1. Recommendations to improve the performance of Bus Rapid Transit projects
Oscar FARINA (Argentina) – Mathieu LUZERNE (France) –

2. 1 – The concept of Bus Rapid Transit
BRT = light rail concept on wheels for peri-urban areas that combines:
✔ the quality of rail transit but cheaper
✔ and bus flexibility with a high level of services.
Different forms (BRT Lite to full BRT, BHLS in Europe,…)
But always the same objective
Importance of the “systemic approach”
BRT is a light rail concept on wheels, particularly suitable for peri-urban areas, which combines:
✔ the quality of rail modes (capacity, speed, image,...) but at a lower cost
✔ and the flexibility of buses (very meshed road network, possibility of leaving the lanes,...) with a high level of services.
There are different forms of BRT, ranging from lite BRT with only a few priorities for buses (at intersections) to full BRT with segregated busway and bridges for pedestrian crossings.
Moreover, this system fit with very different needs around the world. Thus, in America and Asia, there are extensive, capacious and fast BRT that respond to mobility problems between the business district and the suburbs. This system is based on the train.
In Europe, due to historic cities and a mix of functions in urban plans, BRT must fit into narrow streets, fulfil several functions (for commuters, leisure, tourism) and rebuild urban space. BRT is called BHLS and it is a system inspired by the tramway.
But in reality all these systems have the same objective. BRT must be a high-quality bus-based transit system that delivers fast, comfortable, and cost-effective services with important capacities.
The PIARC TC B3 also emphasizes the need to develop a systemic approach in BRT projects. This approach could be defined as a coherent articulation of 3 fundamentals elements: infrastructures, vehicles and operations. It is very important to act on these 3 components.

3. 2 – Characterization of BRT performance
Two standards :
an international on carried out by IDTP
another produced by the Ministry of Transport of China
4 main families of criteria
priority to service operation and performance measurement
but facilities (infrastructure, stations) and vehicles are essential conditions too
other criteria = accompanying measures
Differences:
very high basic requirements in China on stations and vehicles
importance of taking users into account, particularly for political acceptance
Comparison of the BRT characterization criteria ranges
There are two standards that are referenced in the evaluation of BRT projects.
The first one is international in scope and was drafted by the Institute for Transportation & Development Policy. ITDP is a global nonprofit which works around the world to design and implement high quality transport systems and policy. The ITDP Standard is an evaluation tool for world-class bus rapid transit based on international best practices. This standard is a worldwide reference.
The second one is directly carried out by the Chinese Ministry of Transportation. This grid is very interesting because China represents a large share of BRTs worldwide (around 15-20%) with rapid growth and high requirements in its achievements.
The comparison of the two grids highlights many similarities and 4 main families of criteria.
On one hand, it is noted that priority is given to service operations and performance measurements, and on the other hand, it is clear that facilities (infrastructure and stations) and vehicles are essential conditions for success.
The other families have much lower weights but remain important. These are accompanying measures that can have significant effects.
From the point of view of differences, it can be seen that the Chinese grid places less emphasis on the criteria relating to stations and vehicles because the basic requirements are already very high in China. Opposite, the weight of accompanying measures is higher because they consider it essential to take more account of users, particularly because of an ageing population or for a better political acceptance of projects.

4. 3 – Service planning & performance
Commercial speed
Sharing of the exclusive right-of-way with other bus lines
Operating support system and passenger information
Maintenance
Regularity and punctuality
Offender and enforcement
In the family relating to service planning the main criteria are:
a high commercial speed to increase competitiveness against cars. This requires not having too many stops, not too many buses (otherwise lane congestion), not too many passengers (otherwise station congestion)
Having multiple routes operate on a single corridor is a good proxy for reduced door-to-door travel times by reducing transfer penalties, and it can increase the performance of classic lines.
An operating support system provides real-time vehicle tracking and camera-based station monitoring. Coupled with a passenger information system, it allows to give information in real time in stations
Performance is based exclusively on measurable criteria once the project is in operation. The main criteria are:
Maintenance : Even a BRT corridor that is well built and attractive can fall into disrepair. It is important that the busway, buses, stations, and technology systems be regularly maintained
Bus reliability is essential. Users need regular services that respect timetables (especially in the case of connections) In Europe regularity is considered more important than commercial speed.
Respect for the busway is essential to ensure bus performance. The control should be carried out by onboard camera enforcement with high fines for violators.
To improve these indicators it is essential to carefully consider the design of infrastructure and stations
To improve these indicators it is essential to carefully consider the design of infrastructure and stations

5. 4 – Infrastructure
Good practices for projects and the construction of a BRT system in urban areas must take into account some important and simple recommendations.
The dedicated right-of-way is the basic configuration of BRT's facilities
The Infrastructure must be projected taking in account the develop of special pavements for segregated lanes for buses.
The platforms of the stations must adjusted to the demand of passengers situates in the main transfer points into the transport System.
The accesses of passengers to the stations must be safe and they must move through pedestrian paths controlled by traffic lights
Infrastructure in BRT - Metrobus La Matanza.
The Committee has developed different recommendations for good practices in the projects and constructions of a BRT System in urban Regions.
In general any Bus Priority development must considered some of these, important and simple recommendations.

6. 5 – Stations
Normally, systems have a lane for the bus in each direction. However, to avoid delays when the bus stop on the station platform, it is very convenient to build a third lane along it to allow the other buses to pass without stopping. In open BRT systems, Buses can leave lanes segregated, according to their routes. These movements can be controlled by traffic lights operated locally by the demand of the transport vehicle.
Metrobus 9 de Julio. Buses circulating on the
left lane and access doors on the right side
Metrobus La Matanza. BRT Station with asymmetric distribution of lanes

7. 6 – Traffic lights in BRT Systems
The traffic lights are one of the main aspects to consider in order to obtain good results in the development of the BRT System, which means a higher commercial speed of the passenger units with a reduction in travel time. In these cases the coordination of traffic lights will be seriuosly considered, but this do not imply that the signals must be under the local demand for the presence of the vehicles that circulate along the segregate lanes.
The different programs will adjust according to the traffic demand along the different hours of the day and / or the days of the week with an automatic agenda, or considering the dependence, measuring with detectors, the volume of the vehicles in the intersections more important
It´s very important to work with modern systems and intelligent technology for obtain good results with an operation that satisfy the variable demand of the transport buses and the traffic vehicles.
Photos of the computer screens of the traffic light control center

8. 7 – Cases studied of BRT Systems
Queue forming at a stop along the TransMilenio line in Bogota (Colombia); the ticketing system was not designed for such ridership
Optical guidance at a stop within
the TEOR system in Rouen
Green roof over the BRT roadway
BRT Corridor in Eindhoven. Holland

9. Thank you very much for your attention