BRT includes train-like level boarding, which eliminates the need for riders to climb stairs — a feature that is particularly benefi cial for the elderly or users with mobility impairments. Autonomous bus rapid transit, though, would enable true precision docking, allowing buses to get close to the curb consistently, removing the time-consuming task of deploying a boarding extension to bridge the gap between the bus and the platform. From a cost perspective, capital expenditures would be minor compared to new light rail construction, and the technology could easily be added to existing BRT systems; it could simply be a matter of switching out the equipment instead of purchasing new buses. Autonomous buses may also not need drivers, reducing operating costs. Instead, these staff could provide control center operations, customer service for the agency, or be dispatched when there are breakdowns. Autonomous buses could also operate in a narrower lane than conventional BRT vehicles, saving on capital costs and allowing BRT to be implemented more easily in confi ned rights-ofway. For some BRT projects, the need for layovers due to high frequency of service can create issues, but they would be removed or greatly reduced with autonomous buses. Th ink about how game changing autonomous bus rapid transit could be if it were paired with some of the innovative BRT projects in the works today, such as IndyGo’s planned Red Line. Th e Red Line BRT, which CDM Smith is designing, will use a fl eet of all-electric, battery-powered buses. Not only would autonomous, all-electric buses improve effi ciency, enhance safety and reduce costs, but they would also eliminate emissions and noise, improve urban quality of life and lower the system’s carbon footprint. Similarly, in Seattle where CDM Smith is developing plans for the Madison and Roosevelt corridors, the use of autonomous battery powered buses would remove the need for new catenary construction and reduce project capital costs. While these systems are still evolving and are not quite ready for the streets today, autonomous bus rapid transit could soon be the next evolution of BRT — one that provides the best qualities of light rail while providing the most effi cient and cost-eff ective option for moving riders along strategic corridors. Tim Sorenson, P.E., is a vice president with CDM Smith who has been working on the development of BRT projects since 2000. DECEMBER 2016/JANUARY 2017 | MassTransitmag.com | Mass Transit | 19 larger vehicles and trains, could be alleviated. Improved safety is another potential benefi t of autonomous rapid transit. According to the Federal Transit Administration’s National Transit Database, there were 3,250 collisions, almost 13,000 injuries, and 92 fatalities involving buses in 2011. Th ese fi gures translated to approximately $483 million in casualty and liability expenses. Autonomous technology would greatly reduce the number of bus-related accidents. Emergency braking systems, which have been shown to have improved reaction times as compared to human drivers, would be engaged automatically when other vehicles, bicyclists or pedestrians were detected as being too close. Th e systems could also detect potential rear or side impact collisions and adjust the speed or position of the bus to avoid them. Another safety benefi t would be for bicyclists, who would not have to deal with the dangers of light rail tracks embedded into the roadway. By the Numbers Buses in 2011 3,250 Collisions 13,000 Injuries 92 Fatalities CDM Smith Capital expenditures would be minor compared to new light rail construction.
MassTransit_December2016_January2017
To see the actual publication please follow the link above