Beijing's Rapid Transit Line puts cars in their place

Rush hour is usually a nightmare for Beijing's bus commuters. Squeezed from all sides, riders endure polluted air and chilly winter winds that seep in through gaps in the windows, or suffer en masse in the scorching summer sun. They look down in envy at their fellow residents, zipping through the traffic in air conditioned cars. But with the opening of Beijing's first Bus Rapid Transit (BRT) line on December 30, car owners may soon be jealous of bus riders.

The new 18-meter-long BRT buses. © BRT

In its two months in service it has attracted overwhelming ridership, with daily passenger flows averaging around 80,000 commuters. Officials originally expected the peak flow �estimated at around 150,000 passengers per day �to occur in 2007, but on the third day of operation, passengers already neared 130,000.

"It's very likely the flow will exceed 150,000 during the golden week of the Labour Day," noted Yan Yabin, Vice President of Beijing BRT Company, Ltd., which manages the line, referring to the seven-day holiday in early May when Beijing sees a huge influx of tourists and commercial activity.

Right-of-Way

Bus Rapid Transit, the term for a high-speed bus system that operates within an exclusive right-of-way, was first developed in Brazil in the 1970s. But it has quietly taken hold in China, where more than 20 cities, including Shanghai, Chongqing, Chengdou, and Shenyang, are now constructing or designing BRT systems.

BRT combines the single-corridor quality of rail transit with the flexibility of buses. It is also considerably cheaper than rail, at one-tenth the construction and operational costs, and takes less time to set up � typically less than three years from design to completion.

Beijing BRT Company currently operates more than 40 buses and is expecting another 50 by April, bringing the total fleet to 90. According to Yan, the major attraction of the new line is that it is convenient, cheap, comfortable, and fast � taking 37 minutes to complete what is usually a one-hour journey.

The 18-meter buses are equipped with an electronic stop announcement system and air conditioning, which most regular city buses don't have. And the buses' low entry step allows access for wheelchairs, a feature that Beijing only recently began incorporating into city transport. "We are trying to make BRT into 'luxurious sedans for common residents,'" Yan proclaimed, expressing his pride and confidence in the new system.

Successful model

Exclusive Lanes for Beijing's "Southern Axis BRT Line One." © BRT

According to He, BRT is a good way to tackle colossal urban transportation problems. "Many people don't realise that it's a dead end to develop small automobiles," he said. The city of Beijing, with a population of 14 million, is now home to around 2.8 million cars, or an average of roughly 20 cars per 100 people. More than 20 per cent of city residents use cars to get around � roughly the same number as those who use public transport � while more than 40 per cent rely on bicycles or walk.

As Beijing continues its rapid expansion, residents of the city's older core districts will increasingly be pushed out into the suburbs, making it nearly impossible for them to bike or walk to workplaces and other destinations in the city centre. Most of these people end up being dependent on public transport. Yet over the past decade, the lion's share of Beijing's transport dollars has gone to expanding roads, crossroads, and parking lots, which mainly benefit car users. "The problem is, the wider the streets become, the more cars they will attract," said He.

Vicious circle

An influx of cars inevitably slows down traffic, while inadequate investment in public transport leads to decaying services and a shrinking customer base. In Beijing and throughout China's cities, many former bus riders have been forced to resort to cars to avoid increasingly long bus rides and exhausting walks to local stops�only adding to the worsening road congestion. To break this vicious circle, cities will need to invest in highly efficient public transport, such as BRT.

BRT construction will inevitably go against the interests of current car users, since it requires an exclusive right-of-way. But it doesn't just involve the construction of a few roads; it calls for a fundamental change in how people think about their right to mobility. "Transportation is indeed a political issue," explained He. "It requires the redistribution of benefits among different groups."

Fortunately, China's government now recognizes the value of public transportation and has made it a long overdue priority. In 2005, six departments of the central government issued a joint document promoting BRT construction. Beijing's inaugural southern line has received a green light and strong government support ever since it was first proposed.

The Chinese public should recognise the relative freedom it enjoys in choosing from a variety of transportation modes. People will increasingly need to weigh their own comfort and privacy against the benefits of mobility and speed. "Beijing's BRT system gives attention to both fairness and efficiency for all," said He. "We have to guarantee the mobility of the city first, then consider how to assign the remaining resources to small cars."

Source: Worldwatch Institute/Global Environment Institute China Watch project

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