Ongoing public transport in terms of information integration –

Challenges on BRT

In spite of its
rapid growth and good performance, BRT faces challenges in its dispute over
public transport rights in urban streets and in combination with other modes of
transport. As in many other countries, the challenge of BRT’s right to use in
China has not stopped. BRT’s concerns stem from the lack of familiarity with
the concept of BRT and the fact that private cars have the right route in the
city. Early BRT systems like Hangzhou, when it came to dedicated two-lane
buses, aroused suspicion among residents that such criticism ceased only when
quick and easy system effects were gradually emerging. Similarly, in Guangzhou,
locals refer to it as “denying access to traffic” (BRT), meaning
“not allowing (cars) to pass.” In Chongqing, public opposition to the
2008 dedicated bus lanes, which is believed to have caused traffic congestion
and prompted the Chongqing municipal government to allow other buses to use
lanes – could neither prevent private car drivers from filing complaints nor
ultimately save the corridors tear down (Cervero
& Day, 2008). Chongqing is also the first BRT
system to be demolished in China.

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Despite the
well-functioning BRT system, cities can still maximize their impact through
better integration with other modes of public transport such as metros,
traditional buses and non-motorized vehicles. Currently in this area, most BRT
systems are inadequate. Few BRT systems provide a clear map of BRT associated
with other modes of public transport in terms of information integration – a
feature that will assist passengers in multimodal travel. Urumqi BRT has
created a new website that provides real-time information on each BRT line, but
users find it difficult to find a map of the BRT system and how it connects
with other bus lines. In terms of physical integration, the 100-kilometer BRT
system in Hangzhou has not yet been integrated with the subway system, while
the BRT line in Beijing is only connected to the Metro Line 2. Some cities in
China are pioneering the paradigm of model integration such as Guangzhou
integrating bike sharing stations next to the BRT station while also providing
a direct link between the BRT and the metro station (Fjellstrom,
2009). This design is also considered to be the best in
the world.