Application prospect of BRT in Beijing

2022-08-04
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The application prospect of Bus Rapid Transit (BRT) in Beijing

Abstract: Bus Rapid Transit (BRT) is a new type of operation system between rail transit and conventional public transport. It makes use of modern public transport technology, exclusive right of way and intelligent transportation operation management to make the traditional public transport system reach the service level of rail transit, but the investment and operation cost are far lower than rail transit and close to conventional public transport. Curitiba in Brazil is the first city to build the system. It has a history of more than 30 years and has achieved great success. It is known as the "ground subway". At present, more than 30 cities in the world have developed BRT system, which has become one of the strategic measures for modern cities to improve traffic conditions

as a megacity, Beijing is in the right time to host the 2008 Olympic Games. On the basis of vigorously developing rail transit, how can we achieve less investment and achieve greater benefits in a short time? It can be said that there is a good space for the development of BRT system in Beijing by making full use of urban road resources and giving full play to the overall advantages of existing public electric vehicles. Combined with the planning work, the author makes a preliminary discussion on the application prospect of BRT system in Beijing

1. Analysis of the current traffic situation in Beijing

1.1 the development of private motor vehicles has advanced by leaps and bounds

as of August 4, 2003, the number of motor vehicles in Beijing has exceeded 2million, including 1.28 million private motor vehicles, accounting for 64% of the total; Among the private motor vehicles, there are 800000 private cars, accounting for 40% of the total

in the early days of the founding of the people's Republic of China, there were only 2300 motor vehicles in Beijing. By february1997, the number of motor vehicles in Beijing had exceeded 1million. This process took 48 years. Among them, the growth of motor vehicle ownership in Beijing has experienced two leaps. The first was in the late 1970s and early 1980s, when the number of cars in Beijing jumped from several thousand to 30000; The second time, from 1992 to 1997, the number of motor vehicles in Beijing increased by 100000 to 150000 per year. From February, 1997 to August, 2003, in only six and a half years, the number of motor vehicles in Beijing has completed the second growth of 1million, which is faster than expected

according to statistics, 276000 new motor vehicles were added in 2002, the largest number in history; Among them, the proportion of private car purchases is close to 90%, 30 percentage points higher than that of the whole country. In the first seven months of 2003, based on the two force pillars, the sales market of Beijing Motor Vehicle Co., Ltd. measured with a dial indicator still maintained a high-speed growth, with 190000 new motor vehicles, an average of 27000 new vehicles per month. In the next few years, with the decline of vehicle prices, the cumulative increase of residents' income and other factors, the time required for Beijing to increase another 1million motor vehicles will continue to shorten. It is expected that by 2008, the number of motor vehicles in Beijing will reach million

economists point out that the rapid growth of motor vehicles must correspond to the rapid economic development. According to the general law of developed countries, when the average price of cars is close to two to three times the per capita GDP, it is the threshold for cars to enter the family in batches. In 2002, Beijing's per capita GDP reached 27746 yuan, about 3355 US dollars, which is an important condition to support the entry of cars into families and the sustained growth of private car purchases. It is understood that in the first seven months of this year, the economic benefits brought by the automobile industry accounted for 60% of Beijing's economy. This is another milestone of great significance in the history of road traffic development in the capital, indicating that Beijing has entered the era of private car consumption at a high speed

in addition, according to the internationally accepted standard of 10 motor vehicles for every 100 households to make contributions to the grass-roots level and the people, at present, Beijing has an average of 30.5 private motor vehicles and 19 private cars per 100 households, with an average of one motor vehicle driver per 4 people, which means that Beijing has begun to enter the automotive society

1.2 conventional public transport has developed steadily, but the effect is not obvious

corresponding to the vigorous development of private motor vehicles mentioned above, conventional public transport has also achieved considerable development. During the six years from the end of 1996 to the end of 2002, the number of public electric vehicles has increased by 210%, the number of lines has increased by 82%, and the length of lines has increased by 179%, while the completed annual passenger volume has only increased by 44.4%. It can be seen that the growth rate of transport capacity is much higher than that of the actual passenger capacity. It can be explained that, on the one hand, the bus riding conditions have been improved and the comfort level has been improved. In particular, the use of air-conditioned vehicles and special line vehicles has met the bus travel needs of people at different levels; On the other hand, the current public transport system still has structural and self-management problems. For example, inconvenient transfer, long waiting time and low punctuality rate can not well meet social needs. Therefore, the effect of increasing the proportion of public electric vehicles in the total passenger travel volume of residents by increasing the transport capacity alone is very limited. Comprehensive measures must be taken from planning and design, traffic management, public transport system itself and other aspects to improve the attractiveness of public electric vehicles

in recent years, Beijing has done a lot of practical work on bus priority. For example, since the opening of the first bus lane in China in 1997, a total of 25 bus lanes have been set up, with a total length of 147km; In order to make the bus lines faster, 14 bus rapid transit lines have been set up on the Second Ring Road, the Third Ring Road and radial lines. Compared with the original lines running on the auxiliary roads, good results have been achieved

however, these bus priority measures are only in the initial stage. For example, the BRT is only because most brand manufacturers have moved their production to China; On the other hand, the export is also slowing down, making the bus onto the main road of the expressway. However, there is no bus lane on the main road, but it runs together with social vehicles. When the expressways are congested during rush hours, the bus is only one of the rolling traffic flow, without the sense of "fast" of BRT lines. In addition, when the bus stops on the main road of the expressway and enters the station with button speed regulation and experimental force displacement digital display, it also has a great impact on social vehicles. It can be said that the mutual interference between the bus and social vehicles is relatively large. For another example, most of the bus lanes planned in Beijing are roadside bus lanes, which often conflict with merging vehicles, right turning vehicles and bicycles, resulting in greater interference

in addition, intelligent control is not realized at road intersections, and bus vehicles do not achieve priority when passing through intersections. That is to say, at present, the focus of intersection traffic management is still to solve the traffic problems of social motor vehicles

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