Bus rapid transit network
A bus rapid transit (BRT) system is a bus system with high speed, capacity, punctuality and operating flexibility. Typically, buses in BRT systems operate in exclusive bus lanes and are supported by adequate intelligent transportation system (ITS) infrastructure.
BRT systems with a high level of service are frequently characterised by distinctive, easy-to-board buses that run via bus-only roads/corridors and that are completely separated from other traffic; BRT stations are equipped with off-vehicle fare collection systems.
CO2 reductions depend on the type of BRT system implemented (including its energy efficiency and the standard of vehicle used), the type of trips that are replaced by BRT trips and the effect of the BRT system on other traffic. Potential benefits stem from an enhanced mode share of public transit (in case the use of private motorised vehicles can be reduced thanks to the BRT system) and a related possible reduction of traffic congestion.
For example, in Cali, Colombia, a large-scale BRT system is estimated to have reduced CO2 emissions of the bus system by 40-60%. Lima, Peru’s, BRT is estimated to have reduced total CO2 emissions from the city’s entire public transport system by 3-8%.
The capital costs for implementing a BRT system vary by the location and the type of BRT system. The cost of bus lane construction depends on the level of separation from other traffic and is estimated to be in the range of EUR 1 million per kilometre (km) to USD 9 million/km. The costs for a BRT station are estimated to be around EUR 0.5 million to USD 2 million. The cost for deploying buses is in the range of EUR 1 million/km to EUR 6 million/km (or EUR 0.4 million/vehicle to EUR 0.8 million/vehicle, depending on the type/quality of the buses deployed). Other capital costs for ITS and planning are estimated at EUR 3 million/km. Annual operating costs are estimated at EUR 0.24 million/km. Typically, fare revenues can cover a portion of capital and operating expenses. Estimates in the available literature indicate that most BRT systems require subsidies at a level of 25-30% of their total costs.
Light rail transit (LRT) is often considered as another possible solution to address similar issues as BRT. The Institute for Transportation and Development Policy (ITDP) estimates that an average level of BRT provision costs USD 10 million/km to USD 11.5 million/km, while LRT costs between USD 25 million and USD 37.5 million per kilometre. BRT does not require rail-based infrastructure and can often be deployed more quickly, although LRT would be expected to offer more comfortable rides. Elements that contribute to operating costs for both include maintenance, depreciation of assets and labour costs.
BRT systems typically have a higher travel speed than conventional bus systems (in the range of 20-50%, depending on the type of BRT system). This increases accessibility and can lead to travel time savings for bus passengers and when compared with private vehicle use.
Potential increases in the mode share of bus travel may also reduce air pollutant emissions (dependent on the type of BRT system that is introduced, and the type of private transport trips that are replaced/reduced by bus travel).
Dedicated road infrastructure is expensive. The introduction of separate bus lanes may lead to an increase in traffic congestion, related emissions and travel times for other road-based transport modes.
Large transport infrastructures in urban areas can also lead to separation effects and time loss for pedestrians. Some cases, especially high-volume BRT schemes, can present a physical barrier curtailing accessibility to certain urban areas.
As with all (hierarchical) systems including high-performance lines and regular ground-coverage lines, introduction of high-performance BRT lines can lead to an increase in the number of passengers with transfers on their trips, which gives special importance to the quality of service in those transfers.
ITF (2021) Transport Climate Action Directory – Bus rapid transit network
https://www.itf-oecd.org/policy/bus-rapid-transit-network
Carrigan et al. (2013) Social, Environmental And Economic Impacts Of Brt Systems: Bus Rapid Transit Case Studies from Around the World. https://www.wrirosscities.org/sites/default/files/Social-EnvironmentalEconomic-Impacts-BRT-Bus-Rapid-Transit-EMBARQ.pdf
Federal Transit Administration (2009) Characteristics of Bus Rapid Transit for Decision-Making.
IDB (2015) Comparative Case Studies of Three IDB-supported Urban Transport Projects. http://dx.doi.org/10.18235/0000019
ITDP (n.d.) The Online BRT Planning Guide. https://brtguide.itdp.org/branch/master/guide/ (Accessed: April 2020)
Janić, M. (2014) Advanced Transport Systems: Analysis, Modeling, and Evaluation of Performances
Kim E. J., Darido, G. and Schneck D. (2005) Las Vegas Metropolitan Area Express (MAX) BRT Demonstration Project Evaluation.
Levinson et al. (2003) Transport Cooperative Research Programme report 90, Bus Rapid Transit.
Sayeg, P. (2015) Post evaluation of a decade of experience with Jakarta's Transjakarta Bus Rapid Transit System.
Seoul Development Institute (2005) Toward Better Public Transport - Experiences and Achievements of Seoul. https://www.si.re.kr/sites/default/files/2005-PR-16_0.pdf
Takeshita, H., Shimizu, K. and Kato, H. (2007) Ex-post Evaluation of Bus Rapid Transit System in Nagoya City.
Printer-friendly version