"Bus Rapid Transit in

China: An important November 30

way to respond Urban 2015
Mobility

An academic paper for MSc in Advanced Urbanism, Winter

Semester, 2015

Subject: Urban Mobility and

Transport at stake in China's
Urbanization

Submitted to: Submitted by: Pradeep Adhikari

Prof. Zhuo Jian Msc Student in Advanced Urbanism

(Dual-degree program between

Bauhaus University and Tongji
University)

Student No. 1593249

"Bus Rapid Transit in China: An important way to respond Urban Mobility "

Contents
1. Abstract................................................................................................................................................ 3
2. Introduction.......................................................................................................................................... 3
3. BRT System and global scenario .................................................................................................... 4
4. BRT System of China ........................................................................................................................ 6
5. BRT Kunming...................................................................................................................................... 7
6. Conclusion........................................................................................................................................... 9
Publication bibliography ............................................................................................................................ 9

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"Bus Rapid Transit in China: An important way to respond Urban Mobility "

1. Abstract
Mobility is one of the main parameters of urbanization and sustainability. In present day urban
planning, there are many successful practices of sustainable mobility already in use. BRT is one
of them. This paper is an attempt to discuss about mobility as one of the primary aspects of
urbanization and Bus Rapid Transit as one of the popular solution for developing cities of the
world particularly in China. Taking Kunming as a case, this paper tries to show how BRT roles in
overall mobility of the city and what could be the limitations of BRT in Chinese emerging cities.

2. Introduction
Mobility is one of the most important activities of Urban behavior. People in the city
travel for works, educations, market, recreation, transportations of goods, etc and all
those movements are understood within a single framework of mobility. "Mobility in the
city refers to movements of people or goods" (Litman 2003, p. 29). It is usually
determined by the physical distantness between residence and the activity places which
possess the reasons to travel. Bell Hooks says "at least for the richer households of the
'west', home is no longer one place. It is location" (1991:148) sited by (Urry 2002). And
it is, indeed, true that as people are travelling a lot throughout the earth for so many
reasons and mobility in the urban context can be understood as urban behavior
between two locations. Mobility and Urbanization have strong influences to each other.
With the urbanization, social and economic activities increase and thus increase the
number of trips. Also, the migration trend from rural to urban areas become even more
pronounced and thus increases the number of trips. This is the general trends of the
cities. But when it comes about urban planning, mobility is one of the most important
aspects. With adequate transportation infrastructure in the planning, the city stimulates
even more economic and social activities and attract more people to come in or to
move. This increase the population and thus demands more efficiency to the
transportation infrastructure. As such, investment in the transportation always make
huge proportion of total investment in the urban development. "Today, transport
investments account for as 40 percent of public-sector expenditures in less developed
countries" (Cervero 2001). But still with the ever going process of urbanization, the
demand is always on the higher side than the supply. Even in the megacities annual
motorization rates is no less than 10-15 percent per annum (2001). Thus, Transport
planning to be efficient is two way process it cannot be the isolated from overall urban
planning. "Land use pattern and built environment shape the demand of travel, and
indeed sometimes can reduce the need of motorized trip making" (2001, p. 1). This
expected coherence between existing land use pattern and built environment; and
mobility has to be well planned with the inducing population growth and urbanization
which is always a challenge in the economic sustainability of the planning. Experiences
have shown that it is quite obvious that capital-intensive improvements like new
railways, grade-separated expressways, exerts greater land use impact than Non-

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"Bus Rapid Transit in China: An important way to respond Urban Mobility "

capital improvements like operational changes to one-way streets and traffic calming
because they impart relatively marginal accessibility gains which are never guaranteed
(2001, p. 5). It is quite obvious that public transportations is the main transportation
means for almost all the cities that are developed at later period of time. Because of the
environmental issue, economical issue, social issue and even the issue of limitation of
non-renewable source of fuels, private vehicular mean of urban mobility can be no
longer acceptable for the present day city planning. European Commission's advocacy
for urban containment and compact form , closer proximity, alternative mode of travel
like walking, cycling and public transport means in 1990; and The United States'
Urbanism-idea of mixed use-type, denser urban form in order to reduce the travel
distances and private vehicles as New Urbanism and/or Smart Growth initiatives in early
90s (Jenks, Jones 2010, p. 2)show that global urbanism has already opted the public
transport means as its primary transportation mean. In the present day urbanism, public
transportation facilities have already gone through lots of innovative practices of and
researches in high capacity vehicles, renewable energy systems for transportations,
high speed transport and even in whole transport governance systems. Bus Rapid
Transport (BRT) is also one of the popular concept for efficient, cheap and reliable
transportation that have been a part of most of the cities today. This transportation
system has been amazingly popular in developing cities. This is justified by the largest
proportion of people using BRT being from South Asian (Asia: 27.58%) and Latin
American Region (61.08%) (BRTData.org 2015). Economy and efficiency are the main
reasons of BRT being popular in developing nations. And in those cities where Trams
and Railway tracks are too expensive to afford for, this can be the ideal solution. That
are the reasons that mayors of the cities of the world are so keen to launch BRT in their
cities. A BRT system will typically cost 4 to 20 times less than Light Rail Transport (LRT)
and 10 to 100 times less than metro system (Wright (Ed.), Hook(Ed.) 2007).

3. BRT System and global scenario

High performance, Higher capacity and good quality buses, dedicated traffic lane (for
full service BRT), efficient with time, compatible and advanced stations with GPS
tracking systems (for full service BRT) are the main features of the Bus Rapid
Transport. Also, well equipped service centers and adequate number of such buses are
the obvious requirements. In the developing countries it is popular where LRT and
Metro are too expensive and in the developed countries it is popular in cities with the
low density population. In Weimar Only BRT is the public transportation system within
the city which does not even need the tram because of the low density of the people
living and also because of the small size of the city (84.42 sq. km). However its
popularity counts more in developing nations because high number of users and cities
have less options for transportations. First city to have BRT is credited to Curitiba, Brazil
where it is believed that it provides adequate service of 'surface metro with too low cost.

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"Bus Rapid Transit in China: An important way to respond Urban Mobility "

Initially It was expected that BRT would fall in the mid-way between traditional bus
system and urban rail. But now, it is already well experienced and realized that it can
give the best benefits of both services. That are reliability, flexibility and speed of train
and low price of the traditional bus transportation (Cervero 2013). There are two
categories of BRT system realized, based upon the infrastructure the service uses and
quality of services it provides. High-end type BRT system and Low End BRT System. In
the High-end type BRT runs over the dedicated traffic lane and has more substantial
stations platforms and boarding areas. More comprehensive information can be
understood from the Table as shown.

High End BRT/ Full Service Low End BRT/ BRT Lite/
Moderate Service
Running! Ways Exclusive "Transit-ways;" Mixed" Traffic
Dedicated "Bus" Lanes; "Some"
grade" separation
Stations/Stops Enhance "Shelters" to "large" Stops, "sometimes" with"
temperature-controlled" transit" shelter, "seating, "lighting", and
centers "passenger" information
Service Designs Frequent services;"integrated" More "traditional-service"
local" and "express services;" designs
timed" transfers
Fare collection Off-Vehicle "collection;"smart" More "traditional-fare" media
cards;"multi-door" loading
Technology Automated "Vehicle Location" More "limited-technological"
(AVL);"passenger information" applications
systems;"traffic signal"
preferences;"vehicle"
docking/guidance" systems
Table 1: Difference between the High- End BRT and BRT Lite

Source: (Cervero 2013)

BRT services of Bogota in Columbia, Guangzhou in China are famous as High-End

BRT. Beyond that they have been anticipated more because of their branding and
marketing as well as superior customer services (2013, p. 2). BRT also have been
awarded as gold, silver and/or bronze according to the services they provide and
advanced technology they possess. BRTs of above mentioned cities along with Lima,
Peru are awarded gold for their services and technology specification. Today, In total,
193 cities of the world have BRT services running over 5,247 Km road providing
services to 32, 869,432 passengers each day (BRTData.org 2015). Besides cost saving
(in comparison to city rail), highly congested megacities of the worlds (mostly Asian and
Latin American) opted for BRT because it can be built and expanded too quickly
(quickest of all the public transportation means) and contribute well in building and
upgrading competence and image of the city globally (2013, p. 4).

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"Bus Rapid Transit in China: An important way to respond Urban Mobility "

4. BRT System of China

Along with the rapid urbanizations and economic growth, BRT in is also gaining its
number and services in Chinese cities. Within this 15 years of time since the first BRT
project was launched in Chinese land in 1999, more than 20 cities already have BRT as
public transportation mean. The total length of BRT lane has been 655 KM and these
services are providing transportation service to 4,375,250 people of the cities each day
(BRTData.org 2015). Ministry of Construction of PRC issued a directives in 2004 for
local government that they should endeavor to reach to a situation where

I. No less than 30% of all the trips in larger cities use public transport
II. Speed of public transportation should be more than 20 Km/hr.
(Zhou and Szyliowicz, 2005) cited by (OECD 2007).

From then, Local government's affection for BRT started to rise and the number of
services is increasing still now. High population density of people, quick instillation time
and economic to instill and affordable to use (on people's behalf) are the main reasons
of growing popularity of BRT in China.

Figure 1: Growth in China’s BRT Network Lengths (in Kilometers, Two Directions): 2004 to
2012.

Source: (Chinabrt.org) cited by (Cervero 2013)

BRT system in China was started from Kunming region followed by megacities like
Beijing and Shanghai and then by larger cities like Hangzhou, Jinan and so on.
Chengdu, as an example to show the popularity of BRT in earlier days, opted to prepare
its master plan with TOD contemplating BRT with hybrid bus system and city railways
(OECD 2007). Earlier, BRT became more popular in the cities of the Coastal regions in
China. However, its influence is also growing in the cities of Western China like

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"Bus Rapid Transit in China: An important way to respond Urban Mobility "

Lanzhou, Urumqi, and Yinchuan. In these three cities only, BRT serve for 7.7 million
people daily (Heshuang 2013). It is also experienced that, BRT is gaining more
popularity in second and third-tier cities which do not have urban rail system. BRT in
Chinese cities usually have one or two corridor. In an average, BRT corridor length is
around 40 kilometers in each city and they are already playing central role as public
transport mean. Changzhou BRT solely covers 25% of total ridership in the public
transportation in the city. With its accessibility to city residents and commuters,
Changzhou BRT is regarded as one of the most successful BRT systems in China
(2013). Although in the mega-cities of China BRT may not be the most popular
transportation mean, It can be a good complement for the whole transportation systems
in the core areas.

BRT in China has also some limitations. It can be popular in the developing cities, at the
same time, it has some of the limitations in the growing cities because of the lack of
proper governance and public response. Even though launching BRT is a quick
process, it takes more time for the people to get out of their affections for private
vehicles and to understand the right-of-way of BRT corridors. In Chongqing, public
opposition to 2008 dedicated BRT line compelled government to allow other buses to
use the lanes. This was due to the belief in them that dedicated lane to a single service
create congestions. Also, Urumqi BRT as integrated with other modes of transportations
have assisted people to use multimodal trips. But people found it difficult to understand
how and at what time it connects to other modes of the transport. Thus BRT, even
though is a quick process to start with, takes time to establish itself as a reliable means
of transportation in the eye of public, especially in the developing cities.

5. BRT Kunming
Kunming is the first city of China which introduced BRT as public transportation mean.
After more than a decade coalition with the city of Zurich as sister city and after more
than two years of study and collaboration, the coalition, finally prepared master plan for
city transportations, in 1996. This master plan had envisioned the phased development
of combined bus, tram and rapid rail transportation networks with appropriate traffic
management program in co-ordination with urban landscape planning and regional
and environmental planning. It is also said that initially, LRT was opted in place of BRT
in Kunming. But with the change of Mayor of the city, the new mayor, who was against
LRT, did not get the approval earlier, Later on in 1998-98 when the SDPC (State
Development Planning Commission) agreed to fund 6 metro systems, Kunming also
applied for funds for LRT. But finally LRT was not included even though an advanced
master plan had already been made. Thus same plan was adopted for the BRT opening
the door for BRT in to the whole China (2006, p. 29).

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"Bus Rapid Transit in China: An important way to respond Urban Mobility "

Kunming BRT has different phases of its construction and execution. Initially in 1999, it
was open as 5km BRT services on major North-South arterial on Beijing Road which
connects central railway station to 1919 French Built narrow gauge railway line which is
developed now as subcenter, bedroom community. In August 2002, they added
another 11 km road along East-West corridor down Dongfang Road. The service was
extended till the Horticulture exposition in the beginning and later one after the event,
BRT line was reoriented back to initial North-South orientation (Hook 2006).

By 2006 Kunming already had 40 Km of BRT

network of 6 centerline at-grade open bus-
ways with several private operators at low or
no physical separation for most of alignments.
(Asian Development Bank, 2008). It was
already carrying 7,500 passengers per hour
per directions in comparison to 2,000
passengers per hour per direction by all the
services before its implementation. While
today, 156,000 passengers take BRT service
each day in 47 kilometers corridors. At some
intersections the buses run in three lanes
Figure 2: BRT Network in Kunming in parallel to each other thus avoiding the
2006. intersection. Before the service was lunched
Source: (Cervero 2013) the average speed of the bus service was 10
km/hr while now this is the minimum speed at
peak hour. Another interesting fact about Kunming BRT is it started as an adjustment to
already running buses and services. The bus-ways and bus-shelters are simple and
BRT implementation costs was $0.3-0.5 million/km. This number is too low in
comparison to BRT-Lite of Lagos $1.7 million/km and Trans Milenio Bogota $6
million/km (Aleshinloye, 2015). Also Kunming city is not short of city railways and
tramlines. Still, BRT Kunming is able to establish and maintain its legacy of being the
pioneer of China and one of the most important contributor for sustainable city as
Kunming is regarded as one of the most sustainable cities of China.

Kunming now aspiring to be megacity after its coalition with Zurich ( with Swiss Federal
Institute of Technology, Zurich (ORT-ETH)) as sister city. The idea of greater Kunming
is already showing the symptoms of its final form. The satellite town with the concept '
four cities around lake Dian' is also well established with good transportations network
integrating BRT and city railways. However, BRT Kunming has also some limitations.
Main is the lack of separated lanes is difficult for maintaining traffic system emphasis to
the public transportation as private vehicles as well as bikes are still too large in
number. At peak hour the bus-ways are too congested to provide efficient services.

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"Bus Rapid Transit in China: An important way to respond Urban Mobility "

6. Conclusion.

Bus Rapid Transit can be a good tool for the developing cities. Especially where the population
density on the higher sides and city needs quick yet long term solutions in less economy BRT
can be the most preferable approach. BRT though is a quick and economic to launch, it has to
run in coherence with the population of the city along with the infrastructural development. With
the case study of Kunming, one lessons can be learnt that for emerging cities solely BRT can be
insufficient public transportation means (although Trans Mileno in Bogota is said to be efficient
for 8 million people). However it can be even more effective when integrated with the urban rail
system.

Publication bibliography
Aleshinloye, K. (2015, April 29). Catalyzing Mobility in Lagos: BRT and other Public Transit Developments.
Retrieved November 26, 2015, from Colabradio: http://colabradio.mit.edu/catalyzing-mobility-in-lagos-
brt-and-other-public-transit-developments/

Asian Development Bank. (2008). BRT-Case Study 4: BRT, Kunming (China): The First BRT system in the
People’s Republic of China. Retrieved November 26, 2015, from https://sti-india-
uttoolkit.adb.org/mod2/se3/005_4.html

BRTData.org (2015). Available online at http://brtdata.org/, updated on undefined, checked on

11/24/2015.
Cervero, Robert (2001): Integration of Urban Transport and Urban Planning, updated on undefined,
checked on 11/14/2015.
Cervero, Robert (2013): Bus Rapid Transit (BRT): An Efficient and Competitive Mode of Public Transport.
IURD Berkeley. Available online at http://iurd.berkeley.edu/wp/2013-01.pdf, checked on 11/25/2015.
Heshuang, Zeng (2013): China Transportation Briefing: Bus Rapid Transit in China – On the Way.
Available online at http://thecityfix.com/blog/bus-rapid-transit-brt-china-transportation-briefing-series-
guangzhou-beijing-heshuang-zeng/, updated on undefined, checked on 11/25/2015.
Hook, Walter (2006): Options for Financing Bus Rapid Transit in China. Institute for Transportation and
Development Policy. With assistance of The China Academy of Urban Planning and Design. Available
online at https://www.itdp.org/wp-content/uploads/2014/07/China-BRT-Financing-Final.pdf, checked
on 11/26/2015.
Jenks, M.; Jones, Colin (2010): Dimensions of the sustainable city. Dordrecht, London: Springer (Future
city, 2).
Litman, Todd (2003): Measuring Transportation: Traffic, Mobility and Accessibility. In ITE Journal 29.
Available online at
http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.376.711&rep=rep1&type=pdf, checked on
11/13/2015.

9 Pradeep Adhikari (Student No.:1593249)

"Bus Rapid Transit in China: An important way to respond Urban Mobility "

OECD (2007): OECD environmental performance reviews. Paris: OECD (OECD environmental
performance reviews), checked on 11/25/2015.
Urry, John (2002): Mobility and Proximity 29(2), pp. 255–274. Available online at
http://soc.sagepub.com/content/36/2/255.full.pdf+html.
Wright (Ed.), L. Loyd; Hook(Ed.), Walter (2007): Bus Rapid Transit Guide. Available online at
https://www.itdp.org/wp-content/uploads/2014/07/52.-Bus-Rapid-Transit-Guide-PartIntro-2007-
09.pdf, updated on undefined, checked on 11/24/2015.

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