May-June 2016: The Bus Rennaissance - Intercity Travel, Bus Rapid Transit, Technology Advances, Rural Services (2016) / Chapter Skim
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Pages 23-27
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TR N EW S 303 M AY–JUN E 2016 23 Zimmerman is Urban Transportation Planning Consultant, The World Bank, Arlington, Virginia. Levinson is Principal, Herbert S
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TR N EW S 30 3 M AY –J UN E 20 16 24 these claims can be frustrating some 40 years after the first BRT lines went into successful operation in Curitiba, Brazil. Worldwide, more than 150 BRT-type applications are in service, including a growing number in the United States.
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TR N EW S 303 M AY–JUN E 2016 25 cation of BRT in dense urban corridors like those of Bogota and Lima illustrate that capacity limitations should not be an issue in the less dense urban corridors of the United States. According to the Transit Capacity and Quality of Service Manual, the busiest U.S.
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TR N EW S 30 3 M AY –J UN E 20 16 26 In addition, most BRT applications use buses that are significantly larger than the standard 40-foot bus; as noted, some BRT systems abroad use buses as long as 80 feet. These longer buses can carry approximately 200 passengers at normal U.S.
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TR N EW S 303 M AY–JUN E 2016 27 Urban Development Myth Some critics claim that BRT will have little if any impact on urban development because the mode lacks the permanence that makes rail-based systems attractive to developers: to them, BRT's inherent flexibility means that the service can be withdrawn. These assertions, however, overlook the permanence of BRT's various infrastructure elements, such as busways and stations.
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