Bus Rapid Transit Implementation Research Articles

Collaborative challenges and barriers when planning and implementing Bus Rapid Transit (BRT). Lessons from Swedish BRT projects

ABSTRACT The aim of this paper is to improve the knowledge of collaborative challenges when planning and implementing Bus Rapid Transit (BRT). Collaborative challenges are here understood as the barriers that may arise in BRT planning and implementation as a consequence of several formally independent actors, occasionally with different interests, participating in the planning. The results are based on an analysis of actor interactions in Swedish BRT projects. These projects are analysed in relation to the state of the art in the research field of collaborative approaches. The results show two main and interrelated collaborative challenges. The first category of challenges concerns difficulties for actors in creating a common understanding of what a BRT system is, the second category concerns details of bus priority measures, e.g. busways, priority at intersections, and how to handle and deal with conflicting interests when removing speed bumps or pedestrian and cycle crossings. In terms of policy is in the early stages of the planning processes. This can be generated by working practices and tools that facilitate agreements on how to handle different interests and trade-offs. BRT guidelines adapted to national transport policy, legal and organisational conditions could function as tools in assisting actor dialogue.

Selection of Bus Rapid Transit Corridor for Kabul City, Afghanistan: A Case Study

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.

Understanding barriers and opportunities for promoting transit-oriented development with bus rapid transit in Bogotá and Quito

The implementation of bus rapid transit (BRT) in several Latin American cities has provided researchers with an opportunity to study the capacity of BRT in promoting transit-oriented development (TOD) and the issues associated with the unintended consequences of their impacts on equity outcomes. Using a qualitative data analysis of semi-structured interviews involving key participants in Quito and Bogotá, in this paper five emerging themes are identified explaining the framework of BRT-associated barriers and opportunities for TOD: coordination, expertise, development, management, and equity. Issues are highlighted related to the timing difficulties between the land use sector and the transportation sector, the complex relationship between public and private sectors with different perspectives on urban development in an uncertain environment with little trust between the parties, the complexities of redevelopment and renewal measures in already urbanized areas, and the general perception of TOD as a concept foreign to all except transportation planners.

Planning for Bus Rapid Transit in an island context. The challenges of implementing BRT in Malta

In 2007 the Government of Malta commissioned a study into the feasibility of a Bus Rapid Transit (BRT) system to accelerate a modal shift from the ever increasing car ownership and use. The study concluded that the government's efforts to consolidate and improve public transport bus services could be well served by a BRT infrastructure over and above the existing bus network. Since then a public transport reform was implemented in 2011 ending a long held monopoly of bus owners which controlled and operated inadequately the network of services, and introducing competitive tendering. Following many years of decline bus passenger numbers are now growing due to the recent economic development, influx of foreign workers and increased tourism. This study investigates the implementation of a BRT in the main island of Malta by looking at key socio-demographic and infrastructural determinants. It also lists some of the barriers to implementation. The aim of the paper is to provide a preliminary assessment of BRT implementation in an island context and propose research in support of such infrastructures in islands facing similar transport-related challenges as in Malta.

Smart BRT Management System

Bus Rapid Transit (BRT) has increasingly become an attractive urban transit alternative in many developing cities due to its cost-effective and flexible implementation. However, it still seems difficult to introduce BRT to these cities because almost all their city structures have been built solely under a road transport development city plan which causes many problems, such as urban sprawl, traffic congestion, and air pollution. This system introduced several strategies to support BRT implementation in developing cities. These proposed strategies were evaluated by applying demand forecasting and emission models to the BRT project plan. It was demonstrated that the proposed strategies could effectively improve BRT ridership, traffic conditions, and air pollution emissions of the entire system. This study could be further extended to include strategy recommendations if a BRT system was introduced to other developing cities

Complexities of contemporary urban planning in local government in the City of Polokwane, Limpopo province.

This article recommends that the Polokwane Local Municipality should implement a solar system plant and generate gas from the increasing level of waste in the City of Polokwane. Furthermore, the Polokwane Local Municipality should transition from operating street lights, office lights and traffic lights with electricity towards the use of solar systems.

An integrated fuzzy MCDM model for prioritizing strategies for successful implementation and operation of the bus rapid transit system.

The selection and prioritization of suitable strategies to address the challenges to the successful operation and implementation of the bus rapid transit (BRT) system is a common problem faced by practitioners and decision-makers. Recent research has widely discussed the issue, but such assessments have remained limited in the city of Dar es Salaam, Tanzania context, where there are mobility difficulties. The present study addresses this research gap and identifies the most critical challenges to BRT implementation and operation, and recommends the most appropriate strategy for overcoming them. Seven strategies are defined. To prioritize these strategies, five criteria are determined. An integrated multi-criteria decision-making model is introduced. Improved Fuzzy Step-Wise Weight Assessment Ratio Analysis based on the Bonferroni operator was used to determine the importance of the criteria. Measurement of alternatives and ranking according to compromise solution was applied to assess and rank the strategies. The results indicate that "frequent flooding at the Jangwani bridge bus terminal" and "long waiting time at bus stops" are the most critical challenges while the fourth alternative "strengthening the operation and management" is the appropriate strategy to be implemented for successful operation and implementation of the BRT system. After that, a five-phase sensitivity analysis is performed to observe the robustness of the proposed approach. The results indicate the flexibility and applicability of the proposed approach can address real-life problems. The proposed methodology in this work can be instrumental in assisting mass transit operators with the successful implementation and operation of the BRT system.

Estimating Energy Savings from Bus Improvement Options in Urban Corridors

The potential to achieve significant energy savings in the road transport sector can be a powerful driver to promote bus transport, especially bus rapid transit (BRT) development. This research introduces a spreadsheet tool for making realistic estimates of energy savings due to increased use of buses, with an explicit inclusion of the effect of congestion on traffic flow and fuel consumption. Based on scenarios developed around projected growth in trip demand, changes in vehicle technology, lane expansion, and modal distribution of trips, the model determines typical daily profiles for fuel consumption by vehicle types. A case study has been performed on an urban corridor in the city of Kuala Lumpur to compare energy usage among three scenarios: business as usual, conventional bus lane, and full-scale BRT implementation. The BRT provides significant energy savings over both alternatives, with the greatest savings achieved when locating the BRT in a newly constructed lane.

Conflicted translations: an analysis of the bus rapid transit policy adoption process in Cape Town

ABSTRACT From the early 2000s onwards, bus rapid transit (BRT) systems have multiplied in the Global South, promoted by an international community of transfer agents. This article examines Cape Town’s BRT implementation experience. Translation, at the intersection of policy mobilities and mainstream transfer approaches, is the main analytical tool used. In the wake of the 2010 FIFA World Cup, the South African city hastily imported its BRT policy. International consultants nudged policymakers to design an infrastructure-focused network with high-end features with the aim to absorb paratransit operations. Early into the rollout, the transport mode’s significant inadequacies vis-à-vis its Capetonian environment became obvious, triggering a new cycle of the translation process. Local actors re-interpreted the BRT by shifting its initial goals and reclassifying the BRT from a policy model for sectoral reform to an instrument within a renewed urban development strategy. The launch of a new department within the City of Cape Town, as a response to the BRT’s mishaps, highlighted two opposing and irreconcilable understandings of city-making. This article suggests that conflicts structure and sequence translation processes of transferred policies in a medium-term timeframe.

Bus rapid transit impacts on land uses and development over time in Bogotá and Quito

Despite the worldwide popularity of bus rapid transit (BRT), empirical evidence of its effects on land uses and development remains limited. This paper examines BRT’s impacts on land use and development in Bogotá and Quito, by using a parcel-level difference-in-differences research design. We estimate a propensity score-weighted regression model of parcel development characteristics in treatment and control areas. In Bogotá, although parcels in close proximity to the BRT are subject to fewer changes in terms of development intensity (changes in built-up area) in relation to parcels in the control area, they are more likely to change uses, shifting toward commercial activities. In Quito, the results are mixed; parcels in one BRT corridor are more likely to be subject to redevelopment, but the parcels in a more recent BRT corridor are less likely to be subject to development activity in relation to parcels in the control corridor. Taken together, our results suggest that changes in land use are important but frequently overlooked impacts produced by BRT implementation. Attempts to capture value from mass transit investments should also consider the ancillary planning decisions required to allow changes in land use.

Transformation of Public Transport Based on Bus Rapid Transit (BRT) and Implementation of Buy the Service (BTS) Scheme in A Metropolitan City of Sarbagita, Bali

The level of congestion in Indonesia’s big cities, including Denpasar, is already so severe. This is inseparable from the phenomenon where most people in Indonesia now have a car transportation system that is growing rapidly. Furthermore, the city is characterized by high car dependence and a low and steadily declining public transport profile. The Indonesian government seeks to transform the public transportation industry so that drivers want to change to public transportation through the implementation of Bus Rapid Transit (BRT) and most recently, in 2020 the government through the Ministry of Transportation launched the “Buy the Service” program or known as BTS which has been implemented in Indonesia. 5 big cities, namely: Palembang, Solo, Medan, Yogyakarta, and Denpasar. Then followed by Bandung, Makassar, Banjarmasin, Surabaya, and Banyumas in 2021. However, there is an indication that the interest of private car users to switch to using public transportation is very small. The study is intended to evaluate of service or transit improvement. Identify different categories of impacts and how to measure them, discuss the best way to evaluate public transport and identify common mistakes that distort results as well as discuss the travel impacts of changes to the transit system (BRT) and incentives (BTS). The results of this study are expected to explain ways to optimize transit benefits by increasing system efficiency, increasing passengers and creating more transit-oriented land use patterns.

The Impact of a Single Bus Rapid Transit Corridor on Transit Ridership: The Winnipeg Example

This research explores how the implementation of a single bus rapid transit (BRT) corridor affected transit ridership change in Winnipeg, Manitoba, Canada. Key issues in measuring ridership change resulting from BRT include (1) understanding stop-level- rather than corridor-level change; (2) examining the ridership impacts of new infrastructure where there is no comparable pre-BRT infrastructure; and (3) assessing piecemeal implementation of BRT. To address these issues, we undertook a quasi-experimental study using agglomerative hierarchical clustering (AHC), propensity score matching (PSM), and t-tests with Cohen’s d to determine BRT’s causal ridership impact. The use of AHC and PSM in what we refer to as cluster-level modeling provided an improved method for measuring causal ridership change at the stop cluster level in areas with no pre-BRT stations. The results revealed no statistical evidence that BRT caused increased transit ridership for stop clusters directly along the BRT corridor. However, the results did indicate that stop clusters for routes connecting to a BRT station experienced an increase in transit ridership. The importance of such findings is grounded in understanding that a limited number of stops along a single corridor may not be enough to affect transit ridership, yet BRT’s flexibility in being able to operate off the BRT corridor does enhance transit ridership.

Financing low-carbon transport transition in the Philippines: Mapping financing sources, gaps and directionality of innovation

Successfully achieving a low-carbon transition in the transport sector requires an understanding of the lending logics of the financial institutions in order to identify the financing directionality and gaps. However, in the transportation literature, there is a lack of attention on the relationship between financing sources and the direction of innovation. The present study seeks to address this by mapping the flow of finance from financial institutions to transport projects. Our dataset consists of 9 transport projects included in the Philippines’ Nationally Determined Contribution (NDC). We consider different types of projects (rail development, bus rapid transit implementation, jeepney modernization) and various financial actors (multi-lateral banks, private and government banks). Through an analysis of loan portfolio composition and interview data, we uncover the underlying logics of each financial institution in lending to transport projects. Our findings suggest that the lending logics of many financial institutions is primarily driven by portfolio and borrower credit-worthiness considerations, and less by motivations concerning sustainability transition. As a result, with respect to the average, some transport projects are over-financed (e.g. rail development), while others – which have a high potential to accelerate decarbonization – are under-financed (e.g. jeepney modernization). All these have profound implications for the directionality of low-carbon transition. Deeper engagement of transition research with finance is a nascent field, and the current research contributes to the literature not only by presenting a comprehensive mapping of several financing sources and projects, but also of proposing three credit enhancement mechanisms to mobilize capital for under-financed projects.

Exploring changes in individuals travel behaviour after bus Rapid Transit implementation in Dar es Salaam

The use of Informal Public Transport (IPT; i.e., minibuses, motorcycles, and tricycles) for activity participation in Dar es Salaam is associated with mobility difficulties, e.g., traffic congestion, unscheduled services, and lack of safety of the journey. The introduction of the Bus Rapid Transit (BRT) in May 2016 aimed at reducing mobility difficulties by improving public transport (PT) with scheduled services and fully dedicated lanes to improve access to the Central Business District. This study compares individuals' travel behaviour before and (2 years) after BRT implementation using a GPS-app to explore changes in spatial mobility demands, i.e., (new) visited places, frequency of travel, trip distances, and departure times. Short surveys were used to record the socio-demographic characteristics. Results: the use of IPT remained a necessary means of transport for low-income individuals to commute outside the BRT corridor in multiple destinations, as the use of the BRT route is spatially limited. The new BRT system had become the main option for trips conducted to fixed destinations along the corridor and within service hours. The spatial mobility patterns showed that individuals are now adding BRT to their trip chaining, enabling them to access amenities, make more trips and travel farther distances. The results provide insights for transportation planners who tend to focus mainly on BRT as the only solution for all mobility demands. Each transport system has its own spatial mobility benefits to offer. An integrated PT within a framework of a multimode system is vital for inclusive mobility.

TEXT CLUSTERING APPROACH TOWARD COMMUNITY EXPECTATIONS TO THE BUS RAPID TRANSIT (BRT) TRANSJATENG PURWOKERTO-PURBALINGGA OPERATIONS

Bus Rapid Transit (BRT) is one of the alternative public transportations in urban areas, which has begun to be implemented in some cities of Indonesia. By finding out the effectiveness of BRT as a mass transportation system, it is necessary to study the expectations of users and non-users of the Trans Jateng Purwokerto-Purbalingga BRT regarding the perceived social, economic, and environmental impacts. This study uses the text Clustering method to group public opinion based on similarities so that it can be analyzed further for policymaking. As a result, the majority of the community gave positive expectations of BRT implementation’s perceived social, economic, and environmental benefits. On the other hand, public opinion on the presence of BRT is not always positive and has a significant impact. Improvements are needed in several aspects that are considered not to meet public expectations to maximize the function of BRT as a substitute for public transportation for private vehicles.

Pandemics as ‘windows of opportunity’: Transitioning towards more sustainable and resilient transport systems

We consider how the COVID pandemic crisis opened a window of opportunity for creating resilient and sustainable transport systems in Metro Manila, the megacity capital of the Philippines. Because of the pandemic, public health protection has become the top priority, which requires adherence to health protocols, such as physical distancing and sanitization, severely affecting the financial viability of operators of public transport. Selection pressures were unleashed, causing radical disruptions on incumbent public transport systems. Cycling, which was largely non-existent in Metro Manila, suddenly emerged as a top mode of choice for many despite the injury-related risks involved. A key finding is that the destabilization, while disruptive of the status quo, also creates opportunities for the government to pursue policies that may improve financial viability for operators and safety for cyclists, which include: revamp of business model from franchise to service contracting, social support and financing, implementation of bus rapid transit and infrastructure for active mobility.

Scenario Model to Mitigate Traffic Congestion and Improve Commuting Time Efficiency

Background: Commuting time is highly influenced by traffic congestion. System dynamics simulation can help identify the cause of traffic problems to improve travel time efficiency.Objective: This study aims to reduce traffic congestion and minimise commuting time efficiency using system dynamics simulation and scenarios. The developed scenarios implement the Bus Rapid Transit (BRT) and trams projects in the model.Methods: System dynamics simulation is used to analyse the transport system in Surabaya and the impact of BRT and trams project implementation in the model in order to improve commuting time and to reduce congestion.Results: From the simulation results, with the implementation of BRT and tram projects along with highway expansion, traffic congestion is predicted to decline by 24-44%. With the reduction of traffic congestion, travel time efficiency is predicted to improve by 11-28%. On the contrary, implementation of BRT and tram project without highway expansion is predicted to increase the traffic congestion by 5% in the initial year of implementation, then traffic congestion is predicted to decline by 2% in 2035.Conclusion: Based on the scenarios, transport project implementation such as BRT and trams should be accompanied with improvement of infrastructure. Further research is needed to develop a more comprehensive transportation system to capture a broader view of the problem. Keywords: Model, Simulation, System Dynamics, Traffic Congestion, Travel Time

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

The implementation of Bus Rapid Transit (BRT) is intended to provide higher-quality services and significantly improve rider satisfaction. Previous studies have investigated rider satisfaction and its determinants to improve BRT services as well as the comparison between BRT and conventional bus/rail transit regarding the rider satisfaction. However, many of previous studies have assumed that service attributes have linear and symmetric influences on rider satisfaction, and among the very few studies that capture the non-linear or asymmetric relationship, there is no combination of different methods to achieve the advantages of both. Besides, to our knowledge, no previous studies have examined changes in the performance and importance of different service attributes after BRT implementation. This paper analyzes the QualiÔnibus rider satisfaction survey data in Belo Horizonte, Brazil, and compares rider satisfaction and the importance of service attributes to overall satisfaction across three cases: two years prior to the BRT implementation, one year after the BRT was implemented, and four years after the BRT implementation. A combination of the ordinal logit regression (OLR) approach and random forest (RF) approach is adopted, which enables a nonlinear relationship between service attributes and rider satisfaction, considers the impact effect size in determining the importance of service attributes, and captures the attitudinal randomness of different riders when rating their satisfaction. Our results show that “expenses with public transport” (i.e. fares) should be addressed first among all the attributes, and the improvement priorities of “speed”, “reliability” and “customer service” increased after the BRT opening. These findings can help policymakers fine-tune improvement strategies targeted at different types of services.

Bus Rapid Transit (BRT) and Urban Freight—Competition for Space in Densely Populated Cities

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.

Bus rapid transit implementation with the inclusion of incumbent paratransit operators in African cities: lessons from Accra

ABSTRACT Bus rapid transit (BRT) is considered the cheapest and fastest to implement mass transportation system compared to rail and tram. However, the implementation of BRT becomes complicated where there are incumbent paratransit service providers. In African cities, it has become mandatory to include these operators because they are the most extensive public transport service providers, employ many people, and make governments unpopular when excluded. In Accra, the government sought to implement BRT with the inclusion of incumbent paratransit operators but could only implement a conventional bus service. This article analyses the approach adopted to examine the reasons behind the inability to execute the planned BRT and draw lessons from the Ghana experience. This article adopted informal transportation and BRT characteristics based on the African experience to analyse the incorporation of incumbent paratransit operators in Ghana. The findings show the challenges the implementing agency encountered, resulting in a shift from BRT to a conventional bus. The underlying reason for the difficulty is the depth of change required by both paratransit operators and government institutions. Given the depth of change for capital investment, capacity, and governance reforms required, the paper recommends a more gradual BRT implementation approach in African cities.