Its Standardization for BRT

CLEDSON AKIO SAKURAI1, CAIO FERNANDO FONTANA2, ANTONIO GIL DA SILVA

ANDRADE3

1,2Departamento Ciências do Mar (DCMAR)

Universidade Federal de São Paulo (UNIFESP)

Av. Almirante Saldanha da Gama, 89 – Santos/SP

BRAZIL

3Departamento de Tecnologia da Arquitetura

Faculdade de Arquitetura e Urbanismo (FAU)

Universidade de São Paulo (USP)

Rua Lago, 876 - Butantã, São Paulo/SP

BRAZIL

Abstract: - The Bus Rapid Transit (BRT) is an efficient transport system for cities that need to quickly expand

its network of public transport, with minimal investment compared to other systems such as the Light Train,

and providing a quality service to users. The BRT uses dedicated corridors to reduce user travel time, but these

runners is within the existing road network, therefore it is necessary to implement automation systems that can

coordinate BRT operations with other modes transport of city. This automation system, known as ITS, has

features that perform this management, how to act at the traffic lights along the corridor in order to prioritize

the passage of BRT also has other features in other areas that allow proper operation to BRT. This article brings

to discussion the functionality of a BRT in order to define a map of required functionality for users, operators,

managers, equipment providers, application providers and other interested parties can use as a guide for the

execution of its activities.

Key-Words: - Map, BRT, ITS, Specification, Mobility, Transportation

1 Introduction

The development of medium and large cities and

the increasing need for rapid and efficient urban

mobility drive the implementation of a public

transport system that meets the growing demand of

the population. The BRT is a transportation system

that offers quality services at low cost, as well as a

short-term deployment compared to other modes of

transport. So many cities are choosing the BRT as

an ideal solution for mass transportation, meeting

the daily needs of people for displacement in urban

centers.[1]

The BRT concept consists of key elements

focusing on the planned operation, adequate

infrastructure, technology, effective management

and quality service to passengers. These systems are

essentially determined by: [8]

 Exclusive lanes and prioritizing bus

 Stations with prepayment and board

level

 High capacity and embedded technology

bus

 Distinct image

 ITS

 Integration of transport modes and

reorganization of existing lines

The implementation of a BRT system requires a

lot of planning because of the various components

that influence the process such as the layout of

filling stations, vehicle configuration, bus interface

to the system, information service to passengers and

marketing, among others.

One of component of BRT is the ITS. The ITS

system consists of a technology matrix intended for

operation and management of urban mobility. It

consists of sets of information systems,

communication, control, monitoring, sensing, acting

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and among others. It aims to provide greater

operational efficiency to transport and transit

operations services as well as provide comfort and

safety for users of BRT services.

The main functionalities of ITS are: [5][6]

1) Path of previous information.

2) Information for the driver along the way.

3) Public transport information.

4) Personal Information Service.

5) Navigation and route guide.

6) Support for transportation planning.

7) Traffic control.

8) Incident Control.

9) Traffic demand control.

10) Political control and regulation of traffic.

11) Infrastructure maintenance control.

12) Improved visibility.

13) Automated operation of vehicles.

14) System for preventing longitudinal

collision.

15) Prevention System against side impact.

16) Safe driving.

17) System of prevention and warning against

possible collision.

18) Commercial acquisition vehicle control.

19) Control preferred for commercial vehicles.

20) Administrative processes of commercial

vehicles.

21) Automatic roadside inspection.

22) Monitoring of commercial vehicles along

the way.

23) Control and freight planning.

24) Public Transportation Management

25) Transport demand control.

26) Control of public transport systems

integration.

27) Emergency Indication path.

28) Control of emergency response vehicles.

29) Notification of incidents and highly

dangerous material traffic.

30) Financial transactions electronically.

31) Pedestrian Safety.

32) Signs for dangerous stretches.

33) Intelligent Crossings.

The listed features can be grouped in the various

systems that make up the ITS and implemented on

an architecture that allows for their integration.

[2][3][4]

2 Problem Formulation

The ITS needed to meet the BRT is complex

because the BRT is composed of several elements

spread over a city, among them are: Stations, Shared

Vias, Restricted roads, buses, besides the

maintenance crews and operation.

The elements that need to exchange information

with each other are usually not the same

manufacturer, therefore there is a clear need to

integrate these systems and propose solutions to

facilitate the implementation of any element within

the ITS for the BRT.

The BRT system is composed of several

elements that interact with each other, so the ITS

needed to meet the needs of BRT has high

complexity. However, each BRT operator,

regulator, government body, business and other

group features the form comprising the ITS for

BRT.

This is not desired because it complicates the

integration activities BRT components, and

sometimes acquire systems with the same

functionality unnecessarily duplicating the functions

of ITS to EDT.

To solve this problem, this paper proposes a

mapping of the features of ITS for the BRT to be

understood and meets all the actors involved in BRT

further this standardization allows each supplier can

focus its development in your area knowledge, and

facilitate the integration between systems.

For government and regulators this standardization

facilitates discussions and allows you to prepare

properly the specifications because everyone

understands the same way the requested features.

And finally, for the user to standardization allows it

to have the same quality of services provided and

full understanding of what is using.

2.1 Implementation of ITS

The methodology to implement ITS consists to

start from the architecture to implementation

strategies for the project.

Fig.1: Development Methodology

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Each step up the delivery of a document comprising:

 Step 1: Description of the ITS Architecture

- Overview of ITS architecture;

 Step 2: Description of the ITS solution -

From the architecture description, this

document describes the proposed solution to

the ITS project BRT Sao Jose dos Campos;

 Step 3: Functional description of equipment

- This step is the functional description of

the equipment identified in step 2;

 Step 4: Functional Description Systems and

Applications - This step is the functional

description of the systems and applications

in step 2;

 Step 5: Drawings and diagrams Schematics

- This step is the description of drawings

and schematics for the ITS project;

 Step 6: Strategies for Project

Implementation - This phase consists of the

description of the implementation of ITS

Project.

After definition of ITS architecture, it is

necessary to start the description of ITS solution.

This point start the problem due to lack of

standardization, because the equipment and systems

are different, so sometimes it is very difficult to

make a multi-vendor solution for ITS.

Dependence on a single supplier makes the

solutions remain proprietary and impede the

evolution of the system, not to mention the

expansions can cost more than they should.

3 Problem Solution

This item presents an initial proposal of

functionality in order to standardize the

understanding of ITS for BRT. This proposal should

be discussed with all stakeholders involved in order

to establish the same understanding for the ITS.

3.1 Actors of ITS

Following are presented the main actors that

interact in the use of ITS for the BRT:

 Marketing and Access Control Agent: acts

in a vehicle and / or other equipment

connected to public transport (PT) services,

responsible for marketing credits, for

control of access and entry and exit aid

users / passengers.

 Driver (PT): operates a licensed vehicle and

linked to PT service.

 Operational Controller (PT): responsible for

monitoring and control of PT's route

schedules. Its activities include, in addition

to monitoring and control, contingency

measures and modification of routes and

PTS supply in the course of operation. The

modifications take into account abnormal

situations, such as vehicle breakdown, the

vehicle deceleration, adjustment needed to

balance demands exceptional etc.

 Manager (PT): is the public or state,

responsible for regulating and monitoring

the PT services. It is a generalization of the

actors regulator, planner, programmer and

fiscal PT.

 Operator (PT): responsible for PT fleet

operation, subject to the rules set by the

manager, the programming of PT services

and guidelines of the operating controller.

 Passenger: is an individual (or group), not

part of the crew on board a vehicle during

the course of a trip.

 intermodal service provider: set of operators

from other transport systems, for example:

metro, tramway, among others. Allows

coordination for the efficient movement of

people across multiple modes of transport.

 User: is all human entities that use, directly

or indirectly, the services of the transport

system. As the time and situation, this actor

can be a pedestrian, commuter, passenger,

driver (other non-system vehicles), tariff

credit accounts or any other companies that

take advantage of the services offered.

 Traveler: any individual who uses the

transport services.

3.2 Planning, Programming and

Management

Set of services that includes, for example,

establish the system of capillary level and extent of

network, types of services, service and quality

standards (indicators), generate work orders and

perform monitoring and management (monitoring

and control) of PT operations, as well as

contingency measures, aiming at improving adverse

conditions to established standards.

3.2.1 Planning

Feature used to perceive reality, to identify in

advance the demands and modeling scenarios,

evaluating alternatives, structuring actions,

establishing routines and procedures with a view to

meeting the mobility aspirations of society and its

main duties and powers set out and define:

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 Standards of service and quality of service:

accessibility, comfort levels, service levels

of integration, maximum waiting times

(minimum frequency and commercial

speed), quality indicators / performance and

levels of prevention.

 Resources and infrastructure for the

realization: planning the lines and routes,

provision of services and the economic and

financial analysis (distribution of income,

cost analysis and economic and financial

planning companies).

3.2.2 Programming

Based on the planning and within the available

resources, demand changes (daily and seasonal

variations) and other external factors, carried out the

programming of PT services, always seeking the

best relationship between supply and demand,

generating orders operational service (daily

schedule), detailing:

 Amount and allocation of line for vehicles,

often traveling time, itineraries, timesheet

(timetable); and

 Allocation of human resources (drivers,

sales agent).

3.2.3 Management

The management includes monitoring,

supervision and operation control and it is the

functionality that performs monitoring and real-time

control of parameters and events on PT system, by

comparison with the programmed, intervening when

necessary in order to adapt the operation to the

defined standards. It is understood as being adherent

to the real-time characteristics provided by the

available infrastructure of computer systems and

data communication.

3.2.4 Measurement

Features associated with the collection,

processing and visualization of information

(parameters) about the vehicle and infrastructure

(stations, terminals and tracks), necessary for the

operation:

 Type 1 - embedded in the BRT vehicle:

monitor the level of use and performance of

the equipment and the way they are

operated. Can contribute to the

rationalization of equipment, provision of

design, safety and comfort of operation.

Examples: State monitoring (safety device,

opening / closing doors) and as continuous

variables (position, velocity, acceleration,

occupation and motor functions / body).

 Type 2 - associated with infrastructure

(stations, terminals and tracks): assess the

level of congestion and occupation.

Examples: the terminals and on the decks -

users / travelers count; the roads - counting

and identification of vehicles, speed

measurement, light forward and improper

occupation.

3.2.5 Monitoring and Fleet Management

It refers to the ability to efficiently manage the

main inputs involved in the provision of PT

services:

 Type 1 - maintenance and control inputs:

functionality that focuses on the acquisition,

storage and processing of information on

the performance and level of maintenance

and wear parts, parts and accessories (eg

fuel consumption, mileage between failures)

of vehicles. It may be important in

controlling costs, preservation of equipment

in reducing accidents / pollution and

preventing failures.

 Type 2 - regularity, reliability and quality:

allows control of equipment (operation and

functioning), seeking to capture data

reflecting traffic safety, passenger comfort

and the way of interaction between the

vehicle and the driver, provides data in

order to assess driving the vehicle, allowing

actions to correct or mitigate an

inappropriate situation (eg speeding).

3.2.6 Monitoring and Management Services

Allows you to track the performance of PT trips

and carry out the management of the operation.

Monitors and controls, in real time, the elements of

the PT system, the purpose of providing an

operation within the principles and pre-set

parameters. The predefined parameters refer to the

conditions under which the system should operate -

obtained in the planning and scheduling of the

operation - and that are subject to interference of the

processes, which can be caused by many factors as:

weather conditions, events, works, driver action

among others. Comprises:

 Management and control of real-time

operation: maintain regularity and reliability

of services;

 Verification of the planned service (planned

grid) versus the service performed /

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executed (grade running); and

 Analysis and dynamic adjustment of supply

versus demand for station, terminal, line

shaft, etc. It is understood as dynamic

adjustment any action in order to adapt the

operation to an unforeseen situation,

considering the resources available. Eg

allocation of extra trips due to excess

demand.

3.2.7 Control of Doors at Station

May be performed in the following ways:

 Type 1 - automatic control door opening:

can help to increase the commercial speed

and the operational flow while maintaining

the timing of opening the doors of the

stations with the TP vehicles when they are

in proper positioning.

 Type 2 - use monitoring (selective /

exclusive) way of the corridor: has the

potential to monitor the use and curb the use

of BRT lanes by unauthorized vehicles.

3.2.8 Critical Systems Independent

Systems designed to assist, automatically or semi-

automatically, in operations that require a higher

degree of precision and skill, aiming at the

optimization of the operation (accuracy and speed).

3.2.9 Stops with Precision in Stations

It is used to align the stops for loading and

unloading operations. In these operations, according

to the system characteristics, there may be the need

to do them more quickly and accurately to eliminate

variations from different drivers' skill levels.

3.2.10 Automatic Guidance

In segregated pathways may allow driving and

coasting maneuvers (the charts) more accurate and

reliable without the need for driver intervention,

except in emergency situations. The implementation

of this feature may provide an improved design of

the BRT lanes (of smaller width bands) and an

increase in the commercial speed of travel.

3.3 Electronic Charging

Set of services responsible for marketing credits,

from generation, through distribution, validation and

effective collection (ticketing) to compensation

(clearing), enabling integration between different

modes of transport.

3.3.1 Generation and Distribution

The electronic credit generation is the feature by

which it generates a lot of credits to be used by

users for payments of tariffs on passenger PT. The

credits of each batch will allow tracking over use

process. A lot of electronic claims may contain an

expiration date, allowing, at closing, ascertain the

credits residue not used during the period of

validity.

The distribution of electronic claims is the

functionality by which the electronic claims are

loaded in the media to be used as payment in the PT

system.

3.3.2 Validadtion, Collection (Billing), Passenger

Count and Clearing

The validation of electronic claims is a feature in

which the system checks the validity and the amount

of available electronic credit being presented for

payment of the fare. Designates also the permission

the user, bearer of that credit has to use it and the

conditions under which that credit is being used.

This feature is important for the credit control by

holders of benefits users being required to wear

some form of identification, preferably, for

example, biometric identification. The collection of

electronic credits, also called the ticketing is the

functionality that receives electronic credits used by

the passenger to pay the fare, then the validation

process. It is desirable that this present some form of

backup in real time the information involved. Thus,

it will become possible to recover from information

on the amounts involved in that operation: batch

identification, amount of credits and carrier user.

The passenger count is a feature in which is

recorded the amount of passengers, grouped by

vehicle or access control equipment, user type

(paying or not) and, where applicable, kind of

benefits carrier, as well as amounts paid for each of

the identified groups.

Clearing or compensation is a feature in which

the result of the collection is distributed among the

PT system service providers. The rules and

proportions of this distribution must be previously

agreed between these service providers and the

manager of PT and must be known to all.

3.4 Information for Users of Services

Set of services responsible for distributing,

extensively, updated and effective static and

dynamic information on the transport network and

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on services to users.

3.4.1 Before the Start of Trip Information Plan

It is intended to assist you in planning the trip.

Allow it to exercise choice about the mode and / or

faster and more efficient route and make decisions

from the knowledge of the best path, the arrival

forecast, the combination of modes of transport and

the cost of travel. Most often refer to static aspects.

Examples: lines (routes, scheduling, tariffs) of city /

intercity buses, location of intermodal terminals and

parking, transport services (subway, LRT, taxis),

maps and fares among others. The information is

provided to the user through different media, such

as telephone, internet, conventional radio, cell

phones, smartphones, television and interactive

public terminals (kiosks at strategic points). This

information can come from multiple sources (in

addition to PT), eg tourist organizations, parking

lots, urban transit and multimode operators (metro,

tramway, bus, aviators etc.).

3.4.2 Information During the Trip

It is intended to assist the traveler / passenger

who needs complementary information, in planning

the trip. They are usually operational information

(dynamic) that aim to assist the traveler / passenger

to monitor and possibly modify the trip (changing

lines, paths etc.), providing guidance on:

 Information to the traveler (just before the

start of the trip) - eg arrival of the next

vehicle or a particular line of service

suspension. The traveler must receive this

information when you are in the vicinity of

the station, or within the same and can be

transmitted to the boarding platform;

 Passenger information - eg the next season,

the possibility of choices modes and

connections and the estimated arrival

(estimated travel time) based on historical

data and these conditions at that time (eg

traffic conditions, climate, existence of

congestion, operational incidents, accidents,

and other works). Other useful information

for passengers are: sights, yellow pages and

others. There are several ways this

information be disclosed (specialized

media), through voice messages via paging

system; variable message panels - located at

strategic points in the vehicles, stations,

terminals and channels; special radio

equipment; mobile devices such as laptops

or personal units shipped, eg mobile phones

(smartphones) and browsers.

3.4.3 Post travel information

Feature that aims to provide information on

historical travel, such as Customer Service - SAC.

3.5 Health and Safety

Set of services responsible for providing greater

security to the traveler / passenger / driver, both in

the aspect of preventing the actions of third parties

(security), and to guard against operational risks

(safety).

3.5.1 Vehicles Monitoring

Consists of monitoring by embedded image,

stations, terminals, stops, ticket offices, ordinances,

platforms, roads and parking lots of PT vehicles.

Can help to attract new passengers, it can provide a

greater sense of security users.

This monitoring has different objectives,

depending on the location of the cameras:

 Surrounding the station: it aims to prevent

the action of criminals;

 Inside the station: in addition to the

previous goal, the cameras help to control

overcrowding, inappropriate behavior,

unauthorized sellers, harassment, revenue

evasion and investigation of fraud;

 Inside the vehicle: aim to provide more

safety for passengers / drivers / marketing

agents against fraud, vandalism and crimes

(focus inside) and, more comfort in travel

(focus on front of the vehicle, allowing the

visualization of possible accidents);

 Towards (segregated): the cameras are

designed to verify the existence of elements

that might jeopardize the vehicle, driver and

passengers in the travel route, as obstacles

and action of criminals. Prevent also against

the track invasion by unauthorized vehicles

and pedestrians.

 Alarms can be activated by drivers / users of

PT and sent to central operations. Call

(button) panic should be included in

incidents / accidents treatment plans, eg

transmission of image and sound, activated

due to the activation of the panic button.

3.5.2 Control of Agglomeration

Monitors the amount of travelers and passengers

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present in the stations and vehicles, in order to

determine the level of occupation in order to avoid

overcrowding and discomfort. May use an imaging

monitoring system to meet the goal, as well as

turnstiles and automatic access doors to limit the

flow of passengers. In panic situations, the turnstiles

at entrances / exits should provide a mechanism to

facilitate the evacuation (free passage).

3.5.3 Integration with Public Security Systems

and Emergency

It is sharing of information, voice and image

with the security and emergency forces in order to

prevent and treat critical situations, risks to users

and damage to the PT system, caused by offenders

and criminals, vandals, weather conditions or

accidents.

Can provide and use data from Police,

Ambulance and Fire department.

3.5.4 Automatic Control of Doors

It aims to ensure the safety of users. Such

functionality contributes to improving safety,

minimizing risk of accidents involving travelers

while waiting at stations and platforms, as well as

when loading and unloading of vehicles. They may

be used, for example, before crushing devices,

positioning sensors, etc.

3.6 Multimode Coordination

Set of services responsible for the coordination

of transport and traffic systems, to improve

intermodal transfer services and prioritize PT traffic

signal at intersections.

3.6.1 Integration between Modes

Allows coordination between agents operating in

different ways services (intermodal service

provider). Aims to provide convenience at the point

of transfer, as well as improving the operation of the

PT. Application examples: subway transfer to buses,

ie transfer of a larger capacity system to another

lower capacity where there is a strong need for

preparation or timing.

3.6.2 Traffic Light Management

At intersections where there is an adaptive traffic

control system, seeking to favor the circulation of

the PT vehicles by priority at traffic lights. Establish

channels of communication between the (s) System

(s) PT operational control and (s) system (s)

operational control of urban traffic, aimed at

coordination between them, improving the

performance of PT without degrading traffic.

3.6 Infrastructure Monitoring

Objective continuity of operation, maintaining

the infrastructure and ancillary services, such as

electricity supply, telecommunications, data

processing and others. Should allow the rapid and

accurate identification of problems, speeding up the

solution through operating interventions and

corrective maintenance, triggering the leaders and

eventually effecting the activation of contingency

plans. It allows even operate remotely critical

systems - such as power supply.

Examples of equipment that can be monitored:

turnstiles, automatic doors, vehicles, internal data

networks, generators, nobreaks, air conditioners,

computers, servers and others.

Another important function that can be added is

the monitoring of external agents that cause risk or

interference in the operation of the transport system,

for example, weather conditions such as rain and

lightning, flooding roads and stations.

4 Conclusion

The paper presented proposes to standardize the

mapping of operational procedures for the BRT in

order to optimize and facilitate the understanding of

any system. This way it can purchase from any

vendor systems because everyone understands the

same specification, reducing the understanding

errors. This article presents a possible understanding

for the features required for ITS and will serve as a

basis to discuss and standardize the mapping.

The city of Sao Jose dos Campos became

interested and supports the discussion to standardize

the functionality and the applicable protocols in a

BRT and are applying the proposed this article in its

BRT projects.

5 Acknowledge

We appreciate the support of Prefeitura de São

José dos Campos - SP - Brazil which enabled this

research. The survey results are being applied in city

hall of specific projects in infrastructure, traffic and

transportation.

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Caio Fernando Fontana, Antonio Gil Da Silva Andrade

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PROOF

DOI: 10.37394/232020.2022.2.9

Cledson Akio Sakurai,

Caio Fernando Fontana, Antonio Gil Da Silva Andrade

E-ISSN: 2732-9941

Volume 2, 2022