Usage pricing was implemented in Singapore in the form of an Area Licensing Scheme (ALS) in 1975. Under the system, motorists were required to purchase licenses to enter a Restricted Zone (RZ).
Singapore manages traffic demand through ownership pricing in the form of an Additional Registration Fee (ARF) which, coupled with the city’s Vehicle Quota System (VQS), helps limit increases in congestion.
Bus Rapid Transit in Dalian, a coastal city in northeast China’s Liaoning province, began operating at the beginning of 2008 in the hopes that the 13.8-km-long BRT route – of which 9 km are dedicated busway – would ease the pressure on urban traffic.
Chongqing Bus Rapid Transit launched in 2008 along an 11.5-km route, of which six kilometers are dedicated busway (three fully segregated).
The Changzhou BRT boasts separate bus lanes or bus-only roadways, a vast network of routes and corridors, high capacity buses operating both outside and inside these corridors, greater passenger volume as compared to that in mixed traffic lanes
Hangzhou Bus Rapid Transit (BRT) began operation in 2006 with 27.2 km of service (7 km of busway). The system was expanded with two additional line extensions in 2008, 2009, and 2010, and today provides passengers with 55.4 km (18.8 km of busways) of BRT service.
Beijing’s Rapid Bus Transit (BRT) opened on December 30, 2005 and quickly began to transform transportation in the crowded city. The 16-kilometer, 17-stop route, dubbed “Southern Axis BRT Line One,” links eight residential areas, with a total population of 200,000, and four bustling commercial circles in the city’s southern districts.
Ten exclusive bus lanes have been completed in Taipei City and the public has acknowledged the improved efficiency of bus operations and traffic safety. During peak hours, the system is moving roughly 6000 passengers per direction per hour, roughly triple the capacity…
Jinan’s Bus Rapid Transit System began operating in 2008, and now extends of 14.7 km (of which only 13.7 are comprised of dedicated busway), and 22 stations.
Before the implementation of Bus Rapid Transit, the modal share of public transport in Nagoya was significantly lower than that of other cities in Japan, while that of the automobile was high. In 1979, 11.1% of total trips were made by buses, 11.6% by metro, 16.5% by heavy rail, and 56.2% by private car. Traffic congestion was severe especially during peak hours.
