Contenido

El Estándar BRT crea un "estándar mínimo" concreto, identificando varios elementos de diseño críticos que deben estar presentes para que los corredores califiquen como BRT. Para cada elemento se identifican las mejores prácticas, junto con puntos de referencia para el logro parcial de la característica.[7]​.

Basic Features

There are five essential characteristics of a BRT corridor.[8]​.

• - Dedicated right of way - A dedicated right of way is vital to ensuring that buses can move quickly and unimpeded by congestion. Dedicated lane application can be handled in different ways, such as delineators, bollards, or colored pavement.

• - Bus aisle alignment - Traffic lane alignment to minimize conflicts with other traffic. Options include bus aisle only, median (center reservation) "Median (traffic)") aligned, and sidewalk aligned (but sidewalk aligned only when there are infrequent intersections to cause traffic conflicts and delays).

• - Fare collection "Fare (public service)") on board - Fare collection before boarding, whether through a "barrier control "Turnstile (access barrier)")" or "proof of payment" method, is one of the most important factors in reducing station dwell time and therefore total travel time, thus improving the customer experience.

• - Intersection Treatments - There are several ways to increase bus speed at intersections, all with the goal of increasing the green signal time for the bus lane. The prohibition of curves through the bus lane and the minimization of the number of traffic signaling phases where possible are the most important. Traffic signal priority when activated by an approaching BRT vehicle is useful in low-frequency corridors.

• - Platform Level Boarding - Having the bus station platform level with the floor of the bus is one of the most important ways to reduce boarding and landing times per passenger. Reducing or eliminating the space between the vehicle and the platform is also key to customer safety and comfort. A number of measures can be used to achieve platform gaps of less than 5 centimeters (1.968503935 in), including guided buses at stations, alignment markers, Kassel curbs and boarding bridges.

Best practices

In addition to the basic BRT elements, the Standard identifies several categories of BRT elements and characteristics that contribute to superior BRT corridors:

• - Service planning - multiple routes, high frequency buses and hours of operation.

• - Infrastructure: passing lanes at stations, minimizing vehicle exhaust emissions and improving pavement quality.

• - Station design and station-bus interface: safe and comfortable stations, number of bus accesses and reasonable distances between stations.

• - Quality of Service and Passenger Information Systems: identity and passenger information.

• - Integration and access: integration with other means of transport, secure parking for bicycles and universal access.

Points are awarded for those elements of BRT corridors that significantly improve operational performance and quality of service. The points act as representations for higher quality of customer service (speed, comfort, capacity, etc.). For each element identified in the BRT standard, a maximum point value is assigned. A given BRT corridor is then ranked based on the extent to which it achieves best practices for this element.

The BRT standard created a "minimum definition" for BRT corridors. To qualify as a BRT, a rider must score above 18/33 on the BRT core elements. Once qualified as BRT Basic, a rider can earn up to 100 points. To recognize superior performance, the Standard awards riders who score between 85 and 100 points in the Gold classification, between 70 and 84 in Silver and 55 and 69 in Bronze. Many bus corridors with BRT-like appearances cannot qualify as true BRT. Corridors that do not meet the minimum BRT standards are classified by the ITDP as "Non-BRT".

The following cities have evaluated and rated their BRT corridors using the 2013 BRT Corridor Standard. Each corridor is classified at the Gold, Silver or Bronze quality level.[9]​ In the United States, only six corridors classified as true BRT corridors, two at the Silver level and four at the Bronze level,[10][11]​ while two other US corridors evaluated are classified as "Non-BRT".

The BRT rule has been criticized by some because of the potential unintended consequences it may have on transportation policies in some cities. In response to that criticism, it has been said that the Standard should be understood as a scoring tool that can motivate cities to develop high-quality mass transportation corridors instead of low-cost corridors that only present themselves as BRT by name.

The BRT Standard was developed and continues to be updated by a technical committee, with strategic direction and guidance from various organizations.[6]​ The 2014 Technical Committee consisted of: Manfred Breithaupt (GIZ), Wagner Colombini Martins (Logit Consultoria), Dario Hidalgo (EMBARQ), Walter Hook (ITDP"), Colleen McCaul, Gerhard Menckhoff (retired, World Bank), CarlosFelipe Pardo (Despacio), Scott Rutherford (University of Washington), Pedro Szasz, and Lloyd W The Standard also incorporates the advice and institutional support of ITDP, GIZ, ClimateWorks Foundation, United Nations Human Settlements Programme, Barr Foundation, United Nations Environment Programme, ICCT and the Rockefeller Foundation.

Contenido

El Estándar BRT crea un "estándar mínimo" concreto, identificando varios elementos de diseño críticos que deben estar presentes para que los corredores califiquen como BRT. Para cada elemento se identifican las mejores prácticas, junto con puntos de referencia para el logro parcial de la característica.[7]​.

Basic Features

There are five essential characteristics of a BRT corridor.[8]​.

• - Dedicated right of way - A dedicated right of way is vital to ensuring that buses can move quickly and unimpeded by congestion. Dedicated lane application can be handled in different ways, such as delineators, bollards, or colored pavement.

• - Bus aisle alignment - Traffic lane alignment to minimize conflicts with other traffic. Options include bus aisle only, median (center reservation) "Median (traffic)") aligned, and sidewalk aligned (but sidewalk aligned only when there are infrequent intersections to cause traffic conflicts and delays).

• - Fare collection "Fare (public service)") on board - Fare collection before boarding, whether through a "barrier control "Turnstile (access barrier)")" or "proof of payment" method, is one of the most important factors in reducing station dwell time and therefore total travel time, thus improving the customer experience.

• - Intersection Treatments - There are several ways to increase bus speed at intersections, all with the goal of increasing the green signal time for the bus lane. The prohibition of curves through the bus lane and the minimization of the number of traffic signaling phases where possible are the most important. Traffic signal priority when activated by an approaching BRT vehicle is useful in low-frequency corridors.

• - Platform Level Boarding - Having the bus station platform level with the floor of the bus is one of the most important ways to reduce boarding and landing times per passenger. Reducing or eliminating the space between the vehicle and the platform is also key to customer safety and comfort. A number of measures can be used to achieve platform gaps of less than 5 centimeters (1.968503935 in), including guided buses at stations, alignment markers, Kassel curbs and boarding bridges.

Best practices

In addition to the basic BRT elements, the Standard identifies several categories of BRT elements and characteristics that contribute to superior BRT corridors:

• - Service planning - multiple routes, high frequency buses and hours of operation.

• - Infrastructure: passing lanes at stations, minimizing vehicle exhaust emissions and improving pavement quality.

• - Station design and station-bus interface: safe and comfortable stations, number of bus accesses and reasonable distances between stations.

• - Quality of Service and Passenger Information Systems: identity and passenger information.

• - Integration and access: integration with other means of transport, secure parking for bicycles and universal access.

Points are awarded for those elements of BRT corridors that significantly improve operational performance and quality of service. The points act as representations for higher quality of customer service (speed, comfort, capacity, etc.). For each element identified in the BRT standard, a maximum point value is assigned. A given BRT corridor is then ranked based on the extent to which it achieves best practices for this element.

The BRT standard created a "minimum definition" for BRT corridors. To qualify as a BRT, a rider must score above 18/33 on the BRT core elements. Once qualified as BRT Basic, a rider can earn up to 100 points. To recognize superior performance, the Standard awards riders who score between 85 and 100 points in the Gold classification, between 70 and 84 in Silver and 55 and 69 in Bronze. Many bus corridors with BRT-like appearances cannot qualify as true BRT. Corridors that do not meet the minimum BRT standards are classified by the ITDP as "Non-BRT".

The following cities have evaluated and rated their BRT corridors using the 2013 BRT Corridor Standard. Each corridor is classified at the Gold, Silver or Bronze quality level.[9]​ In the United States, only six corridors classified as true BRT corridors, two at the Silver level and four at the Bronze level,[10][11]​ while two other US corridors evaluated are classified as "Non-BRT".

The BRT rule has been criticized by some because of the potential unintended consequences it may have on transportation policies in some cities. In response to that criticism, it has been said that the Standard should be understood as a scoring tool that can motivate cities to develop high-quality mass transportation corridors instead of low-cost corridors that only present themselves as BRT by name.