BRT Planning Guide
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BRT Planning Guide
Volume 1
Project Preparation
Chapter 1
Project Initiation
1.1
Project Catalyst
1.2
Political Commitment
1.2.1
Political Officials
1.2.2
Awareness-Raising Mechanisms
1.3
Statement of Vision
1.4
Barriers to Project Development
1.5
Understanding and Presenting the Benefits
1.5.1
Listing of Benefits Commonly Sought with Major Public Transport Projects
1.5.2
Preparing the Way for a Project
1.5.3
Assembling the Project Justification
Chapter 2
Why BRT?
2.1
Defining Rapid Transit Modes
2.1.1
Defining BRT
2.1.2
Defining Other Rapid Transit Modes
2.2 Costs
2.2.1
Capital Costs
2.2.2
Operating Costs
2.3
Planning and Development
2.3.1
Implementation Speed
2.3.2
Scalability
2.3.3
System Flexibility
2.3.4
Phasing
2.4 Performance
2.4.1
System Capacity
2.4.2
System Speeds and Operations
2.4.3
Reliability
2.4.4
Comfort
2.4.5
Image and Status
2.5 Impacts
2.5.1
Economic impacts
2.5.2
Environmental Impacts
2.5.3
Social Impacts
2.6
Why BRT?
Chapter 3
Project Set-up
3.1
Setup Process
3.2
Legal Basis
3.2.1
Statutory Approval
3.2.2
Context within Existing Legislation and Policies
3.3 Procurement
3.3.1
Tendering and Contract Documentation
3.4
Planning Team Structure
3.4.1
Team Entity
3.4.2
Team Members
3.4.3 Consultants
3.4.4
Project Management Structure
3.5
Timelines and Phasing
3.5.1
Work Plan and Timeline
3.5.2
Project Phases
3.6
Planning Budget and Financing
3.6.1 Budget
3.6.2
Funding and Financing Sources
3.6.3
Funding and Financing Examples
3.7
Probity and Risk Management
3.8
Avoiding Common Planning Mistakes
3.8.1
Appointing a Quality Professional Team
3.8.2
Regular Review Processes
3.8.3
Accurate Budget Calculations
3.8.4
Understanding All Elements of the System
3.8.5
Integrated Planning
3.8.6 Conclusion
Volume 2 Operations
Chapter 4
Demand Analysis
4.1
Overview of Demand Analysis
4.2
Data Collection
4.2.1
Route Maps
4.2.2
Vehicle and Customer Counts
4.2.3
Occupancy Surveys
4.2.4
Boarding and Alighting Surveys
4.2.5
Methods of Developing an Internal Public Transport Origin-Destination Matrix
4.3
Basic Methods for Estimating Public Transport Demand
4.3.1
Estimating Demand by Aggregating Boarding and Alighting Data
4.3.2
Mode Shifts
4.4
Estimating Demand with a Public Transport Model
4.4.1
Choosing a Modeling Software
4.4.2
Defining the Study Area and the Zoning System
4.4.3
Origin-Destination Survey and Matrix
4.4.4
Outputs of the Public Transport Model
4.5
Estimating Demand Using a Full-Transport Model
4.5.1 Overview
4.5.2
Sub-Models
4.5.2.1
Trip Generation
4.5.2.2
Trip Distribution
4.5.2.3
Modal Split
4.5.2.4 Assignment
4.5.2.5 Calibration
4.5.2.6 Validation
4.5.2.7
Conversion of Demand into Revenue
4.5.2.8 Evaluation
4.5.2.9
Assessment of the Feasibility of the System
4.5.3
Additional Data Needs
4.6
Risk and Uncertainty
4.7 Conclusion
4.8 Bibliography
Chapter 5
Corridor and Network Development
5.1
Demand Analysis for Corridor Selection
5.2
Transit System Speed and Delay Analysis
5.3
Corridor Prioritization Based on Existing Demand
5.4
Additional Corridors Based on Future Demand
5.4.1
Route Shift
5.4.2
Mode Shift
5.4.3
Land Use Changes
5.4.4
Integrating the Downtown
5.5
Framework for Comparing Corridors
5.5.1
Corridor Right–of-Way and Lane Uses
5.5.2
Corridor Typology and Suitability for BRT
5.6
Corridor Length
5.6.1
Where to Build Infrastructure Versus Where to Run BRT Services
5.7
Other Considerations in Corridor Selection
5.7.1
Customer Time Savings Benefits
5.7.2
Time Savings Benefits for General Traffic
5.7.3
Implementation Costs
5.7.4
Calculating the Cost-Benefit Ratio
5.7.5
Political Considerations
Chapter 6
Service Planning
6.1
Introduction
6.2
Basic Data Collection
6.2.1
Itineraries and Average Travel Time between Stops
6.2.2
Number of Customers Boarding and Alighting at Each Stop
6.2.3
Number of Customers Transferring between Routes
6.2.4
Data Processing
6.3
Basic Service Planning Concepts
6.3.1
BRT Stations and Saturation
6.3.2
Sub-Stops and Docking Bays
6.3.3
Direct Services
6.3.4
Trunk-and-Feeder Services
6.3.5
Services That Skip Stops: Limited, Express, Early Return, and Deadheading
6.3.6
Speed, Travel Time, and Distance Relationships
6.3.7
Peak Hour, Peak Hour Ridership, Peak Hour Travel Time, Peak Hour Speed
6.3.8
Public Transport Loads: Load, Critical Link, Maximum Hourly Load on the Critical Link (MaxLoad), Passengers per Hour per Direction (PPHPD), and Load Factor
6.3.9
Service Frequency and Headways
6.3.10
Dwell Time
6.3.11
Renovation Factor
6.3.12
Irregularity Index (Irr)
6.3.13
Cycle Time-Related Concepts: Cycle Time (TC) and Maximum Demand Load per Cycle Time (MaxLoadperCycle)
6.3.14
Waiting Time (Twait) and Waiting Time Cost (Costwait)
6.3.15
Vehicle Operating Cost
6.4
Optimizing Vehicle Size and Fleet Size
6.4.1
Vehicle Sizing, Basic Concepts
6.4.2
Vehicle Sizing, Initial Iteration
6.4.3
Detailed Vehicle Size Optimization
6.4.4
Vehicle Size Optimization Formula Applied
6.4.5
Vehicle Fleet Optimization
6.4.5.1
Vehicle Fleet Calculation with Uniform Demand
6.4.5.2
Fleet Calculation with Peaked Demand
6.5
Determining Which Routes to Include Inside BRT Infrastructure
6.5.1
Administrative Authority
6.5.2
Overlap with the BRT Corridor
6.5.3
Avoiding Station Saturation
6.5.3.1
Scenario I: All Routes Are Similar
6.5.3.2
Scenario II: Dwell Times and Demand Vary from Route to Route, and All Stations Are Similar
6.5.3.3
Scenario III: Dwell Time and Occupancies Vary from One Bus Stop to the Next
6.5.3.4
Conclusion of BRT Route Inclusion
6.6
Direct Services, Trunk-and-Feeder Services, or Hybrids
6.6.1
Fleet Requirements for Direct Versus Trunk-and-Feeder Services
6.6.1.1
Comparative Fleet Advantages under Flat Demand with Uniform Routes
6.6.1.2
Comparative Fleet Advantages under Peaked Demand with Uniform Routes
6.6.2
Vehicle Size Optimization Benefits for Trunk-and-Feeder versus Direct Services
6.6.2.1
Vehicle size optimization with several similar feeder routes:
6.6.2.2
Calculating the Benefits of a Trunk-and-Feeder System for Corridors with Multiple Routes of Different Characteristics
6.6.3
Transfer and Terminal Delay
6.6.3.1
Additional Passenger Delay Waiting for the Trunk Vehicle or Feeder Vehicle and Boarding and Alighting Again
6.6.3.2
Extended Vehicle Running Time Due to Route Modifications Required by the Suboptimal Location of the Transfer Terminal
6.6.3.3
Internal Circulation within the Transfer Terminal
6.6.3.4
Range of Likely Delays from Empirical Observations
6.6.4
Avoiding Station and Platform Saturation
6.6.4.1
Avoiding Station Saturation
6.6.4.2
Avoiding Station Platform Saturation
6.6.5
Conclusion: When to Consider Converting Direct Services to Trunk-and-Feeder Services
6.7
Deciding on Stop Elimination and Express Services
6.7.1
Station Spacing and Station Elimination
6.7.2
Implementing Limited-Stop Services
6.7.2.1
The Costs of Implementing Limited-Stop Services
6.7.2.2
Benefits of Implementing Limited-Stop Services
6.7.2.3
Examples of Typical Service Patterns
6.7.3
Limited-Stop Services When Demand Is Uniform
6.7.3.1
Demand Patterns Typical of Trunk-and-Feeder Systems
6.7.4
Demand Concentrated at a Few Stops
6.7.5
Demand Concentrated at One End of a Corridor
6.7.6
Shortened Routes
6.8
Creating New Routes and Combining Old Routes
6.9
Pulling Services onto a BRT Trunk Corridor from a Parallel Corridor
Chapter 7
System Speed and Capacity
7.1
Design Objectives
7.2
The Process of Designing High-Capacity and High-Speed BRT Corridors
7.2.1
Concepts Review
7.2.2
Simulating Solutions
7.3
Understanding Station Saturation
7.3.1
Saturation on a Sub-Stop with Many Docking Bays
7.4
Calculating Corridor Capacity
7.4.1
Corridor Capacity at Station Calculation
7.4.2
Detailed Capacity Calculation
7.5
Expanding Corridor Capacity
7.5.1
Increasing the Service Frequency
7.5.2
Using Larger Vehicles
7.5.3
Adding Passing Lanes and Multiple Sub-Stops
7.5.4 Convoying
7.6
Optimizing the Station-to-Vehicle Interface
7.6.1
Platform-Level Boarding
7.6.2
Fare Collection
7.6.3 Doorways
7.6.4
Vehicle Acceleration and Deceleration
7.6.5
Station Platform
7.7
Route Distribution among Multiple Sub-Stops
Chapter 8
Traffic-Impact Assessment
8.1
Requirements for a Traffic-Impact Assessment
8.2
Data Needs
8.3
Study Area and Extent of Assessment
8.4
Level of Analysis
8.5
Estimating Traffic Volumes
8.6
Methodologies and Performance Measures
8.7
Mitigation
Volume 3
Communications and Marketing
Chapter 9
Strategic Planning for Communications
9.1
Define Goals and Objectives
9.2
Stakeholders and Target Group Identification and Analysis
9.3
Stakeholder Analysis
9.3.1
Stakeholder Mapping
9.4
Engaging Stakeholders
9.4.1
Communicating with Internal and External Stakeholders
9.5
Message Development
9.6
Targeting your message
9.7
Dissemination Tactics
9.7.1
Traditional Media
9.7.2
Website and Social Media
9.7.3 Budgeting
9.8
Measuring Success
9.9
Promoting BRT System Progress
9.10 Conclusion
Chapter 10
Public Participation
10.1
The Importance of Participation
10.2
Industry Standards of Practice
10.2.1
Goals and Objectives
10.2.2
Principles of Participation
10.2.3
The Passive vs. Active Approach
10.3
Challenges to Public Participation
10.3.1
Internal Challenges
10.3.2
External Challenges
10.4
Tools and Tactics
10.5 Surveys
10.5.1
Public Forums
10.5.2
Small Group Meetings
10.6
Focus Groups
10.6.1 Committees
10.6.2
Civil Society Organizations
10.6.3
Engaging Local Networks
10.7
Measuring Success: Process vs. Outcomes
Chapter 11
The Case for Marketing and Customer Service
11.1 Branding
11.2
The Branding Brief
11.2.1
The Elements of a Creative Brief
11.3
Concept and Research
11.3.1 Naming
11.3.2
The Logo
11.3.3
Colors and Typography
11.3.4
Core Communications: The Route Map
11.3.5
Core Communications: Wayfinding
11.3.6
Core Communications: Livery
11.3.7 Copyright
11.4
Design Development: Feedback and Adjustments
11.4.1
System Tagline/Slogan
11.4.2
Market Segmentation
11.5
Consolidating the Brand Architecture
11.6 Implementation
11.6.1
Marketing Plan Project Phases
11.6.2
Outreach Tools
11.7
Customer Service
11.7.1
User Information
11.7.2
Effective Visual Information
11.7.2.1
Best practices for visual, customer information
11.7.3
Types of Information
11.7.4
Locations of Customer Information
11.7.4.1
Everywhere: System Staff
11.7.4.2
External Venues near the Station: Printed Information
11.7.4.3
Outside the Station Entrance: Station Map
11.7.4.4
Inside the Station: Service Signs
11.7.4.5
Inside the Station: Information Panels, Maps, and Digital Information
11.7.4.6
Inside the Station in Front of Boarding Doors
11.7.4.7
Outside of the Vehicle
11.7.4.8
Inside of the Vehicle
11.7.4.9
Between Vehicle and Station
11.7.5
Accessible Customer Service Systems
11.7.5.1
People with Physical Disabilities
11.7.5.2
People with Language Barriers
11.7.5.3
People with Visual Impairments
11.7.5.4
People with Hearing Impairments
11.7.5.5
People with Mental Impairments
11.7.6
Online Customer Service
11.7.7
Customer Complaints and Feedback
Volume 4
Business Plan
Chapter 12
Institutional Planning
12.1
Basic BRT Functions
12.2
Initial BRT Project Office
12.3
Long-Term Institutional Structure for BRT Management
12.3.1
Starting a New Agency or Adapting an Existing Agency
12.3.2
Institutional Independence and Financial Ring Fencing
12.3.3
Clear Authority and Lines of Responsibility
12.3.4
Functions to Be Performed by a BRT Institution
12.4
Alternative Institutional Structures for BRT System Management
12.4.1
BRT System Administration in Lower-Income Economies
12.4.1.1
BRT Authorities
12.4.1.2
Bus Transit Authorities
12.4.1.3
Municipal Department of Transportation-Contracted BRT
12.4.1.4
Public Bus Companies
12.4.1.5
Other Forms of BRT System Administration Observed in Emerging Economies
12.4.2
Typical Administrative Forms in Higher-Income Economies
12.4.2.1
Transit Authorities
12.4.2.2
Integrated Transit Service Providers under Contract to a Municipal, Regional, or State Government
12.4.2.3
Transportation Authorities
12.4.2.4
Transit Systems Directly Operated by a Municipal or Regional Government Department
12.5 Conclusion
12.6 Bibliography
Chapter 13
Business Structure
13.1
Private BRT Operations
13.1.1
Private Contracting of BRT Operations in Lower-Income Economies
13.1.2
Private Contracting of BRT Operations in Higher-Income Economies
13.2
BRT Operating Contract Types
13.2.1
BRT Operating Contract Types in Lower-Income Economies
13.2.1.1
Profit-Sharing Contracts
13.2.1.2
Service Contracts (Gross Cost)
13.2.1.3
Area Contracts (Gross Cost)
13.2.1.4
Area Contract (Net Cost)
13.2.1.5
Route Contract (Gross Cost)
13.2.1.6
Route Contracts (Net Cost)
13.2.1.7
Design-Build-Operate-Transfer Contracts
13.2.1.8
BRT Systems with Unregulated Entry
13.2.2
BRT Operating Contract Types in Higher-Income Economies
13.2.2.1
Service Contracts (Gross Cost)
13.2.2.2
Route Contract (Gross Cost)
13.2.2.3
Route Contract (Net Cost)
13.2.2.4
Design-Build-Operate-Transfer Contracts
13.3
Competitive Tendering
13.3.1
Competitive Tendering in Lower-Income Economies
13.3.1.1
Managed Competitive Tendering of BRT Operations
13.3.1.2
Nominal Tenders: Periodic Tendering of Area Contracts and Staged Negotiated Contracts
13.3.1.3
Negotiated Operating Contracts Around the World
13.3.2
Competitive Tendering in Higher-Income Economies
13.4
Competition within the BRT Market
13.5
Quality of Service Contracts
13.6
Duration of Concession Contracts
13.7
The Tendering Process
13.8 Bibliography
Chapter 14
Financial Modeling
14.1
Importance of Financial Modelling
14.2
System Entities
14.2.1
Vehicle Operating Company
14.2.2
Fare System/Technological Component
14.2.3
BRT Agency with a Secretary of Transportation
14.2.4
System Cost Consolidation
14.3
Model Structure
14.3.1
General Recommendations and Best Practices
14.3.2
Row/Column Disposition
14.3.3
Grouping Hierarchical Principles
14.3.4
Temporal Characteristic of Information
14.3.5
Units
14.3.6
Color Coding and Sheet Naming
14.4
Information Organization
14.4.1
Control Panel
14.4.2
Time-Based and Non-Time-Based Assumptions
14.4.3
Financial Sheet
14.5
Modelling Issues
14.5.1
Year-End Modelling and Year Zero Until Year One Consideration
14.5.2
Inflation/Inflation-Free Implications
14.5.3
IRR, Leveraged/Unleveraged Scenarios, and EBITDA Margins
14.5.4
End of the Concession
14.6
Vehicle Operating Company Input Parameters
14.6.1
Operational Expenditures (Opex)
14.6.2
Capital Expenditures (Capex)
14.7
Regional Parameters
14.7.1 Depreciation
14.7.2
Financing Options
14.7.3
Taxes
Chapter 15
Fare Policy and Structure
15.1
Fare Structure Options
15.1.1
Objectives of Establishing a Fare Structure
15.1.2
Cost Recovery and Profitability
15.1.3
Fare Types
15.1.4
Discounts
15.1.5
Other Sources of Income
15.2
Fare Parameters
15.2.1
Trunk Operator Remuneration
15.2.2
Feeder Operator Remuneration
15.2.3
Fare Collector Operator Remuneration
15.2.4
BRT Authority Remuneration
15.2.5
Trust Fund Manager Remuneration
15.3
Technical Fare and Customer Fare
15.3.1
Calculating the Technical Fare
15.3.2
Adjusting the Technical Fare
15.3.3
Customer Fare and Contingency Fund
15.3.4
Fare Elasticity
15.3.5
Adjusting the Technical Fare
Chapter 16
Informal Transit Transition to BRT
16.1
Balancing BRT Project Implementation and System Regulation
16.2
Developing an Industry Transition Strategy
16.2.1
Objectives of Industry Transition Process
16.2.2
The Industry Transition Process and Public Policy
16.2.3
Determining Which Routes Are Impacted
16.2.4
Determining the Legal Claims of Impacted Owners
16.2.5
Determining Whether to Recognize the Customary Claims of Impacted Owners
16.2.6
Deciding Whether to Redress Other Industry Participants: Drivers and Touts
16.2.7
Positive Identification of Impacted Owners
16.2.8
Identifying the Legal Representatives of Impacted Owners
16.2.8.1
Identifying Impacted Owners and Their Representatives: The Case of Johannesburg
16.2.8.2
Identifying Impacted Owners and Their Representatives: The Case of Bogotá’s TransMilenio
16.2.8.3
Identification of Impacted Owners and Their Representatives in Mexico City’s Metrobús
16.2.9
Determining the Type and Amount of Compensation
16.2.9.1
Compensation through Competitive Advantages in a Tendered VOC Contract: Example of TransMilenio, Bogotá
16.2.9.2
Compensation by Giving Impacted Owners Control of the BRT VOC: Examples of Metrobús, Mexico City; Rea Vaya, Johannesburg; and Lagos, Nigeria
16.2.9.3
Other Forms of Direct Compensation: MyCiti, Cape Town Example
16.3
Managing Competing Public Transport Routes
16.4
Outreach to Impacted Operators
16.4.1
Industry Engagement in Bogotá, Colombia
16.4.2
Industry Engagement in Johannesburg, South Africa
16.4.3
Industry Engagement in Cape Town, South Africa
16.4.4
Industry Engagement in Dar es Salaam, Tanzania
16.4.5
Industry Engagement in Lagos, Nigeria
16.5
Managing a Negotiated Operating Contract with Impacted Operators
16.6
Company Formation
16.6.1
VOC Formation in Bogotá
16.6.2
VOC Formation in Mexico City
16.6.3
VOC Formation in Jakarta, Indonesia
16.6.4
VOC Formation in Johannesburg
16.6.5
VOC Formation in Lagos
16.7 Bibliography
Chapter 17
Funding and Financing
17.1
A Strategic Overview of Funding and Financing
17.1.1
Summarizing the Costs
17.1.2
Designing for Financial Sustainability
17.1.3
Approaching the Funding and Financing Plan
17.1.4
Strategic Recommendations
17.2
Funding BRT’s Capital Costs
17.2.1
Sources of Funding by Level of Government
17.2.2
Sources and Reliability of BRT Capital Funding
17.3
Financing BRT Capital Costs
17.3.1
How Much to Debt Finance
17.3.2
Debt Financing Options
17.3.2.1
Export Credit Agencies (ECAs)
17.4
Examples of BRT Capital Funding and Financing
17.4.1
BRT Funding in Colombia
17.4.2
BRT Funding in Brazil
17.4.3
BRT Funding in the United States
17.4.4
BRT Funding in India
17.4.5
BRT Funding in Mexico
17.4.6
BRT Funding in African Cities
17.4.7
BRT Funding in Indonesia
17.4.8
BRT Funding in China
17.5 Bibliography
Volume 5 Technology
Chapter 18
Fare Systems
18.1
Fare System Functionality
18.1.1
Fare Collection on Trunk Corridors
18.1.2
Fare Collection on Feeders
18.1.3
Fare Collection on Direct Services
18.1.4
Integration with Other Public Transport Services
18.2
Fare Collection Media
18.2.1
Coin/Token Systems
18.2.2
Printed Paper Tickets
18.2.3
Magnetic-Strip Cards
18.2.4
RFID-Based Smart Cards
18.2.5
Advanced Technologies
18.3
Gates and Turnstiles
18.4
Back-End Components
18.5
Institutional Structure
18.6
Tendering Process
18.7
Costs
18.8
Case Studies
Chapter 19 Technology
19.1
Vehicle Tracking
19.2
Customer Information
19.3
Fare Collection
19.4
Signal Control
19.5
Surveillance
19.6
Management Information System
19.7
Planning and Implementation for IT Systems
19.7.1
Feasibility Study
19.8
Implementation Phasing
19.8.1
Tendering
19.8.2
Implementation Oversight
19.8.3
Pilot Demonstration
19.9
Monitoring and Evaluation
19.9.1
Additional References
Chapter 20 Vehicles
20.1
Decision-making Matrix
20.2
Vehicle Size
20.2.1
Calculating the Optimum Vehicle Size
20.2.2
Bi-articulated, Articulated, and Standard-sized Vehicles
20.2.3
Double-decker Vehicles
20.2.4
Fleet Size
20.3
Vehicle Floor Height
20.3.1
Low-floor Versus High-floor Vehicles
20.4
Vehicle Interior Design
20.5
Environmental Performance
20.5.1
Emission Standards
20.5.2
Fuel Quality
20.5.3
Fuel Types and Propulsion Systems
20.5.4
Fuel Availability and Price Volatility
20.5.5
Reliability
20.5.6
Noise
20.5.7
Ventilation and Temperature Standards
20.6
Other Physical Characteristics
20.7
Vehicle Aesthetics
20.8
Strategic Considerations
20.8.1
Government Policies
20.8.2
Local Assembly and Production
20.8.3
Ensuring Competition among Vehicle Suppliers
20.9
Docking Systems
20.10
Vehicle Costs
20.11 Bibliography
Volume 6 Infrastructure
Chapter 21
Infrastructure Management and Costing
21.1
Infrastructure Components
21.2
Infrastructure Design Process
21.2.1
Conceptual Design
21.2.2
Preliminary and Detailed Design
21.3
Project Management of the Design Process
21.3.1
Structure of the Design Team
21.3.2
Design Management Tools and Resources
21.3.3 Timelines
21.4
Infrastructure Costing
21.4.1
Costing Techniques
21.4.2
BRT Cost Calculator
21.4.3
Value Engineering Process
21.4.4
Capital Cost and Operating Cost Options
21.4.5
Land and Property Acquisition
21.5
Appendix A: Bogotá’s Land Acquisition Process
21.6
Appendix B: BRT Infrastructure Maintenance Cost Calculator
21.7
Appendix C: Yichang BRT Project Investment Cost Estimates
Chapter 22
Roadway and Station Configurations
22.1
Cross-Section Design
22.2
Roadway Configurations
22.2.1
Median Busways
22.2.2
Curbside Busways
22.2.3
Side-Aligned, Two-Way Busway Configuration
22.2.4
Fixed Guided Busways
22.2.5
Grade-Separated Busways
22.2.6
Transit Malls and Transit-Only Configurations
22.2.7
One-Way Pairs Configuration
22.2.8
Bi-directional One-Lane Configuration
22.2.9
Virtual Busways
22.2.10
Contra-Flow Busway
22.2.11
Mixed-Traffic Operation
22.3
Station Configurations
22.3.1
Station Types
22.3.2
Station Configurations
22.4 Bibliography
Chapter 23
Roadway Design
23.1
Overview of Design Process
23.1.1
Conceptual Design
23.1.2
Preliminary Design
23.1.3
Detailed Design
23.2
Data and Studies Required to Do Preliminary and Detailed Design
23.2.1
Topographical Surveys
23.2.2
Pavement Assessment
23.2.3
Foundational Assessment for Structures
23.3
Roadway Geometric Design
23.3.1
Road Widening
23.3.2
Horizontal and Vertical Alignment
23.3.3
Stormwater and Drainage
23.3.4
Impact on Existing Utilities
23.3.5
Intersection Design Considerations
23.3.6
Station Design Considerations
23.4
Roadway Pavement Design
23.4.1
Alternative Pavement Treatments
23.4.2
Pavement Design
23.5
Busway Colorization and Delineators
23.5.1
Busway Colorization
23.5.2
Busway Delineation
23.6 Utilities
23.6.1
Electricity and Street Lighting
23.6.2
Water and Sewer Connections
23.6.3
Telecommunications and Surveillance Infrastructure
23.6.4
Other Utilities
23.7
Pedestrian Sidewalks and Bike Lane Design
23.7.1
Integration at Intersections
23.7.2
Bicycle and Pedestrian Grade Separation
23.8
Urban Design and Landscaping
23.8.1
Urban Design
23.8.2 Landscaping
Chapter 24
Intersections and Signal Control
24.1
Basic Concepts
24.1.1
About Intersections
24.1.2
General Concepts
24.1.2.1
Cross-Traffic Turn and Curbside Turn
24.1.2.2 Speed
24.1.2.3 Delay
24.1.2.4
Passenger Car Unit (pcu)
24.1.2.5 Flow
24.1.2.6
Capacity and Saturation
24.1.2.7 Continuity
24.1.3
Traffic Signal Concepts
24.1.3.1 Phase
24.1.3.2
Effective Green Time (T
green
)
24.1.3.3
Cycle Time (T
cycle
)
24.1.3.4
Red Time (T
red
)
24.1.3.5
Lost Time
24.1.3.6
Traffic Light Plans
24.1.3.7
Traffic Signal Coordination
24.1.3.8
Detection or Actuation
24.1.3.9
Intersection Capacity
24.1.3.10
Relative Green (K
green
)
24.1.3.11
Relative Red (K
red
)
24.1.3.12
Capacity at a Signalized Intersection Approach
24.1.3.13
Demand Saturation Level (X)
24.1.3.14
Demand to Signal Capacity Level (XSignal)
24.2
Approach to Intersection Design
24.2.1
Corridor Audits
24.2.2
Solution Approach
24.2.3
Signal Delay on BRT
24.3
Traffic Signal Priority
24.3.1
Passive Signal Priority
24.3.2
Active Signal Priority
24.4
Station Location Relative to the Intersection
24.4.1
Station Location Possibilities
24.4.1.1
At Intersections
24.4.1.2
Away from the Intersection
24.4.1.3
Above or Below the Intersection
24.4.2
Minimizing the Number of Mixed-Traffic Lanes Away from the Intersection
24.4.3
Minimizing the Recommended Distance between the BRT Station and the Intersection from a Mixed Traffic Perspective
24.4.4
Minimizing the Recommended Distance between the BRT Station and the Intersection from a BRT Perspective
24.4.5
Optimizing Walking Distances
24.5
Restricting General Traffic Turning Movements
24.5.1
Eliminating Intersections
24.5.2
Shortening and Eliminating Phases
24.5.2.1
Typical 4-Phase-Intersection
24.5.2.2
Movements Conflicting with BRT
24.5.2.3
Diverting Curbside Turns
24.5.2.4
Diverting Cross-Traffic Turns
24.5.2.5
Curbside-Turn, Cross-Traffic Turn, and Cross-Traffic Turn (“curb-first”)
24.5.2.6 Loop
24.5.2.7
Previous Cross Turn (“previous cross”)
24.5.2.8
Curbside Turn and U-Turn (“curb-u”)
24.5.2.9
U-Turn and Curbside Turn (“U-curb”)
24.5.2.10
Diverting Straight Flow: Parallel Street
24.5.2.11
Moving Across or Making a U-turn Away from the Intersection
24.5.3
Creating Two-Phase Intersections
24.5.4
Comparison Examples
24.5.4.1
Typical Four-Phase Intersection
24.5.4.2
Reducing Number of Phases Effects
24.6
Allowing BRT Turns
24.6.1
Dedicated Turning Lanes and Additional Signal Phases for BRT Vehicles
24.6.2
BRT Vehicles Operating in Mixed-Traffic Turning Lanes
24.6.2.1
Queue-Jump Signalization for BRT Vehicles (Pre-Signals)
24.6.3
BRT Turning Movements Prior to the Intersection
24.6.4
Convert Cross into a Roundabout
24.7
Merging with Mixed Traffic in Narrow Sections
24.8
BRT Lanes at Roundabouts
24.8.1
Mixed-Traffic Operations:
24.8.2
Mixed-Traffic Operation with Signalized Waiting Area:
24.8.3
Exclusive Lane along the Inside of a Roundabout:
24.8.4
Exclusive Busway through the Middle of a Roundabout:
24.8.5
Grade separation
24.9
Integrating Pedestrian and Cyclist Movements
24.10
Grade Separation
24.10.1
Criteria for Grade Separation
24.10.2
Station Location with Grade-Separated Solutions
24.10.3
Restricting Turning Movements Together with Grade Separation
24.10.4
BRT Turning with Grade-Separated Solutions
24.10.5
BRT through Roundabouts with Grade-Separated Solutions
Chapter 25
BRT Stations
25.1
Principles of Station Design
25.2
Basic Concepts
25.3
Station Capacity
25.3.1
Station Sub-stops
25.3.2
High-capacity System Stations
25.3.3
Medium-capacity System Stations
25.3.4
Low-capacity System Stations
25.3.5
Modularity and Scalability
25.4
Types of Stations
25.4.1
Island Stations
25.4.2
Split Stations
25.4.3
Offset Stations
25.4.4
Directional Stations
25.5
Station Location
25.6
Station Dimensions
25.6.1
Station Length
25.6.2
Station Width
25.6.3
Station Height
25.6.4
Station and Road Cross-sections
25.7
Station Components
25.7.1
Access & Arrival Area
25.7.2
Entrance Area and Fare Collection
25.7.3
Number of Gates, ticket machines or boots
25.7.4
Layout and Placement of Turnstiles
25.7.5
Platform Waiting and Circulation Areas
25.7.6 Wayfinding
25.7.7
ITS Components
25.7.8 Seating
25.8
Vehicle Interface
25.8.1
Doors and Boarding Area
25.8.2
Platform-vehicle Alignment
25.9
Station architecture
25.9.1
Architectural Style
25.9.2
Weather and Enclosure
25.9.3
Lighting and Power Supply
25.9.4
Signature and Iconic Stations
25.9.5
Supervision During Construction
25.9.6
Ensuring High Quality Construction
25.9.7
Demonstration Stations
25.9.8 Materials
25.9.8.1
Passive Heating and Cooling
25.9.8.2
Mechanical Heating and Cooling
25.9.8.3 Electricity
25.9.9 Greenery
25.9.10
Station Amenities
25.10
Station Operation
25.10.1
BRT Station Staffing
25.10.2
Maintenance of BRT Stations
25.10.3
Cleaning of BRT Stations
25.10.4
Security and Vandalism
25.10.5
Emergencies and Evacuation
25.10.6
Special Events
Chapter 26 Depots
26.1
Depot Location Considerations
26.2
Number of Depot Facilities and Ownership
26.3
Depot Sizing
26.4
Design Layout
26.5
Design Considerations
26.5.1
Aesthetics
26.5.2
Pavement Design
26.6
Intermediate Parking Facilities
26.7
Cost
Chapter 27
Control Center
27.1
Development of the Traffic Management Center Concept
27.2
The BRTMC
27.2.1 Purpose
27.2.2 Functions
27.2.2.1
Automated Fare Collection (AFC)
27.2.2.2
Advanced Public Transport Management (APTM)
27.2.2.3
Traveler Information
27.2.2.4
Transport Demand Management (TDM)
27.2.2.5
Transport Safety and Security
27.2.2.6
Fleet Management
27.2.2.7
Integration and Communication
27.2.2.8
Call Center
27.3
BRT Stakeholders
27.4
Location of BRTMC
27.5
Staffing of the BRTMC
27.6
Floor Space Requirements
27.6.1
Control Room
27.6.2
Open-Plan Environments
27.6.3 Offices
27.6.4
Meeting Rooms
27.6.5
Rest and Recreation Areas and a Cafeteria
27.6.6
Ablution Facilities
27.6.7
Storage Space
27.6.8
Server and Telecommunications Room
27.6.9
Staging Area
27.6.10
Vault Space
27.6.11
UPS and Generator Rooms
27.6.12
Other Utility Rooms
27.6.13
Walkway Space
27.7
Layout and Site Planning
27.7.1
Site Selection
27.7.2 Parking
27.7.3
Boundary Walls and Fencing
27.7.4 Ergonomics
27.8
Building Requirements
27.9 Costing
27.10
Operational Requirements
27.10.1
Shift Systems
27.10.2
Operational Procedures
27.10.3
Operational Scenarios
27.10.3.1
Customer Scenario
27.10.3.2
Maintenance Scenario
27.10.3.3
Emergency Scenario
Volume 7 Integration
Chapter 28
Multi-Modal Integration
28.1
Physical Integration
28.1.1 Networks
28.1.2
Terminals and Stations
28.1.2.1
Internal Intermodal Connections
28.2
Integration Information
28.2.1 Wayfinding
28.3
Fare integration
28.4
Real Time Information
Chapter 29
Pedestrian Access
29.1
Principles of Pedestrian Planning
29.1.1 Safety
29.1.2 Security
29.1.3 Directness
29.1.4 Legibility
29.1.5 Comfort
29.1.6
Universal Access
29.2
Pedestrian Infrastructure in Station Precincts
29.2.1 Walkways
29.2.2
Pedestrian Crossings
29.2.3 Intersections
29.2.4
Shared Space
29.3
Station Access
29.3.1
Designing Effective At-Grade BRT Access
29.3.2
Designing Effective Grade-Separated BRT Access
29.4
Planning Process
29.4.1
Station Adjustment
29.4.2
Pedestrian Infrastructure Audits
29.4.3
Tracking Surveys
29.4.4
Crash Mapping
29.4.5
Origin-Destination (OD) Studies
29.4.6
Detour Factors
29.5 Bibliography
Chapter 30
Universal Access
30.1 Introduction
30.1.1
Not Just Wheelchairs
30.1.2
Where are the Special Needs Customers?
30.1.3
Can Public Transport Accommodate the Disabled?
30.1.4
Islands of Accessibility
30.2
Consultation with Customers with Special Needs
30.3
Station Access
30.3.1 Walkways
30.3.2
Tactile Guideways
30.3.3
Tactile Warnings
30.3.4
Curb Ramps
30.3.5
Raised Crossings
30.3.6
Traffic Signals
30.3.7
Pedestrian Bridges and Tunnels
30.3.8
“Special” Crossings
30.3.9
Ramps to BRT Stations
30.4
Stations and Terminals
30.4.1
Station Personnel
30.4.2
Fare Payment
30.4.2.1
Fare Cards
30.4.2.2
Fare-Card Vending Sites
30.4.2.3
Fare Gates
30.4.3
Mobility Features
30.4.3.1
Uniform Design
30.4.3.2
Entrances and Exits
30.4.3.3
Seats and Supports
30.4.3.4
Station Gates to Vehicles
30.4.3.5
Elevators and Lifts
30.4.4
Visual Elements
30.4.4.1 Lighting
30.4.4.2 Signage
30.4.4.3
Color Contrast
30.4.5
Audible Elements
30.4.6
Tactile Elements (Braille)
30.4.6.1
Adhesive Tactile Wayfinding
30.4.6.2
Terminals and Transfer Centers
30.5
Platform-Vehicle Interface
30.6 Vehicles
30.6.1
Low -Versus High- Floor Vehicles
30.6.2
Internal Elements
30.6.2.1
Hand Grasps
30.6.2.2
Seat Design
30.6.2.3
Prioritized Seats
30.6.2.4
Wheelchair Travel Path
30.6.2.5
Wheelchair Securement
30.6.2.6 Turnstiles
30.6.2.7
Stop-Request Signals
30.6.3 Signage
30.6.3.1 Exterior
30.6.3.2 Interior
30.6.4
Vehicle Access
30.6.4.1
First Step and Handrails
30.6.4.2
Kneeler and Flip-Out Step
30.6.4.3
On-board Ramps and Lifts
30.6.4.4 Stations
30.6.5 Deployment
30.7
Driver and Staff Training
30.7.1
Trunk-Line Driver Training
30.7.1.1
Vehicle Docking at Stations
30.7.2
Non-Trunk-Line Driver Training
30.7.3
Staff Training
30.7.4
Emergencies
30.8
Orientation, Information, and Evaluation
30.8.1
Orientation
30.8.2
Information
30.8.2.1
Telephone Center
30.8.2.2
Service Center
30.8.2.3
Website, Social Media
30.8.2.4
Public Education
30.9
BRT Accessibility Check List
30.10 Bibliography
Chapter 31
Bicycle and Pedicab Integration
31.1
Bicycle Network
31.1.1
Trip Chains
31.1.1.1
Integrating Bicycles into the Trip Chain
31.1.1.2
Minimizing Delay and Transfers
31.1.1.3
The Bicycle’s Part in Modal Integration
31.1.2
Catchment Area
31.1.2.1
Integrating Bicycles with BRT
31.1.3
Using Bikes to Augment BRT
31.1.4
Complementary BRT and Bicycle Networks
31.1.5
Bicycles Onboard BRT
31.2
Bicycle Infrastructure
31.2.1
Bicycle Infrastructure Planning
31.2.2
Bicycle Infrastructure Financing
31.2.3
Design of Bicycle Facilities on BRT Corridors
31.2.3.1
Bike Lane in the Central Median
31.2.3.2
Bicycle Facilities at Intersections
31.2.4
BRT Corridors without Bicycle Facilities
31.2.5
Types of Bicycle Parking
31.2.5.1
Bike Racks
31.2.5.2
Bicycle Lockers
31.2.5.3
Shelters and Garages
31.2.5.4
Bicycle Stations
31.2.6
Bicycle Parking at BRT Stations
31.2.6.1
Case Study: Bogotá, Colombia
31.2.6.2
Case Study: Guangzhou, China
31.2.6.3
Bicycle Parking away from the BRT Station
31.2.7
Operations and Management of Bicycle Parking
31.2.7.1
Bicycle Parking Fees
31.2.7.2
Bicycle Parking Publicity
31.2.7.3
Bicycle Parking Security
31.3
Bicycle Systems
31.3.1
Bike-Share
31.3.2
System Type
31.3.2.1
Fixed Programs
31.3.2.2
Flexible Programs
31.3.3
Service Area and Phasing
31.3.3.1
Service Levels
31.3.3.2
Station Density
31.3.3.3
Station Size
31.3.3.4
Station Placement
31.3.4
Bicycle Design
31.3.5
Integration with BRT
31.3.5.1
Information Integration
31.3.5.2
Payment Integration
31.3.5.3
Case Study: Guangzhou, China
31.3.5.4
Pedicabs (Bicycle Taxis)
31.3.6
Pedicab Design
31.3.6.1
Case Study: Agra, India
31.3.7
Facilities
31.3.7.1
Additional Width
31.3.7.2
Waiting Stands at BRT Stations
31.3.8 Regulations
31.3.9 Operations
31.3.9.1
Case Study: Fazilka, India
Chapter 32
Transportation Demand Management (TDM)
32.1
Cost-Based Strategies
32.1.1
Roadway Pricing
32.1.2
Parking Fees
32.1.2.1
Public Parking
32.1.2.2
Private Parking
32.1.3
Public Transport Subsidies
32.2
Supply-Based Strategies
32.2.1
Roadway Reductions
32.2.2
Roadway Restrictions
32.2.2.1
HOV/HOT Lanes
32.2.2.2
License Plate–Based Restrictions
32.2.3
Parking Reductions
32.2.3.1
Public Parking
32.2.3.2
Private Parking
32.2.3.3
Development Regulations
32.2.3.4
Taxes and Levies
32.3
Supportive Strategies
32.3.1
Ride Share and Ride Matching
32.3.2 Carsharing
32.3.3
Guaranteed Ride Home
32.3.4
Leadership and Coordination
32.3.5
Performance Monitoring
32.3.6
Development Practices and Processes
32.3.7
Trip Planning Assistance
32.3.8
Education and Outreach
32.4
Case Studies
32.4.1
BRT and Parking Management in Ottawa, Canada
32.4.2
Congestion Pricing in London
32.4.3
Congestion Charging in Stockholm
32.4.4
Congestion Charging in Tehran
32.4.5
Roadway Restrictions in Seoul
32.4.6
Travel Blending in Santiago, Chile
Chapter 33
Transit-Oriented Development
33.1
Why TOD: Problems and Solutions
33.2
Defining TOD
33.2.1
Principle 1 | WALK | Develop neighborhoods that promote walking
33.2.2
Principle 2 | CYCLE | Prioritize nonmotorized transport networks
33.2.3
Principle 3 | CONNECT
33.2.4
Principle 4 | TRANSIT | Locate development near high-quality public transport
33.2.5
Principle 5 | MIX | Plan for mixed uses, income, and demographics
33.2.6
Principle 6 | DENSIFY | Optimize density and match transit capacity
33.2.7
Principle 7 | COMPACT| Create regions with short transit commutes
33.2.8
Principle 8 | SHIFT | Increase mobility by regulating parking and road use
Volume 8
About the Guide
Chapter 34
Understanding How it Works
Chapter 35
Manual to Collaboration
35.1
Getting started
35.2
Basic text
35.2.1
Reserved characters and escaping
35.2.2 Commands
35.2.3
Subscripts and superscripts
35.2.4
Emphasis and highlight
35.2.5
Math and equations
35.2.6
Comments and annotations
35.2.7 Code
35.3
Content hierarchy
35.3.1
Organizing the sources
35.4
Other visual elements
35.4.1 Boxes
35.4.2 Figures
35.4.3 Tables
35.4.4
Equation blocks
35.4.5
Code blocks
35.5
Formal specification
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