“For every $1 billion we invest in public transportation, we create 30,000 jobs, save thousands of dollars a year for each commuter, and dramatically cut greenhouse gas emission”
Bernie Sanders
What the heck is BRT creep you may be asking?
At first glance, it sounds like a term used to describe a person in sunglasses and a hooded jacket “hanging out” at a station.
Luckily for all us public transport users, this is not the case.
BRT creep is the term used to describe the eroding of Bus Rapid Transit (BRT) - either infrastructure, services or fleet - until a particular system can no longer be rightfully called BRT.
In practice, it means starting out with a fully functional BRT system and then cutting things back till it is nothing more than a glorified bus route.
What makes the term confusing is that it’s contradictory to other types of creep. Scope creep, project creep and price creep, generally imply that the before mentioned nouns are actually getting bigger not smaller. BRT Creep is the opposite of this.
BRT Creep can happen for many reasons. A poor decision by the powers that be. Inadequate infrastructure or funds for a BRT system to operate. Potentially even a change in policy direction by Government.
The outcome, however, is usually the same.
A reduced public transport system that doesn’t move as many people as quickly.
Unfortunately, it is becoming quite common. Examples of BRT creep from around the world include:
- Delhi: Exclusive BRT lanes were first built in Delhi, and then taken back for traffic based on the decision of two judges who weren’t informed about the benefits of BRT. We understand that these lanes have been returned to exclusive BRT lanes.
- New York: Exclusive lanes were changed to curbside lanes.
- San Jose: Non-exclusive BRT lanes.
Not being able to call a system BRT, effectively means you no longer have a high-quality rapid transport system on a particular route.
This presents a problem for commuters, who no longer have a fast and convenient way to travel, and to Government, who can no longer claim to have a high-quality public transport route.
Not an ideal situation.
So when is a BRT not a BRT?
In our opinion, it is as soon as you take away exclusive BRT lanes.
Luckily, there is a much more thorough assessment known as the BRT Standard.
The BRT Standard is a complex ranking system for BRT that has been developed by the Institute of Transportation and Development Policy (ITDP), who by the way are a lot smarter than us!
It is based on a scoring system and includes the following criteria:
- BRT alignment
- Dedicated right-of-way
- Off-board fare collection
- Intersection treatments (including signal priority)
- Platform-level boardings.
If you build a BRT system, you want it to stay BRT.
To avoid BRT Creep and the ultimate erosion of a highly quality public transport system, use the following five tips.
One: Make sure you ascertain the need first!
BRT isn’t just a build it and they will come form of public transport.
While rail can have the luxury of long time frames, and appropriate land uses can develop and evolve around stations, with BRT you really need to hit the ground running.
Spend time studying alternative road corridors and ascertain where the best benefit will be. More importantly, understand what the average commuter journey looks like.
This takes a lot of the guess work out of whether or not the BRT will be a success, and minimise the risk of BRT Creep.
Two: Know what public transport users want and need
To ascertain the need of a BRT system, you need to understand what public transport users actually want and need.
Spend time surveying potential users, and look at current public transport patterns. Understand what issues people are facing in their current commute and what would make them use a BRT system.
This is powerful information, that can help you design a system to people’s needs.
Three: Don’t go too cheap
While BRT is a low-cost alternative in comparison to other modes of transport, it still requires adequate upfront capital investment.
Money for exclusive bus lanes, preferably in the middle of the road, is a must. If this infrastructure is in place, it becomes difficult for new Governments or other parties to remove this infrastructure.
Four: Work out what you need now and in the future
Plan for current and future needs. Look at population increases and demographics to ensure your system will deal with increased densities and land uses.
If you can build spare capacity into a BRT system, there is again less chance of the system failing and BRT creep occurring.
Five: Set an infrastructure program with yourself and other agencies
BRT shouldn’t be done in isolation. Once you have established what type of BRT system you need, set a very specific infrastructure program that details what infrastructure will be included at what time.
Equally as important, coordinate with other departments and agencies. This effectively gives you buy in and minimises the risks of the BRT infrastructure being removed or changed for other infrastructure projects.
Bringing it all together
As a Government or decision maker, when you put in a public transport system the last thing you want is for it to be removed or downgraded. It doesn’t reflect well and really isn’t great value for hard earned tax dollars.
If newspapers start using the term BRT Creep then it is time to contact your media and public affairs department.
Luckily, you don’t have to let it get to this stage. By doing research and understanding where BRT will and will not work, and more importantly understanding what trips people will be making, you can ensure that you put in a system that meets people’s needs.
If you coordinate this with relevant agencies, you also give yourself the best chance of providing a BRT system that works and won’t be cut back in the future.
Of course, there is a lot more to a successful BRT system than this. But at the very least, you know what BRT Creep means!
All the best.
Transit Trends · Andrew Collings, KA Advisory. Read and comment on the original on LinkedIn.
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