The Boston BRT initiative is pushing hard for what it calls gold standard BRT in Boston, with the support of ITDP. Backed by a Barr Foundation grant, it launched a competition for pilot routes. Two years ago to the day, Ari Ofsevit already wrote a takedown of the idea of gold standard BRT in Boston, comparing the street width in Boston to the street widths in Bogota and Mexico City. In brief, most of Bogota’s BRT network runs on streets wider than 40 meters, and the rest is still 30-something; in Boston nothing is that wide except streets that have light rail in their medians like Commonwealth Avenue and Beacon Street, and the key corridors have segments going below 20.
In response to this problem, here is the photo Boston BRT is using to illustrate the technology:
I am not sure where this photo was taken. Judging by the 60 speed limit sign, it can’t be in the US. What we see in the photo is 4 travel lanes in each direction (2 car, 2 bus), a generous median for the station, generous medians on both sides of the main road, and service lanes. Paris’s 80-meter-wide Cours de Vincennes has in each direction a service lane, two parking lanes, one bus lane, and three car lanes, but no median between the two main carriageways. The depicted street has to be wider, which means it’s wider in meters than most Boston arterials are in feet. It’s very wide by the standards of Mexico City, Curitiba, and Bogota.
The BRT Report for Boston depicts another picture in that flavor on PDF-p. 14. It is also painfully misleading about existing BRT lines: its blurb about Mexico City omits the fact that the city has a large, expanding subway network with almost as much ridership as New York’s, and alongside Mexico; its blurb about Cleveland’s HealthLine BRT omits all the internal problems of the line, which make Cleveland urbanists denigrate it as a poor transportation solution.
BRT is a useful tool in cities’ kit for solving transportation problems. But proponents have to be honest about the tradeoffs involves: it is cheaper than a subway but also slower, less comfortable, and more expensive to operate; and it requires difficult choices about how to allocate street space. There are many examples of BRT on streets going down to about 30 meters, and Boston BRT could have also chosen to depict even narrower streets, to be relevant to Boston. Instead, it’s engaging in subterfuge: the report is claiming that BRT is faster than light rail and implying it’s the primary transit mode in Mexico City, and by the same token, the pictures all show wide enough streets for anything.