BRT is sometimes referred to as a "rubber-tired Light Rail Transit (LRT) system" but with greater operating flexibility and potentially lower costs. BRT has some of the benefits of LRT at a fraction of the upfront capital cost. Key operational differences, however, include: the use of rubber-tired vehicles rather than rail cars; flexibility to take vehicles off dedicated lanes and into general traffic; better local access to stations for transit riders; and less need for transfers and multiple modes of transportation to complete a trip. 
By incorporating many of the service amenities of rail with the added convenience of nearby, neighborhood-friendly stations, BRT has proven its ability to attract the ridership levels previously thought to be possible only with rail systems. 
Capital costs of BRT are generally thought to be less than those for light rail. The actual costs of each individual system, however, depend on the local conditions and context in which the system will be operated. Capital items include the running way (busways or bus lanes), stations, park-and-ride facilities, communications and improved traffic signal systems, storage and maintenance facilities, and vehicles. Like the capital costs, BRT operating costs vary and are dependent on factors such as the number and type of vehicles operated, service frequency, and number of stops. 
BRT systems incorporate elements from both bus and rail. Key differences from city buses, however, include use of dedicated transitways or lanes for at least a portion of the route, vehicle design that provides easier and faster boarding and exiting, greater use of hybrid electric power, and stations within neighborhoods that provide not only shelter but a wide range of additional services and amenities.
Because BRT systems generally are able to provide more stops in locations that are within neighborhoods than rail systems, there is a much greater likelihood that service is directly accessible in your neighborhood – or within walking distance of it. 
BRT may rely on separated, dedicated lanes or access to HOV or Express Toll Lanes that are shared with toll-paying automobile traffic. In this way, BRT vehicles are able to provide reliable travel to many destinations.
Yes. BRT systems may be designed to be converted to rail service at a future date – as ridership increases and funding is secured. Seattle, Washington, for example, is pursuing a partial conversion of its bus tunnel system to allow for shared use by both bus and light rail. The Seattle Bus Tunnel is one segment of a regional BRT system that also includes a network of exclusive transitways and HOV lanes. Return to the MDOT BRT Home Page [BRT Home Page] [BRT Components] [BRT Benefits] [BRT Opportunities in Maryland] [BRT National Examples] | 
