns of BRT-related trips. The results highlight distinct trip characteristics and spatial-temporal patterns of BRT-related trips against the remaining on-road bus trips. The spatial heterogeneity of passenger trip patterns using the exclusive busway of the BRT across the bus network is also revealed, this encompasses: (1) the South East Busway (SEB), which serves as a stronger corridor in collecting trips around Brisbane than the Northern Busway (NB) and (2) differing temporal trip patterns which are associated with the SEB rather than the NB. Last, to capture the attitudinal mechanisms of travel behaviour, BRT passengers’ behavioural intentions (i.e., loyalty, intention to increase BRT use and intention to shift to private car use) are modelled by using primary survey data. A number of small yet significant differences in the behavioural intentions are revealed in association with the socio-demographic and behavioural characteristics of passengers. More importantly, a series of regression models highlight that the loyalty and intention of passengers to increase BRT use were positively associated with their evaluations of BRT service and pro-environmental responsibility, while their intention to change to private car use negatively related with these attitudinal factors. Furthermore, regressing passengers’ loyalty on their attitudes related to private car use results in a positive relationship. The thesis contributes to knowledge in the area of travel behaviour dynamics related to BRT through drawing on a suite of datasets to capture three complementary dimensions of behavioural dynamics of BRT passengers. Methodological and theoretical contributions are also rendered in this research, including (1) the proposed geo-visualisation-based method (the flow-comap) to enhance the utility of smart card data for the examination of travel behaviour and (2) a more comprehensive inclusion of behavioural intentions coupled with the considerations of alternative transport to better understand UPT passengers’ attitudinal mechanisms. In the context of the case study, this thesis has some implications for the potential to inform (1) the service provision and infrastructure expansion of BRT to better meet the travel needs of passengers and (2) the design of marketing strategy and soft policy (e.g., information-based approach) to maintain and promote BRT usage. In conclusion, through a series of empirical investigations, this thesis helps realise the potential of BRT to offer a way in which urban environments can progress towards sustainable UPT systems. It is also hoped that this thesis may stimulate future research in this area that can help inform and guide the implementation of smarter BRT systems.

User satisfaction and service quality improvement priority of bus rapid transit in Belo Horizonte, Brazil

Bus Rapid Transit: A Viable Alternative?

Bus rapid transit (BRT) has emerged as an efficient and cost-effective transport system for urban mobility that offers safe and high-quality transport services for city dwellers. Recent research has widely discussed BRT systems’ performance evaluation, but such assessments have remained limited in the South Asian context, where users’ needs might be distinct. The present study addresses this research gap and evaluates the performance of the BRT system in Multan, Pakistan, based on the passengers’ perceptions and the BRT standard scorecard. The data were collected at 21 BRT stations, and a face-to-face questionnaire survey was carried out with 420 users. The BRT standard scorecard method was also applied by conducting an observation survey and semi-structured interviews based on the aspects as specified by the Institute of Transportation and Development Policy (ITDP). The Statistical Package for the Social Sciences (SPSS) software package was mainly utilised for data analysis. This research concluded that around 54% of passengers are highly satisfied and opted for BRT due to comfort. Cronbach’s Alpha reliability analysis concluded that most of the BRT stations possess the acceptable value (0.8 > α ≥ 0.7), with only six out of 21 stations categorised as unacceptable (α < 0.5). Multan BRT achieved overall 79 scores and classified as Silver-Standard BRT. The study suggests critical insights to improve the citizens’ mobility with the existing BRT system, serving as a benchmark for policymakers and transport planners.

This study aims to find the potential of Bus Rapid Transit (BRT) to attract the vehicle owners from their personal vehicles i.e., motorcars and motorcycles. Stated preference survey (questionnaires) and interviews were conducted at BRT (Metro Bus) Stations for the prediction of the individuals shifting from their private vehicles to BRT. Questions were designed critically as per the requirements of the research related to numerous aspects of BRT use i.e., vehicle ownership of the travelers, driving license holder, demographic characteristics, choice to use BRT if the fare increases, trip purpose and their prior mode of transportation for the same trip. A total of 374 responses, as per the population of the study area (Islamabad-Rawalpindi, Pakistan), were collected. The Multinomial Logistic Regression (MNL) model has been employed for four categories of vehicle ownerships i.e., “Car owners using BRT”, “Bike owners using BRT”, “Both Car and Bike owners using BRT” and the last one which has been taken as reference category is “BRT users with no vehicle ownership”. The analysis indicated that BRT has attracted considerably private vehicle users specially the bike owners. Some socio-economic factors like income and residence location (accessibility) additionally have a major effect on the selection of BRT. In addition, it has been observed that fare increase can alter the mode choice of the BRT users and they will again prefer their own vehicles. The Travel choice model developed in the study can be very useful for policy makers and transport planners to enhance the BRT service and attraction, to mitigate traffic congestion and car ownership.

Investments in public transit infrastructure in Latin America and the Caribbean often aim to reduce spatial and social inequalities by improving accessibility to jobs and other opportunities for vulnerable populations. One of the central goals of Lima’s Bus Rapid Transit (BRT) project was to connect low-income populations living in the peripheries to jobs in the city center, a policy objective that has not yet been evaluated. Building on secondary datasets of employment, household socio-demographics and origin–destination surveys before and after the BRT began operations, this paper examines the contribution of Lima’s BRT system to accessibility to employment in the city, particularly for low-income public transit users. We estimated the effects on potential accessibility to employment, comparing impacts on lower versus higher income populations, and assessed the changes in location-based accessibility to employment before (2004) and after implementation (2012) for treatment and comparison groups. We found that the BRT line reduced travel times for commuters to reach jobs, in comparison with traditional public transport in the city. However, the coverage of the BRT declines in areas with high concentrations of poor populations, limiting the equitability of accessibility improvements. The analysis by socioeconomic sub-groups found positive effects of the BRT system on accessibility for the higher income areas. Relative to the control group, accessibility increased in the 10-km boundary area of the BRT by 0.01, a seven percent increase relative to the treatment baseline accessibility index in the higher socioeconomic (SES) areas of the city. In contrast, in the areas with high concentrations of lower SES populations, the double difference estimate indicated an 11 percent decrease relative to the baseline accessibility index (0.09). We build on case-specific findings and international literature to reflect on policy avenues to include the poor in the mobility benefits of BRT systems. These measures include targeted fare subsidies for low-income groups, fare integration with other forms of public transport that reduce the cost of transfers, and the increase of coverage of the BRT through the integration of stations with non-motorized infrastructure.

Bus rapid transit (BRT) is gaining greater interest by transportation planners and decision makers in the United States because of concerns about growing traffic congestion and a desire for improved environmental quality and sustainable land use development patterns. To help planners and decision makers, FTA developed the BRT implementation guidelines based on the 26 case studies located in North America, Australia, Europe, and South America. The FTA guidelines serve as a valuable source for the basic BRT concepts including the main system components and their types, general planning principles, and general design guidelines. However, the detailed implementation process, such as BRT station selection and route alignment determination, as one of the primary and practical concerns by transportation planners and decision makers, has not been studied in detail. A conceptual planning approach used to quickly evaluate potential BRT stations and alignments based on a case study in Placer County, California, is presented. The approach relies on land use development criteria and an analogous station-matching process to determine an initial range of potential ridership for future stations based on existing stations with similar land use development patterns. This information is combined to help gauge station feasibility and alignment options. The criteria used in this planning process were developed from a comprehensive literature review of the relationship between land use development and transit station ridership, as well as a unique database of transit ridership and land use development intensity for more than 80 existing transit stations in the San Francisco Bay Area and the Sacramento, California, region.