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The Scope of Inclusive Transportation
Published in Aaron Steinfeld, Jordana L. Maisel, Edward Steinfeld, Accessible Public Transportation, 2017
In new construction projects, the use of BRT is a major trend globally and especially in developing countries of Latin America and Asia. A BRT system is like a rail system with buses, with few stops. It often has stations and terminals to which local routes feed passengers. In high-level BRT systems, large buses run on dedicated bus-ways with a limited number of stops; raised platforms are used to load large numbers of riders quickly to high-floor buses, which have higher capacities than low-floor models. In low-level systems, BRT buses run in mixed traffic and load to slightly raised platforms (curb height). Low-floor buses can be used to provide access. Notable accessible BRT systems have been constructed in Curitiba, Bogota, Quito, Brisbane, Calgary, and Rio de Janeiro (Wright, 2004) (Figure 3.2). Despite extensive funding, no systematic research has been completed to study the impact or effectiveness of accessibility provisions in these massive projects.
Transportation And Land Use
Published in Dušan Teodorović, The Routledge Handbook of Transportation, 2015
Giovanni Circella, Francesca Pagliara
Providing mixed-use, compact, walkable transit oriented development with easier access to mass transportation, through the improvement of existing public transit or, eventually, the introduction of new transportation options, e.g. bus rapid transit (BRT) or light rail, helps reduce the mode share of “driving alone” and GHG emissions from transportation. Further, it increases quality of life, reduces social exclusion, supports the development of liveable and vibrant communities, promotes healthy and active living, and increases citizens’ physical activity, also as the result of the higher adoption of active transportation modes, as opposed to the sedentary life associated with car-oriented mobility patterns (cf. Handy et al., 2002; National Research Council, 2005; Ewing et al., 2008; Kooshian and Winkelman, 2011).
Bus – from workhorse to thoroughbred
Published in Corinne Mulley, John D. Nelson, Stephen Ison, The Routledge Handbook of Public Transport, 2021
Frits Olyslagers, Corinne Mulley, John D. Nelson
This section explores issues around decision-making and design of BRT. The case study is primarily Latin American, but brief examples pointing to relevant learning experiences in other developing countries are included. High-profile BRT projects in Latin America have inspired an enthusiastic fraternity of BRT promoters. Based on early success stories, namely Curitiba (started in 1974 and improved during the 1990s) and Bogota (started in 1996), BRT has been promoted as: A high-quality bus-based transit system that delivers fast, comfortable, and cost-effective services at metro-level capacities. It does this through the provision of dedicated lanes, with busways and iconic stations typically aligned to the center of the road, off-board fare collection, and fast and frequent operations.Because BRT contains features similar to a light rail or metro system, it is much more reliable, convenient and faster than regular bus services. With the right features, BRT is able to avoid the causes of delay that typically slow regular bus services, like being stuck in traffic and queuing to pay on board.(Institute of Transportation and Development and Policy, n.d.) Yet 20 years on, BRT in Latin America finds itself under scrutiny. Has it delivered on its expansive promises? Some cases have been less than successful; other cases needed time to adjust and resolve unforeseen impacts. How confident are cities now to embark on a BRT project? Elledge (2016) asks the question, “So if BRT is so great – if you can get all the benefits of a metro system at a fraction of the price – then why hadn’t every city built one?”
Transit-oriented development in developing countries: A qualitative meta-synthesis of its policy, planning and implementation challenges
Published in International Journal of Sustainable Transportation, 2022
Mohammad Hamed Abdi, Patxi J. Lamíquiz-Daudén
Due to expensive construction and high costs, the building of mass rail transit infrastructure is still limited in DC cities, including those backed by strong economies, such as China (Pojani & Stead, 2017). On the other hand, bus rapid transit (BRT) is playing a key role in the development of public transport systems in DCs. Thus, although initially road-based TODs (mostly BRT) were not a specific objective for this study, they deserve specific consideration. A case in point is Curitiba, proving that BRT can serve TOD objectives efficiently, by reshaping the lay-out of the city i.e. the distribution of densities and land use. BRT’s greatest advantage lies in the fact that it provides an initially cost-effective and more flexible alternative for PT. However, given that priority to such an affordable transport system (and to short term policy objectives), has led to developing BRT in isolation, the key factor of integration with parallel and all-round urban development (Cervero & Dai, 2014) appears to be forgotten. In addition, BRT could face problems in road space allocation and right-of-way, coordination between operators, competence with rail and informal transit, capacity, physical integration with public space networks, or poor social acceptance, often making it more difficult for the systems to compete with cars.
Machine learning for inference: using gradient boosting decision tree to assess non-linear effects of bus rapid transit on house prices
Published in Annals of GIS, 2021
Linchuan Yang, Yuan Liang, Qing Zhu, Xiaoling Chu
The BRT system in Xiamen Island (Figure 2) was put into service in the second half of 2008. The original three BRT lines (Line 1, Line 2, and Line 3) connect No.1 Port and Xiamen North Railway Station (outside the island), Xike (outside the island), and Qianpu (on the island), respectively. Furthermore, the BRT system is the first elevated system in China. This BRT system is special as it mostly has elevated lanes and thus achieves the complete separation from other traffic and involves no risks of traffic congestion. But the capital costs of Xiamen’s BRT are higher than those of other BRT systems as it was designed with the standards of light rail systems, enabling it to be easily transformed to light rapid transit whenever necessary. Moreover, Xiamen’s BRT fare is 1 yuan (1 U.S. dollar equals approximately 6.5 yuan), beyond which 0.15 yuan for every additional km. The peak price is 4 yuan for a single-way trip. In summary, the convenient and inexpensive service makes BRT an indispensable part of Xiamen residents’ daily life. Statistically, the total passenger volume has exceeded 1 billion, and the daily passenger volume is now approximately 0.3 million (People.cn 2019). Considering the importance of BRT in Xiamen, we can expect that BRT will have notable impacts on the value of adjacent houses.
Mapping minibuses in Maputo and Nairobi: engaging paratransit in transportation planning in African cities
Published in Transport Reviews, 2019
Jacqueline M. Klopp, Clemence Cavoli
Currently, paratransit reform tends to be addressed mainly through BRT projects, which have become popular in transportation planning in Africa through a complex process of “policy transfer” from Latin America (Wood, 2015a, 2015b). BRT is defined as “high quality bus-based public transport that delivers rapid mobility through the provision of segregated right-of-way infrastructure and rapid, and frequent operations” (Wright & Hook, 2007 cited in Gauthier & Weinstock, 2010, p. 318). It is attractive because it allows rapid improvement in mass transit capacity at relatively moderate cost compared to rail or subways (Behrens et al., 2016; Deng & Nelson, 2011). In addition, BRT is still a large-scale project with high visibility and other political economy attractions (Flyvbjerg, 2014; Rizzo, 2014).