Bus Rapid Transit, Volume 2: Implementation Guidelines (2003)

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8-1 CHAPTER 8 BUS OPERATIONS AND SERVICE BRT service should be clear, direct, frequent, and rapid. Service design should meet customer needs while also attract- ing new riders. Fares should permit rapid boarding of buses. Marketing should focus on BRT’s unique features and fur- ther reinforce its identity. This chapter provides guidelines on these aspects of BRT operations. 8-1. GENERAL GUIDELINES General guidelines for BRT service planning, fare collec- tion, and marketing, which provide a starting point that may need adjustment in specific situations, are the following: 1. Service patterns and frequencies should reflect the city structure, types of running way, potential markets, and available resources. 2. Service should be simple, easy to understand, direct, and operationally efficient. Providing point-to-point service (one-seat rides) should be balanced against the need for easy-to-understand, high-frequency service throughout the day. 3. It is generally better to have few high-frequency BRT routes than many routes operating at long headways. 4. Through service—at least for basic all-stop routes— is desirable when the round trip can be made in 2 hours (3 hours maximum). 5. Busway route structure should include basic all-stop service complemented by express (or limited-stop), feeder, and connector service. 6. The basic all-stop service should run all-day, from about 6 a.m. to midnight, 7 days a week, and the express service should operate weekdays throughout the day or just during rush hours. 7. The basic BRT service should operate at 5- to 10-minute intervals during rush hours, and 12- to 15-minute inter- vals at other times. 8. Buses may run totally or partially on dedicated rights- of-way when such rights-of-way are available. 9. Emergency vehicles such as police cars, fire trucks, and ambulances should be given access. 10. BRT running ways may be used by all transit opera- tors in a region where vehicles meet established safety requirements. 11. BRT routes can share running ways with HOVs in reserved freeway lanes when the joint use does not reduce travel times, service reliability, or BRT iden- tity. 12. Public regulation of BRT operations may be needed when services are contracted or privately operated. Private sector operation under public supervision has proven successful in Curitiba, where public-private sector initiatives have resulted in an efficient, high- quality bus service. 13. Fares should be integrated with the rest of the bus sys- tem, but may not necessarily be the same. 14. Fare collection should facilitate multiple-door board- ing, at least at major stops during busy periods. Off- board collection (preferred) or on-board multi-point payment should be encouraged. 15. Marketing activities should focus on the key attributes of BRT, such as service frequency, speed, comfort, and reliability. 16. Marketing activities should promote BRT identity by providing brochures, maps, schedules, and passenger information that are key to the overall theme of the BRT system. 8-2. SERVICE DESIGN Bus routes, frequencies, and hours of service should reflect the types of running ways, locations of major activities in the corridor, market opportunities, and the resources that are available. 8-2.1. Service Types and Span BRT service opportunities and operating hours (service span) for each type of service on various running ways are the following (see also Table 8-1): • Along arterial roadways, where passing opportunities are limited, a basic all-stop BRT service should be pro- vided (e.g., as in Vancouver). This service may be aug- mented by conventional local bus routes (e.g., as in Los Angeles).

8-2 • Along expressways, in both mixed traffic and reserved lanes, express bus service may be provided. This ser- vice may operate all day (as along Lake Shore Drive in Chicago), or it may run only in rush hours (as along Houston’s Transitway). • Along busways with provisions for passing at stations, the basic all-stop service can be complemented by rush- hour or all-day express service. Local feeder and con- necting bus routes can serve busway stations. This com- bination of services maintains service clarity, while also providing fast, transfer-free rides for commuters. Express stops can be designated based on the number of expected boardings, the size of the “catchment” area, and appropriate spacing between stations to maintain high average speeds. The Los Angeles Metro Rapid pro- vides a combination of express and local services on its on-street running ways. • The South Miami-Dade Busway operates 17 hours daily, the Ottawa Transitway System operates 22 hours daily, and the Pittsburgh busways operate 17 hours daily. Accordingly, it is suggested that BRT basic services operate at least from 6 a.m. to midnight. Suggested hours for various types of service are as follows: • Basic All-Stop Services—All day (typically 6 a.m. to midnight), 7 days each week. • Express Service—Weekday rush hour on busy routes, also 7 a.m. to 7 p.m. • Commuter Express Service—Weekday rush hours. • Feeder Service—All day, generally 7 days each week. • Connecting Service—All day, generally 7 days each week. In some cases, “feeder” service can run during off-peak periods and be replaced by express service during weekday rush hours. Express service generally would be limited to weekdays. 8-2.2. Service Frequencies Service frequencies for existing BRT systems vary depend- ing on the city, ridership demands, and type of service. Some examples of service frequencies are the following: TABLE 8-1 Service types and span PRINCIPAL SERVICE SERVICE RUNNING WAY PATTERN WEEKDAYS SATURDAY SUNDAY ARTERIAL STREETS ALL STOP ALL DAY ALL DAY ALL DAY MIXED TRAFFIC CONNECTING ALL DAY ALL DAY ALL DAY BUS LANES BUS ROUTES MEDIAN BUSWAYS (NO PASSING) FREEWAYS NON STOP WITH ALL DAY ALL DAY — MIXED TRAFFIC LOCAL DISTR. BUS/HOV LANES COMMUTER RUSH HOURS — — EXPRESS BUSWAYS ALL STOP ALL DAY ALL DAY ALL DAY EXPRESS DAY TIME — — OR RUSH HOURS1 FEEDER DAY TIME DAY TIME SERVICE ALL DAY OR NON-RUSH HOURS1 CONNECTING ALL DAY ALL DAY ALL DAY BUS ROUTES NOTES: All Day—typically 18 to 24 hours Daytime—typically 7 a.m. to 7 p.m. Rush Hours—typically 6:30 to 9 a.m. and 4 to 6 p.m. 1 Feeder Bus Service in Off Peak and Express Service in Peak

• The backbone peak-hour service on the South Miami- Dade Busway is provided by three express routes, with 15-minute service on each. • Ottawa’s all-stop 95 and 97 Transitway routes each oper- ate at 4 to 5 minutes peak and 5 to 6 minutes off peak. • Pittsburgh’s East Busway all-stop service operates at 4 to 5 minutes peak and 10 to 12 minutes off peak. Service frequencies for each type of bus service should be tailored to market demands. Suggested guidelines for various types of BRT service are shown in Table 8-2. BRT trunk line service should operate frequently so that printed schedules are not required. This suggests a maximum service frequency of 10 to 12 minutes for basic all-stop ser- vice and for express services during daytime hours. When two services operate on the same BRT line (e.g., limited-stop BRT and local bus operations or BRT express and all stop) it is desirable to have combined frequencies of about 5 minutes in the peak period and 6 to 7.5 minutes in the base period to minimize the need for set passenger schedules. Frequencies for connector and feeder services should reflect ridership demands, but they should not exceed 30 minutes. When ser- vice frequencies exceed 15 minutes, “check-face” headways are desirable. Service frequencies, especially on peak-hour express routes, should be keyed to ridership levels. On these routes, target ridership levels of 30 to 50 passengers per 40-foot bus and 45 to 75 passengers per 60-foot bus should be achieved. When anticipated ridership falls below the suggested mini- mum levels, feeder rather than through service generally should be provided. 8-2.3. Route Length Excessively long BRT routes should be avoided to ensure reliable service. Ideally, BRT routes should not be more than 2 hours of round trip travel time; 3 hours should be consid- 8-3 ered the absolute maximum. Assuming that routes are tailored for the downtown users, the “reach” from downtown would range from 10 to 20 miles. Longer routes would be possible for express service or busways and expressways. 8-2.4. Service Patterns The service plan should be designed for the specific needs of each BRT environment and may include a variety of ser- vices. An important advantage of BRT is the ability to pro- vide one-seat rides because of the relatively small service unit. This makes it possible to provide one-seat rides that minimize transfers and can attract choice riders. However, this point-to-point service must be balanced against the need for high-frequency, easy-to-understand service throughout the day. When BRT operates on its own rights-of-way, the service pattern that works best features all-stop service at all times of day complemented by an “overlay” of integrated express ser- vices for specific markets during peak periods. This service pattern is found in Miami, Ottawa, and Pittsburgh. During off- peak periods, the integrated overlay routes operate as feeders to BRT stations. Good connecting schedules and communica- tion facilities are essential, especially where these feeders have long headways. As ridership increases, it may be necessary to increase trunk line service frequency by possibly converting some overlay services to feeders (or shuttles). Transfers should take place at stations that offer amenities and are designed to minimize walking distances and level changes. BRT routes should serve major generators such as employ- ment, shopping, medical, and educational centers as directly as possible. Routes should not be more than 20% longer in distance than comparable trips by automobile. They should minimize overall trip times and delays by avoiding congested roadways, minimizing turning movements in congested areas, and providing a sufficient number of stops in downtown areas. TABLE 8-2 Typical service frequencies FREQUENCY (MIN) 1 SERVICE TYPE 1 RUSH MIDDAY EVENING SAT-SUN HOURS ALL-STOP (BASE SERVICE) 5–8 8–12 12–15 12–15 EXPRESS 8–12 10–15 2 — — FEEDER 5–15 2 10–20 10–30 10–30 COMMUTER EXPRESS 10–20 — — — CONNECTING BUS ROUTES 5–15 5–20 10–30 10–30 1 Per Route 2 When Operated

8-2.4.1. Number of Routes An important advantage of BRT is its ability to provide point-to-point one-seat rides because of the relatively small size of the basic service unit as compared with rail transit sys- tems. Transfers are generally minimized to attract choice rid- ers. This operating flexibility is apparent from the number of services provided on existing busways. Some examples are the following: • The South Miami-Dade Busway operates three express routes (one operates all day) and two all-stop routes. • The Ottawa Transitway System Routes 95 and 97 provide 22-hour all-stop service. Some 64 other routes provide peak-period express service. • Pittsburgh’s South Busway provides 6 express and 10 all- stop routes. The East Busway provides 36 routes; one of these is the backbone all-stop service. The West Busway has 14 routes. Providing point-to-point service must be balanced against the need for easy-to-understand, high-frequency service throughout the day. Service clarity is essential. It is generally better to operate fewer services at shorter headways than many services at longer headways. Thus, the number of services should be kept to a minimum. The num- ber of individual services operated should be governed by the berths available at locations where all buses must stop. At these locations, two to three individual services (routes) per berth or less should be average. This translates into six to nine BRT services for three-berth stations. Additional ser- vices can operate when central area distribution is provided over several streets. Generally, there should not be more than two branches per basic trunk line service (route). This is necessary for passen- ger clarity and the provision of reasonable frequency on each branch. Overlay services would be an additional provision. The maximum number of buses operating during peak hours should be governed by the following considerations: (1) meeting ridership demand, (2) minimizing bus conges- tion, (3) maintaining service clarity, (4) controlling operating costs, and (5) working within operational constraints. Meet- ing these demands might require operating fewer buses than 8-4 is physically possible. Curitiba, for example, provides peak service on 90-second headways for its median busway all- stop service, whereas direct express buses operate on paral- lel streets. Headway-based schedules work well when buses operate at close intervals. 8-2.4.2. Through Service Through routing should be encouraged where conditions permit—at least for basic BRT services. The through routes can serve more areas without requiring transfers, improve bus travel times, and reduce bus turns in the city center. BRT route segments that are connected should be balanced in terms of service frequencies, route lengths, and running times. The Ottawa and Pittsburgh transitways provide some through service. Some peak-hour express service might have to turn back in the city center. These routes could turn around on streets other than the main BRT route. This may be desirable to better serve passengers and to reduce delays at busy BRT stops. 8-2.4.3. Extent of Running Ways BRT service typically operates on a variety of running ways. It can extend beyond the limits of dedicated guideways where reliable, high-speed operations can be sustained. Out- lying sections of BRT lines and, in some cases, CBD distri- bution, can use existing roads and streets. These streets, which can include bus lanes, should be suitably modified through graphics, signage, and pavement markings to improve BRT efficiency, effectiveness, and identity. In Ottawa, about half of the Transitway routes actually operate on the Transitway itself. In Pittsburgh, more than half of the East Busway rid- ers come from beyond the busway limits. As a general guide- line, 40 to 50% of BRT route miles should be provided along busways or in reserved freeway lanes. 8-2.5. Service Design Concepts Examples of service patterns are given in Figures 8-1 through 8-6. Each figure is discussed below: A - Single BRT Route B - BRT and Local Service EXAMPLES 98 B-Line Vancouver Curitiba Wilshire Blvd Los Angeles Western Ave Chicago Figure 8-1. Examples of BRT service patterns along an arterial street.

Figure 8-2. Service pattern for Vancouver’s #98 B-line. A - Freeway Zone Express Service B - Freeway Commuter Service (Rush Hours Only) Mixed Flow or Reserved Lanes All Day Day Time or Rush Hours EXAMPLE Lake Shore Drive Chicago Arterial Bus Lanes Priority Lanes Transit Center EXAMPLE Houston Transitway CBD Arterial Bus Lanes CBD Figure 8-3. Freeway “zone express” service.

8-6 1 mile along grade-separated busway stations results in a 22- to 25-mile-per-hour operating speed; however, when the spacing is increased to 2 miles, the speed increases to 40 to 44 miles per hour, as shown in Table 8-3. Figure 8-7 shows how arterial street bus speeds (stop-and- go operations) relate to stop frequency and dwell times. At two stops per mile, speeds approximate 20 miles per hour for a 20-second stop and 15 miles per hour for a 30-second stop. When there are four stops per mile, the speeds are about 13 miles per hour for a 20-second dwell and 10 miles per hour for a 30-second dwell. The effects of various arterial running ways, stop spacing, and dwell times on BRT speeds are shown in Table 8-4. This table provides a basis for estimating bus speeds and compar- ing bus speeds when there are changes in station spacing, dwell times, and traffic conditions. Part A of this table shows how travel time rates (minutes per mile) increase as station frequency and dwell times increase. Part B of the table lists further adjustments related to location and type of running way and traffic signal controls. The values for “bus lane with no right turns” should be used for median arterial busways. As a general rule, the widest practical station spacing should be used to achieve high operating speeds. The exception is the CBD, in which closer spacing is desirable to avoid excessive dwell times. Another factor influencing bus speeds is the con- gestion resulting from buses interfering with each other. The values shown in Table 8-5 can be used to adjust estimates of bus speeds obtained using Table 8-4 downwards to account for bus-bus interference. Thus, if a bus station’s capacity is 100 buses per hour, and the actual bus volume is 90, bus speeds would be 69% of bus speeds in stations with light volumes. From a BRT perspective, it is desirable to operate bus routes at 80% or less of the capacity of the system to keep bus bunch- ing to a minimum. Curitiba, for example, runs 40 buses per hour on its arterial median busways to ensure good schedule reliability and avoid bus bunching. 8-3. FARE COLLECTION BRT fare policies are important complements to the oper- ating plan. They entail two basic aspects: the fare structure and how fares are collected. St at io n St at io n St at io n St at io n St at io n St at io n St at io n St at io n St at io n Base Express Express EXAMPLES Brisbane, Miami, Ottawa, Pittsburgh Figure 8-4. All-stop service and express BRT service overlay. A B C Neighborhood Collection Trunk Line Busway Rush Hour Express Service Figure 8-5. Integrated line-haul and neighborhood collection service. • Figure 8-1 shows typical all-stop BRT service along an arterial street. It may be the only service along the street (e.g., Vancouver’s #98 B-line), or it may be comple- mented by conventional service (e.g., Wilshire Boulevard in Los Angeles). • Figure 8-2 shows the service pattern for Vancouver’s #98 B-line that operates largely in a shared running way. • Figure 8-3 gives an example of freeway “zone express” service such as the service operated in mixed traffic along North and South Lake Shore Drive in Chicago. It also shows a freeway commuter service such as that operated in reversible HOV lanes along Houston’s freeways. • Figure 8-4 shows that all-stop and express BRT service can be provided along busways. This service pattern is found in Brisbane, Miami, Ottawa, and Pittsburgh. • Figure 8-5 gives an example of an integrated line-haul and neighborhood collection service. • Figure 8-6 shows the all-stop and express service pat- terns along Brisbane’s South East Busway. This system is unique in that service is provided to two separate ter- minals in the city center. 8-2.6. Speed Considerations BRT operating speeds are influenced by running way design, station spacing, station dwell times, and street traf- fic and bus-bus interference. Station spacing of 1/2 mile to

8-3.1. Fare Structure BRT fares should be integrated with fares for the rest of the bus system, but BRT fares do not necessarily have to be the same. The fare structure should be kept as simple as possible. 8-3.1.1. Same Fare BRT fares can be the same as for other bus services. The unified fare structure is easy for riders to understand and facil- 8-7 itates transfers between connection (or feeder) buses and trunk line BRT service. 8-3.1.2. Premium Fare A surcharge could be established for BRT service, espe- cially where it is highly differentiated from other services. The rationale is that a premium service warrants a premium charge and that premium service has higher costs than conventional service. Premium fares are commonly charged for express bus service in several cities (e.g., New York City and Houston) and may be appropriate when the BRT operates on grade- separated busways. These can be “flat” fares or zone fares in which long distance riders pay higher fares. Zone-based or distance-based fares, however, may complicate the fare col- lection process and result in longer dwell times at stations. 8-3.2. Fare Collection Options Existing BRT fare collection practices vary widely through- out the world. Some examples are the following: • Some South American cities (Bogotá, Curitiba, and Quito) use metro-like fare gates or barriers in conjunc- tion with high-platform (level) boarding of buses (see Photo 8-A). Cultural Centre Queen St South Bank Mater Hill Buranda Greenslopes Holland Park West Griffith University Upper Mt Gravatt(Garden City) Eight Mile Plains City Riverside Juliette/Cornwall Sts Birdwood Rd NOTES: Brisbane Transport stopping buses only 114 119 121 129 131 134 136 141 151 155 156 161 171 173 176 178 179 181 189 201 208 111 120 130 135 140 150 160 170 180 114 119 121 130 135 140 171 176 178 170 129 131 134 141 151 155 136 156 173 179 181 189 201 208 180 120 111 150 160 161 112 177 145 / 119 25s / 30s 99 / 57 36s / 1m 99 / 57 36s / 1m 64 / 16 1m / 4m 12 / 8 5m / 8m 12 / 8 5m / 8m 34 / 15 2m / 4m 21 / 10 3m / 6m (57)(35) 6 / 4 10m / 15m Figure 8-6. Brisbane South East Busway, all-stop and express service patterns. TABLE 8-3 Busway and freeway bus lane speeds as a function of station spacing SPEEDS (MPH) STATION STOPS PER 20-SECOND 30-SECOND SPACING MILE DWELL DWELL (MILES) 0.25 4.0 18 16 0.50 2.0 25 22 1.00 1.0 34 31 1.50 0.7 42 38 2.00 0.5 44 40 SOURCES: Kittleson Associates, Inc., 2002 (Exhibit 4-47); Transportation Planning Handbook, 1992 (Figure 5-10).

A. Base Travel Time Rates/Minutes Per Mile Average Dwell Time Stops Per Mile Per Stop (sec.) 2 4 5 6 7 8 9 10 12 10 2.40 3.27 3.77 4.30 4.88 5.53 6.23 7.00 8.75 20 2.73 3.93 4.60 5.30 6.04 6.87 7.73 8.67 10.75 30 3.07 4.60 5.43 6.30 7.20 6.20 9.21 10.33 12.75 40 3.40 5.27 6.26 7.30 8.35 9.53 10.71 12.00 14.75 50 3.74 5.92 7.08 8.30 9.52 10.88 12.21 13.67 16.75 60 4.07 6.58 7.90 9.30 10.67 12.21 13.70 15.33 18.75 B. Additional Travel Time Losses/Minutes Per Mile CENTRAL BUSINESS DISTRICT Bus Lane With No Right Turns Bus Lane With Right Turn Delay Bus Lanes Blocked by Traffic Mixed Traffic Flow Typical 1.2 2.0 2.5-3.0 3.0 Signal Set For Buses 0.6 1.4 N/A N/A Signals More Frequent Than Bus Stops 1.7–2.2 2.5–3.0 3.0–4.0 3.5–4.0 ARTERIAL ROADS OUTSIDE OF CBD Bus Lane Mixed Traffic Typical 0.7 1.2 Range 0.5–1.0 0.8–1.6 NOTE: Add values from Part A and Part B to obtain suggested estimate of total bus travel time. Convert total travel time rate to estimated average speed by dividing into 60 to obtain mph. Interpolation between shown values of dwell time is done on a straight-line basis. SOURCE: Kittleson Associates, Inc., 2002. 8-8 30 25 20 15 10 5 1 2 3 4 5 6 7 8 9 10 11 12 20" Dwell 0.5 Min/Mile Traffic Delay 30" Dwell 1.0 Min./Mile Traffic Delay AV ER AG E SP EE D, M PH STOPS PER MILE 0 (SOURCE: St. Jacques and Levinson, 2000) Figure 8-7. Relationship between arterial street bus speeds, stop frequency, and dwell times. TABLE 8-4 Peak-hour bus travel rates for various stop spacings, dwell times, and operating environments

8-9 should be achieved by off-board (preferred) or on-board multi- door payment. Fast boarding is essential at major boarding points, especially during peak periods. 8-3.2.1. Off-Board Collection Off-board (off-vehicle) collection is customer friendly and allows the use of all bus doors for boarding, thereby reducing passenger service times, station dwell times, bus travel times, and operating costs. It may be achieved in several ways. Prepayment. Passengers can pay fares and then pass through turnstiles or barrier gates to board buses, thereby eliminating on-board payment. Passengers can use all doors, keeping dwell times to a minimum. This method of fare col- lection is clearly applicable at major stations along busways. However, there are several disadvantages to this method of payment: (1) sidewalk space for fare gates may be insuffi- cient at curbside boarding locations, (2) installation costs may be high, and (3) heavy passenger boardings (at least 75 to 100 boardings per day) would be needed to support staffed stations. Thus, prepayment may be impractical at many BRT stations with low passenger boardings. BUS BERTH INDEX VOLUME-TO-CAPACITY (SPEED REDUCTION FACTOR) RATIO < 0.5 1.00 0.5 0.97 0.6 0.94 0.7 0.89 0.8 0.81 0.9 0.69 1.0 0.52 1.1 0.35 SOURCE: St. Jacques and Levinson, 1997. TABLE 8-5 Speed reduction factors resulting from bus-bus interference Photo 8-A. Fare gates in Curitiba, Brazil. Photo 8-B. Proof-of-payment system in Trans-Val-de- Marne, France. • European systems generally use proof of payment, thereby avoiding fare collection on board buses (see Photo 8-B). • Most North American BRT systems have on-board fare collection. A significant exception is Boston’s Silver Line (under construction), in which subway stations will have prepayment of fares. Fare collection is generally the weakest element of BRT systems in the United States and Canada. Efforts to address this problem have been inhibited by service patterns and low passenger boardings at many stations. Nevertheless, fare col- lection practices need improvement for most systems. The basic objectives are to maximize passenger convenience and minimize dwell times at stops. Multidoor boarding of buses

8-10 enue loss from trunk line BRT passengers and high dwell times, which could result in delay to customers. 8-3.2.2. On-Board Collection Collecting fares on vehicles works well at low-volume stations and during off-peak hours and eliminates the need for special fare collection provisions on sidewalks and at stations. Conventional On-Board Collection. Conventional on- board fare collection limits passenger entry to a single door. It results in long passenger service times, especially when fare structures are complex. It can be improved by using dou- ble channel doors; patrons with passes (or fare cards) can use one door and cash patrons can use another. Pay Enter Inbound, Pay Leave Outbound. This method of fare collection reduces bus dwell times at stations in the city center. It has been successfully used on Pittsburgh’s busway system for several decades. Passes. The use of weekly or monthly transit passes can effectively reduce dwell times. Passengers using passes can board all doors of three-door articulated buses. Some random inspection of riders is needed to deal with violators. This practice is used along Ottawa’s 95 and 97 BRT lines. Median station dwell times along Ottawa’s 95 and 97 BRT lines are reported to be less than 30 seconds, whereas dwell times of 1 minute or more are reported in Portland, Oregon, and New York City (as shown in Table 8-6). SOURCE: St. Jacques and Levinson, 2000. Fifth Ave. Sixth Ave. Second Ave. Albert St. Commerce St. Market St. Portland Portland New York City Ottawa San Antonio San Antonio Type of Lane Dual Bus Lane Dual Bus Lane Curb Bus Lane Curb Bus Lane Curb Bus Lane Curb Bus Lane Stops per Mile 10 10 8 5 10 6 Hourly Bus Flow Rates by 15-Min Interval Range 76–164 88–112 16–52 100–164 56–100 80–108 Median 136 96 26 132 80 96 Dwell Times by 15-Min Interval (sec) Range 10–65 8–55 19–78 15–27 10–32 23–30 Median 29 32 29 18 22 26 Mean Coefficient of Variation 0.52 0.54 0.57 0.59 0.81 0.57 Bus Speeds Compiled by 15-min intervals (mph) Range in Mean Speed 2.6–4.7 3.7–4.2 4.4–8.0 9.1–12.8 4.2–6.3 6.0–7.0 Range in Standard Deviation (mph) 0.5–1.5 0.9–1.5 0.2–2.7 1.3–3.6 0.6–1.5 1.0–2.3 TABLE 8-6 P.M. peak-period bus performance in selected cities Auxiliary Platform Personnel. Fares can be manually collected at center and rear doors of buses at busy stations dur- ing the periods of peak boardings. This practice eliminates the need for major capital investment, but it may increase operat- ing costs. Vending Machines and Proof of Payment. Boarding passengers can use fare or ticket vending machines located on station platforms to purchase tickets and then board buses through all doors. In Europe, the vending machines are located near each door. The validated receipts constitute proof of payment. It is desirable to provide at least two ticket validating machines wherever fares are collected off the vehicles to give backup when one machine is out of ser- vice. The equipment needs power, communication lines, and shelter. Proof of Payment. This may be required where ticket- vending machines, passes, or smart cards are used. This sys- tem requires passengers to show their validated ticket or passes on vehicles when requested to do so. Fare inspectors randomly verify fare payment and give appropriate penalties to violators. Ticket vending machines and proof of payment have been used successfully on new light rail lines opened in North America since the 1980s. The advantage of reduced dwell times at stops may outweigh the additional inspection costs along BRT lines. Free-Fare Zones. Free-fare zones can be used in down- town areas with high concentrations of passenger boardings. However, although their application is desirable for short intra-CBD trips, free-fare zones can result in substantial rev-

Smart Cards. ITS smart card technology, as described in Chapter 7, can allow simultaneous on-board fare payment and multiple door boarding without increasing revenue loss. Pas- sengers quickly use the cards as they board buses, as shown in Photo 8-C. Smart cards work in a closed system through radio frequency transmission. They work without batteries are and contactless, and they contain read-only units, unique serial numbers, proximity cards, and stored value features. 8-3.3. Design Considerations The fare collection equipment provided should be suffi- cient to minimize waiting time, transaction time, and queuing. Factors include the following: • Ridership at each stop, on and off, all day and during peak periods; • Surges when vehicles arrive or unforeseen incidents occur; • Conflicts between arriving and departing passengers; • Fare collection policies; • Physical space required and available; • Utility access; and • Potential for vandalism. 8-11 8-3.3.1. Station Dwell Time Implications The effects of various fare payment methods on passenger service times are given in Table 8-7 for a single door chan- nel. Prepayment results in a service time of 2.5 seconds per passenger (per door channel) as compared to 3.5 seconds for a single ticket, token, or smart card and 4 seconds or more for exact change, swipe cards, or dip cards. Prepayment and smart cards would enable passengers to board through several doors, further reducing service times. Illustrative comparisons for two boarding streams are as follows: Prepayment 1.8 seconds Smart Cards 2.4 seconds Therefore, for 10 boarding passengers per bus, the station dwell times would be as follows (assuming unequal use of doors): Single Door Channel Two Door Channels Exact Fare 40 seconds N.A. Smart Card 35 seconds 24 seconds Prepayment 25 seconds 18 seconds 8-4. MARKETING BRT SERVICE Marketing BRT service has two basic objectives: to empha- size the unique features of BRT and to create a unified system image and identity by coordinating marketing with the over- all BRT theme used throughout the system. Like any form of public transport marketing, BRT marketing activities should be people-centered and focus on product, promotion, and price. Examples of marketing activities and elements are shown in Figure 8-8 and Figure 8-9. Major marketing elements also can be viewed in terms of image, information, and promotion. 8-4.1. Image Marketing for BRT should establish the general image asso- ciated with BRT and emphasize its unique attributes of speed, Passenger Service Time (seconds/passenger) Situation Observed Range Suggested Default BOARDING Prepayment* 2.25–2.75 2.5 Single ticket or token 3.4–3.6 3.5 Smart card 3.0–3.7 3.5 Exact change 3.6–4.3 4.0 Swipe or dip card 4.2 4.2 ALIGHTING Front door 2.6–3.7 3.3 Rear door 1.4–2.7 2.1 NOTES: Add 0.5 seconds/passenger to boarding times when standees are present. Subtract 0.5 seconds/passenger from boarding times and 1.0 seconds/passenger from front-door alighting times on low-floor buses. * includes no fare, bus pass, free transfer, and pay on exit. TABLE 8-7 Bus passenger service times for various fare collection methods Photo 8-C. ITS smart card technology, Washington Metropolitan Area Transit Authority.

8-12 bols such as “RAPID” or “R” could be placed on BRT vehi- cle side and destination signs. A supplementary designation such as “Limited,” “All-Stop,” or “Express,” (“X”) could be added when several BRT services are provided. When there is only one service, such as along an arterial roadway, the symbol, “X,” or “Express” could be used. 8-4.2.2. Vehicle Design and Graphics Vehicles should be distinctively marked, colored, and designed to distinguish the service from conventional bus ser- vice. The vehicle color also should be used on system time- tables, maps, brochures, and information signs. Metro Rapid in Los Angeles, for example, uses red colored buses (reminis- cent of Pacific Electric Railway red cars); Bogotá, Curitiba, and Quito use distinctive vehicles; and the Rouen system pro- vides a special image with its distinctive Irisbus Civis vehicles. 8-4.3. On-Board Information Route information should be readable on buses. A strip route map—similar to that used on rail and light rail lines— should be placed within the vehicle, showing stations served. Figure 8-10 shows the Chicago Transit Authority card for the Western 49 Express operations. Stop announcements can be made automatically when com- bined with an AVL system. Announcements for customers without hearing impairments and customers with visual impairments must be accompanied by visual displays for the hearing impaired. 8-4.3.1. Wayside Information As described in Chapter 7, automated “next bus” informa- tion can be provided at stations, on platforms, and within station buildings in addition to information displays. Infor- mation that is available at information displays should clearly embody the BRT logo or signature and include BRT (and sys- tem) route maps and schedules, vicinity maps showing perti- nent features and attractions, hours of service operation, and key telephone numbers to call for further information. Tradi- tional telephone information centers and interactive voice- responsive systems may be appropriate at major stations. 8-4.3.2. Off-Site Information BRT information kiosks containing timetable racks and other pertinent information can be provided at key passen- ger attractions along each BRT route and, in some cases, as window (or store front) displays. 8-4.3.3. Internet The Internet has emerged as a major communications and marketing media. In this context, it can serve as a means of Figure 8-8. Examples of marketing activities. GRAPHICS RESEARCH USERINFORMATION AMENITIES PROMOTION SERVICE Figure 8-9. Relationship of major marketing elements. reliability, and identity. A special brand identity should be established for BRT. Examples of systems that have devel- oped a distinct BRT identity include Metro Rapid in Los Ange- les; CityExpress! in Honolulu, and the Silver Line in Boston. Distinctive logos, color combinations, and other graphics stan- dards should be established for use on vehicles, at stations, and on printed materials. 8-4.2. Passenger Information Passenger information is the backbone of the BRT mar- keting effort. Route and service identification and vehicle design and graphics are two important aspects of passenger information. 8-4.2.1. Route/Service Identification BRT routes should be clearly identified by name and num- ber, and other services should also be clearly designated. Sym-

8-13 Figure 8-10. Example of simple display of route information. Un iv er si ty El mGr ov e Sm ith fie ld M ed ic al Ce nt er CIT Y C EN TE R St at e M ar ke t Ho m e S m ith Pi ne vi lle Johnson Road 8 9 10 10 5 2A 2A 1 2 1, 2, 5 5 3 4 32 1 567 8 10 WEST BUSW AY EAST BUSWAY R-1 7 6 4 All Day Peak Hours Terminal Figure 8-11. Example of a system bus route map with the BRT line. disseminating information about BRT services and how rid- ers can use these services to reach major destinations. This information should be clearly incorporated in transit agen- cies’ websites. 8-4.3.4. Maps, Schedules, and Brochures BRT passenger information should clearly convey the BRT color and logo themes. It should also display thematic mes- sages such as “Ride the Rapid” that emphasize the unique fea- tures of the BRT services. System Maps. System maps should display BRT routes and stations in the same way that rail transit lines are dis- played. Figure 8-11 gives an example of a system bus route map with the BRT line superimposed. Each BRT station is clearly identified. Connecting and other local bus routes are noted by number at their terminal points and along the route as needed. The front side of the map should include the cover face of the map when folded, be color coded as appropriate, and give general information. Depending on the system, route infor- mation and a schematic BRT route map should be provided. The system map should show the following information for each route: • Route number; • Route name; • Route terminal points;

Figure 8-12. Illustrative BRT schedule. 8-14 • Time of the first and last bus on weekdays, Saturdays, and Sundays; • Service frequency on weekdays, Saturdays and Sundays, and during the a.m. peak period, the midday base period, the p.m. peak period, the evening period, and overnight (when operated); • Relevant fare information; • Telephone numbers and address of the operating agency; and • Principal points of interest, keyed to the map. A portion of the map could be devoted to advertising if desired. Passenger Schedules. Schedules should be 6 inches by 4 inches or 8 inches by 4 inches when folded. The cover should contain the BRT route name and number, a schematic map (if possible), and a panel that displays the BRT “theme.” A schedule embodying these features is shown in Figure 8-12. Colors should reinforce the basic BRT vehicle color schemes. Figure 8-13 provides examples of the busway schedules used in Pittsburgh. Schedule covers prominently display the type of busway operation, the route numbers, and the stops made. Informational Brochures. Informational brochures should advise passengers when service is introduced or changed, as well as furnish general information regarding the features of BRT. Figure 8-14 shows the brochures used in Vancou- ver and Brisbane. Figure 8-15 gives examples of possible Figure 8-13. Marketing materials for busways in Pittsburgh.

Figure 8-14. Marketing materials for busways in Vancouver and Brisbane. Figure 8-15. Examples of BRT marketing themes. 8-15 promotional brochures keyed to a common theme, such as “Ride the Rapid.” Newsletters, such as the “Rapid Reader News,” can also be used to advantage. 8-4.4. Promotional Programs Promotional programs contain three related aspects: (1) advertising and public information, (2) service innova- tions, and (3) pricing incentives. These programs should be keyed to different market segments of existing and poten- tial BRT riders. The goals of these programs are to answer questions about BRT services and to persuade potential customers to use the service. 8-4.4.1. Paid Advertising Methods of marketing BRT include TV and radio adver- tising featuring BRT service, news media advertisements, and the use of display advertising such as outdoor advertis- ing posters.

8-4.4.2. Joint Promotions Joint promotions with noncompeting businesses should be encouraged. Examples include fast-food outlet distribution of complimentary ride coupons and radio mentions of BRT in relation to specific products. 8-4.4.3. Service Innovations “Shoppers Special” BRT service and special service to sporting events or conventions are among the service inno- vations that should be considered in marketing BRT. 8-4.4.4. Fare Incentives A variety of fare pricing incentives can be part of BRT marketing activities. Free rides should be provided on oper- ating days when BRT service is initiated; Provisions of such service resulted in high first-day ridership when Brisbane’s 8-16 South East Busway was placed in service. Discounted weekly and monthly passes, joint BRT fares and parking fees, and free off-peak rides for senior citizens during pre-Christmas shopping periods are among fare incentive policies that should be considered. 8-5. CHAPTER 8 REFERENCES Kittelson and Associates, Inc. “Update of the First Edition, Tran- sit Capacity and Quality of Service Manual” (TCRP Project A-15A). Unpublished Draft (October 2002). St. Jacques, K., and H. S. Levinson. TCRP Report 26: Operational Analysis of Bus Lanes on Arterials. Transportation Research Board, National Research Council, Washington, DC (1997). St. Jacques, K. R., and H. S. Levinson. TCRP Research Results Digest 38: Operational Analysis of Bus Lanes on Arterials: Appli- cation and Refinement. Transportation Research Board, National Research Council, Washington, DC (2000). Transportation Planning Handbook (1st ed.). Institute of Trans- portation Engineers, Washington, DC (1992).