Bus Rapid Transit, Volume 2: Implementation Guidelines (2003) / Chapter Skim
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This report presents planning and implementation guidelines for bus rapid transit (BRT)
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obtaining street space for buses and sidewalk space for stations, achieving effective enforcement, and overcoming fragmentation of responsibilities and conservative agency attitudes. Planning BRT projects calls for a realistic assessment of demands, costs, benefits, and impacts.
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S-3 Because buses have higher occupancies than private automobiles, economic benefits can result from increased ridership attraction, passenger time savings, and operating costs.
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transit-sensitive traffic engineering, provisions of bus-only lanes, and, in some cases, major street improvements. Routes should be direct, and the number of turns should be minimized.
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S-5 • Busways with passing lanes at stations carry over 200 buses per hour each way, but this requires adequate capacity such as dual bus lanes in downtown areas for buses. • The South American experience indicates that median arterial busways can carry over 200 buses per hour each way with passing lanes at stations.
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Key guidelines for planning and implementing on-street running ways are as follows: • General traffic improvements and road construction should be coordinated with BRT service to improve the overall efficiency of street use. Typical improvements include prohibiting curb parking, adding turning lanes, prohibiting turns, modifying traffic signal timing, and providing queue bypasses for buses.
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S-7 • Effective enforcement and maintenance of bus lanes and bus streets is essential. Fines for unauthorized vehicles should be high enough to discourage illegal use.
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• It is generally preferable that downtown off-street busway distribution provide at least three stops at 1⁄4- to 1⁄3-mile intervals. This is essential to avoid concentrating all boardings and alightings at one location with attendant increases in bus dwell times.
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S-9 • When a BRT commuter express service (such as in Houston) operates on an HOV facility, it is essential that the BRT service have its own access/egress ramps to off-line transit stations and/or to its park-and-ride facility.
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• Ensure that station configurations support the service plan and operating philosophy of the BRT route. Provide bypass capabilities when express and local BRT services are provided on the same running way.
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S-11 • Vehicles should have a distinctive BRT identity and image. They should be clearly marked or "branded" to convey the BRT theme.
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S-7.5. Bus Guidance Technologies Guidance technologies can control the position of buses in travel lanes, improve safety, and allow precise docking at stations.
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S-13 in making BRT a reality and creating a transit-supportive environment. Some guidelines are the following: • BRT systems should be integrated with other transit services in terms of routes, fares, service coordination, and marketing efforts.
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