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The rapid growth of bus rapid transit (BRT)
in China offers an opportunity to improve the overall quality of sustainable
transport in China in the future. The debate over urban street rights still
exists, but cities can still maximize the benefits of BRT by prioritizing the
integration of BRT with other sustainable development models. Like everything
else happening in China, BRT has experienced rapid growth over the past few years.

Although China’s BRT system does not receive the same attention as the MTR
system worldwide, the development of the BRT system is still impressive (He, 2013).

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The first BRT
system in China was introduced to Kunming in 1999 and the BRT was launched in Beijing
in 2004, drawing the nation’s attention to BRT as a new transportation
solution. However, Guangzhou BRT is expected to become China’s first
high-capacity BRT system, second in the world (Fjellstrom, 2009). “For
operations at the end of 2009, passenger traffic is expected to exceed that of
other BRT systems in Asia; to replenish and replenish existing metro systems to
provide city-wide bus coverage; to save a total of 36 million passengers
annually; to reduce the demand for bus fleets and Energy Consumption
“(Cervero & Day, 2008). In 2010, the launch of Guangzhou BRT broke
through the existing medium and low speed BRT mode and transported most of the
country’s subway lines (Fjellstrom, 2009). The city has adopted a direct
service model that allows for the use of dedicated BRT lanes through
corridor-defined BRT routes which are not just trunk routes. “Nowadays there are 17 bus rapid transit
systems in China, serving 2.3 million people every day and most of these
systems were built since 2008 in all the first-tier cities, most of the
second-tier cities and many small cities” (He, 2013).

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