At a time when many of Asia's cities are choking from the mass of vehicles on the roads, bus rapid transport (BRT) systems offer one relatively affordable, clean, and sustainable solution to urban pollution and public transport snarl-ups, according to an ADB official.

Under the BRT system, a section of the road, preferably the central part, is dedicated to buses that work like a light-rail transit system. BRT improves the quality of traffic on roads by putting the buses on a separate track, providing bus stations with level boarding and alighting, pre-pay systems, covered shelters and a place for users to park their cycles. Buses stop at designated stops, are clean, well maintained and the bus staff are well trained.

Realizing the importance of developing safe and sustainable urban transport systems in Asian cities, the ADB-supported Clean Air Initiative for Asian Cities (CAI-Asia) has launched a pilot project to develop a sustainable model of urban transport (PSUTA). The project is being tested in Pune, Hanoi and Xi'an. 'This project will highlight that expensive rail systems are not the only solutions to public transport problems,' says ADB Lead Transport Specialist Charles Melhuish. 'There are other public transport possibilities, which these cities must consider. The Bus Rapid Transit system is one such solution.'

This concept was pioneered in Curitiba, Brazil in the 1970s. Curitiba has a good medium sized BRT with buses that can carry 280 passengers each.

A large number of cities in Latin America have started using a BRT system and several in Asia are considering it to meet their mass transit needs. BRT systems are currently operating in Kunming, People's Republic of China; Taipei,China; and several Japanese cities. They are under construction in Jakarta and Beijing and are being discussed in New Delhi and Seoul.

One of the most successful BRT systems in the world is in Bogota, where former Mayor Enrique Peņalosa borrowed from the Curitaba example to create not only the TransMillenio BRT, but also developed quality spaces for pedestrians and bicyclists.

But Bogota is not just about buses. 'We had to build a city not for businesses or automobiles, but for children and people from all walks of life. Instead of building highways, we restricted car use,' he says. 'We invested in high-quality sidewalks, pedestrian streets, parks, bicycle paths, libraries; we got rid of thousands of cluttering commercial signs and planted trees. All our everyday efforts have one objective: Happiness,' he says. According to Mr. Peņalosa, Governments must understand that parking on sidewalks is not a constitutional right.

'Till about 80 years ago, most people walked to work. Automobiles have enabled us to expand our cities and convert them into monsters,' says Stockholm Environment Institute Research Leader Professor John Whitelegg. 'We now build cities that respect vehicles and not human dignity. To me public transport is a matter of human rights. Roads are not safe for pedestrians and cyclists and there is chaos on the roads created by a huge population of private vehicles. The cities are noisy, the air polluted is, there's excessive traffic on the roads and the quality of life has deteriorated.'

The World Health Organization estimates that urban air pollution annually contributes to about 800,000 deaths and 4.6 million lost life-years worldwide. A large percentage of the air pollution comes from vehicles. According to World Bank estimates, globally more than 1.17 million people die in road accidents every year, with 70% of these accidents happening in the developing countries and 65% involve pedestrians. More than 10 million are crippled or injured.

Many policymakers and governments believe creating a safe and environment-friendly transport system will cost millions of dollars. However, many environmentalists believe that it is actually the lack of political will to solve the urban transport problem, which leads to projects such as the BRT being overlooked.

'It is difficult to get governments to request us for support for urban transport. Most requests are made for big ticket projects like national highways', says Mr. Melhuish. If governments were to spend money on improving the urban public transport system and creating walkways, which are pedestrian and cyclist friendly, residents would be happier.

A BRT system can be 10 to 100 times cheaper to carry out than a rail system. 'It provides metro level service at almost 1% of the cost. It can be planned and implemented in just three years,' says Country Director for India, China, and Bangladesh of the Institute of Transportation and Development Policy Karl Fjellstrom. 'What is important is to think about bus lanes, operations, management, and infrastructure all at the same time. Bogota spent US$6 million just on planning. On the other hand, Brisbane did not plan their system well and ended up spending US$11.2 million on redesigning just one BRT station.'


The regulation of BRT and integration of non-motorized transport are important for successful implementation. 'The success of BRT in Jakarta through the Indonesia Livable Community Initiative project led to almost 14% private car users shifting to busways,' says Indonesia Transport Researcher Tory Damantoro. 'The existing busway system, however, lacks an integrated feeder system. Public transport route restructuring and institutional reforms are facing huge barriers due to conflicts of interest from the different stakeholders and sectors.'

To succeed a public transport system has to encourage a shift from private transport and reduce congestion on the roads. It has to be seen as convenient and safe both for its users as well as pedestrians and cyclists.

'A sustainable transport system must provide mobility and accessibility to all urban residents in a safe and environment friendly mode of transport, which is a complex and difficult task,' says Prof. Dinesh Mohan, of the Indian Institute of Technology in New Delhi. 'Pedestrians, cyclists and non-motorized rickshaws form the most important part of mixed traffic.'

In Indonesia, this situation has created an opportunity for cycling to become an environmental-friendly feeder for the BRT system. 'The initiative is to provide a network of cycle paths as one of the busway feeder systems, says Mr. Damantaro. 'Several preliminary outreach programs have been undertaken such as simulation of cycle paths and a 'bike-to-work' programme. Providing cycle paths will promote this mode of transport and change people's perception on cycling and other nonmotorized means of transport.'

CAI-Asia has organized this week's ADB-supported workshop on Better Air Quality (BAQ) 2004, in Agra. Almost 650 people from 35 countries across the world are participating in what is the largest air quality workshop in Asia. Through presentations and focused discussions, BAQ 2004 will contribute to improving the science on which Air Quality Management (AQM) in Asia is based, strengthening the governance structure for urban AQM, and developing stronger stakeholder networks on AQM in Asia.