Thesis (Ph. D.)--Michigan State University. Dept. of Civil Engineering, 2008. / Title from PDF t.p. (viewed on July 7, 2009) Includes bibliographical references (p. 196-201). Also issued in print.

Na última década, o Bus Rapid Transit (BRT) consolidou-se como uma alternativa para qualificar o transporte urbano sobre pneus. Porém, como os elementos de projeto propiciam muita flexibilidade no conceito BRT é necessário que os projetistas tenham pleno entendimento deste sistema tão complexo. Sistemas prioritários para ônibus tipo BRT são ainda projetados com base em técnicas de tentativa e erro e em experiências bem sucedidas. A literatura especializada relata os efeitos de diversos elementos físico e operacionais no desempenho de sistemas ônibus, mas, geral, estes são representados de forma isolada. Pouco se sabe sobre o efeito da combinação dos elementos no desempenho de um sistema BRT. Modelos computacionais permitem que os elementos que compõem as diferentes configurações dos sistemas BRT sejam testados de forma combinada e melhorias sejam sugeridas ainda em fase de planejamento. Esta dissertação contempla aplicações do software EMBARQ BRT Simulator em duas dimensões. A primeira demonstra o potencial de utilização da ferramenta de simulação através de dois estudos de caso onde foi testado o desempenho de corredores BRT em fase de projeto no Rio de Janeiro e Arequipa, Peru. Na segunda aplicação, 324 cenários estruturados através de um projeto de experimentos a partir de 6 diferentes elementos de projeto, foram simulados. Os resultados propiciaram o desenvolvimento de análises quantitativas e qualitativas. Através da análise qualitativa buscou-se um melhor entendimento da interação dos elementos de projeto. A análise quantitativa passou pela formulação de dois modelos de regressão que tem como variável de resposta a velocidade operacional do BRT. A pesquisa propiciou um melhor entendimento do impacto da combinação de elementos de projeto. Espera-se que os resultados contribuam para reduzir o empirismo na formulação de novos projetos de BRT. / In the last decade, the Bus Rapid Transit (BRT) has established itself as an alternative to qualifying urban transit. However, as design elements provide much flexibility in the BRT concept, designers need to have full understanding of this so complex system. Bus priority systems for BRT are still being designed based on techniques of trial and error and successful experiences. The literature reports the effects of various physical and operational elements of bus systems that impact its performance, but in general these are represented isolated. Little is known about the effect of the combination of these elements in the performance of a BRT system. Computational models allow the assessment of the different configurations of BRT systems elements being tested in combination and suggest improvements at the planning stages. This study includes the application of the software EMBARQ BRT Simulator in two applications. The first demonstrates the potential of using simulation tools through two case studies where it was tested the performance of BRT corridors in the design phase in Rio de Janeiro and Arequipa, Peru. In the second application, 324 scenarios were simulated; they were created as a combination from six different design elements. The results led to the development of quantitative and qualitative analysis. Through qualitative analysis it was possible a better understanding of the interaction of design elements. Quantitative analysis began by formulating two regression models whose dependent variable was the operating speed of BRT. The research provided a better understanding of the impact of the combination of design elements. It is hoped that the results contribute to reduce the empiricism in the formulation of new BRT projects.

Na última década, o Bus Rapid Transit (BRT) consolidou-se como uma alternativa para qualificar o transporte urbano sobre pneus. Porém, como os elementos de projeto propiciam muita flexibilidade no conceito BRT é necessário que os projetistas tenham pleno entendimento deste sistema tão complexo. Sistemas prioritários para ônibus tipo BRT são ainda projetados com base em técnicas de tentativa e erro e em experiências bem sucedidas. A literatura especializada relata os efeitos de diversos elementos físico e operacionais no desempenho de sistemas ônibus, mas, geral, estes são representados de forma isolada. Pouco se sabe sobre o efeito da combinação dos elementos no desempenho de um sistema BRT. Modelos computacionais permitem que os elementos que compõem as diferentes configurações dos sistemas BRT sejam testados de forma combinada e melhorias sejam sugeridas ainda em fase de planejamento. Esta dissertação contempla aplicações do software EMBARQ BRT Simulator em duas dimensões. A primeira demonstra o potencial de utilização da ferramenta de simulação através de dois estudos de caso onde foi testado o desempenho de corredores BRT em fase de projeto no Rio de Janeiro e Arequipa, Peru. Na segunda aplicação, 324 cenários estruturados através de um projeto de experimentos a partir de 6 diferentes elementos de projeto, foram simulados. Os resultados propiciaram o desenvolvimento de análises quantitativas e qualitativas. Através da análise qualitativa buscou-se um melhor entendimento da interação dos elementos de projeto. A análise quantitativa passou pela formulação de dois modelos de regressão que tem como variável de resposta a velocidade operacional do BRT. A pesquisa propiciou um melhor entendimento do impacto da combinação de elementos de projeto. Espera-se que os resultados contribuam para reduzir o empirismo na formulação de novos projetos de BRT. / In the last decade, the Bus Rapid Transit (BRT) has established itself as an alternative to qualifying urban transit. However, as design elements provide much flexibility in the BRT concept, designers need to have full understanding of this so complex system. Bus priority systems for BRT are still being designed based on techniques of trial and error and successful experiences. The literature reports the effects of various physical and operational elements of bus systems that impact its performance, but in general these are represented isolated. Little is known about the effect of the combination of these elements in the performance of a BRT system. Computational models allow the assessment of the different configurations of BRT systems elements being tested in combination and suggest improvements at the planning stages. This study includes the application of the software EMBARQ BRT Simulator in two applications. The first demonstrates the potential of using simulation tools through two case studies where it was tested the performance of BRT corridors in the design phase in Rio de Janeiro and Arequipa, Peru. In the second application, 324 scenarios were simulated; they were created as a combination from six different design elements. The results led to the development of quantitative and qualitative analysis. Through qualitative analysis it was possible a better understanding of the interaction of design elements. Quantitative analysis began by formulating two regression models whose dependent variable was the operating speed of BRT. The research provided a better understanding of the impact of the combination of design elements. It is hoped that the results contribute to reduce the empiricism in the formulation of new BRT projects.

Na última década, o Bus Rapid Transit (BRT) consolidou-se como uma alternativa para qualificar o transporte urbano sobre pneus. Porém, como os elementos de projeto propiciam muita flexibilidade no conceito BRT é necessário que os projetistas tenham pleno entendimento deste sistema tão complexo. Sistemas prioritários para ônibus tipo BRT são ainda projetados com base em técnicas de tentativa e erro e em experiências bem sucedidas. A literatura especializada relata os efeitos de diversos elementos físico e operacionais no desempenho de sistemas ônibus, mas, geral, estes são representados de forma isolada. Pouco se sabe sobre o efeito da combinação dos elementos no desempenho de um sistema BRT. Modelos computacionais permitem que os elementos que compõem as diferentes configurações dos sistemas BRT sejam testados de forma combinada e melhorias sejam sugeridas ainda em fase de planejamento. Esta dissertação contempla aplicações do software EMBARQ BRT Simulator em duas dimensões. A primeira demonstra o potencial de utilização da ferramenta de simulação através de dois estudos de caso onde foi testado o desempenho de corredores BRT em fase de projeto no Rio de Janeiro e Arequipa, Peru. Na segunda aplicação, 324 cenários estruturados através de um projeto de experimentos a partir de 6 diferentes elementos de projeto, foram simulados. Os resultados propiciaram o desenvolvimento de análises quantitativas e qualitativas. Através da análise qualitativa buscou-se um melhor entendimento da interação dos elementos de projeto. A análise quantitativa passou pela formulação de dois modelos de regressão que tem como variável de resposta a velocidade operacional do BRT. A pesquisa propiciou um melhor entendimento do impacto da combinação de elementos de projeto. Espera-se que os resultados contribuam para reduzir o empirismo na formulação de novos projetos de BRT. / In the last decade, the Bus Rapid Transit (BRT) has established itself as an alternative to qualifying urban transit. However, as design elements provide much flexibility in the BRT concept, designers need to have full understanding of this so complex system. Bus priority systems for BRT are still being designed based on techniques of trial and error and successful experiences. The literature reports the effects of various physical and operational elements of bus systems that impact its performance, but in general these are represented isolated. Little is known about the effect of the combination of these elements in the performance of a BRT system. Computational models allow the assessment of the different configurations of BRT systems elements being tested in combination and suggest improvements at the planning stages. This study includes the application of the software EMBARQ BRT Simulator in two applications. The first demonstrates the potential of using simulation tools through two case studies where it was tested the performance of BRT corridors in the design phase in Rio de Janeiro and Arequipa, Peru. In the second application, 324 scenarios were simulated; they were created as a combination from six different design elements. The results led to the development of quantitative and qualitative analysis. Through qualitative analysis it was possible a better understanding of the interaction of design elements. Quantitative analysis began by formulating two regression models whose dependent variable was the operating speed of BRT. The research provided a better understanding of the impact of the combination of design elements. It is hoped that the results contribute to reduce the empiricism in the formulation of new BRT projects.

The nation’s economy depends heavily on mobility of goods and people. As communities look to improve mobility, many options can be considered, including roadway improvements, congestion-pricing options such as dynamic tolling and toll lanes, and public transit. Investment in public transit services can come in the form of increased and enhanced bus services, including bus rapid transit (BRT), as well as rail transit investments. As BRT continues to grow in popularity in the United States, a better understanding of the mode’s impacts on land uses and economic development is needed. One method of assessing the mode’s impacts is by examining the market value of properties with access to BRT stations. Based on land-rent theory, it is hypothesized that people will be willing to pay a premium for convenient and reliable access via BRT to the central business district (CBD) or other locations with employment, educational, recreational, and shopping opportunities. Very little research has been conducted on BRT as it operates in the present day in the United States. For this work, the hypothesis is that the BRT stations have a positive impact on the market value of residential properties. To test this hypothesis, hedonic price regression models are used to estimate the impact of access to BRT stations on the sale prices of surrounding single-family homes using a case study of the HealthLine BRT system in Cleveland, Ohio that began operating in 2008. Three time periods were examined: 2004, the year construction began; 2008–2009, after the HealthLine BRT service began operation; and 2010–2011, the latest year for which sales data are available. Despite a documented decline in median sale prices of single-family homes in the city of Cleveland from 2005 to 2011, overall results of the analysis were mixed. Although it was prior to the opening of the BRT system, the 2004 data did not show any impacts of the stations on surrounding home sale prices. For the 2008–2009 data, positive and statistically significant impacts were found; however, the positive impacts did not persist in the 2010–2011 data. It would likely be necessary to seek out additional years of data to fully answer the question posed by this research. It is important for decision-makers to have the most accurate and most recent information on the benefits and costs of all transportation alternatives, including BRT. The research presented herein makes a significant contribution to filling the current gap in quantitative research on the subject and provides planners, policymakers, and the transit industry with the best information possible to make sound transit investment decisions in their communities.

MURP / Department of Urban and Regional Planning / The study investigated commuters’ perceptions towards the implementation of bus rapid transport (BRT) system in Polokwane Local Municipality. This was achieved through determining the commuters’ perceptions of the implementation phases of Polokwane BRT. The assessment considered whether the implementation of the Polokwane BRT meets commuters’ travel needs and preferences with respect to the operational characteristics. The study used the stated preference and checklist technique to collect data. Questionnaires were spatially distributed per settlement cluster, targeting the general commuters. Data was also collected through interviews with the company implementing the system and the Polokwane municipal officials. The study was based on a comparison of two scenarios, which are: “protraction of public transport system without BRT and a combination of both public transport and the BRT system”. The collected data was analysed using Scenario-Based Analytical Approach (SBAA), with the aid of Statistical Package for Social Sciences (SPSS) and Microsoft Excel software. The collected data was represented and interpreted using both quantitative and qualitative data presentations formats. The study noted that commuters’ travel needs were limited to comfort, time, fare (affordability), safety and security. The results revealed that the methods used to introduce the implementation of BRT system influenced the perceptions of commuters towards the system. Most of survey respondents (55%) were not aware of BRT system implementation, while (56%) indicated that the methods used were extremely ineffective. Furthermore 43% of the survey respondents were not willing to shift from the public transport to use the BRT system. Therefore, many of the survey respondents (52%) negatively perceived and associated the system with negative transport changes within the Municipality. However, it was also established that the operation of the system within the municipality would attract (77%) commuters towards public transportation such as BRT system, only if the system incorporates commuters’ preferred operational characteristics. On the other hand, the scenarios revealed that without the intervention of BRT system, the municipality is likely to continue experiencing transport problems, although there are also challenges associated with the implementation of BRT system. The use of effective and familiar methods of communication, integrating the system with existing modes of transport, development densification, provision of mixed land use and transit oriented development along BRT corridors and BRT routes extensions to residential and socio-economic areas, are some of the recommendations in support of the BRT system. / NRF

South African cities are still largely unequal where the urban poor’s right to the city is not adequately addressed. As a result of the legacy of apartheid and the various housing policies that have been adopted to address housing segregation, Johannesburg remains spatially fragmented with the urban poor remaining isolated in the periphery of the city far from places of employment and opportunity. With the decentralization and deindustrialization of employment, commuting for the urban poor has become more time consuming and costly with an average monthly commute costing R1 500.00. The City of Johannesburg has committed to tackling these structural and spatial inequalities that exist in Johannesburg through its flagship programme called Corridors of Freedom. Corridors of Freedom aims to transform the spatial inequalities in Johannesburg through the creation of geographies of inclusion using transit oriented development (TOD). This is through investing in public transport with the development of the Rea Vaya Bus Rapid Transit System (BRT) and inclusionary housing as the backbone to eradicate spatial. Corridors of Freedom aims to address housing segregation through the extension of the Rea Vaya BRT system in peripheral townships and through inclusionary housing provision to promote inclusive development in Johannesburg. This study will evaluate whether Corridors of Freedom and its associated developments have the potential to improve the lives of potential beneficiaries of two townships, Kagiso in the West Rand and Soweto. The study seeks to understand how the presence of the Rea Vaya BRT system can assist the urban poor’s access to the city and places of employment and opportunity. A comparison is made between Soweto residents who directly benefit from using the Rea Vaya buses and the Kagiso residents who do not have access to the Rea Vaya buses. Several stakeholders were interviewed including both the residents of Kagiso and Soweto. It was concluded that the Rea Vaya BRT system is a poverty-reduction strategy for the urban poor and an attempt from the City of Johannesburg to correct the existing spatial inequalities.The Rea Vaya Bus Rapid Transit system along with well-located social housing is an important step towards addressing inclusivity and bringing people close to places of employment and opportunity.

No description available.

No description available.

Sweden has defined a national transportation objective that aim at making public transportation the most attractive option in more situations. One way of making public transportation mote attractive is to ensure that it is rapid. BRT stands for Bus Rapid Transit and is concept that ensures speed and reliability of public transportation buses through combined priority measures. However, accessibility measures for urban buses are often compromised and not prioritized politically. If the travel time saved for these measures can be estimated, then they are more likely to be implemented. Two components that have been defined for Swedish BRT were tested on a proposed BRT corridor in the city of Södertälje through microsimulation tool VISSIM. The two components that were tested was boarding and alighting through all doors and bus lanes, both median and curb side. The components were tested on a 3,2 km long corridor using the current actuated traffic signal that was currently in use. To test the measures a sensitivity analysis was carried out with three different levels of traffic and five different passenger levels for boarding and alighting. Only the impact on travel time for the bus was studied. The travel time savings from the measure boarding and alighting through all doors was 1 to 3 percent but only significant for the higher levels of boarding with an average of 12 to 15 boarding passengers per stop. The travel time savings of the curb side bus lane with actuated traffic signals was estimated to be up to 5 percent and for the median bus lane up to 11 percent in congested traffic conditions.