San Pablo, California, Corridor Rapid Service

Author(s):  
Peter Martin ◽  
Nathan Landau

The San Pablo, California, Rapid bus service was planned 17 years ago and was implemented 13 years ago. The Rapid service, which did not include exclusive lanes, was an upgrade of previous limited-stop bus service linking the East Bay communities of San Pablo, Richmond, El Cerrito, Albany, Berkeley, Emeryville, and Oakland. The 13 years of service provide some lessons for other communities that are considering moderate (or less than full) service upgrades to bus rapid transit. The service was quick to implement and low in cost, but it has not provided the anticipated ridership benefits. The upgrades apparently were not significant enough to attract ridership increases. The transit signal priority element was not well maintained and thus has not provided the desired travel time and reliability benefits. AC Transit—which operates the service—and the corridor communities are currently reexamining further upgrades to the service. This Rapid service is well used, but more pronounced improvements are needed to fulfill ridership potential in the corridor. The lessons learned are that minor upgrades can be easily implemented, but noticeable changes are required to achieve significant ridership gains.

2020 ◽  
Vol 25 (1) ◽  
pp. 27-57
Author(s):  
Irem Batool ◽  
Muhammad Irshad ◽  
Muhammad Abid

We examine the impacts of a sustainable urban transport initiative, the first Bus Rapid Transit System launched in Lahore, Pakistan in year 2013.Wemeasure the socio-economic and environmental impacts of theBRTusing aquestionnaire-based survey that collected informationon customers’ travel purpose, travel frequency, travel time, mode access, previous travel mode choices (pre-BRT) and travel mode choices at present. Weestimate that,on average,a BRTpassenger savesabout 46 minutes per day on a singletrip. However, the modal shift from personal automobiles to theBRT system is found to be only 4 percent, i.e.,significantlyless than the shift found in otherworldwide BRT systems.Moreover, weestimate the reduction inthenumber of private vehicles on roads, total distance travelled in km and associated travelling costs and,subsequently,the reduction in the carbonemissions. We concludethat the Lahore BRTtransit systemneeds to be expandedto other parts of the city.


2013 ◽  
Vol 30 (1) ◽  
pp. 91-97 ◽  
Author(s):  
Yuanzhou Yang ◽  
Baohua Mao ◽  
Shaokuan Chen ◽  
Shuang Liu ◽  
Mingjun Liu

Author(s):  
Manuel J. Martínez ◽  
Javier Cornejo

Preferences of heavy rail (HR) system users are studied in relation to the system’s alignment and bus connections in the context of a developing city. Stated preferences techniques are applied to estimate the monetary value of a long set of attributes of a new mass transit service: HR connected to bus rapid transit (BRT). Attributes include time, fare, bicycle storage at stations, stairways, feeder bus integration, integration with BRT, type of bus service, bus itinerary, and quality of buses. The long set of attributes deserved three stated preference experiments grouped by time and fare, characteristics of HR, and characteristics of BRT. They were linked by the common attribute of the fare. Results of the values of the attributes are presented. The value of the preference for HR is reduced to 8% when a feeder bus is not offered and the HR route does not reach downtown. The value of a feeder bus using small vehicles is higher than the value of BRT even if BRT operates with new buses and express service to downtown. Bicycle storage or escalators have no value for the prospective passenger. After the response of users to the new services is analyzed, conclusions for the operational design of the system are presented.


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