Bus Rapid Transit Lanes Research Articles

IMPACT OF TRANSFERRING LIGHT BUSSES TO BRT ROUTE ON TRAFFIC CONGESTION, MOBILITY, AND SAFETY AT SWEILEH INTERSECTION IN AMMAN

This research aims to assess the impact of light buses on mobility and time delays. Extended wait times and unfavourable environmental factors lead to traffic jams and negative economic impacts. One suggestion is to relocate these minibuses to the bus rapid transit (BRT) lane. Three crossroads that are connected by a corridor were included in the analysis. The crossroads under consideration are the University of Jordan intersection, the Sweileh intersection, and the intersection of external patrols. Vissim simulation software is used for the evaluation and analysis, using data from detectors data at crossings. As a result of shorter wait times and shorter lines, both the simulation and the collected findings demonstrated an overall improvement in mobility. The environment would benefit from such an upgrade. The inclusion of light buses does, nonetheless, cause a little delay on the BRT lane; however, this is offset by an overall improvement in the mobility of all traffic at each crossing. Improved quantitative assessment of the dynamic traffic at each crossing was made possible based on simulation. The results generated by this study demonstrated intricate traffic interaction models (involving Sweileh, outside patrols, and the University of Jordan), which might be applied during the design phase of upcoming construction projects near these crossings.

Managing oversaturation in BRT corridors: A new approach of timetabling for resilience enhancement using a tailored integer L-shaped algorithm

Managing oversaturation in BRT corridors: A new approach of timetabling for resilience enhancement using a tailored integer L-shaped algorithm

Deployment of autonomous driving on bus rapid transit lanes: Synergy between autonomous vehicle speed and bus timetables

Deployment of autonomous driving on bus rapid transit lanes: Synergy between autonomous vehicle speed and bus timetables

PREFERENCES FOR BICYCLING AND CONNECTING TO BUS RAPID TRANSIT IN YOGYAKARTA, INDONESIA

The problem of limited interest in public transportation due to the restricted coverage of bus rapid transit (BRT) services can be addressed by enhancing door-to-door options. Providing feeder services to assist users in their journeys from start to finish is crucial to achieving this. One suggested feeder option is bicycles because they are faster than walking and eco-friendly. However, in Yogyakarta, there is currently no integration of bike lanes with BRT lanes, making it difficult to promote multimodal transportation. In addition to planning routes, it is important to consider the characteristics of BRT users when implementing multimodal transportation. This helps determine the BRT user category, enabling customized and prioritized service delivery. This study explores the factors that encourage users to use bicycles as feeders and offers insights into users’ preferences for cycling facilities. Data were collected through a questionnaire distributed to 200 BRT users selected randomly over 30 days. Based on the model tested using multiple regression analysis, the most popular and confident travel destination for BRT users is their workplace. Moreover, BRT users prefer bicycle lanes that are separate and distinct from other vehicle lanes and convenient bicycle parking locations near bus stops. This research provides valuable recommendations for all stakeholders, particularly the government, to enhance and sustainably improve public transportation services.

Modeling and control of automated vehicle access on dedicated bus rapid transit lanes

Modeling and control of automated vehicle access on dedicated bus rapid transit lanes

Impediments to the bus rapid transit implementation in developing countries – a typical evidence from Hanoi

ABSTRACTCreation of an effective bus rapid transit (BRT) system has never been an easy task, especially for the first case in a developing country, since a BRT project requires a considerable investment with participation from most walks of life. Hanoi, the capital of Vietnam, has omitted to overcome impediments in the maiden BRT establishment. The Hanoi BRT performs poorly with ridership at only 13,500 passengers per day. In this paper, it is scrutinized based on a series of barriers that are findings in previous works and in the shape of a theoretical framework with seven main categories, namely: (1) institutional and legislative context, (2) political leadership and commitment, (3) physical design and operation, (4) management of competing modes, (5) adequate funding, (6) public participation and (7) image promotion. Results emphasize that the difference in views of the funder and the local authorities on the BRT development is the chief barrier. Enforcement of the BRT lanes from motorcycles is demanding, which is distinct from cities previously creating BRT. The findings from the Hanoi BRT are not unique. Lessons drawn from its failure could be widely informative for the BRT establishment in a number of cities with similar contexts.

Effect of bus-lane usage by private vehicles on modal shift

Developing countries urgently need to encourage the use of public transport. With this objective, in May 2013, the government of India implemented a bus rapid transit system (BRTS) with an exclusive bus lane in a rapidly growing city, Indore. However, after 6 months of successful BRTS service, the judicial system ordered that passenger cars should be allowed in the exclusive bus rapid transit lane; this unique decision motivated the present study. The objective is to assess the impact of BRTS service on modal shift before and after the introduction of private vehicles to the exclusive bus rapid transit lane. For these two cases, separate models are formulated and compared using the binary logistic method (BLM) and the artificial neural network (ANN) method. Data on demographic and socio-economic attributes (gender, age and occupation) and trip-related attributes (travel time details and cost saving per day) are collected using a revealed preference survey. An en-route on-board survey is conducted on passengers using buses along the study corridor. Owing to the introduction of vehicles in the exclusive bus rapid transit lane, the probability of passengers switching to the BRTS is observed to decrease from 64·7% to 45·7%. Moreover, ANN provides more accurate results than the BLM in both situations.

Impact of viscosity modifier on asphalt properties used for bus rapid transit lane in Chengdu

In order to find the effect of different viscosity modifier dosages on asphalt binder’s performance in bus rapid transit lanes in the city of Chengdu, three different viscosity modifiers were analyzed: TAFPACK-super (TPS), high-viscosity additive (HVA) and road-science-technology (RST), and four different asphalt binders were investigated through laboratory experiments. The percentages of the viscosity modifiers used were: TPS (0%, 8%, 10%, 12%, 14% and 16%) and RST and HVA (8% and 12%) depending on the type of asphalt binder. Technical indicators of modifier asphalt were tested through conventional and unconventional binder tests. It has been found out that only a percentage greater than or equal to 14% TPS is reasonable to achieve the requirement set by 20,000 Pa s for the 60 °C dynamic viscosity on local #70 grade asphalt. The results indicate that conventional binders did not meet the requirements of the 60 °C dynamic viscosity when 12% of TPS or HVA modifiers are used. In addition, the (B-type) styrene–butadienne–styrene (SBS) modified asphalt binder has better viscosity balance than the (A-type) (SBS) modified when 8% of each of the three different kinds of viscosity modifiers is used. Therefore, the (B-type) modified SBS thus appears to be a suitable choice in asphalt mixtures for bus rapid transit lane with the 60 °C dynamic viscosity.

Field Evaluation of Red-Coloured Hot Mix Asphalt Pavements for Bus Rapid Transit Lanes in Ontario, Canada

Coloured pavements have been implemented by metropolitan areas to denote dedicated lanes for bus rapid transit to maintain a high level of safety. Transit benefits of these installations are well documented. However, field performance of various types of coloured pavement has not been investigated systematically, with questions not being answered. In collaboration with the Regional Municipality of York (ON, Canada) where red pavement sections have been in operation for years for its bus rapid transit lanes, the Centre for Pavement and Transportation Technology at the University of Waterloo (Waterloo, ON, Canada) assessed the performance of various types of red pavements including epoxy paint and red asphalt mixes. It was found that, with significant lower texture depth, epoxy paint surface has disadvantages to red asphalt pavement from a pavement texture and safety perspective. The red asphalt sections in this study were observed as lower yet compatible frictional levels to conventional black pavement. Various types of contamination onto the red pavement were observed during field survey. In addition, the ultraviolet radiation degraded the colour of red asphalt pavement over time and may make it less effective for lane designation. Long-term monitoring is recommended to evaluate the functional and structural performance of red asphalt pavement.

Providing a Decision-Making Method for Evaluation of Exclusive BRT lanes Implementation Using Benefit-Cost Analysis – Case Study: Tehran BRT line 4

Recently, the rapid growth of urbanization, in conjunction with a lack of proper transportation infrastructures, has raised traffic congestion in a great number of developing cities. The growing concern about traffic congestion persuades governments to promote public transit services which mostly need a substantial amount of money to implement. Budget limitations entice decision-makers to choose Bus Rapid Transit (BRT) systems as a less expensive solution. The implementation of BRT lines always comes with advantages and disadvantages. Furthermore decision-makers need a tool to evaluate the effects of converting a mixed-flow lane to a BRT lane. The main aim of this paper is to provide a decision- making criterion for the problem of lane conversion for BRT. To do so, Benefit-Cost Analysis (BCA) is applied, and finally, we assess Tehran BRT line 4, as a case study, in order to evaluate the impact of dedication of one lane to BRT on Chamran highway.

Using agent based modeling to assess the effect of increased Bus Rapid Transit system infrastructure on walking for transportation

Using agent based modeling to assess the effect of increased Bus Rapid Transit system infrastructure on walking for transportation

Generating Revenue to Fund Public–Private Partnerships for Reconstruction of Freeway Systems in Metropolitan Areas

The multimodal expressway concept proposed in this study involves creating a network of high-occupancy toll (HOT) lanes and managing traffic at greater distances from the congested hot spots to relieve the flow-exacerbating impacts on the hot spots. Modal choices for customers are created along with pricing and parking strategies. HOT lanes would not only serve cars but would also become bus rapid transit lanes. Managers would be able to use real-time pricing, speed controls, modal shifts, and information systems to regulate traffic flows throughout the region. The HOT-lane network would be created by reconfiguring the existing freeway footprint to accommodate new HOT lanes by using a portion of the left and right shoulders and restriping of regular lanes into narrower lanes if needed, along with creation of emergency pull-off areas. To encourage transit, the HOT lanes would have a progressively increasing passenger mile performance measure in a public–private partnership agreement. Sketch-planning analysis is used to assess the potential of this strategy to address funding needs for public–private partnerships for freeway reconstruction in a prototypical large U.S. metropolitan area. Potential public concerns about tolls and ways to address them are also discussed. The results from the case study sketch-planning analysis suggest that revenue from the HOT-lane network, when supplemented with revenue generated through gas taxes and other fees paid by users of the highway network, would be sufficient to pay for the reconstruction of the freeway system in the case study area.

Feasibility of Converting Two-Way Left-Turn Lane into Bus Rapid Transit Lane

Although past research and experience have demonstrated the benefits of bus rapid transit (BRT) to the transportation system, implementation of BRT on congested local arterials having minimal or no rights-of-way remains a challenge. A feasible solution is to use the two-way left-turn lane (TWLTL) in the center of local streets for the purpose of BRT during peak hours. However, a TWLTL can be used in two ways for this purpose: directly as a median BRT lane and as a reversible general traffic lane (so that the curb lane is reserved for BRT). Without a clear understanding of the impacts of traffic characteristics, intersection layouts, and traffic signal control types on each of the alternatives, transit agencies usually have difficulty in determining the option that best serves transit vehicles and simultaneously minimizes impacts to the general traffic. This study evaluates the performance of a median BRT lane and a curb BRT lane and considers varying traffic conditions and physical configurations of the street and the intersections. The pros and cons of each alternative are also specified, in accordance with the simulation analysis.

Innovative Operating Solutions for Bus Rapid Transit through a Congested Segment of San Jose, California

The Santa Clara Valley Transportation Authority in California recently developed a strategic plan for bus rapid transit (BRT) to establish a framework for BRT implementation. Stevens Creek Boulevard, an important east-west thoroughfare linking the California cities of San Jose and Cupertino, was one of three corridors selected for BRT service. To ensure the operating and ridership objectives along the Stevens Creek corridor, BRT must maintain adequate travel speeds and provide a convenient station location along the Valley Fair segment west of downtown San Jose. Meeting these objectives would be a challenge because the segment is highly congested and right-of-way constrained. Major shopping centers, existing land uses, and an Interstate freeway interchange are all factors that contribute to the operational challenges along the Valley Fair segment. These factors also limit any roadway widening and reconfiguration required to provide sufficient space for dedicated BRT lanes and station platforms. To provide some form of transit priority and a convenient BRT station at Valley Fair, a single reversible bus lane was proposed. This paper discusses the feasibility of a single reversible lane and key elements that led to a preferred configuration and operating plan. A range of options, including various station configurations and operating strategies, is evaluated. A microsimulation analysis of the options shows that a single reversible lane can generate significant operating benefits for BRT while not significantly affecting mixed-flow traffic. This paper and its results should encourage cities to consider single-lane reversible bus ways along constrained segments as part of a strategy to implement premium BRT service.

From Arterial to Asset

Cities struggling with congestion need options to automobile-dependent transportation and land use patterns. Multiway boulevards are one alternative. Through lanes in the middle are separated by landscaped medians from side access lanes for bicycles and slow-moving local traffic. Using a case study from Oregon's Eugene–Springfield metropolitan area, this project considers what could happen if cities built arterials as multiway boulevards. This interdisciplinary study, which included widespread stakeholder and public participation as well as detailed land use and transportation modeling, was instrumental in the Eugene Planning Commission's decision to endorse converting a portion of the arterial into a multiway boulevard. Although the case study arterial, with its existing bus rapid transit lanes, requires an unusually wide right-of-way, the results show that the arterial could better accommodate residential and mixed-use buildings at the edges if reconfigured as a multiway boulevard. Projected benefits include the possibility of supporting 8,400 dwelling units, reducing annual vehicle miles traveled by nearly 100 million miles (161 million km), and reducing annual carbon emissions by nearly 110 million lb (50 million kg). Development along the boulevard can preserve up to 1,680 acres (680 ha) of farmland and lead to an annual transportation savings per household of about $1,500. New residences could generate more than $17 million annually in property tax revenue. This study offers lessons for communities interested in promoting environmental protection, enhancing quality of life, and reducing energy consumption.

Impacts of Bus Rapid Transit Lanes on Traffic and Commuter Mobility

Implementing bus rapid transit (BRT) raises many challenging issues of technical, operational, and institutional nature. The present study sets the groundwork for a methodology that can be used to selectively target corridor for BRT modeling in India. Traffic quality parameters, such as traffic flow, speed, travel time, delay time, stop time, and fuel consumption, were modeled to investigate the impact of BRT as compared to present day mixed traffic on traffic and commuter mobility. A microsimulation traffic model was developed for BRT and mixed traffic systems. A developed microscopic model was validated with field measured data using statistical methods and was found good against measured data. A dedicated lane-based public transport system shows the promising results and has to play a significant role in developing sustainable transport systems. These findings can be used to form the basis for developing public transport corridor in present Indian traffic conditions.