Traffic participants stand in line, blocking the front of the BRT bus at the intersection of Le Van Luong – Hoang Dao Thuy. Photo: Traffic Newspaper
Around 7:30 a.m., the whole To Huu and Le Van Luong routes going to the center are always “flooded” with motorbikes and cars. Even in the dedicated bus rapid transit (BRT) lane, despite the banning sign and loudspeakers instructing to give way to the BRT, vehicles are still following each other, taking up all the space of priority vehicles.
You are watching: What is Brt
Reflecting on this situation, some residents said:
“Recently when the BRT was given a priority lane, many other vehicles also took advantage of the time when the bus had not arrived yet also took advantage of the BRT lane so they could go faster.”
“It can’t really be faster at this rate, due to the traffic jams; It took 15 minutes to cross an overpass.”
“I see that Le Van Luong street prolongs the situation of encroaching on the motorbike lane, which is the majority, some cars enter the BRT lane, affecting the situation that the prohibition sign is not effective when participating in the prohibited road.”
“That route is very small, losing 1 BRT lane is a bit inconvenient for me.”
According to data extracted from cameras located on Quang Trung Street, on average, 308 vehicles a day and 707 vehicles run into the BRT lane on To Huu Street, of which over 85% are motorbikes. 10% are cars…The fact that private vehicles enter the bus-only lane has a direct impact on the speed and accuracy of BRT’s scheduled time, during peak hours, BRT has the same speed as a regular bus.
The BRT route is allocated a priority lane, but the number of passengers using BRT is only crowded during peak hours, and outside this time frame, many buses are very empty.
Listener Duong Thuy Linh – Tran Phu, Ha Dong assessed:
“But I find this BRT doesn’t work, it really doesn’t work. Because there are only 2-3 people on the bus, one day I didn’t even see anyone besides the driver and assistant, and outside the motorbikes and cars, it was very crowded.
Analyzing the reasons why many road users enter the lane for the BRT, Lieutenant Colonel Nguyen Duc Thang, deputy captain of Traffic Police Team No. 7, the Hanoi Traffic Police Department said that it was partly due to the consciousness of the participants. Traffic is not high, but on the other hand, it is also because this is a road with a high density of vehicles participating in traffic.
Lieutenant Colonel Nguyen Duc Thang said:
“The pressure on this route is very crowded during the morning and afternoon rush hours. In the morning, pressure is in the direction from Ha Dong and the city center and vice versa in the afternoon. When the pressure is too crowded, the vehicles coming to the point have to wait for the lights to be very crowded, so they have to go into the BRT lane. This is a difficulty due to the density of vehicles participating in traffic and the part of the road that is not suitable for the traffic density, so it causes many difficulties in handling and handling when the vehicles enter the BRT lane.”
From another perspective, Master Vu Anh Tuan – Lecturer at Hanoi University of Transport said that the BRT route has not really been effective because the lane separation method is still inadequate:
“Currently we are applying soft separation and we need to apply stronger measures such as hard or semi-rigid separation such as plastic piles, rubber piles… which can limit the majority of vehicles. enter the BRT lane”.
Many people still calmly drive cars into the lane reserved for BRT buses. Photo: Soha
BRT line 01 is located on the radial road in the west of Hanoi – where there are 40 high-rise apartment buildings over a distance of 2km. Although it is expected to become a form of public transport to attract people in this area to give up personal vehicles for use, at present BRT has only 1 route and a similar infrastructure system. set.
People face many difficulties when accessing the shelter system due to the long distance from their house to the bus shelter, while the waiting area has no parking space or public bicycles. In addition, crossing the street to approach some waiting houses is potentially unsafe due to too much traffic.
Traffic expert Dr. Nguyen Xuan Thuy said that the reason BRT route 01 did not work as expected is because the city has applied model machines from abroad that are not based on the actual traffic conditions of the city. Hanoi:
“When choosing a route, the choice is not reasonable, putting the route in the middle of the road but not ensuring safety. Many construction works are too superficial, encroaching on the lane is too big. The downside is that we apply foreign models in the condition that the roads are limited and the infrastructure is so weak, I don’t think it is reasonable.”
Some experts say that, over the past time, Hanoi city has invested a lot of budget in the construction and development of the public transport system in general and the BRT system in particular. Along with that, the city has applied many measures to manage and allocate traffic in the direction of prioritizing the BRT, even planning to ban motorbikes on some routes through which the BRT passes in order to encourage pedestrians. people using BRT.
See also: What is Memorandum Of Understanding, Memorandum of Understanding
However, the effect has not been achieved as expected and it is time for the city to recognize and reconsider the real efficiency of this bus route.
It’s time to look at failure (Comment by Journalist Pham Trung Tuyen – Deputy Director of VOVGT Channel)
The birth of a BRT line has brought a new face to the city’s public transport system, but in order for that type of vehicle to become a regular priority for people, it is necessary to meet many factors of infrastructure. access layer, about the synchronization network. Those are the things that BRT 01 does not yet have, so it is still “alone” on the road where it is present.
BRT buses operate on Giang Vo street. Photo: Capital labor
With an urban area with a large population like Hanoi, the requirement for a type of public transport with large carrying capacity, continuous operation, and the ability to replace private vehicles is a must. to deal with traffic jams. The BRT with its own lane, which can pass through the city like a train, with the advantage of safety as well as speed, while the investment is easier than the railway, is obviously the number one choice.
In theory, dedicating a separate lane for BRT will create an inhibition leading to an increase in the tendency to choose a co-line to replace private vehicles. BRT Hanoi has started with Kim Ma – Yen Nghia route with a length of 14 km. It has its own lanes, has nice cars, is a very attractive option. But after more than 2 years of operation, it only succeeded in inhibiting traffic participants, but did not promote the selection trend.
It makes all the roads on its journey new congestion points. With an average of more than 10,000 users per day, that is too small a number on a radial road of a city of nearly ten million people.
Hanoi’s only BRT line up to this point, Kim Ma – Yen Nghia can only meet the journey of a western corner of the city, without a synchronous transport system, making people choose BRT but need to move further away from the wharf encountered too many inconveniences. They cannot continue to travel on safe, standard walking paths.
They also do not have the option of public bicycles, taxis are expensive, motorbike taxis are not friendly, and buses are often not convenient. BRT Hanoi, up to this point, is only suitable for those whose journeys often coincide with that single route, and provided that the person also does not have to travel frequently in the city.
BRT can only be effective when it becomes a popular means of transportation for people to give up the habit of using personal vehicles. But to be a popular choice, it needs to be a popular medium first.
That is, at least a network must be formed that spreads from the center to all poles of the city, and at the same time has a synchronous ecosystem, with suitable public transit facilities. Hanoi’s only radial BRT line up to this point is becoming lost in the traffic flow of the main city because of the lack of all the above minimum conditions.
Looking back at the Hanoi Transport Plan to 2030, many people will be surprised to realize that BRT is not expected to be a popular means of transport in the inner city. Eight BRT lines in the planning are located in the suburbs, serving peripheral traffic, only the Kim Ma – Yen Nghia route goes to the center.
Thus, in the vision of city transport policy makers, BRT is not a vehicle that is expected to play a dominant role in inner-city traffic. That means it won’t become a popular choice among people, even if all eight lines are completed. The question is: What is the role of the Kim Ma – Yen Nghia BRT route?
I saw eye-catching blue buses running on the 14-kilometer route that was always packed like weird soloists. It is very leisurely, deserted, running on the exclusive lane, passing by the clear waiting houses, and also deserted, passing through the crowded traffic, passing through the eyes full of resentment and calculation. whether to turn the steering wheel to the left to run faster.
It’s weird because of its opposite, it’s weird like a person who has all the best qualities but can’t fit in the community, weird as someone who is hated for reasons that have nothing to do with dignity. own nature.
See also: Chinese Fish Shooting Game 1000
After more than 2 years, people have recognized the presence of BRT, are familiar with the fact that BRT is still walking the same path, but cannot accompany.