From Buses to BRT: Case Studies of Incremental BRT Projects in North America, MTI Report 09-13

Bus Rapid Transit (BRT) uses different combinations of techniques to improve service, such as bus-only lanes and roads, pre-boarding fare collection, transit priority at traffic signals, stylish vehicles with extra doors, bus stops that are more like light rail stations, and high frequency service. This study examines five approaches to BRT systems as implemented by public transit agencies in California, Oregon, and Ontario. The case studies as a group show that BRT can be thought of as a discretionary combination of elements that can be assembled in many different combinations over time. Every element incrementally adds to the quality or attractiveness of the service. This latitude provides transit agencies with many benefits, including the ability to match infrastructure with operating requirements. For example, a BRT service can combine operations serving free flowing arterial roads in the fringes of the downtown with dedicated lanes in areas closer to city center where congestion is greatest. Buses can operate both on and off the guide way, extending the corridors in which passengers are offered a one-seat ride with no transfer required. Transit agencies also can select specific BRT components and strategies, such as traffic signal priority and increased stop spacing, and apply them to existing local bus operations as a way to increase bus speeds and reduce operating costs. The specific elements selected for a BRT route can be implemented all at once, or in incremental stages either or both geographical extensions or additions of features. All of the case studies showed ridership improvements, but the Los Angeles Metro Rapid bus system illustrates the wide geographic coverage, improved ridership, and moderate cost per new rider that is possible with an approach that includes fewer BRT features spread over more miles of route. Quantitative results from the case studies suggest that incremental improvements, applied widely to regional bus networks, may be able to achieve significant benefits at a lower cost than substantial infrastructure investments focused upon just one or a few corridors

The potential for Bus Rapid Transit to reduce transportation-related CO2 emissions

This article examines Bus Rapid Transit (BRT) as a near-term strategy for reducing CO2 emissions in a typical medium-sized U.S. city. The paper compares the expected CO2 emissions from three scenarios to meet the city’s growth in work trips by 2011: a no-build option that relies upon private automobiles and a diesel bus fleet; building a light rail (LRT) system; and building a BRT system using 40-ft or 60-ft low emission buses. The paper calculates a CO2 emissions inventory for each scenario and finds that BRT offers the greatest potential for greenhouse gas reductions, primarily because BRT vehicles generally offer lower CO2 emissions per passenger mile than LRT. Lower capital costs for BRT infrastructure would enable cities to build more BRT than LRT for a given budget, increasing opportunities to shift commuters to public transit. Further study to enhance a methodology to estimate expected CO2 reductions with BRT would be valuable

The Potential for Bus Rapid Transit to Reduce Transportation-Related CO\u3csup\u3e2\u3c/sup\u3e Emissions

This article examines Bus Rapid Transit (BRT) as a near-term strategy for reducing CO2 emissions in a typical medium-sized U.S. city. The paper compares the expected CO2 emissions from three scenarios to meet the city’s growth in work trips by 2011: a no-build option that relies upon private automobiles and a diesel bus fleet; building a light rail (LRT) system; and building a BRT system using 40-ft or 60-ft low emission buses. The paper calculates a CO2 emissions inventory for each scenario and finds that BRT offers the greatest potential for greenhouse gas reductions, primarily because BRT vehicles generally offer lower CO2 emissions per passenger mile than LRT. Lower capital costs for BRT infrastructure would enable cities to build more BRT than LRT for a given budget, increasing opportunities to shift commuters to public transit. Further study to enhance a methodology to estimate expected CO2 reductions with BRT would be valuable

From buses to BRT: Case Studies of incremental BRT projects in North America

Bus Rapid Transit (BRT) uses different combinations of techniques to improve service, such as bus-only lanes and roads, pre-boarding fare collection, transit priority at traffic signals, stylish vehicles with extra doors, bus stops that are more like light rail stations, and high frequency service. This study examines five approaches to BRT systems as implemented by public transit agencies in California, Oregon and Ontario. The case studies as a group show that BRT can be thought of as a discretionary combination of elements that can be assembled in many different combinations over time. Every element incrementally adds to the quality of attractiveness of the service. This latitude provides transit agencies with many benefits, including the ability to match infrastructure with operating requirements. For example, a BRT service can combine operations serving free flow arterial roads in the fringes of the downtown with dedicated lanes in areas closer to city center where congestion is greatest. Buses can operate both on and off the guide way, extending the corridors in which passengers are offered a one-seat ride with no transfer required. Transit agencies also can select specific BRT components and strategies, such as traffic signal priority and increased stop spacing, and apply them to existing local bus operations as a way to increase bus speeds and reduce operating costs. The specific elements selected for a BRT route can be implemented all at once, or in incremental stages - either or both geographical extensions or additions of features. All of the case studies showed ridership improvements, but the Los Angeles Metro Rapid bus system illustrates the wide geographic coverage, improved ridership, and moderate cost per new rider that is possible with an approach that includes fewer BRT features spread over more miles of route. Quantitative results from the case studies suggest that incremental improvements, applied widely to regional bus networks, may be able to achieve significant benefits at a lower cost than substantial infrastructure investments focused upon just one or a few corridors