Introduction of Bus Rapid Transit in a Metropolitan Area: The Case of Busan Metropolitan

Introduction of Bus Rapid Transit in a Metropolitan Area: The Case of Busan Metropolitan Sang Yong LEE Municipal Official Division of Public Transportation Busan Metropolitan City, 2001 Jungang-no, Yeonje-Gu, Busan, 611-735, Korea Fax: +82-51-888-3409 E-mail : thisissy@korea.kr Hun Young JUNG Professor Department of Urban Engineering Pusan National University, san30, Changjeon-dong, Kumjeong-Gu, Busan, 609-735, Korea Fax: +82-51-513-9108 E-mail : huyjung@pusan.ac.kr Jeong Ho LEE Research Fellow Busan Development Institute Yangjung-dong 273-20, Jin-Gu, Busan, 614-052, Korea Fax: +82-51-860-8819 E-mail : leejho@bdi.re.kr Abstract: Bus Rapid Transit (BRT) is a high quality bus based on a transit system that delivers passengers in a fast and comfortable manner. The BRT also ensures effective urban mobility through the provision of segregated busways and a bus-only roadways infrastructure. However, most of the cities in Korea have already adopted railroads under the trunk roads. Also, because there is no available ground to construct a highway, cities must utilize existing highways. Therefore, this study will explore the possibility of the introduction of the BRT in the case of Busan. From the result of the exploration, it is possible to suggest which priority conditions should be considered in the early phase of BRT corridor selection. Also, it is possible to choose a corridor as a candidate BRT in Busan. Lastly, it is possible to construct a use demand model of a BRT from potential users and estimate the use probability. Key Words: BRT, Segregated Busways, Disaggregate Use Demand, Probability 1. INTRODUCTION Following the Climatic Change Convention, public transportation sections such as the Bus Rapid Transit (BRT) and the railroad system have been promoted worldwide to reduce greenhouse gases under the Clean Development Mechanism (CDM) project under the influence of the Kyto Protocol. Also, the importance of vitalizing public transportation and limiting the excessive number of cars is in greater demand in Korea. Especially, BRT can carry many people at a significantly less cost of only about 1/20 th of that of LRT construction. In fact, the concern about the effective use of BRT is increasingly growing due to the Green New Deal section necessitating the practical establishment of BRT throughout Korea. However, most of the cities in Korea have already adopted railroads under the major traffic highways. Also, because there is no disposable ground to construct a highway, the cities must utilize existing highways. Therefore, this study will explore the possibility of the introduction of the BRT in the case of cities which have existing railroads, thereby gaining an appreciation of an effective transportation system in terms of public transportation. The object city of this study is Busan Metropolitan.

2. TRANSPORTATION CONDITION IN BUSAN METROPOLITAN 2.1 Highway Traffic Condition Busan, surrounded by seas and mountains, is one of the worst cities for congested highway traffic conditions due to no available ground and a slower than average car speed (21.6km/h). The traffic condition of Busan is shown in Table 1; the area is 766 square kilometers, the length of highway is 3,023 kilometers, and the rate of highway is 20.5%. Table 1 Metropolitans' traffic condition in 2008 Classification Seoul Busan Daegu Incheon Gwangju Daejeon Ulsan Area(km 2 ) 605 766 884 1,008 501 540 1,058 Population(Thousands) 10,456 3,596 2,513 2,741 1,434 1,495 1,112 Length of Highway(km) 8,093 3,023 2,329 2,384 1,475 1,861 1,680 Rate of Highway(%) 21.9 20.5 22.1 21.3 22.8 25.9 17.6 Average Travel Downtown 16.7 21.6 27.0 25.1 32.7 25.0 26.6 Speed(km/h) Suburb 24.9 28.6 31.9 32.3 52.1 32.2 46.3 2.2 Metro Traffic Condition Three routes within the Metro of Busan have been completed during the period of 1981 to 2005. A total of 95.8 kilometers of railway has been constructed during this period. Also, the Metro of Busan will be extended to four routes, to 108.5 kilometers, by 2011. This condition places Busan in a better position than most of the other cities in Korea, with the exception of the capital city of Seoul, as shown in Table 2. For this reason, the highway traffic condition is worse than the other cities and people chose the railroad as an alternative. However, the Metro of Busan is operated on the same service route as the trunk road, so the competition between public transportation modes is deepening Table 2 Metropolitans' Metro condition in 2008 Classification Seoul Busan Daegu Incheon Gwangju Daejeon Ulsan Length of Metro(km) 286.9 95.8 57.3 22.9 20.5 20.5 - Population per Length 35,580 36,983 43,455 118,341 69,902 72,390 - Length of Road via Metro 28.2:1 31.6:1 40.6:1 104.1:1 72.0:1 90.8:1-2.3 Bus Traffic Condition The bus traffic condition is better than other cities in terms of the condition of population per bus vehicle as shown in Table 3. To solve the urban traffic congestion and the deficit operation of buses, Busan has recently set up an improved public transportation system in stages. Due to the Busan Metropolitan Government's introduction of the Semi-public Bus Transportation System (SPBTS) and the Public Transportation Transfer System between 2006 and 2008, Busan's bus system has improved, meeting citizens satisfaction, although other cities have introduced SPBTS and a transfer system. Table 3 Metropolitans' bus traffic condition in 2008 Classification Seoul Busan Daegu Incheon Gwangju Daejeon Ulsan License Vehicle 7,598 2,532 1,658 2,283 952 965 627 Bus Line 376 130 103 196 89 93 122 Population per Bus Vehicle 1,376 1,420 1,516 1,201 1,506 1,549 1,774

3. DEFINITION AND EXPERIENCES OF BUS RAPID TRANSIT 3.1 Defining Bus Rapid Transit Bus Rapid Transit (BRT) is a high quality bus based transit system that delivers passengers in a fast and comfortable manner. It also provides effective urban mobility through the provision of segregated busways and a bus-only roadways infrastructure Several previous documents have also contributed definitions for BRT. BRT is a flexible, rubber-tired rapid-transit mode that combines stations, vehicles, services, running ways, and Intelligent Transportation System (ITS) elements into an integrated system with a strong positive identification and unique image (Levinson et al., 2003, p.12). BRT is a high-quality fast, comfortable and cost-effective urban mobility system (Wright, 2003, p.1). The BRT system is generally divided into three types as shown in Table 4; Full BRT, BRT and BRT-lite (IDTP, 2007, p.12). However, the BRT system is divided into two types in Korea, Full BRT and standard BRT, to include the categories of BRT and BRT-lite, except for preboard fare collection / verification (MLTM, 2010, p.10) Table 4 Quality spectrum of BRT BRT-lite BRT Full BRT Some form of bus priority but not full segregated busways Improved travel times Higher quality shelters Clean vehicle technology Marketing identity Segregated busway Typically pre-board fare payment/ verification Higher quality stations Clean vehicle technology Marketing identity Metro-quality service Integrated network of routes and corridors Closed, higher quality shelters Pre-board fare collection / verification Frequent and rapid service Modern, clean vehicles Marketing identity Superior customer service 3.2 Case Study Although the origins of the BRT concept can be traced back to 1937 (Chicago), the modern BRT concept originates from the "surface metro" system developed in Curitiba (Brazil). The first 20-kilometers of Curitiba's system were opened for service in 1974. Currently, the Curitiba system features 65 kilometers of exclusive busways, making over 562 thousand passenger-trips per day. The tubed station and bi-articulated buses of the Curitiba system represent a world example, attracting the study of the organizational and design features that have shaped Curitiba's success. Even by the 1990s, the "TransMilenio" BRT system in Bogotá had radically transformed the perception of BRT around the world. The TransMilenio system currently encompasses 84 kilometers of trunk corridors, and the total number of system passenger-trips per day is 1.45 million. By the time the entire system is completed in 2015, an estimated 5 million passengertrips per day will be served over a trunk network of 380 kilometers. Today, with both Bogotá and Curitiba acting as advanced examples, the number of cities with actual BRT systems or with systems under development is fairly significant. The influence of these two cities has directly assisted the launching of BRT initiatives in Seoul. Seoul's system began its service in 2002. The system features of Seoul are 93 kilometers of trunk corridors and 12 trunk routes. Seoul's network of corridors and routes makes over 5.7 million

passenger-trips per day. Also, the average commercial speed of BRT is 21.6 kilometers an hour, which is faster than the 16.6 kilometers an hour of the past. Table 5 shows the characteristics of the many cities with a BRT system as well as a comparison of their quantitative and qualitative attributes. Table 5 Quantitative and qualitative comparison of several cities with BRT system BRT Feature Curitiba Bogotá Brisbane Lyon Nagoya Seoul Qualitative Segregated busway or bus-only roadways Pre-board fare collection and fare verification At-level boarding and alighting Yes Yes Yes Partial Yes Partial Yes Yes Partial No No No Yes Yes No No No No Year system commenced 1972 2000 2001 2006 2001 2002 Number of existing trunk corridors 6 6 1 1 1 12 Total length of existing 64.6 84 16.5 4 6.8 93 trunk corridors(km) Quantitative Number of total system Not 562,000 1,450,000 93,000 9,000 4,710,000 passenger-trips per day available Average commercial Speed(km/h) 19 27 55-58 17 30 21.6 Total infrastructures costs $1.1mill - $5.3 mill, $20.2mill Not (US$million per km) $6mill $13.3mill -$33.3mill available $46.5mill $1.2mill (Source) Bus Rapid Transit Planning Guide, ITDP, 2007 3.3 Literature Review Zhang Weihua et al. (2005) established a set of evaluation indexes in order to judge the effect of BRT projects after enforcement. For the BRT scheme, they proposed adopting various evaluations including social economy, traffic function, environment, and resources utilization using a multi-layer fuzzy comprehensive evaluation method. They arrived at the conclusion that the key to implementing BRT is providing bus priority at intersections, while there must be sufficient link length to implement BRT. Tsutomu YABE & Fumihiko Nakamura (2005) evaluated the capacity of BRT in the cases of Japan and Brazil. They drew the conclusion that the improvement of bus operation systems such as the bus stop or operation system could enhance the capacity and level of service of the bus transit system to meet that of a rail based linehaul transit system, while maintaining the present operating cost level. Lee Seung jae & Ryu Seung gyu (2005) analyzed the effectiveness before and after implementation of the median arterial bus lane operation based on the Downs-Thomson Paradox theory in the case of Seoul s BRT. Nicolás Estupiñán & Daniel A. Rodríguez (2008) examined the built environment characteristics related to stop-level ridership for Bogotá s successful bus rapid transit system. However, the earlier studies merely proposed a post-evaluation of the efficiency of the BRT operation and measured the relationship between the already operating BRT system and the

urban structure. For cities to consider the introduction of the BRT system, the preparation stage of BRT planning will be required. 4. INDICATOR ANALYSIS FOR BUS RAPID TRANSIT CONSTRUCTION 4.1 The Early Phase of Corridor Selection The choice of the BRT corridor is very important, because it will impact the usability of the BRT system for large segments of the population and will have profound impacts on the future development of the city. The rules of the public transportation network's choice in the Public Transportation Plan in Busan (PTPB) are characterized as followed in Table 6. Table 6 Rules of public transportation network's choice Transportation System Convenience Operation Improving Service (Transfer & Travel Time) Connectivity between Different Modes Role Sharing of Metro Connectivity between Neighboring Cities Many Passengers Demand Conversion Possibility of Private cars Here, 17 trunk roads are explored and 15 corridors are suggested in PTPB (2006) with an additional 2 trunk roads, to consider the rule in Table 6 involving urban structure including humanities and societies. Table 7 lists the major arterials to be explored. Corridor Table 7 Major arterials in choice of BRT corridor Length Road Name Origin (km) Destination North-South 1 Geumjeongno 26.3 Dongnae Yangsan Yongam North-South 2 Beomilno + Jaseongno 8.4 Dongnae Jaseongdae North-South 3 Beomino + Jungangno + Geojeno 5.8 Dongnae Seomyeon North-South 4 Jaseongno + Jungangno 6.0 Jaseongdae Chungmu North-South 5 Geumgokno 14.7 Gupo Yangsan City Hall North-South 6 Nakdongno + Sasangno 4.9 Gupo Sasang North-South 7 Nakdongno 6.9 Hadan Sasang North-South 8 Hadanjungangno + Sinpyeongno + Dadaeno 9. 6 Hadan Dadaepo North-South 9 Gijangdaeno 8.6 Songjeong Gyori East-West 1 Chungryeolno + APECno + haeunno 14.5 Songjeong Dongnae East-West 2 APECno + Suyeongno + Jaseongno 10.5 Olympic Crossroad Jaseongdae East-West 3 Local Road 1077 8.6 Nopo Yangsan City Hall East-West 4 Mandukno + Nakdongno 8.1 Dongnae Gupo Station East-West 5 Gayano 6.5 Seomyeon Hakjang East-West 6 Gudeokno + Manghyangno + Nakdongno 7.7 Hadan Chungmu East-West 7 North Nakdongno 10.5 Gupo Gimhae City Hall East-West 8 South Nakdongno 15.9 Hadan Jinhae Yongwon 4.2 Evaluation Indicator 7 considerations including a cost-effective, useful public transport service are the determining factors in corridor selection (IDTP, 2007, p154). Although a corridor's importance will vary with circumstances, the condition for corridor decisions in this study should be prioritized through the following considerations to factor in road conditions and urban structure in Busan:

Bus Traffic Volume should be more than 200 vehicles an hour Number of Roadway should be over the three lane road Overlap Rate of Metro Line should be less than 30% Bus Trip Rate should be more than 30%. A thorough analysis of these considerations is carried out and two BRT corridors are chosen, East-West 1 Line and East-West 8 Line, to satisfy all of the conditions. Table 8 shows the detailed evaluation of each of the factors discussed in this study. Table 8 Result of evaluating BRT indicator Corridor Bus Traffic Volume Number of Roadway Overlap Rate of Bus Trip Rate Choice (vehicle/hour) (one-way) Metro Line(%) (%) North-South 1 Line 114-292 2-4 35.3 29.6 NO North-South 2 Line 185-482 3-4 95.6 45.9 NO North-South 3 Line 200-330 3-4 59.4 50.6 NO North-South 4 Line 139-472 4 89.0 42.8 NO North-South 5 Line 13-51 3-4 100.0 54.1 NO North-South 6 Line 356 2-3 65.9 51.1 NO North-South 7 Line 115 3 100.0 61.8 NO North-South 8 Line 147 2-3 100.0 61.6 NO North-South 9 Line 66 3-4 0.0 49.9 NO East-West 1 Line 110-299 3-4 25.3 37.2 YES East-West 2 Line 13-383 3-4 90.2 51.6 NO East-West 3 Line 3-15 3 100.0 29.5 NO East-West 4 Line 196-311 3-4 100.0 44.0 NO East-West 5 Line 235-391 4-5 84.6 52.8 NO East-West 6 Line 135-357 2-3 92.9 43.2 NO East-West 7 Line 115-149 3-4 100.0 32.3 NO East-West 8 Line 125-201 3-4 0.0 42.6 YES 5. ESTIMATION OF THE USE DEMAND OF BUS RAPID TRANSIT 5.1 Data Collection 5.1.1 The outline of the survey In this paper, a survey was conducted by visiting and interviewing travelers from Oct. 16. 2009 to Oct. 23. 2009. The outline of the survey is shown in Table 9. Table 9 Outline of the survey Date Oct. 16. 2009 to Oct. 23. 2009 The subject of the survey Travelers on 2 corridors, East-West 1 Line and East-West 8 Line Characteristics of respondents(age, Gender, Monthly income, Job, etc) The content Under alternative scenarios, user preference for BRT service The number of questionnaires 800 Returned samples 780 (Return sample rate : 97.5%) Valid samples 545 (Valid sample rate : 68.1%) * Because 255 samples were significantly flawed, they were classified as invalid.

5.1.2 The framework of the data Individual characteristics consist of social-economic factors and travel characteristic factors, with the exception of the use demand model. The disaggregate use demand model will be used to survey only for individual preferences. If respondents use the BRT service, scenarios of various travel times, access times and travel costs will be submitted. Then, the willingness to use the BRT service is examined. The survey was conducted to construct a disaggregate use demand model. Under alternative scenarios, the results of the use responses are shown in Table 10. In this table, when East- West 1 Line's travel time is 60 minutes and travel cost is 1,800won while being fixed by 12.1 minutes at the average access time of the respondents, the lowest rate of use is 0.0%. Conversely, when travel time is 20 minutes and travel cost is 1,000won, the highest rate of use is 63.0%. In the case of the East-West 8 Line, when travel time is 60 minutes and travel cost is over 1,400won while being fixed by 15.2 minutes at the access time, the lowest rate of use is 0.0%. However, when travel time is 20 minutes and travel cost is 1,000won, the highest rate of use is 43.2%. Table 10 Use responses on BRT by response rate Classification East-West 1 Line Response Rate East-West 8 Line Response Rate Cost 1,000won 1,400won 1,800won 1,000won 1,400won 1,800won 60min 1.2% 0.6% 0.0% 0.0% 0.0% 0.0% Travel Time 50min 6.9% 2.4% 1.2% 2.8% 1.4% 0.5% 40min 25.0% 12.7% 4.5% 9.4% 4.2% 3.3% 30min 47.3% 30.7% 15.7% 21.6% 14.1% 8.9% 20min 63.0% 44.9% 23.2% 43.2% 30.0% 16.4% 5.2 The Disaggregate Use Demand of BRT 5.2.1 Modeling the disaggregate use demand of BRT In this paper, the model of the disaggregate use demand of BRT is constructed by using the Multinomial Logit Model. Model 1 is constructed from the responses by the East-West 1 Line's travelers which influence the BRT service use. Model 2 is constructed by responses from the East-West 8 Line's Travelers. Here, the framework of input variables is shown in Table 11. Independent Variables Dummy Car Table 11 Framework of variables in multinomial logit model use=1, non-use=0 Dummy Bus use=1, non-use=0 Dummy Taxi use=1, non-use=0 Dummy Metro* use=1, non-use=0 (only Model 1) Variable Description Cost Value (Under SP scenarios: use of BRT, service fare, in won) Access Time Value (Under SP scenarios: use of BRT, service fare, in minutes) Travel Time Value (Under SP scenarios: use of BRT, reduced travel time, in minutes) * Because Metro doesn't exist in the case of East-West 8, dummy Metro variable excludes.

5.2.2 Results of the disaggregate use demand model of BRT Table 12 shows the results of Model 1 and Model 2. In Model 1, travel time, access time and travel cost have significance at the 1% level. Also, travel cost is the greatest coefficient. Therefore, it is considered that travel cost has the greatest effect on BRT. However, in Model 2, access time has non-significance and travel time has significance at the 5% level. According to the coefficient signs, a longer travel time, access time and higher travel cost coincides with a lower negative effect on using BRT. Because Model 2's adjusted ρ 2 is too low at 0.06330, additional variables will be considered if it has significance. Therefore, we will focus on the use demand of Model 1. Table 12 Results of model for use demand estimation Independent variables Model 1 Model 2 Dummy Car -0.8285(23.163***) 0.4194(7.4394***) Dummy Bus -0.4510(10.320***) -0.2538(1.4184) Dummy Taxi -0.6848(29.795***) 0.0463(0.0402) Dummy Metro -0.0757(0.114) - Cost(won/1,000) -0.2108(52.883***) -0.0827(7.5581***) Access Time(min) -0.0676(28.375***) -0.0163(2.0275) Travel Time(min) -0.0397(38.281***) -0.0242(4.0831**) L(0) 2352.998 1328.070 L(β) 2121.110 1250.002 adjusted ρ 2 0.10152 0.06330 Note) A parenthesis means chi-square value; *** has significance at the 1% level, ** has significance at the 5% level. As shown Table 13, the estimation of use probability of the mode spilt was calculated using utility functions in Model 1. It shows little difference in the rate between the model and practice. These results are due to the effect of increasing the value of the estimated constants for alternatives that are undersampled and reducing them for alternatives that are oversampled (Ben-Akiva & Lerman). Table 13 Use probability of mode split Conditions Trip Rate in Trip Rate in Access Travel Practice Mode Cost(won) Model Time(min) Time(min) (2009) Difference Private Car 5,000 3 40 26.27 36.84-10.57 Bus 1,000 9 65 22.03 37.21-15.18 Metro 1,300 12 45 29.54 14.65 14.89 Taxi 10,000 4 35 22.12 11.29 10.83 Therefore, the available estimation procedures need to be carried out for the multinomial logit model's modification. The important aspect is that we treat the private car alternative as having an implicit constant of zero. The estimated constants are modified by Equation (1) M i = V car - V i + ln(p i / P car ) (1) where M i : revised constants of mode i V car : utility of private car V i : utility of mode i

P i : fraction of mode i P car : fraction of private car The estimated values modified by Equation (1) are as follows in Table 14. Table 14 Constants to be modified Mode Private Car Bus Metro Taxi Revision Factors 0.8285 1.0143-0.2110-0.1835 Revised Constants 0 0.5633-0.8958-0.2592 Split Rate(%) 36.84 37.21 14.65 11.29 Finally, BRT constants are estimated on the supposition that the BRT service is positioned between the services of Bus and Metro by rule of half as in Equation (2). BRT constant = Bus constant + Metro constant 0.5633-0.8958 = 2 2 = -0.1662 (2) From the result of modification procedures, the adjustments are estimated as follows in Table 15. At this time, each split rate is equal to the trip rate in practice as shown in Table 13. Table 15 Finalizing model of use demand estimation on BRT Classification Cost Dummy Access Travel Time Time Early Revision Revised Constants Factors Constants Private Car -0.8285 0.8285 - Bus -0.4510 1.0143 0.5633 Metro -0.2108-0.0676-0.0397-0.6848-0.2110-0.8958 Taxi -0.0757-0.1835-0.2592 BRT - -0.1662-0.1662 adjusted ρ 2 0.10152 5.2.3 Estimation of use probability of BRT Table 16 shows the estimated use probability by the BRT fare in the East-West 1 Line. In this table, when the BRT fare is 1,000won, the use probability of BRT is the highest at 15.15%. Relatively, the preference for the BRT service is higher than taxi and metro services, so the introduction of BRT is a competitive decision for the East-West 1 Line. Table 16 Use probability of BRT in East-West 1 Line BRT Fare 1,000won 1,200won 1,400won 1,600won 1,800won Private Car 31.26% 31.46% 31.65% 31.83% 32.01% Bus 31.57% 31.77% 31.96% 32.15% 32.33% Metro 12.43% 12.51% 12.59% 12.66% 12.73% Taxi 9.58% 9.64% 9.70% 9.76% 9.81% BRT 15.15% 14.62% 14.10% 13.60% 13.11% 6. CONCLUSION This paper suggests directions for the introduction of the BRT in the case of Busan Metropolitan by considering various aspects. The results are summarized as follows.

First, by reviewing the BRT construction condition and thoroughly examining the urban transportation condition in Busan, it is possible to suggest which priority conditions should be considered in the early phase of corridor selection. Second, it is possible to choose a corridor as a candidate BRT in Busan. Lastly, it is possible to construct a use demand model of a BRT from potential users and estimate the use probability. This study is a stage for the preparation of BRT planning. We will study the effects on the introduction according to the BRT system components and consider a comparison of other public transits at a later date. REFERENCES Ben-Akiva, M. and S.R. Lerman (1985), Discrete Choice Analysis: Theory and Application to Travel Demand, The MIT Press, 228-229. Lee Seungjae & Ryu Seunggyu(2005), Median arterial bus lane operation analysis using the Downs-Thomson paradox theory, Journal of Korean Society of Transportation, Vol. 23, No. 5, pp. 83-92. Levinson, H., Zimmerman, S., Clinger, J., Rutherford, S., Smith, R., Cracknell, J., and Soberman, R (2003a), TCRP Report 90 Bus Rapid Transit Volume 1: Case studies in bus rapid transit. Levinson, H., Zimmerman, S., Clinger, J., Gast, J., Rutherford, S., and Bruhn, E. (2003b), TCRP Report 90 Bus Rapid Transit Volume 1: Implementation guidelines. Nicolás Estupiñán, Daniel A. Rodríguez (2008), The relationship between urban form and station boardings for Bogotá s BRT, Transportation Research Part A, 42, pp. 296-306. Tsutomu YABE and Fumihiko Nakamura (2005), Study on the relationship between capacity, cost and operation alternatives of bus rapid transit, Journal of the Eastern Asian Society for Transportation Studies, Vol. 6, pp. 408-422. Wright, L. (2003), Bus Rapid Transit, 1st ed, Eschborn: GTS. Wright, L. & Hook, W. (2007) Bus Rapid Transit Planning Guide, 3rd ed, Institute for Transportation & Development Policy. The Korea Transport Institute (2010), Bus Rapid Transit, 2nd ed, Ministry of Land, Transport and Maritime Affairs. Zhang, W., Lu, H., Geng, Z. and Liu, Q. (2005), Study on method for evaluation Bus Rapid Transit(BRT) scheme, Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 5, pp. 390-403.