Form Of Public Transport Research Articles

GREEN FUELING FOR THE FUTURE ELECTRIC VEHICLE

The automobile industry in India has taken a major role in the growth of the Indian economy. In India, we find different modes of transportation either in the form of public transportation or in the form of private transportation. It has come to the conclusion that without the transportation service nothing can be done and if for some reason the transportation service is stopped then the life of Indians is unimaginable as well as the impact of the above problem is going to hit the entire nation. The major challenge in the automotive industry is the fuel that our country needs to import from others. The resource of the fuel is getting emptied day by day. Now it has come to a situation where we have to go for such an automobile industry which uses the alternative fuelling system. Today a lot of research work is going on electric vehicles and the Indian system is planning to switch over to the electric vehicles. This paper introduces a new model for charging an electric two wheelers using solar energy. The paper contains the different types of two wheelers and their charging system is studied. After studying the charging system of the two wheelers the common charging system for all those types is proposed. This solar charger is considered as a solar fuelling center where the two-wheeler gets the shelter during the sunny day as well as the battery system can be charged during the parking time.

Public space on the move: Mediating mobility, stillness and encounter on a Cape Town bus

As a public space, the environment of public transportation services is maintained by an ordered set of rules and conditions. Such rules and conditions are prescribed by law as they are in generally-accepted norms of social behaviour within public space. Through the examination of the Conditions of Carriage that govern bus transportation in Cape Town, South Africa, using Golden Arrow Bus Services, this paper seeks to highlight the myriad ways that urban public space on the move is mediated, negotiated and controlled through rules of conduct that differentiate mobile public space from its counterpart in the environment outside the bus. Understood as a mundane part of the social life of the city and its inhabitants, mobility in the form of public transportation is constituted by micro-communities whose publics are in a constant state of flux and negotiation. Using analysis of the Conditions of Carriage and an ethnographic case study of bus passengering, this paper demonstrates how the Conditions mediate the situated and lived assemblage of actors in mobile public space that is a liminal zone between inclusion and exclusion.

SOCIAL AND ERGONOMIC EVALUATION OF MOTORCYCLE PROTECTIVE ISOLATION SHIELD FOR REDUCING COMMUNITY SPREAD OF COVID-19

Coronavirus (COVID-19) pandemic have rapidly evolved into a situation with profound effects on lifestyle and travel worldwide, ranging from a dramatic decrease in the patronage of formal public transport modes to an unprecedented increase in the usage of informal public transport modes. It is the main goal of this study to adapt a Motorcycle Protective Isolation Shield (MPIS) on a motorcycle for the reduction of community spread of COVID-19. MPIS was designed according to the anthropometry data obtained from motorcycle riders and passengers; and was fabricated using locally available materials. Anthropometry data used for the MPIS frame were sitting height (SH) and popliteal height (PH) of both motorcycle riders and passengers while seat depth (SD) of motorcycle riders and buttock knee length (BKL) of motorcycle passengers were used to locate the position of the MPIS mounted on the motorcycle. The 50% of the anthropometry data used for the design of MPIS is SH=800.00 mm, PH=500.00 mm, SD=300.00 mm and BKL=550.00 mm. The uncertainty modelling of motorcycle accident occurrence reveals the effect of higher speeds and the adapted MPIS during riding. The probability of occurrence of fatal crash, major crash and minor crash of motorcycle accident was 36.3%, 35.3% and 28.4%, respectively. The MPIS showed satisfactory post-riding assessment in terms of riding stability; riding, steering, and sitting convenience; and riding comfort for both the riders and passengers. It will be a good protection for motorcycle riders against the risk of COVID-19 and other air-borne infections.

Exposure risk analysis of COVID-19 for a ride-sharing motorbike taxi.

A dominant mode of transmission for the respiratory disease COVID-19 is via airborne virus-carrying aerosols. As national lockdowns are lifted and people begin to travel once again, an assessment of the risk associated with different forms of public transportation is required. This paper assesses the risk of transmission in the context of a ride-sharing motorbike taxi—a popular choice of paratransit in South and South-East Asia and Sub-Saharan Africa. Fluid dynamics plays a significant role in understanding the fate of droplets ejected from a susceptible individual during a respiratory event, such as coughing. Numerical simulations are employed here using an Eulerian–Lagrangian approach for particles and the Reynolds-averaged Navier–Stokes method for the background air flow. The driver is assumed to be exhaling virus laden droplets, which are transported toward the passenger by the background flow. A single cough is simulated for particle sizes 1, 10, , with motorbike speeds . It has been shown that small and large particles pose different types of risk. Depending on the motorbike speed, large particles may deposit onto the passenger, while smaller particles travel between the riders and may be inhaled by the passenger. To reduce risk of transmission to the passenger, a shield is placed between the riders. The shield not only acts as a barrier to block particles, but also alters the flow field around the riders, pushing particles away from the passenger. The findings of this paper therefore support the addition of a shield potentially making the journey safer.

Socioeconomic Benefits of the Shinkansen Network

High speed rail (HSR) networks have been an essential catalyst in stimulating and balancing regional economic growth that ultimately benefits the society as a whole. Previous studies have revealed that HSR services sustainably yield superior social values for people, especially for adults and those of working age. This has become an advantage of HSR networks over other forms of public transportation. The Shinkansen network in Japan is one of most successful HSR models. Its services bring significant social advantages to the communities it serves, such as shorter travel times and increased job opportunities. Nevertheless, the societal impact of HSR networks depends on many factors, and the benefits of HSR could also be overrated. The goal of this research is to measure the socioeconomic impacts of HSR on people of all genders and age groups. The outcomes could lead to more suitable development of HSR projects and policies. This study investigates data sets for Japanese social factors over 55 years in order to determine the impacts of HSR. The assessment model has been established using Python. It applies Pearson’s correlation (PCC) technique as its main methodology. This study broadly assesses social impacts on population dynamics, education, age dependency, job opportunities, and mortality rate using an unparalleled dataset spanning 55 years of social factors. The results exhibit that younger generations have the most benefits in terms of equal educational accessibility. However, the growth of the HSR network does not influence an increase in the employment rate or labour force numbers, resulting in little benefit to the workforce.

Comparison of Physical, Occupational, and Sociocognitive Characteristics of Corporate and Private Taxi Drivers in Korea.

Taxis are a form of public transport which is very closely related to the safety of the public. Although private and corporate taxis have quite different characteristics, there have only been a few studies comparing the characteristics of corporate and private taxis. Moreover, among various characteristics, research was conducted mainly focusing on occupational characteristics. This study was undertaken to compare various physical, occupational, and sociocognitive characteristics of corporate and private taxi drivers. A descriptive cross-sectional study was conducted from 22 August to 11 September 2018. The subjects of this study were 960 corporate and private taxi drivers over 30 years old in Seoul to compare the means and association between private and corporate taxi drivers’ characteristics. In terms of the physical characteristics, corporate taxi drivers’ general physical health status was worse. In terms of the occupational characteristics, corporate taxi drivers had a high working intensity, and the incidence rate of traffic accidents and near misses was also high. This comparison of the characteristics of corporate and private taxis is expected to serve as evidence for developing tailored policies and programs to improve the health of corporate and private taxi drivers.

Geographical Modelling of Transit Deserts in Cape Town

The World Bank calculated South Africa’s 2018 Gini Coefficient to be 0.63, which made it the world’s most unequal country. Such inequality is perpetuated by land-use patterns still influenced by the apartheid past. The resulting urban form necessitates long travel distances, often relying on fragmented transit modes, each with their own geographical and temporal constraints. This study applies work on transit deserts in cities in the global north to Cape Town, aiming to assess the methodological transferability to the global south, and generating case study results. In the Cape Town case, the study first analyses transit deserts based on formal public transport supply (bus rapid transit, traditional bus and train), identifying that ten out of 18 traffic analysis zones were classified as transit gaps (some unserved demand), while three of these zones qualified as transit deserts (significant undersupply). Like its U.S. counterparts, excess supply is found near Cape Town’s city centre. In Cape Town, the transit gaps/deserts are partly filled by unscheduled minibus-taxis. When this informal public transport service is added, the transit deserts disappear; however, half of the transport analysis zones still qualify as having transit gaps. It is, therefore, concluded that informal public transit in Cape Town reduces the transit gap, but does not eliminate it.

Gender and smart city: canvassing (in)security in Delhi

Cities have been gender-biased; the presence of gendered environments in the form of public transport and governance has raised questions on ways in which women access the city. Women have been marginalized and alienated from the urban places and spaces. The fear of alienation leads to a sense of insecurity, making them more vulnerable to crime and violence. Several attempts have been made to make city gender-equitable and one of the recent ones being the concept of the Smart City. It is opined that such cities would be more viable and may provide answers to the problems concerning safety and security. In this framework, the present paper tries to analyze the relationship between gender, security, and the smart city. The first objective is to theorize the concept of security and if it is gender-oriented. Secondly, the paper tries to discuss if a smart city can provide a solution to the identified problem. Delhi is the case study here, as it is often regarded as one of the most unsafe cities in the world. Moreover, it is one of the cities selected under the Smart City Mission (2015), Government of India. The paper tries to identify the pitfalls of this Mission as only a part of Delhi, New Delhi Municipal Council has been included in this Mission.

Assessment method for civil aircraft cabin comfort: Contributing factors, dissatisfaction indicators, and degrees of influence

Civil aircraft cabin comfort is a significant consideration for travelers when selecting an airline. Based on questionnaires, this study developed an assessment method that identified the indicators of cabin-comfort dissatisfaction and determined the degrees of dissatisfaction. Questionnaires were distributed to passengers traveling on Chinese airlines, and the data were processed using an assessment model. Five factors comprising 36 total indicators were found to affect cabin comfort at different levels; the degree of dissatisfaction reflected the level of influence. Based on responses to open-ended questions in the survey and the identified degrees of dissatisfaction, the indicators were sorted into three levels: significantly affect comfort, generally affect comfort, and slightly affect comfort. This hierarchical division helps clarify which indicators should be prioritized for improvement. These research findings can help establish strategies to improve cabin comfort in civil aircraft and other forms of public transport.

Modal Mismatch and Accessibility Gap in Dhaka using a Time of Day Based Approach

Transport accessibility is an area of growing global attention among transportation planners and policymakers. This paper aims to portray spatiotemporal variations of car and public bus accessibility in the context of a city in a developing country: Dhaka, Bangladesh. The public bus system in Dhaka is characterized by a semi-formal arrangement which means there is a lack of available data, for example, General Transit Feed Specification, which poses great difficulties in the study of accessibility. Given these limitations, we have presented the concept of major destinations to analyze spatiotemporal accessibility based on the simple understanding that trip purposes, time of day, and trip destinations are interlinked in an urban area, and different locations would attract a different number of trips based on the time of day. Using a spatial autocorrelation approach, we identified the statistically significant destination clusters in Dhaka by peak and off-peak hours. We measured accessibility to the major destinations using a cumulative opportunity-based metric followed by estimation of the Modal Accessibility Gap (MAG). The findings indicated that, regardless of the trip origins and time of day, dependence on public transport puts the users in a substantially disadvantageous position. From the policy perspective, we have suggested the introduction of a formal public transport system in Dhaka, particularly targeting the traffic analysis zones with higher MAG. Such an approach would lead to better resource usage while providing enhanced public transport services for both peak and off-peak hours and limiting dependence on cars.

Implementing Transit Oriented Development Principles in Designing Light Rail Transit Station in Bandung

The density of transportation in Bandung has been increased every year which causes many problems and one of them is congestion. The low level of security, comfort, and long trip are the main factors of people preferring private vehicles over public transportation as a driving option. The form of public transportation that becomes a solution for Bandung city is Light Rail Transit (LRT) with the concept of transit-oriented development (TOD). TOD is an urban design in aiming to reduce mobility by integrating the role of mixed-use. This study using several variables that combined the theory of Cervero (1997) and ITDP (2014): walk, cycle, connect, transit, and design. The importance of applying TOD’s principle is interconnecting between transportation and various infrastructure in the selected area, such as commercial, office, residence, etc. The implementation of the TOD principle in LRT station design is adjusted to the characteristics and policies of selected area. The result gathered from this study is the design of supporting facilities of transit area that meets TOD principles by ITDP in a way to aim walkable city for Bandung better urban mobility. Keywords: connectivity; LRT; TOD; transportation.

The Johannesburg negotiated bus rapid transit contract: How has it benefitted the stakeholders?

Background: In 2009 and 2013, the Transport Department, City of Johannesburg, negotiated with taxi operators and introduced the bus rapid transit (BRT) initiative on two routes. The protracted negotiations culminated into the displacement of approximately 900 minibuses on the two routes replaced by the BRT system. The mechanism used was to negotiate with the minibus taxi operators and compensate them for surrendering their vehicles that gave way for the BRT buses. Objectives: The objective of this article is to ascertain how the City of Johannesburg, taxi operators and drivers benefitted from the implementation of the BRT system. Method: A mixed-methods research paradigm was used. Quantitative data were collected from operators and drivers on how their skills and welfare have changed as a result of the implementation of the BRT initiative. Unstructured questionnaires were used to obtain qualitative data from the Transport Department, City of Johannesburg, and from nine taxi associations’ representatives. Results: The results revealed that there were considerable benefits that accrued to the former taxi operators as well as drivers. Former minibus taxi operators and drivers’ welfare have improved. They have also gained knowledge and skills in operating the formal public transport system. The benefits were, however, at the expense of the City of Johannesburg. Conclusion: Notwithstanding taxi operators’ reservations, their participation was beneficial. The study focused solely on the benefits to the key stakeholders of the negotiated contract without addressing costs that have contributed to those benefits. Future research needs to undertake a comprehensive study that addresses both costs and benefits to determine whether these benefits are not at the expense of exorbitant costs.

A 3D Measurement and Computerized Meshing Study to Promote Bus Ridership Among People Using Powered Mobility Aids

People who use powered mobility aids such as wheelchairs and scooters need and want to use public transport. Buses are the most affordable and efficient form of public transport, capable of connecting people across local communities. However, with curbside rather than platform boarding and internal space limitations, buses also present many accessibility challenges for people using mobility aids during ingress, egress and interior maneuverability. In Australia, people using mobility aids board low floor buses that are required to comply with the national bus accessibility standard, using the front doors. A new standard was recently created to provide a Blue Label identification for powered mobility aids suitable to access public transport. The accuracy of this standard to identify mobility aids suitable to use on buses has not been verified. This research used a world-first methodology that included 3-Dimensional (3D) scanning of 35 mobility aids and 21 buses. The resulting 735 scan combinations were efficiently meshed using Meshlab, an open-source software. The research demonstrated that (i) although none of the buses were compliant with the relevant standard in 3D, many could still facilitate the boarding of a variety of mobility aids, and (ii) the Blue Label, while a valuable guide, did not accurately identifying all mobility aids that would and would not be able to board buses. This research has shortlisted nine mobility aids that can be recommended to consumers as being able to fit all the full-size buses tested. The dimensions of mobility aids that appear to enable access on most buses were also identified for consumers to consider when purchasing a mobility aid. The novel 3D meshing methodology used in this research also revealed that most collision points between mobility aids and buses occur in the curved-corridor entry of the buses. To minimize this entry problem, future bus boarding designs should consider the option of double-door entry/exit in the middle of the bus, which is common in many other countries. Adoption of this strategy would mitigate some of the challenges that people using mobility aids encounter when accessing buses, thereby increasing public transport ridership among this group.

An overview of cycling as active transportation and as benefit for health.

Active transportation is defined as travelling on foot, by bicycle or other non-motorized means, sometimes in combination with other forms of public transportation, in contrast with the use of motor vehicles. The prevalence of sedentary lifestyle and physical inactivity is a growing epidemic in most developed countries that spread over the last three decades; active transportation may be a promising approach to increase physical activity and reduce the risk of non-communicable diseases improving cardiorespiratory fitness and cardiometabolic health. The health benefits of physical activity in reducing mortality and morbidity have been proved by several publications. Cardiorespiratory fitness can be improved by regular physical activity with an amelioration of insulin sensitivity, blood lipid profile, body composition, inflammation, and blood pressure. Active transportation as a daily physical activity is less expensive compared to motor vehicle use. The advantages are remarkable in terms of contrasting obesity and sedentary lifestyle, decrease motor traffic congestion and mitigate climate change. Massive investments in policies and interventions aimed to increase active transportation are not generally promoted and there are differences in the prevalence of active transportation in the daily routine among different areas. As in the literature several studies as randomized trials or observational studies have been published, with different end-points, in order to investigate if active commuting may be the right answer to improve cardiorespiratory fitness and cardiometabolic health, we aimed to review the available evidences of cycling as an active transportation and to consider its benefits on health.

Fang FangWuhan Diary: Dispatches from a Quarantined City by Michael Berry

insightful group portrait of a family that finds fascinating yet tragic ways to test the limits of creativity, faith, and the law. Fonseca ’s iconoclastic characters believe that if we look hard enough, we’ll see that there’s “a world beneath the world.” That may be true, but as this book reminds us, it can get awfully scary down there. Kevin Canfield New York Fang Fang Wuhan Diary: Dispatches from a Quarantined City Trans. Michael Berry. New York. HarperCollins. 2020. 328 pages. “IMAGINE THIS: the author Fang Fang did not exist in today’s Wuhan. . . . What would we have heard? What would we have seen?” asked writer Yan Lianke. In this sense, Fang Fang’s Wuhan Diary: Dispatches from a Quarantined City serves rather as a historical record than a private literary work—it is a fascinating eyewitness account of “the trivial, tragic, and absurd during Wuhan’s seventy-six days of lockdown ” in 2020, which has reminded people of Defoe’s A Journal of the Plague Year and The Diary of Samuel Pepys. Seemingly, the diary is all about quotidian details: weather, food, her toothache, or her classmates. The author is in her midsixties , she has diabetes, and she lives alone with her old dog. She becomes anxious only gradually, as the situation worsens each day. Despite earlier experience with another coronavirus (SARS) in 2003, the government fails to respond properly in face of the novel virus. From the time of the “lockdown,” when all forms of public transportation are shut down, most residents have to walk from one hospital to another in search of admission. Doctors and nurses are exhausted and overwhelmed by strenuous overwork. Among them is Li Wenliang, the “whistleblower” doctor, who first speaks out, warning of the danger, only to be reprimanded by the police. He dies in his own Central Hospital about one month after himself being infected. Fang Fang’s anxiety turns into anger when the Health Commission officials attempt to muzzle sources of information about Covid-19. From TV she learns that more than forty thousand people in a neighborhood have attended a mass banquet—only several days later does the municipal leader admit that the virus is indeed “contagious between people.” She labels the incompetent government officials as bureaucratic and obsessed with formalities , tending to “drop the ball,” and letting written directives guide their work. According to the furious author, such unhelpful activity is “a form of criminal act.” Fang Fang’s writing style is so conversational that the reader won’t be expected to find well-crafted, sophisticated passages in Wuhan Diary. Throughout the book she takes a matter-of-fact approach and records the ground zero of the pandemic. She not only talks about the misery of the common people but also considers her country’s mental health more generally. On February 14 she writes: “We need just a little more humanistic spirit . . . just enough so that when someone is infected with coronavirus, a crowd of people doesn’t end up sealing their front door with a steel rod so that everyone is locked inside.” Even though Fang Fang has been decried by some people for publishing heresy and demonizing Wuhan, many have praised her as the “conscience of Wuhan” and believe that she “gave voice to the fears, frustrations, anger, and hope of millions of her fellow citizens.” She never loses hope in the darkest time, because she can always find solace in small domestic comforts, such as when neighbors and colleagues frequently bring her face masks and food. She is moved to tears when medical teams from nineteen provinces and from the army flood into Wuhan, together with donated medical supplies. Besides the ordeal of daily life and the physiological impact of forced isolation , Fang Fang also speaks out against social injustice, the banning of information , and corruption, for which she resolutely demands accountability. Some critics comment that although she might appear to “live meekly” during the lockdown, she writes “bold sentences”: “One speck of dust from an entire era may not seem like much, but when it falls on your head it’s like a mountain crashing on you” has become one of the most...

Behavioural response of paratransit to formal public transport in hybrid systems

Abstract Paratransit often emerges in the absence of sufficient formal transit. As governments try to catch up and improve the formal transit service offering, their efforts are often undermined by the quick and dynamic response of the paratransit mode. Recent advances in transport modelling, using agent-based simulation, can provide better decision support. It can allow authorities to evaluate both the intended and unintended consequences of their decisions to introduce or change the formal transit. In this paper, we systematically evaluate paratransit’s response to changes in the formal transit and show that paratransit operators capitalise most on long headways of the formal service.

Green Fuelling for the Electric Vehicles – A Simple and Cost Effective Model

The automobile industry in India has taken a major role in the growth of the Indian economy. In India, we find different modes of transportation either in the form of public transportation or in the form of private transportation. It has come to the conclusion that without the transportation service nothing can be done and if for some reason the transportation service is stopped then the life of Indians is unimaginable as well as the impact of the above problem is going to hit the entire nation. The major challenge in the automotive industry is the fuel that our country needs to import from others. The resource of the fuel is getting emptied day by day. Now it has come to a situation where we have to go for such an automobile industry which uses the alternative fuelling system. Today a lot of research work is going on electric vehicles and the Indian system is planning to switch over to the electric vehicles. This paper introduces a new model for charging an electric two wheelers using solar energy. The paper contains the different types of two wheelers and their charging system is studied. After studying the charging system of the two wheelers the common charging system for all those types is proposed. This solar charger is considered as a solar fuelling center where the two-wheeler gets the shelter during the sunny day as well as the battery system can be charged during the parking time.

Comparative Study of Formal Public Transport Network and Informal Public Transport Network of Nagpur, India

In the developing countries along with formal public transport network (FPTN), informal public transport network (IPTN) also plays an integral role by achieving high public transport ridership. IPTN caters effectively to the user’s expectations and appears to be highly integrated with urban fabric. IPTN either complements or compete with the existing FPTN, even though due credit is not given to IPTN and considered as unlawful entities. Efficiency and robustness of transport network is based on topological structure of network. To summarize which network is more efficient and robust, the study tests the network parameters of formal Public Transport Network and Informal Public Transport Network of Nagpur (India). A topological measure of network structure has tested based on elementary concepts of graph theory. We explore the network structure and their properties. The practical significance of the network parameters was then analysed. In the IPTN the degree of small-worldliness is smaller, as compared to FPTN, indicative of IPTN being more robust as compared to FPTN. This study provides an approach to understand the efficiency of an Informal public transport network in combination with Formal public transport network. The article identifies the importance of Informal public transport network to improve the Complementarity with the formal public transport network. Integrating formal and informal transportation network into a hybrid network has the potential to induce the desired relationships amongst FPTN and IPTN, i.e. competing or complimenting nature to improve the overall efficiency of FPTN.

To compete or not compete: exploring the relationships between motorcycle-based ride-sourcing, motorcycle taxis, and public transport in the Jakarta metropolitan area

In the last decade, the emergence of ride-sourcing services has transformed personal trip behavior. In the context of Indonesia, ride-sourcing services have evolved into two modes of transport: motorcycle-based and car-based. The presence of such services has strongly impacted consumers’ choices of travel mode. However, the main question is whether the ride-sourcing service is a complement or a substitute for the existing public transport and conventional taxis. Using 438 motorcycle-based, ride-sourcing consumers, we applied a structural equation model to investigate the relationships between motorcycle-based ride-sourcing, motorcycle taxis, and public transport in the Jakarta Metropolitan Area. The result shows that motorcycle-based ride-sourcing works as a complementary mode for the TransJakarta bus and Jakarta commuter train, but as a competitor with the motorcycle taxis. Contrarily, motorcycle taxis supported the existence of motorcycle-based ride-sourcing. The study also found that individuals use motorcycle taxis as feeders to transit stops. Individuals commonly use motorcycle taxis and motorcycle-based ride-sourcing for short travel distances. The demographic features and technology use experience also drive individuals’ choice of the three transportation modes. Integrating public transport with motorcycle-based ride-source services, and legalizing motorcycle taxis and motorcycle-based ride sourcing as forms of public transport are two main proposed policies that seek to increase public transport demand, ensure service quality, safety, and fares, and reduce the potential conflict between all three.

Do Bus Rapid Transit Systems Improve Accessibility to Job Opportunities for the Poor? The Case of Lima, Peru

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.