Bus Rapid Transit Systems Offer Effective Solution for Asian Cities
CONGESTION, POLLUTION and the lack of an efficient public transport system in Indonesia’s capital, Jakarta, prompted Governor Sutiyoso to establish a US$49 million bus rapid transit (BRT) system in 2004. It has been so successful that, two years later, it is being rapidly expanded.
Surveys indicate that 14 % of bus passengers used to drive cars. Some 80% of people in one survey said they are willing to use the bus system if it is within their reach.
The Transjakarta Busway, Asia’s biggest BRT, uses dedicated lanes and is less prone to traffic jams. It has been hailed as a popular, locally funded way to encourage travelers to use public transport. It began operations in February 2004 amid stiff opposition -- but its success silenced critics. The system carries 100,000 passengers a day, three times the number when it started. It is so popular that six corridors will be added in the next three years.
The experience shows a growing interest in BRT systems across Asia. Their administrations are motivated by congestion, pollution, failure of older transport networks and rising public demand for cleaner and more efficient transport. Compared to rail-based systems, BRTs are cheaper, faster to put in place and run, more flexible and employ more people.
They follow the European model where systems have been operating for decades. “BRTs provide practical transport and reduce congestion and pollution in inner cities,” says Siegfried Rupprecht of Rupprecht Consult, an agency that runs a program called CIVITAS in Europe.
Many Asian cities have started putting integrated urban transport systems into place. BRT systems are becoming popular, whereas an earlier focus had been on rail-based systems. Systems are now being integrated, whereas they used to run in isolation.
Singapore, for example, uses a mix of buses, metro rail and light rail, though buses dominate with 280 routes and 3,400 vehicles, says Loh Chow Kuang, Deputy Director, LTA Academy, Land Transport Authority, Singapore.
In Frankfurt, the transport system includes buses and trams that run 60,000 km and carry 330,000 passengers daily. This surface transport is linked to the underground metro system. It didn’t come easy, though, says Traffiq’s CEO, Hans-Jorg Von Berlepsch. “Tariff harmonization was the main issue in creating this system. It was only possible due to a strong political will.”
Thirty per cent of India’s population lives in cities but this is projected to rise to 60% by 2050. Its cities will have widely distributed residential and commercial centres, so the European model, where people live in the suburbs and work in the city centre, will not work. India aims to encourage BRTs, says Shreekant Gupta, Director of the National Institute of Urban Affairs. “We have a mix of financial incentives, assistance, regulatory and enforcement mechanisms to create public transport systems,” she says. Delhi, Hyderabad, Bangalore and Pune are some of the cities where BRT systems are being developed.
China is also considering developing a public transport system with buses and trams as the major modes. This will also harmonize the development of transport and land use. It will also promote a more balanced and rational use of motor vehicles, says Leilei Liu from the China Academy of Transportation Sciences, Ministry of Communications.
Asian cities can also draw on the experiences of Latin America, where Caracas, Bogota and Mexico City have successful BRT networks.
BRT systems have the advantage of using newer vehicles. New engine and fuel technology has reduced pollution from diesel engines, the major source of urban air pollution.
Political support also exists, in response to public demand for cleaner air and better transport. BRT systems have a clear role in helping the region’s mega cities improve quality of life for their citizens.
Media enquiries to Cornie Huizenga at chuizenga@adb.org or Ian Gill, BAQ media coordinator, at iajgill@gmail.com
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