Beijing BRT

Segregated busways or bus-only roadways
Distinctive BRT buses Difficult to distinguish from many non-BRT articulated buses
Network of routes and corridors
Enhanced station environment (more than just a bus shelter)
High peak period operational speed (>20km/hr) Not in corridors 2 and 3
Majority of bus passenger demand in the corridor met by BRT buses
Net time saving for bus passengers in corridor Unlikely in corridor 1; not in corridors 2 or 3
Overtaking lanes at more than half of all stations
Actual peak ridership over 10,000 passengers per hour per direction
Actual peak ridership over 20,000 passengers per hour per direction
Passenger volume greater than a mixed traffic lane (~3000 pphpd) Yes in corridor 1, no in corridors 2 & 3
Pre-board fare collection and fare veriﬁcation
At-level boarding and alighting level but sometimes large gap
Sliding doors in BRT stations Newer stations have sliding doors
Includes BRT-only tunnels or bridges
Buses operating both inside and outside the busway corridor
Competitively bid operating contracts and concessions
More than one BRT bus operator
No operational subsidy from government subsidy needed
BRT buses paid for by operators rather than government budget
Low-emission vehicle technology (Euro III or higher)
Automated fare collection and fare veriﬁcation system
Station size based on passenger demand
Full weather protection on all station platforms Though cover has now been installed in most stations
System control centre
Real-time next bus information displays
Signal priority or grade separation at intersections
Distinctive marketing identity for system Beijing BRT
High capacity BRT buses
High-quality passenger information at stations
High-quality passenger information on buses
Bicycle parking at BRT stations Despite huge bicycle volumes
Segregated bike lanes along main corridor(s)
Wheelchair accessible stations
BRT authority responsible for planning and control of the system
Stations away from intersections

Segregated busways or bus-only roadways