Advantages and Disadvantages of BRT

Advantages and Disadvantages of BRT Traditionally, the main advantage of BRT, as opposed to rail, has been the lower initial cost of implementation. Buses are cheaper to buy than rail cars, and can be stored at the existing garage instead of a new facility that rail lines require. In addition, BRT does not require the laying or rail or acquisition and construction of private rights of way. Furthermore, certain elements of BRT (like fancy bus stops) can be implemented at a later date rather than be required at the start. An additional advantage not always employed is the ability for other bus routes to use the BRT infrastructure for at least part of the journey, thus greatly increasing the flexibility and reach of the BRT network. Two frequently cited disadvantages of BRT are that it cannot attract discretionary riders and its construction will not lead to redevelopment of its service area. It is argued that discretionary riders, who own cars but may choose to take transit if it suits them, will not ride buses because of the negative connotation of the bus with the poor. Another argument is that since BRT is not permanent, unlike rail (it is easy to change the street the bus travels down but not easy to pick up and relocate rail tracks), it is unlikely to cause developers to develop around it - after all, why spend the money on building near something that enhances the value of the development when the enhancement possibly can move away? Implementation of BRT Many advocates of BRT cite the case of Curitiba, Brazil, who built one of the first BRT systems in the late 1970's. Amongst other things, Curitiba's BRT system features off street fare purchase and segregated lanes. Since it's construction the system has been extended numerous times. Arguably the best example of BRT in North America is the system of transitways in Ottawa, ON. Frequent service is provided along segregated rights of way and freeways both by routes that only traverse the transitway and express routes operating from outlying suburbs to downtown. Wildly successful since its introduction in the early 1980s, the system is constrained from a short street running section in downtown Ottawa. The extremely large number of buses that operate on the transitway causes congestion along this short stretch, especially during peak periods. Due to this congestion, the city is considering converting the transitway to a light rail line. In addition to Ottawa, Los Angeles has wholeheartedly embraced the concept of BRT. Los Angeles exhibits two kinds of BRT - traditional and BRT "light". Los Angeles's traditional BRT line is the Orange Line. Opened in the mid '00's, the Orange Line operates through the San Fernando Valley from North Hollywood to Warner Center. The corridor, which was initially slated to be a rail line before intense opposition to the concept by residents along the proposed line forced its conversion to bus, features a combination of private right of way, segregated lanes on an arterial, and a short section of street running. Although the Orange Line has been a large success, further expansion is hampered by its lack of right of way segregation. For example, the signal priority it has at grade crossings will not work if the line operates more frequently than every four minutes. Los Angeles's extensive network of "rapid" bus routes represents a BRT "light" network. The rapid routes operate in mixed traffic with stops every 1/2 - 1 mile and have for the most part standard bus stops. As the vast majority of rapid routes (and all the most successful ones) are former limited stop routes operating along the same route, one could fairly say that the differences between the rapid routes and the old routes is merely

cosmetic. After an extensive roll out of rapid routes in the past few years, Metro (Los Angeles's countywide transit service provider) has plans to scale back the service by eliminating some of the lower performing lines. Future BRT Trends The flexibility and low cost of BRT seem to be a good fit with the vast majority of decentralized American cities who will never need the additional capacity rail can provide over buses. However, as long as politicians yearn for photo ops at newly constructed light rail lines light rail may continue to have the edge. One thing is for certain: American cities need a combination of different kinds of public transit working together to ensure a vibrant future.

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The True Operating Costs Between Bus and Light Rail Bus vs. Light Rail: Which Is Cheaper to Operate? Ads 

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By Christopher MacKechnie Updated June 29, 2016.

One of the never ending arguments in the battle between bus (especially bus rapid transit) and light rail is which costs more. From the perspective of capital costs, it is clear that light rail costs more to build than bus rapid transit, due to the requirement for tracks, the electric catenary, electrical substations, and other infrastructure that buses do not need. In addition, light rail lines likely need their own garages, while bus rapid transit lines can store their buses at existing bus depots. The difference in capital costs greatly diminishes is true BRT - buses operating on exclusive rights-of-way like in Ottawa, ON - are built instead of "lite" BRT, which is basically express or limited stop buses operating along the street.

Operating Costs In terms of operating costs, it is often argued that light rail is cheaper to operate than buses because the fact that the capacity of light rail is so much greater than buses allows for fewer light rail trains to be run than buses operated along a corridor for the same number of passengers. CONTINUE READING BELOW OUR VIDEO

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It is true that one light rail train consisting of three sixty feet long cars can carry as many people as four and one-half regular buses. What this means is that assuming passenger load remains constant, a light rail train that has three-car consists operating every ten minutes would need to be replaced by standard buses operating almost every two minutes (six light rail trains per hour = 27.5 standard buses per hour). If there is enough demand along a corridor to operate buses every two minutes, then a light rail train would have lower operating costs than buses.

How Often Do Light Rail Lines Operate? Unfortunately, with few exceptions - including almost none of the cities shown in the accompanying table - American cities do not have bus corridors that have sufficient demand to operate buses every two minutes. Instead, cities are choosing to operate their light rail lines as often or more often than existing bus service. Replacing a bus route operating every 15 minutes with even a two-car light rail train operating every 15 minutes is the equivalent of increasing corridor capacity by three hundred percent (a two-car light rail

train is the equivalent of three standard buses). While ridership is likely to increase due to the introduction of trains, it is unlikely to increase by three hundred percent. In fact, it would be nice if transit agencies built light rail lines along already busy bus transit corridors, but unfortunately many of them do not. For every Phoenix that built its first light-rail line along the path of the city's busiest bus route, there are Denver and Salt Lake City, two places who decided to build light rail lines along existing railroad and freeway rights of ways rather than where transit demand is located. In fact, the busiest bus routes in both Denver and Salt Lake City are nowhere near where the rail lines are built. All of the above would be bad enough if it cost the same amount to move one bus and one light rail vehicle. Unfortunately, as the table below shows, it is much more expensive, on average, to move one light rail vehicle as it is one bus. The table, which shows operating costs per hour for one bus and one light rail vehicle for 15 American cities with both bus and light rail lines (data is from the National Transit Database website), shows that is costs almost twice as much on average to move one light rail vehicle per hour versus on bus ($233 per hour for one light rail vehicle versus $122 per hour for one bus). The table shows a much wider range in the cost of operating light rail vehicles ($124.01 - $451.33 per hour) than buses ($84.61 $163.96), although if we throw out the two outliers in light rail costs (Los Angeles and Dallas) the range is reduced to $124.01 $292.51. It is unclear to me why Dallas and Los Angeles light rail costs are so much greater than the other agencies.

Why Does Light Rail Cost More? There are several reasons why it would cost more to operate one light rail vehicle versus one bus. First and foremost there is the cost of maintaining the track right of way and associated switches and signaling. Second, there is the cost of maintaining the light rail stations and associated parking lots - including the cost of employing ticket collectors, security, and maintenance workers. Finally, in certain cases the cost of electricity to operate the trains may be greater than the cost of fuel for buses - a trend that is likely to continue in the future as electricity prices are driven higher due to requirements to include alternative energy sources while transit agencies continue to take advantages of low prices for natural gas brought about by the current glut in supply. In fact, a major Southern California transit agency reported an almost 500% increase in operating costs per mile when they replaced natural gas buses on a route with electric buses.

Overall, it is more expensive to operate one light rail vehicle than one bus. Because of this fact, cost-effective use of light rail requires a large passenger demand - a demand that only exists in a few American cities, most of which already have extensive rapid transit systems. While rail may be more attractive to the choice rider, should we really put the financial stability of our transit systems at risk by building and operating light rail lines in areas that do not have enough demand to support them?