BRT Corridor Research Articles

Feeder–Line Concept Development For Public Transportation Network In Urban Area Based On O-D Matrix And Performance Evaluation

The management of the public transport network system is very important because it affects the future of the city and supports the activities of the community in travelling and movement. This research aims to develop a feeder-line concept on the public transport network based on O-D Matrix and Operational Performance Evaluation. The research method used is the operational performance standard indicator approach based on the Directorate General of Land Transportation SK 687/AJ.206/DRJD/2002 and the O-D Matrix method in determining new route recommendations. This research uses secondary data as well as primary surveys to assess operational performance. The results show that the level of operational performance of public transport in the research area there are still several routes below the standard with a total of routes operating from D1 to D8 of which 75% of the routes are in good condition and the other 25% of the routes have substandard assessment results with a total value of ?18. Thus, it is recommended that rerouting to be carried out on routes whose operational performance is still below standard, namely routes D7, and D8 based on the characteristics of the feeder-line concept to BRT Corridor 2.

Impact of “light” bus rapid transit (BRT-light) on traffic and emissions in a travel corridor

Our study compared observed traffic volumes in the Bus Rapid Transit (BRT-Light) corridor to those predicted using two different quasi-experimental methods. The first quasi-experimental design, referred to as interrupted time series, assumes the trends in traffic on BRT alignment from 2013 to 2017 continue through to 2019 after BRT-Light is in place. Making that assumption, traffic volume on the BRT alignment is 2514 vehicles per day lower (−7.38%) than one would expect based on the preexisting trend. The second quasi-experimental design is called a before-after design with a control group, which assumes that traffic volume on the BRT route would increase by the same percentage as traffic on parallel streets to the BRT line, that is 2.30 percent or 645 VPD between before and after. Also, BRT alignment's traffic volume was reduced by 1249 VPD or 4.78 percent more rather than outside of BRT corridor, and 17,632 VPD or 9.33 percent considering trip generation. Meanwhile, transit ridership in the corridor increased by 8687 passengers per day (122.66%) more than expected with the introduction of BRT, which helps account for the effective reduction of vehicular traffic on the streets that comprise the BRT alignment. Through the section analysis, we found that dedicated right-of-way reduced traffic effectively. Our estimates suggest that BRT-Light will result in an annual reduction of 17,886,229 pounds of CO2 emissions and 914,614 gallons of gasoline consumption. Based on these results, we conclude that BRT-Light had a positive effect on easing vehicle traffic volume and emissions in the Provo-Orem metropolitan area.

Development of a Method for Selecting Bus Rapid Transit Corridors Based on the Economically Viable Passenger Flow Criterion

The creation of bus rapid transit systems requires significant investments in transport infrastructure. It often requires changes in roadway parameters, building boarding platforms, new bus depots, as well as creating a priority passage system at intersections with individual vehicles flows. In world practice, the routing of bus rapid transit (hereinafter—BRT) corridors is often based on the criterion of an opinion of transport experts who assess passenger flows and the location of main attraction points. This article describes an algorithm for building BRT corridors based on the criterion of economically viable passenger flow. The method is based on an iterative algorithm built on the principle of passenger flows redistribution over the transport network in the event of a change in its characteristics. Specifically, what changes is the speed of transit in certain areas due to inclusion of the area in a BRT corridor when the area reaches the threshold of economically viable passenger flow. A threshold value of passenger flow for different cities, grouped by population size, is determined on the basis of passenger flow statistics in globally operated BRT systems. The condition for exiting the iterative algorithm can be either the absence of new network areas where an economically viable passenger flow is achieved, or the achievement of 90% of the labor commuting share in the city during the time specified in the urban planning standard. This method can be used to identify new and extend existing BRT corridors in cities with populations from 100 to 2000 thousand people.

Determinant factors in increasing the livability of the city of Padang from the perspective of transportation

Padang has been determined to be a livable city in 2024, according to the Mission of the City Major 2019-2024. Some improvements have been made, such as more BRT corridors, widening the sidewalk, and adding benches along the sidewalks. However, achieving a livable city is far more than just those thingies; we also need to know what people need and what the government is willing to do. This study explores the determinant factors in achieving the livable city criterion for Padang, especially regarding transportation-related variables in the expert views along and public and government interests. The quadrant analysis of Expectation-Performance and Effort-Effect Analysis was used to identify the determinant and priority factors in improving the livability of Padang. The results show that improving some essential elements has satisfied public expectations. Still, more things need to do, such as an integrated transportation system, comfortable public transportation, transportation for disabled persons, and a more environmentally friendly transportation mode. With less effort and high effect, the most priority factors are comfortable and secure pedestrian facilities, improving traffic to reduce travel time, and improving public transport facilities.

Calibration of Vissim for Bus Rapid Transit Systems in Beijing Using GPS Data

Bus Rapid Transit systems have grown in popularity in recent years. With the rapid development of computer technologies, using microscopic simulation models to study various strategies on planning, implementation and operation of BRT systems has become a hot research area in the field of public transportation. To make the simulation models accurately replicate field traffic conditions, model calibration is crucial. This paper presents an approach for calibrating the microscopic traffic simulation model VISSIM using GPS data for application to Beijing BRT systems. The Sum of Squared Error (SSE) of the collected versus simulated vehicle speeds at the cross-sections along the test route is specified as the evaluation index. A Genetic Algorithm is adopted as the optimization tool to minimize the SSE. Taking the Beijing North-South Central Axis BRT Corridor as a case study, it shows that the proposed approach is a practical and effective method for the model calibration.

Analysis of effects of prolonged travel delay on public bus operators' profit margin in metropolitan Lagos, Nigeria

This study examines the effects of uncertain travel time on public bus operators' monthly returns or profit margin in metropolitan Lagos, Nigeria. Importantly, the study relied on four objectives to achieve its purpose, and these are to; evaluate the demographic profile of public bus drivers; determine the daily cost of operating the buses and the percentage of bus returns spent on bus maintenance; analyze the bus running time and the associated cost attached to prolonged bus operations, and determine the number of trips made and lose daily due to prolonged journey time in metropolitan Lagos. The study relied on a survey research design and the use of primary data, which is derived from a questionnaire instrument administered at the three study locations. Further, the combination of clustered, stratified, and simple random sampling techniques was used while respondents (bus operators/drivers) were selected at different bus stop segments for questionnaire administration. The statistical correlation technique from the SPSS software was used for data relationship analysis, while descriptive tools were utilized for the presentation of the results. Furthermore, the severity of the problems encountered by bus operators shows that loss of daily revenue (52.9%) is the highest, followed by loss of bus trips (35.4%), and constant vehicle breakdown (11.7%). This poses a significant challenge to their business success as it grossly reduces their bus return and monthly profit margin. The study concluded that prolonged bus journey time has a negative socio-economic impact on the Intra-City public bus operators in metropolitan Lagos. Therefore, recommends among others: road highway expansion; provision of extended bus stop lay-bys, BRT corridor extension to other major highways, traffic agents' commitment and patriotism, and intensive enforcement of laws prohibiting bus stop obstructions by public bus drivers.

Load-sensitive bus headway control for reducing onboard passenger waiting time

Regularity in the bus schedule on low frequency lines or the maintenance of headways on high frequency lines are desired in the operation of public transportation. Bus holding is a technique used for this purpose, but it may incur in delays for onboard passengers. Previous work based on a predictive control method identified a better performance when the holding actions were concentrated in stations where the buses were emptier. Based on these results, the forward headway and the two-way headway feedback control methods, both operated with static gains and mathematically and computationally simpler than predictive control, are modified to operate with variable gains according to the bus load using two different techniques. A variable slack, dependent on the bus load, is also incorporated into the controllers. Microsimulations of a BRT corridor with concentrated and distributed demand patterns have shown that the proposed techniques improve the system performance when compared to the corresponding methods with fixed gain.

Evaluasi Rute dan Lokasi Halte Bus Rapid Transit (BRT) Koridor II di Palangka Raya

Palangka Raya City Government uses BRT as one of the modes of transportation,and has the goal of serving the needs of passenger requests. For BRT operations, supporting facilities are needed, such as bus stops. Because of the large costs in establishing a bus stop, the effectiveness of bus stop construction is needed. In this research, the set covering problem and max covering problem model are chosen using Lingo 18.0. The set covering problem model aims to provide passengers with a proper access to the nearest bus stop with a minimum number. While the max covering problem aims to determine the location of the bus stops to be built when there is a limit on the number of bus stops. This type of research is a survey field research, distributing questionnaires and direct observation. The route performance and operation of corridor II BRT are include the number of passengers transported, load factor, headway time, travel speed and transportation availability are not in accordance with the standards while the waiting time for passengers has met regulatory standards. The route of the corridor II BRT bus in Palangka Raya is in accordance with the location of the trip generation, but the schedule and operational routes each day are not. The optimal number of BRT Corridor II stops in Palangka Raya that correspond to the passenger generation is 12 stops which can serve all 32 requests, then in the sensitivity analysis 3 other alternatives are selected. The alternatives are 5,10 and 15.

ROUTE INTEGRATION OF SEMARANG TRANS FEEDER for THE CITY OF SEMARANG AND SURROUNDINGS

<p>Inadequate service of Bus Rapid Transit in all zones in an urban area encourages integrated transport management system which can allow transport lines that connect more neighbourhoods which are far from BRT corridor route. Feeder services in Semarang aims at improving accessibility to BRT, reducing traffic congestion caused by the use of private cars and enhancing public transport services in Semarang urban areas and its surrounding. Moreover, Trans Semarang feeder is expected to become a public transport which is representative, safe, convenient, and affordable as well as its lines can be integrated with other transport modes. The purpose of the study is to analyse the integration of feeder route serving more trips in Semarang urban areas and its surrounding by using superimpose analysis and quantitative descriptive analysis. This study reveals that service routes of feeder are not likely to be an optimal, the presence of bus stops amenities has not constituted the minimum requirements of convenience standard, its infrastructure has not integrated yet and the shelter cannot provide easy access to public transport users.</p>

Sustainable Streetscape and Built Environment Designs around BRT Stations: A Stated Choice Experiment Using 3D Visualizations

The incompatibility between the microscale-built environment designs around mass transit stations and stakeholders’ preferences causes dissatisfaction and inconvenience. The lack of a pedestrian-friendly environment, uncontrolled development patterns, traffic and parking issues make the street life vulnerable and unattractive for users, and affect the mass transit usage. How to design the streetscapes around mass transit stations to provide a user-friendly street environment is a crucial question to achieve sustainable transit-oriented development goals. To recognize the specific attributes of streetscape environment relevant in local context of BRT Lahore, this paper presents the results of a visual preference experiment in which nine attributes of built environment were systematically varied across choice sets. Multinomial logit models were set up to identify the preferences of three target groups: BRT users, commercial building users and residents at different locations. The research indicates that not only the road-related factors (bike lane and sidewalk widths, crossings facilities, street greenery) have a significant influence on people’s preference but also that building heights, and the typology of buildings and housing projects around BRT corridor have shaped these preferences. When planning and designing urban design projects around mass transit projects, these significant attributes should be considered.

Mega-event transport legacy in a developing country: The case of Rio 2016 Olympic Games and its Transolímpica BRT corridor

The Rio de Janeiro government, in order to prepare the city for the 2016 Olympic Games, implemented four new BRT lines (Bus Rapid Transit). One of these is the “BRT Transolímpica”, which would mainly serve the mega-event by connecting two Olympic venues, but which was justified as the integration between the northern and southern regions of the city. In this paper, the Transolímpica transport legacy, regarding urban development, was analysed to verify the influence of this BRT line on the development of its surroundings. The three-step methodology comprised a study of the surroundings of BRT stations through analyses of physical dynamics, real-estate dynamics, and relational analysis (the contextualisation of the results within the local context). The analyses cover five phases of the BRT implementation associated with the 2016 Olympic Games: candidature (2008–2010); planning and design (2010−2012); implementation, subdivided into two periods (2012–2014 and 2014–2016); and operation (2016–2018). We found that this BRT line: i) was not relevant to the occupation of the surroundings; ii) ended up accentuating the segmentation of the territory along the corridor; and iii) has been consolidating an ambiguous transport legacy in terms of urban development.

APPLICATION OF IMPORTANCE PERFORMANCE ANALYSIS (IPA) METHOD FOR GENDER BASED PUBLIC TRANSPORTATION PLANNING IN CORRIDOR I BUS RAPID TRANSIT SEMARANG CITY

Gender-based public transport planning ensures accommodation of user group preferences to minimize inequality and discrimination among passenger needs. In the practice of accessing BRT Corridor I in Semarang City, it was identified that there were 3 aspects that determined the gap, namely: security, comfort, and accessibility. Importance Performance Analysis is used to describe the level of access gap by comparing service performance provided with passenger expectations. Of 70 respondents answered, 53 women and 17 men, two findings can be concluded. First, it was found that the value of disparity in male and female user groups was equally negative (-) which meant that services received by users were less than expected, with greater levels of access gaps for female user groups compared to male user groups with the value of the gap in women is -0.67 and in men -0.52. This shows that the problem of inequality in the female user group is more urgent to be addressed to meet adequate transportation needs and minimize the access gap that occurs in the female user group. Second, the main priority needs for handling access gaps in the female user group include accessibility aspects and comfort aspects, while in the male user group only the accessibility aspect is concerned. The role and purpose of the movement conducted are two key factors in priority differentiation.

Transit Passengers-Oriented Built Environment: An Evaluation of Mode Shift and Street Network and Design

Recently there have been efforts on designing a built environment that encourages its residents to take transit more and use personal motorised vehicles less, commonly known as transit-oriented development (TOD). The outcome of such efforts can be evaluated by the mode shift from using a private motorised vehicle to taking transit occurring among the residents of the built environment. This article explores the mode shift that occurred among Transjakarta BRT corridor 1 passenger that is triggered by the street network and design around the Transjakarta corridor 1 bus stops. This article also evaluates the qualities of the street network and design around the mentioned bus stops to complement the passengers’ mode shift explanation. This article is written using a qualitative approach and inductive rationalization. Information regarding the passengers’ mode shift is obtained through an indirect interview, while evaluation on the qualities of the street network and design is carried out using space syntax analysis. This article finds that the magnitude of mode shift to taking Transjakarta corridor 1 due to the qualities of the street network and design around the bus stops is not significant. In line with that, the integration and connectivity of the streets around the observed segment of Transjakarta corridor 1 is relatively low. This article concludes that even though mode shift to taking Transjakarta corridor 1 is occurring, the street network and design around the Transjakarta bus stops have not contributed significantly in triggering the mode shift. This article proposes a relatively new approach in evaluating TOD, which is by simultaneously assessing the citizens’ habit and preference and the built environment.

Comparative analysis of public transport modes available in Karachi, Pakistan

This study presents a comparative analysis of selected parameters of existing formal and informal Public Transport (PT) modes being operated on three different types of fuels. The performance of PT modes is analysed on fuel consumption, capacity, transportation cost, and emissions resulting from these modes. The required data were collected using route-check survey method and conducting a questionnaire-based survey from drivers and operators of these modes. Furthermore, the performance of proposed buses for an under-construction BRT corridor is also evaluated and compared with the existing PT modes. The comparative analysis of the existing PT modes in Karachi shows that CNG operated PT modes are economically more efficient, which caused the conversion of diesel engines of buses and minibuses to CNG fuelled-engines. The study, for the first time, evaluates and compares the performance of informal PT mode (chingchi) with other modes of PT. Results show that the PT modes with less capacity, such as chingchi, should be discouraged due to their comparatively lower performance on the selected parameters. This study can be used by the authorities to analyze the performance of existing modes and prioritize the PT modes for future planning.

Analisis Karakteristik Pengguna Bus BSD Link Untuk Desain Koridor Baru Menggunakan Model Permintaan Perjalanan

Bumi Serpong Damai (BSD) is one of self contained city in Jabodetabek district. Sinarmas as developer of BSD started to develope the Mass Rapid Transit which special operated on that. Concept of MRT has been operated in the form of Bus Rapid Transit. A new BRT corridor implementation need a Passenger Demand Prediction . Thus, a special BRT Passenger Demand Modelling Method for a new BRT Line need to be developed. This attempt needs knowledge on the Existing BRT User Trip Characteristics. BSD Link User Trip Characteristics Survey were executed on Corridor Sector 1.3 Greenwich Park, during morning peak hour. The result indicates that the BRT are used mainly for working (63%) and schooling (37%) trips, the BRT passengers are the previous public transport (45%) and motorcycle (55%) users. The trip origin zone is extended 1 km to the left and right of the BSD Link corridor, while the trip destination zone is extended 500 meters to the left and right of the BSD Link corridor. The embarking connecting trip modes are dominated by motorcycle (43%) and walking trip (57%), while the alighting connecting trip modes are dominated by motorcycle (16%) and walking trip (84%)

A corridor selection for locating autonomous vehicles using an interval-valued intuitionistic fuzzy AHP and TOPSIS method

Autonomous vehicles (AVs) provide a new mobility option and have been becoming widespread around the world. They can be used not only as automobiles but also as public transport vehicles in the form of shuttles, buses and pods. One of the problem areas in implementing AVs as a public transport vehicle is to choose a suitable road for operating them. A fuzzy decision model combining analytic hierarchy process (AHP) and technique for order of preference by similarity to ideal solution (TOPSIS) techniques with intuitionistic fuzzy sets is used to solve this problem. The results show that the BRT corridor is the most suitable option for operating AVs according to the decision criteria. Furthermore, operating AVs on a BRT corridor provides an unprecedented service provision approach.

Study of Optimization of Traffic Congestion at Intersection using BRT Lane (Case Study of Katraj-Swargate BRT Corridor,Pune)

Bus Rapid Transit was introduced as a flexible, low-cost alternative to Metro and Light-Rail systems which also aimed at encouraging people to opt for public transport instead of private vehicles. But due to the restriction of right-of-way in the existing road, implementation of BRT system has affected the other lanes. The Motorized vehicle lanes get congested and the total throughput in every direction is affected. Thus, the BRT system needs to be integrated with other modes of transport for optimization of the traffic situation as a whole. This paper presents a study in which the motorized vehicles are given passage into the BRT Lane at a appropriate distance before the intersection taking into account the traffic signal cycle and also the traffic signal used at entry spot of the BRT Lane. VISSIM, a microscopic simulation model is used to investigate the results of the above model and its effects on the traffic situation. It has been observed that if motorized vehicles are allowed on Bus lane at a distance from the intersection, there is an increase in number of vehicle-throughput, average speed, and reduction in average delay time and with minimal impact on the BRT system.

Análise de desempenho de um corredor brt sob a ótica da velocidade operacional via redes de petri coloridas

Dada a importância do tempo de viagem para a competitividade e atratividade do transporte público, este trabalho visa apresentar um modelo em redes de Petri coloridas que permita a análise de desempenho de um corredor BRT, em relação à velocidade operacional. Trata-se de uma pesquisa explicativa que busca propor uma nova forma de análise a um fenômeno conhecido. O modelo foi aplicado a um trecho de um corredor BRT, na Região Metropolitana do Recife, para validação. A partir dessa análise foram identificados os pontos críticos da operação e propostas medidas, como a introdução de plataformas de embarque em nível e priorização semafórica, a fim de aumentar a velocidade e a regularidade operacional no trecho. Um modelo com essas medidas implantadas foi simulado e aponta resultados satisfatórios ao possibilitar o aumento a velocidade operacional do corredor. Como conclusão, destaca-se a efetividade da modelagem e simulação em redes de Petri para análise de desempenho de um corredor de BRT e a importância de investigar os elementos de projeto e medidas operacionais que podem contribuir para o aumento da eficiência operacional de um corredor de transporte público.

Health Impacts and Assessment from BRT and Complete Streets: Mexico City's Line 5 Metrobus Corridor

Cities today are host to myriad public health problems related to transport — unnecessary traffic crashes and pedestrian deaths, polluted air and sedentary lifestyles, that can cut lives short, reduce economic productivity, and harm overall quality of life. This presentation describes an assessment of major health issues before and after the implementation of the 27-km Metrobus Line 5 BRT corridor in Mexico City. Opened in November, 2015, the project includes 50 stations and serves approximately 200,000 passengers per day, with a dedicated BRT lane, completely reconstructed carriageways, new sidewalks with green features, improved pedestrian crossings and access to a central green median, and a protected bicycle lane. The previous road only offered small microbuses and a road design that lacked facilities for active transport. The World Resources Institute and other organizations supported the city in planning and designing the corridor, including road safety audits, resident surveys and operations support. Ex-ante studies were used as health impacts assessments to offer insights into the project. In addition, ex-post studies were carried out with regard to road fatalities and serious injuries, physical activity rates of residents in catchment areas, and personal exposure to air pollutants on the corridor and inside buses. The findings show that after implementation of the BRT, physical activity has increased, air quality and exposure have improved and that traffic crashes have likely fallen, though more research is needed and additional attention is needed to certain user groups and their well-being. For example, with residents walking more, additional attention to the condition of sidewalks may be necessary, as well as looking further into the mobility needs between genders. Overall, the implementation of BRT, especially when a complete street can be viewed as an urban transport measure that may improve public health, though further attention drawn to the built environment around stations.

Mamminasata BRT User Trip Characteristics for the Design of Demand Modelling Method for a New BRT Line

Indonesia started to developed largely the MRT line, especially the BRT. A new BRT Corridor implementation need a Passenger Demand Prediction. Thus, a Special BRT Passenger Demand Modelling Method for a New BRT Line need to be developed. This attempt needs a sufficient knowledges on the Existing BRT User Trip Characteristics. Mamminasata BRT User Trip Characteristics Survey were executed on Corridor 2 and Corridor 3, during morning peak hour. The result indicates that the BRTs are used mainly for schooling and working trips, the BRT passengers are the previous public transport and motorcycle users. The trip origin zone is extended 3 km to the left and to the right of the BRT corridor, while the trip destination zone is extended 1.5 km to the left and to the right of the BRT corridor. The embarking connecting trip modes are dominated by motorcycle, public transport and becak, while the alighting connecting trip modes are dominated by walking tri