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NYC has a daily bus ridership of 2,629,800. Considering, it has a more comprehensive subway system, Saõ Paulo's bus ridership isn't that high in comparison. Saõ has a commuter rail ridership of 2.7 million, nearly the same as its subway system, so yes it does more rail than just its subway system.
This is from the Montgomery county Maryland presentation about planned BRT routes in the county with 5 located in Gaithersburg Maryland. These BRT routes with the CCT Light Rail line and Marc Commuter stations will form a rapid mass transit network in Gaithersburg. Gaithersburg is already saturated with regular bus routes. I don't have experience with BRT. How does it work? My question is, can a BRT network move people around a city as well as heavy rail or light rail?
Three routes running from West Gaithersburg to East Gaithersburg
1. Light Blue Route
2. Red Route
3. Brown Route
One route running through Gaithersburg north and south
1. Orange Route
One route beginning in West Gaithersburg and going southeast
1. Dark Purple
Light rail line (CCT=Corridor Cities Transit way) 8 stops in Gaithersburg
1. Royal Blue north-south
Marc Commuter Train (Not Shown)
1. 3 Marc Commuter Train stops north-south
Dumb project and a complete waste of money. There are some jobs in that area, but not many. Otherwise, why are people going to ride transit out there? Are they supposed to ride from one shopping plaza with abdundant parking surrounded by woods to another shopping plaza with abundant parking also surrounded by woods?
NYC has a daily bus ridership of 2,629,800. Considering, it has a more comprehensive subway system, Saõ Paulo's bus ridership isn't that high in comparison. Saõ has a commuter rail ridership of 2.7 million, nearly the same as its subway system, so yes it does more rail than just its subway system.
Yeah, I was mostly trying to point out that Sao Paulo has to do a lot with its subway system because the 5 lines is all it has . . . and that I think it's easier to do that there because you don't have the same inbound crush that you get in Manhattan . . . and that despite having similar metro area populations daily ridership in the NYC area is nearly twice as high.
Which might explain Sao Paulo's gridlock . . . and enormous helicopter fleet.
Yeah, I was mostly trying to point out that Sao Paulo has to do a lot with its subway system because the 5 lines is all it has . . . and that I think it's easier to do that there because you don't have the same inbound crush that you get in Manhattan . . . and that despite having similar metro area populations daily ridership in the NYC area is nearly twice as high.
Except the cities' rail ridership is roughly identical.
Orange line in LA would be in the top 20 light rail systems in the US by ridership. It does not have 30 second headways.
The point is that Orange line in LA posts some of the highest ridership numbers for light rail in the US and it does not have 30 second headways. Simply use elementary math. Divide ridership by number of lines. How many of them are significantly more than 25,000 which is achievable by one BRT line without 30 second headways? Two are significantly above. Two more are slightly above.
Decision in the real world are not made by looking at hypothetical capacity absent of demand. There is no advantage to running a subway through a corn field in Kansas over light rail over BRT over a regular bus. While it's true that a subway has the highest hypothetical capacity, that doesn't mean its an advantage in a corn field in Kansas. Doesn't matter when the number of light rail systems that have higher demand than BRT (and that's without 30 second headways) can be counted on one hand.
The thread is really just about a rhetorical question since BRT already does what light rail does, so asking if it can is clearly rhetorical.
NYC has a daily bus ridership of 2,629,800. Considering, it has a more comprehensive subway system, Saõ Paulo's bus ridership isn't that high in comparison. Saõ has a commuter rail ridership of 2.7 million, nearly the same as its subway system, so yes it does more rail than just its subway system.
Sao Paulo's bus ridership is 10.5 million daily. I don't know what "that high in comparison" constitutes for you. To me, 2.6 versus 10.5 is a significant difference.
Sao Paulo's bus ridership is 10.5 million daily. I don't know what "that high in comparison" constitutes for you. To me, 2.6 versus 10.5 is a significant difference.
Orange line in LA would be in the top 20 light rail systems in the US by ridership. It does not have 30 second headways.
The point is that Orange line in LA posts some of the highest ridership numbers for light rail in the US and it does not have 30 second headways. Simply use elementary math. Divide ridership by number of lines. How many of them are significantly more than 25,000 which is achievable by one BRT line without 30 second headways? Two are significantly above. Two more are slightly above.
The Orange line has headways of about 4-5 minutes during rush hour (assuming there's no other buses using the route). The light rail Blue line is slightly longer (22 miles vs 18 miles) and carries 82,000 weekday passengers, gold line 42,000 in 20 milles while San Francisco's N-Judah 42,000 in maybe half the distance. Calgary's light rail averages 8000 per mile.
Without long buses or very high headways (<2 minutes) it would be hard for BRT to handle that volume. But yes, few light rail routes need that capacity.
Except the cities' rail ridership is roughly identical.
Except that they aren't.
Sao Paulo metro = 3 million daily rides
NYC Subway = 5.5 million
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