BRT Systems in Brazil: Technical Analysis of Advances, Challenges, and Operational Gaps

Abstract

This paper examines the advances and challenges of Bus Rapid Transit (BRT) systems in Brazil, considering their potential in promoting sustainable urban mobility. Rapid urbanization and the predominance of private motorized transport have intensified the need for efficient, accessible, and environmentally sound collective transport solutions. BRT has emerged as a cost-effective alternative to rail systems, combining high capacity, lower implementation costs, and operational flexibility. The study focuses on three Brazilian cities (Rio de Janeiro, Belo Horizonte, and Fortaleza) selected for their regional diversity and distinct BRT models. Using the Delphi method, the analysis was structured around three dimensions: road infrastructure, transport planning and networks, and system operation and performance. Results indicate significant progress in terms of exclusive corridors, integration terminals, express services, and the adoption of Intelligent Transport Systems. However, structural gaps persist, particularly regarding incomplete infrastructure, weak integration between trunk and feeder lines, limited monitoring of feeder services, and insufficient adaptation of networks to urban dynamics. The findings highlight that the effectiveness of Brazilian BRT systems depends on strengthening feeder lines, improving physical and fare integration, and expanding sustainable infrastructure.

1. Introduction

Accelerated urbanization and the consequent increase in the movement of people and goods have severely challenged cities’ capacity to ensure efficient, accessible, and environmentally sustainable urban mobility. In Brazil, this scenario is aggravated by the strong dependence on individual motorized transport, the inadequacy of public collective transport, and a historic lack of integration between the different transport modes. These factors exacerbate socio-spatial inequalities and compromise the fluidity and quality of urban travel. Recognizing this critical context, Brazil’s National Urban Mobility Policy [1] determines the prioritization of public transport and non-motorized modes, aiming to promote equitable access and urban sustainability.

As a response, Bus Rapid Transit systems have emerged as viable alternatives to costly subway systems. Although the BRT concept originated in Ottawa, Canada, in 1973, it was in Curitiba, Brazil, beginning in 1974, that the model underwent significant refinement with the development of the Integrated Transport Network (RIT). The Curitiba system consolidated an innovative public transport model, distinguished by exclusive corridors, stations designed for level boarding, and advance fare payment. These innovations transformed it into an international benchmark for urban mobility [2,3]. Furthermore, the integration of these features with traffic light priority systems has enabled substantial reductions in travel times [2,4].

Since the 2000s, numerous Brazilian cities, including Rio de Janeiro, Belo Horizonte, and Fortaleza, have adopted BRT systems as an agile and financially viable solution to improve urban mobility, especially in high-demand metropolitan areas with limited infrastructure [5,6]. Key benefits attributed to BRT include reduced travel times and the potential to implement more equitable fare policies, as well as to promote urban integration.

Beyond operational efficiencies, BRT systems contribute to the qualitative improvement of urban spaces, modernization of vehicle fleets, reduction in greenhouse gas emissions, and enhancement of road safety. Studies suggest that a well-planned BRT system can meet critical sustainability criteria, especially in developing country contexts [7]. According to Gomez-Ortiz et al. [8], additional benefits encompass the reduction in traffic conflicts—stemming from the physical separation of buses from other modes, speed control in mixed traffic zones, and increased passenger comfort and safety. Maia et al. [9] reinforce these points, highlighting that technological and structural innovations in BRT systems in Brazil and China have contributed to improving road safety and the quality of urban mobility.

The effectiveness of BRT systems is intrinsically related to both interoperability and intermodality. Interoperability refers to the coordinated operation of different transport modes through the integration of Information and Communication Technologies (ICT), facilitating the management of buses, trains and subways together [10]. On the other hand, intermodality refers to the physical and operational articulation between the distinct transport modes used in a single journey, aiming to make travel faster, more accessible and more efficient [11,12,13]. Thoughtfully designed intermodal stations and mobility hubs enable efficient connections between trunk and feeder buses, non-motorized modes such as bicycles, and private vehicles [14]. The combination of these two concepts contributes to greater sustainability, equity, and urban integration [15,16].

Despite these advancements and potential benefits, BRT systems in Brazil continue to face significant structural and operational challenges. In many instances, the originally planned infrastructure is not fully realized due to construction delays, budgetary constraints, or technical modifications, which consequently compromises system performance. Issues such as the absence of overtaking lanes, substandard stations, and signaling deficiencies negatively impact service quality [17]. Moreover, fleet capacity often falls short of projected parameters, leading to overcrowding, discomfort, reduced energy efficiency, and a diminished appeal of the system [17,18]. Terminal and station management also face obstacles, including insufficient maintenance, security concerns, and inadequate operational control. Compounding these issues is the difficulty in achieving effective physical and fare integration among different modes, often due to precarious infrastructure, a lack of unified ticketing, and poor coordination of schedules and itineraries [19].

Considering these circumstances, this paper aims to analyze the advancements and persistent challenges of BRT systems in Brazil. It focuses on both the benefits accrued and the barriers that continue to limit their effectiveness as instruments for promoting sustainable urban mobility. The theoretical framework is based on a comprehensive literature review, addressing key factors influencing BRT performance, such as infrastructure, planning, transport networks, integration terminals, operation, and control systems. The methodology employed involves a critical analysis of the opinions of specialists from Belo Horizonte, Fortaleza, and Rio de Janeiro. This analysis is structured around three core axes: (1) road infrastructure; (2) planning, transport network, and integration terminals; and (3) operation, control systems, and performance. The Delphi method, applied across three consultation rounds, was utilized for this purpose. Although this study primarily focuses on the context of Brazilian cities, it is hoped that its findings may also contribute to the improvement of BRT systems in other cities worldwide facing similar conditions.

The article is organized into five main sections. Following this introduction, Section 2 provides a comprehensive literature review, discussing key concepts and empirical evidence related to BRT systems and their efficacy factors. Section 3 details the materials and methods employed in this research, with a focus on the Delphi methodology and the analytical framework adopted. Section 4 presents the results and a thorough discussion of the findings. Finally, Section 5 concludes the study by summarizing the main insights, outlining practical contributions, and suggesting avenues for future research.

2. Literature Review

This literature review aimed to identify and understand the main factors influencing the effectiveness of BRT systems. It is structured around three analytical axes: (1) road infrastructure, focusing on the physical characteristics of exclusive corridors, paving types, station design, and interfaces with other modes; (2) planning, transport network, and integration terminals, addressing the articulation between trunk and feeder lines, as well as the strategic function of terminals in structuring the system; and (3) operation, control systems, and performance, which covers the technological aspects of operation, such as fleet management, electronic ticketing, user information, and mechanisms for monitoring service efficiency and quality. This approach provides a robust foundation for understanding the technical and operational factors that determine the success or limitations of BRT systems, particularly concerning the challenges prevalent in the Brazilian context.

2.1. Road Infrastructure

Road infrastructure is a keystone for the efficient performance of BRT systems. It comprehends exclusive corridors, which physically segregate bus traffic from general traffic, along with stations designed to ensure user accessibility and comfort, and operational components, including overtaking lanes and traffic light priority systems, crucial for optimizing flow and minimizing travel times [2,4]. The design of this infrastructure must adapt to local urban conditions, including population density, employment concentration, and the degree of urbanization, necessitating tailored solutions for each context [20].

The implementation of adequately designed exclusive lanes is essential to minimize the interference from mixed traffic, thereby promoting greater operational speed and service reliability [21]. Additionally, incorporating overtaking lanes adjacent to stations facilitates efficient coexistence between express and local services, increasing the system’s capacity [22]. Additionally, the pavement’s type and quality influence the longevity of the infrastructure; rigid pavements, namely concrete, are highly recommended due to their capacity to withstand the heavy axle loads of articulated and bi-articulated vehicles, whereas conventional asphalt pavements tend to deteriorate rapidly under such conditions [23]. Furthermore, consistent preventive maintenance and timely correction of structural deficiencies are vital to preserve the system’s long-term functionality [24].

Likewise, BRT stations play a strategic role in enhancing the user experience, particularly through level boarding and the adoption of pre-payment systems. These features contribute to reducing dwell times at stops and improving overall operational fluidity [25]. The physical integration between feeder lines and trunk stations is another critical aspect, ensuring seamless accessibility, comfort, and efficiency during transfers. This underlines the importance of a comprehensive and integrated infrastructure planning approach [26].

The TransMilenio system in Bogotá is a prime example of the effectiveness of a robust and integrated road infrastructure, including high-capacity dedicated lanes, stations with multiple doors for rapid boarding, and an articulated network combining both trunk and feeder lines [27]. Such a model allows for the transport of up to 45,000 passengers per hour per direction, which reinforces the relevance of meticulous planning and physical quality of the infrastructure for achieving system efficiency and sustainability.

In summary, the physical infrastructure of BRT systems, comprising durable exclusive corridors, accessible stations, adequate operational devices, and efficient integration with feeder lines, is a determining factor for performance, service quality, and user satisfaction. Its successful implementation and ongoing maintenance demand stringent technical rigor and contextually informed planning, all aimed at guaranteeing the system’s longevity and optimal functionality; while studies acknowledge the importance of feeder lines for the overall system efficiency, there remains a notable gap in detailed analysis concerning the specific needs of access roads for these feeder lines, which is crucial for ensuring truly effective and sustainable public transport.

2.2. Planning, Transport Network and Interchange Terminals

The interplay among urban planning, public transport networks, and interchange terminals is central to the effectiveness of BRT systems. This subsection reviews the core principles guiding the design of networks structured by trunk corridors, complemented by feeder lines, and emphasizes the decisive role of terminals as nodal elements that facilitate connectivity and operational efficiency. The physical and functional integration between these components is an essential prerequisite for expanding territorial coverage, optimizing commutes, and fostering a more accessible and sustainable transport system.

2.2.1. BRT System Planning

The effectiveness of BRT systems is directly related to the technical quality of the implemented infrastructure, as well as the level of physical, operational, and fare integration with other modes of transportation. Recent studies emphasize that, for BRT systems to fully realize their social, economic, and environmental potential, their implementation must be embedded within a systemic urban planning approach. Such an approach should be aligned with land use policies and oriented toward long-term sustainability, territorial accessibility, and multimodal connectivity [9,28,29]. Successful experiences show that strategies integrating transport and land use promote real estate appreciation, urban densification, and a more rational use of land [30].

Notably, BRTs stand out for their significantly lower costs and shorter implementation timelines compared to subway systems; while the cost per kilometer of a BRT system typically ranges between BRL 30 and BRL 35 million, metros can exceed BRL 1 billion per kilometer [31]. Nevertheless, the success of these systems depends on public policies aligned with local specificities, taking into account aspects such as institutional culture, technical capacity, and administrative structure [32].

International literature also points to recurring challenges. Many systems, despite yielding operational gains, were implemented with structural deficiencies due to technical, financial, and institutional limitations [33]. Data from Global BRT Data [34] shows that 83% of the 191 systems currently in operation worldwide were implemented after 2001, signaling accelerated growth that has not always been accompanied by consolidated planning processes. In Brazil, a nation with 26 implemented systems, most corridors were inserted into already consolidated urban axes, initially favoring efficiency. However, obstacles related to maintenance, operation, and financing continue to be a concern [35].

BRT performance also varies according to the regional context. In South America and Asia, the emphasis is placed on achieving high capacity at a lower cost, thereby promoting broader accessibility. Conversely, in Europe and the US, the focus is on comfort and regularity, even in areas of lower urban density, which aims to encourage greater adoption among middle-class users and foster sustainable mobility practices [36].

Finally, it is imperative to underscore the often-overlooked importance of pedestrian accessibility to stations, which is essential for the user experience. According to WRI [37], consideration of the entire journey—from origin to destination—is indispensable to ensure the system’s overall effectiveness and to promote more inclusive urban mobility oriented towards the right to the city.

2.2.2. Trunk Lines and Feeder Line System

The effectiveness of BRT systems relies not only on the efficient operation of their trunk corridors but equally on their ideal integration with feeder lines, which are crucial for connecting residential neighborhoods to the main BRT axes [38]. Nevertheless, specialized literature reveals that most studies focus on the infrastructure and performance of the main corridors, often neglecting critical operational aspects of the feeder lines, such as their frequency, reliability, and accessibility.

While the importance of physical and fare integration is acknowledged, there remains an important gap concerning the efficient planning and management of feeder lines. The inadequacy of these feeder services often compromises the user experience and, consequently, diminishes the overall attractiveness of the entire BRT system.

Case studies, such as TransMilenio in Bogotá, demonstrate that the success of central BRT corridors is inextricably linked to a well-structured feeder network, suitable for expanding the system’s capacity and enhancing its flexibility [27]. In the Brazilian context, deficiencies in network restructuring and the persistence of inefficient feeder systems have hindered the consolidation of BRTs as a viable alternative for urban mobility [35,38].

Therefore, fare integration, while necessary, is insufficient by itself. It is essential to invest in the improvement of feeder lines, focusing on optimizing route planning, predictability, and accessibility, in order to ensure the long-term effectiveness and sustainability of the system as a whole.

2.2.3. Interchange Terminals

In Brazil, it is projected that approximately 70 BRT-related terminals will be in operation by 2025, primarily within metropolitan regions, reflecting the expansion of this sustainable transport model [34].

Examples like Rio de Janeiro, with its intermodal terminals implemented during the 2016 Olympic Games, illustrate the integration potential among trunk lines, feeder lines, subway systems, and active transport modes [17,39]. Additionally, technological resources such as electronic ticketing, Global Positioning System (GPS), and intelligent traffic light control systems have also contributed to the efficiency and safety of these systems [40].

Nonetheless, persistent challenges remain, including infrastructural deficiencies, security concerns within terminals, and a lack of coordination among operators [35,39]. The underutilization of terminals and the difficulty in implementing fare and schedule integration constrain the system’s full efficiency [17,41].

Internationally, exemplary cases include Bogotá (Colombia) and Dar es Salaam (Tanzania). TransMilenio, in Bogotá, effectively integrates various modes, offering free and accessible transfers for low-income populations [42]. Meanwhile, in Dar es Salaam, the BRT system was planned with a strong emphasis on social inclusion and connectivity between peripheral areas and the urban center, leading to significant reductions in travel times [43].

Despite advancements in the implementation of BRT systems and interchange terminals in Brazil and abroad, important challenges persist. These include the underestimation of demand, unfinished construction works, and a lingering lack of coordination among operators [17]. The absence of fare integration and inadequate synchronization between the schedules of different transport modes also continue to undermine the system’s efficiency [17].

The integration of active modes of travel, such as cycling and walking, is a key strategy for developing more resilient, sustainable, and socially inclusive urban mobility systems, as evidenced by recent studies on integrated planning and public policies aimed at reducing reliance on motorized modes [44,45,46].

The literature reinforces that the effectiveness of interchange terminals is directly tied to the system’s ability to offer rapid and accessible connections. By discussing barriers such as fare integration, operational coordination, and the overall user experience, the study by Wirasinghe et al. [41] sheds light on persistent obstacles, including the underutilization of terminals and structural failures within feeder lines.

2.3. Control and Performance Systems

Control and performance systems are indispensable for ensuring the efficiency, reliability, and safety of BRT systems, as they incorporate advanced technologies designed to optimize service operation and management [40,47].

Among these technologies, GPS tracking stands out, as it allows for continuous monitoring of vehicles and provides important operational data, such as average speed, travel time, and bus occupancy [48,49,50]. These data directly feed control centers, empowering them to make immediate decisions to optimize operations, dynamically redistribute vehicles based on real-time demand, and effectively manage operational contingencies [51].

Electronic ticketing represents another essential component, serving to reduce boarding times, prevent fare evasion, and generate valuable data on user profiles, supporting the routes and schedules planning [1,52,53]. Complementarily, traffic signal priority systems—through communication between buses and traffic lights—ensure uninterrupted flow within exclusive corridors, thereby minimizing the impacts of urban intersections. Strategies such as relative priority and optimized algorithms have proven effective in reducing delays, as evidenced by studies from Wadjas and Furth [54], Liu et al. [55], and He et al. [56].

Recent research extends this debate by incorporating variables such as passenger count and waiting time into decision-making processes for traffic light green times [57,58]. More sophisticated models, like SMINP (Stochastic Mixed Integer Nonlinear Programming) proposed by Zeng et al. [59], leverage stochastic programming to address the inherent randomness of bus arrivals, thereby optimizing traffic light control in real-time.

Another vital element consists of user information systems, including digital display panels and mobile applications. These platforms provide real-time updates on schedules, delays, and route changes, enhancing service predictability and, consequently, passenger satisfaction [40].

Beyond operational gains, Intelligent Transportation Systems (ITSs) actively contribute to social inclusion by improving accessibility—rather than merely mobility—within urban environments. This approach broadens the reach of public transport, particularly benefiting vulnerable populations, and consequently reinforces the strategic role of BRT in fostering sustainable and equitable cities [60,61].

When effectively integrated into ITS, these control and performance features not only improve operational efficiency but also enhance urban accessibility. Thus, the strategic deployment of these technologies is decisive for the successful consolidation of sustainable, efficient, and socially inclusive BRT systems.

The literature review thus allowed for the identification of a set of determining factors for the effectiveness of BRT systems, organized into three interdependent analytical axes: (i) road infrastructure, (ii) network planning and integration, and (iii) technology-supported operation. These pillars not only structured the critical analysis of existing literature but also coherently guided the delineation of the subsequent research stages.

In the first axis, the importance of robust road infrastructure is highlighted, comprising well-designed exclusive corridors, adequate paving, accessible stations, and efficient interchange terminals. These elements are fundamental to ensure the operational speed and reliability of the system [2].

The second axis refers to integrated network planning, which includes the functional articulation between trunk and feeder lines, the adaptation of terminals to urban dynamics, and intermodal and fare integration. The literature shows that inattention to these aspects compromises the system’s efficiency, especially in contexts like Brazil, where institutional and operational deficiencies are frequent [35,39].

The third axis involves the incorporation of technologies for operational monitoring, control, and management. Vital tools, including GPS, electronic ticketing, traffic signal prioritization, and user information systems, are identified as indispensable instruments for promoting service predictability, operational fluidity, and passenger satisfaction [40,47].

While these factors have been widely discussed in the literature, important gaps were identified, notably regarding the detailed analysis of feeder line operational strategies and the functionality of interchange terminals, which hinders a comprehensive understanding of BRT system performance, especially in Brazil, where contextual challenges demand solutions better adapted to local realities, particularly the high passenger volume.

Recognizing these gaps, this study adopted a complementary methodological step: conducting interviews with specialists. Engaging with professionals experienced in BRT implementation and operation aimed to validate the literary findings and, mainly, to capture empirical dimensions often underexplored. This specialized input provided deeper insights into the three proposed axes, ensuring the research’s recommendations are grounded in the institutional, technical, and urban realities of the analyzed contexts.

3. Methodology

This section outlines the research methodology employed to evaluate BRT systems across three significant Brazilian cities: Belo Horizonte, Rio de Janeiro, and Fortaleza. The selection of these cities was based on three primary criteria: regional location, urban scale, and the specific characteristics of their respective transport systems; while they share similarities in terms of metropolitan relevance and BRT model adoption, these cities also exhibit distinct geographical, socioeconomic, and operational realities, which allowed a rich and comprehensive comparative analysis.

The chosen cities are located in different regions of Brazil—the Southeast (Belo Horizonte and Rio de Janeiro) and the Northeast (Fortaleza). This enabled a comparative analysis considering different social, economic, and geographical contexts. Furthermore, as major capitals with substantial populations and intense demand for public transport, their urban mobility systems are particularly relevant for this study.

Rio de Janeiro, for instance, boasts one of the nation’s most extensive BRT systems, implemented for the 2016 Olympic Games with long, interconnected lines. Belo Horizonte adopted a trunk-feeder model with structural corridors, though it has faced integration challenges. Fortaleza, conversely, has implemented recent innovations and sustainable mobility policies. These distinctions allow for a more nuanced analysis of BRT planning, operation, and impact across diverse urban settings.

For this study, the Delphi method was chosen. This qualitative technique involves structured consultation with experts, designed to achieve consensus in complex contexts or those characterized by uncertainty. Originally developed by RAND Corporation researchers in the 1950s, the Delphi method has been widely applied in research pertaining to urban planning, transport, and public policy formulation [62,63].

The questions for this research were formulated based on the BRT Manual: Planning Guide [19], a national reference document for the planning and implementation of BRT systems. The guide was published by the Brazilian Ministry of Cities in partnership with the Institute for Transportation and Development Policy (ITDP), with support from the William and Flora Hewlett Foundation, the Global Environment Facility–United Nations Environment Programme, and Deutsche Gesellschaft für Technische Zusammenarbeit GmbH (GTZ).

A key feature of the Delphi method is that each round is followed by controlled feedback while maintaining the anonymity of the experts, which is crucial to prevent interpersonal influences and biases and allows for the formation of a more reliable collective judgment. This approach was chosen to systematize and validate technical perceptions within a multidisciplinary field, where expert judgment is fundamental for guiding strategic decisions [64], and it not only facilitated the identification of points of convergence among participants but also enabled a deeper exploration of critical aspects related to the efficiency and sustainability of urban transport systems.

Three iterative rounds of consultation were conducted with a panel of experts selected for their expertise in mobility, infrastructure, and transport management. The rounds were structured according to thematic axes derived from the literature review and the specific objectives of the study: road infrastructure, planning/transport network, and operation. After each round, responses were summarized and shared with participants, highlighting areas of agreement, partial convergence, and disagreement, which allowed experts to revise or justify their opinions in subsequent rounds. The research process is visually represented in Figure 1.

The sessions allowed the identification of positive, partial, and negative consensus among the experts, enabling refinement of the questions and the collection of more nuanced opinions. Although the panel consisted of only six specialists, the Delphi method does not prescribe a fixed number of participants, and panel size should be considered in light of the study’s objectives [65]. Larger panels can provide a wider range of knowledge and perspectives but may also generate conflicts, irrelevant arguments, and information overload. In this study, panel selection prioritized heterogeneity, practical experience, and analytical skills, ensuring the validity and reliability of the results despite the relatively small number of participants. The method captured both agreement and disagreement, providing a solid basis for evaluating BRT system performance. The specialists’ professional experience ranged from 10 to 15 years, encompassing diverse roles in transport engineering and urban mobility, which allowed the panel to represent different perspectives on planning, operation, and policy implementation.

Regarding academic background, the panel exhibited a diverse yet highly qualified composition: one specialist held a lato sensu postgraduate degree in Urban Mobility, four possessed master’s degrees in Transport Engineering (with research related to public transport and urban mobility), and one participant was in an advanced stage of doctoral studies in the same field, conducting applied research on sustainable mobility public policies. Beyond academic qualifications, inclusion criteria also considered technical or strategic positions within public urban transport bodies, active participation in mobility projects, development of mobility master plans, and experience in BRT implementation and operation.

The careful selection of specialists ensured that the information collected reflected not only theoretical knowledge but also practical and applied understanding of urban realities and mobility management challenges. Consequently, the panel comprised professionals with recognized technical and institutional standing, whose contributions were grounded in empirical experience accumulated over years of work in diverse contexts, particularly regarding the planning, implementation, and operation of BRT systems.

3.1. Road Infrastructure

This stage of the research is dedicated to analyzing the infrastructure necessary for the efficient implementation of BRT systems, recognized as an essential element to ensure their operation, safety, comfort, and accessibility.

The questions guiding this stage, designed to identify essential infrastructure aspects for effective BRT implementation, are detailed in

Table 1. Survey questions for BRT infrastructure evaluation.

No.	Question
1	Does the system have segregated bus lanes or exclusive lanes for BRT operation?
2	Are the stations modern and do they offer convenience, security, and shelter from the elements?
3	Do the stations provide level access to the vehicles (i.e., the platform and vehicle floor are at the same height, without steps)?
4	Is there adequate pedestrian access, bicycle access, and availability of bicycle parking at the stations?
5	How is the access of feeder lines to the terminals?
6	Were all works designed for the BRT operation carried out?

Source: Own elaboration based on data from Sumob-BH, Etufor-Fortaleza, and SMTR-RJ.

. Interviews were conducted online, ensuring participant anonymity in accordance with ethical research principles.

The core objective of these interviews was to identify essential infrastructure aspects for the effective implementation of BRT systems. Specialists’ contributions consistently reinforced the importance of fully executing all planned works to guarantee a functional, safe, and accessible public transport system for the population.

3.2. Planning and Transport Network

In this phase of the research, the focus shifted to analyzing the planning processes behind transport systems. The objective was to understand how the structures and operational flows of these systems were conceived, considering all technical and operational aspects. Based on this focus, the questions detailed in

Table 2. Transport planning and network research questionnaire.

No.	Question
1	Were there network restructuring studies with the implementation of BRT?
2	How is the system fed (feeder lines/services)?
3	Was the origin/destination matrix updated?
4	Did the BRT system meet projected demands?

Source: Own elaboration based on data from Sumob-BH, Etufor-Fortaleza, and SMTR-RJ.

were formulated, addressing the fundamental planning elements of the analyzed transport systems.

The interviews aimed to ascertain the extent to which the BRT system has met its originally projected demands, while also identifying the challenges encountered in its operational phase. Analyzing the system’s feeder mechanisms allowed for an assessment of modal integration efficiency. Additionally, it enabled verification of whether planning was adapted to urban transformations and evolving mobility dynamics. These elements are decisive for evaluating the system’s capacity to respond to the population’s real needs and its long-term sustainability.

3.3. Operation

The BRT Manual provides a framework for a comprehensive analysis of the essential operational aspects required for the efficient design and operation of these systems. The document highlights that the effectiveness of a BRT system depends on the integration of various elements that collectively ensure the fluidity, capacity, and accessibility of the service.

Among the principal aspects detailed in the manual, the following stand out:

• Rapid and frequent services connecting main origins and destinations;
• Ample capacity to meet passenger demand along the corridor;
• Quick boarding and alighting processes;
• Fare collection and payment control prior to boarding;
• Integrated fare system across lines, corridors, and feeder services;
• Centralized control management system, leveraging Intelligent Transport System (ITS) applications;
• Traffic light priority or physical separation at intersections; and
• Easy access between the BRT system and other urban mobility options.

These operational elements are fundamental to the success of any BRT system, as they directly influence its efficiency, service capacity, and user satisfaction. Therefore, it is imperative that the planning and implementation of BRT systems comprehensively consider these aspects in an integrated and coordinated manner.

Table 3. BRT system operation research questionnaire.

No.	Question
1	Are there fast and frequent services between the main origins and destinations?
2	Is there ample capacity for passenger demand along the corridor?
3	Is fare collection and payment control done before boarding?
4	Are Intelligent Transport Systems (ITS) in place?
5	Is there easy access between the system and other urban mobility options?
6	Is there continuous monitoring of feeder line operations?
7	Are there road access problems around the terminals (do feeder lines have difficulty entering and exiting terminals)?

Source: Own elaboration based on data from Sumob-BH, Etufor-Fortaleza, and SMTR-RJ.

contains the specific questions formulated to evaluate the main operational aspects of the BRT systems analyzed in this research.

The aim of this section was to identify the operational efficiency level of the BRT system, specifically regarding the provision of fast and frequent services, the adequacy of capacity to demand, and the effective use of ITS. Information was also gathered on integration with other modes, the monitoring of feeder lines, and any operational difficulties in road accesses to terminals. These results are essential for assessing the system’s adherence to BRT model principles and its practical effectiveness.

4. Results and Discussion

The main results from interviews conducted with specialists are presented below. The responses have been organized according to the research’s thematic axes, allowing for an objective evaluation of aspects pertinent to the infrastructure, planning, and operation of the BRT system. The data collected aims to provide insights for comprehending the advancements, challenges, and limitations encountered during the implementation and operation of the studied systems.

4.1. Road Infrastructure

This stage of the research investigated the adequacy of road infrastructures essential for the operation of BRT systems. The primary focus was on the characteristics of exclusive lanes, boarding stations, interchange terminals, and the traffic flows associated with feeder lines. The analysis pinpointed the main variables influencing the operation of these infrastructures and their relationship with traffic flow, safety, and user accessibility.

Table 4. Research results—infrastructure.

Question	Rio de Janeiro	Belo Horizonte	Fortaleza
Are there segregated bus lanes or exclusive lanes?	Yes	Yes	Yes
Are there modern stations that offer convenience, security, and shelter from the elements?	Yes	Yes	Yes
Are there stations that provide level access to the vehicle (vehicle and platform at the same height, without steps)?	Yes	Yes	Yes
Is there pedestrian access, bicycle access, and bicycle parking?	Some of the stations received new accesses	Part of the stations received new accesses	Part of the stations received new accesses
How is the access of feeder lines to the terminals?	Traffic problems in the vicinity	Traffic problems in the vicinity	Traffic problems in the vicinity
Were all works designed for the BRT operation carried out?	No	No	No

Source: Own elaboration based on data from Sumob-BH, Etufor-Fortaleza, and SMTR-RJ.

shows the detailed results of the road infrastructure analysis, highlighting both identified best practices and areas that require improvement to optimize BRT performance and ensure more efficient integration with the urban transport network.

Notably, the specialists demonstrated 100% convergence in their responses, affirming the presence of adequate basic infrastructure such as segregated lanes, sheltered and secure stations, and level accessibility [38]. However, a negative consensus emerged regarding the incompleteness of planned works and road access issues at terminals, compromising the system’s efficiency [35]. Furthermore, the infrastructure for access for active modes was identified as partial and insufficient, highlighting a need for more integrated public policies [22]. In conclusion, while the BRT model has been implemented, its full effectiveness hinges on overcoming these structural and operational deficiencies.

Table 5. Statistical results of the first round.

Indicator	Quantity	Percentage (%)	Convergence Type	Description
Total questions	6	100%	—	Total questions evaluated
Positive consensuses	3	50%	Positive	Existing basic infrastructure: segregated lanes, accessible stations with shelter
Partial consensuses	1	17%	Partial	Active accessibility (on foot and by bicycle) with partial but still insufficient progress
Negative consensuses	2	33%	Negative	Incompleteness of works and road access problems for feeder lines
Total convergence (no divergence)	6	100%	—	All responses converged without literal divergences

Source: Own elaboration.

presents the consolidated statistical data from this initial round of inquiry.

The analysis of the data explicitly highlights the historical focus and priority given to the infrastructure of the system’s central corridor, particularly the primary lanes, stations, and the architectural design facilitating level access between vehicles and boarding/alighting platforms at stations.

The research also identified crucial shortcomings in the integration-related infrastructure, including pedestrian and cyclist access and the feeder lines, despite these components being intrinsically connected to the fundamental concept of BRT. Furthermore, while the segregation of bus lanes and the implementation of exclusive lanes often prove effective, persistent challenges remain, particularly regarding limited integration with non-motorized transport modes.

The results indicate that, despite advancements in the conceptualization and implementation of boarding stations and interchange terminals, difficulties persist concerning accessibility and smooth vehicle access. Indeed, concentrated efforts on the infrastructure of the central corridor contribute to the system’s enhanced efficiency and agility, thereby benefiting both operational fluidity and user experience.

However, the identified lack of adequate investment in integration-related infrastructure substantially limits the overall effectiveness of the system and severely compromises the BRT’s connectivity with other available transport modes. These factors directly affect system fluidity and diminish the quality of service provided to users. Improving these aspects is therefore essential for optimizing BRT operations and ensuring the delivery of an efficient and inclusive service for all users.

4.2. Planning and Transport Network

The effectiveness of a BRT system is not solely determined by the quality of its road infrastructure. In this regard, the research specifically focused on fundamental aspects such as the planning and structuring of the transport network, its integration with various transport modes, the updating of the origin-destination matrix, and the execution of necessary studies for network restructuring following BRT implementation.

These issues are key to understanding how BRT planning can directly influence the efficiency and integration of urban public transport systems.

The results obtained are presented and discussed in

Table 6. Results of the transport planning and network survey.

Question	Rio de Janeiro	Belo Horizonte	Fortaleza
Were there network restructuring studies with the implementation of the BRT?	No	No	No
How is the system fed (feeder lines/services)?	On foot, bicycle, and bus	On foot, bicycle, and bus	On foot, bicycle, and bus
Was the origin/destination matrix updated?	No	No	No
Did the BRT system meet projected demands?	No	No	No

Source: Own elaboration based on data from Sumob-BH, Etufor-Fortaleza, and SMTR-RJ.

, providing a detailed overview of the main successful elements and the critical gaps identified in the planning and implementation of the BRT systems.

The second round of expert consultation revealed a complete convergence of opinion. A significant negative consensus (75%) was observed regarding the absence of network restructuring studies and the failure to update the origin-destination matrix. These factors were identified as detrimental, impairing the alignment of transport supply with demand and hindering integration between feeder and trunk lines [35,38]. Furthermore, the BRT systems failed to meet their projected demands, underscoring deficiencies in both planning and execution [22]. Conversely, specialists acknowledged the multimodal nature of access to the system, primarily by foot, bicycle, and bus, which indicates a potential for modal integration and the promotion of sustainable mobility, provided such efforts are complemented by appropriate public policies [22].

In summary, this analysis brought to light structural weaknesses that limit the effectiveness and attractiveness of BRT systems.

Table 7. Statistical results of the second round.

Indicator	Quantity	Percentage (%)	Convergence Type	Description
Total questions	4	100%	—	—
Positive consensuses	1	25%	Positive	Confirms multimodal access. Indicates potential for modal integration and sustainable mobility.
Negative consensuses	3	75%	Negative	The absence of network restructuring and updated origin/destination survey data compromises the strategic and operational planning of BRT systems, affecting supply dimensioning and contributing to the failure to meet projected goals.
Total convergence (no divergence)	4	100%	—	All responses converged without literal divergences

Source: Own elaboration.

presents the consolidated statistical data from this round.

It is important to emphasize that, in many instances, BRT systems were implemented within pre-existing urban transport corridors that already experienced high demand, especially during peak hours. This study revealed that, in numerous situations, there was no significant updating or restructuring of the urban transport network to adequately accommodate the BRT implementation. Urban mobility dynamics are intrinsically characterized by continuous transformation. The evolution of population travel patterns over time demonstrates the necessity of continuous adjustments in transport systems. Diverse factors can influence these changes, including the population’s socioeconomic conditions, the emergence of new employment centers, the expansion and redesign of educational institutions, and increased access to new healthcare services and other essential urban infrastructures.

These frequent shifts, reflecting an urban environment in constant evolution, have the potential to modify demand in specific transport corridors, often in unforeseen ways. Consequently, certain routes may experience either overload or underutilization. BRT systems were implemented within pre-existing urban transport corridors, and this point is paramount, as the failure to adjust existing infrastructure may have broadly impaired the overall BRT system’s effectiveness, consequently compromising its ability to fulfill the population’s actual transport needs. Changes in urban mobility dynamics have the potential to alter travel flows, thereby requiring periodic reassessments of transport networks to ensure their suitability for new urban realities.

The absence of continuous analysis and updating of the origin–destination matrix—which accounts for these evolving mobility needs of the population—may have created a mismatch between the system’s structure and the populace’s actual travel needs, compromising the BRT’s success in different regions. These aspects highlight the importance of integrated and flexible planning. Such planning must not only facilitate the initial implementation of efficient BRT systems but also ensure their continuous adaptation to socio-spatial transformations and fluctuations in demand patterns, guaranteeing the long-term effectiveness of the urban transport system.

4.3. Operation

The efficient operation of BRT systems is intrinsically linked to several interdependent factors, including the provision of fast and frequent services and the capacity to meet passenger demand along the corridor.

The implementation of ITS plays a pivotal role in optimizing performance, as does the integration of the BRT system with other transport modes, facilitating user access. Additionally, the effectiveness of feeder lines, supported by continuous operational monitoring, and the resolution of problems related to road access at terminals are fundamental aspects for ensuring operational fluidity and the consistent quality of service delivered.

Table 8. Results of the BRT system operation survey.

Question	Rio de Janeiro	Belo Horizonte	Fortaleza
Are there fast and frequent services between the main origins and destinations?	Yes	Yes	Yes
Is there ample capacity for passenger demand along the corridor?	Yes, but not all of the fleet was acquired, leading to passenger accumulation on platforms and in vehicles.	Yes, but not all of the fleet was acquired, leading to passenger accumulation on platforms and in vehicles.	Yes, but not all of the fleet was acquired, leading to passenger accumulation on platforms and in vehicles.
Is fare collection and payment control done before boarding?	Yes	Yes	Yes
Are Intelligent Transport Systems (ITS) in place?	Yes	Yes	Yes
Is there easy access between the system and other urban mobility options?	Yes, at stations, but some access difficulties are observed at certain terminals along the system.	Yes, at stations, but some access difficulties are observed at certain terminals along the system.	Yes, at stations, but some access difficulties are observed at certain terminals along the system.
Is there continuous monitoring of feeder line operations?	No	No	No
Are there road access problems around the terminals (do feeder lines have difficulty entering and exiting terminals)?	Yes	Yes	Yes

Source: Own elaboration based on data from Sumob-BH, Etufor-Fortaleza, and SMTR-RJ.

presents the research results, which explore these operational issues and the challenges encountered during the implementation of BRT systems, highlighting both the observed advancements and limitations.

In the third round of the Delphi method, the results indicated 43% positive convergence, 29% partial convergence, and 29% negative convergence among experts. There was an agreement regarding the speed of services, the practice of advance fare collection, and the implementation of intelligent systems, thereby confirming the structural effectiveness of BRT corridors. However, a key limiting factor identified was that operational capacity was constrained by an insufficient vehicle fleet, leading to issues such as passenger overcrowding.

Modal integration demonstrated adequate accessibility at stations, yet difficulties were observed at terminals, signaling failures in the interface between different transport modes. Crucially, the lack of continuous monitoring of feeder line operations and road problems surrounding terminals was highlighted as critical points that impede overall system performance.

Table 9. Statistical results of the third round.

Indicator	Quantity	Percentage (%)	Convergence Type	Description
Total questions	7	100%	—	Total questions evaluated
Positive consensuses	3	43%	Positive	The trunk model is structured to ensure agility and frequency. Adherence to the BRT model with advance ticketing and fast boarding. Presence of intelligent technologies for monitoring and traffic control.
Partial consensuses	2	29%	Partial	Infrastructure is adequate, but operation is limited by an incomplete fleet. Satisfactory integration at stations, but with physical and operational barriers at terminals.
Negative consensuses	2	29%	Negative	Absence of continuous management and control of feeder lines. Persistent road access problems compromise system performance.
Total convergence (no divergence)	7	100%	—	All responses converged without literal divergences

Source: Own elaboration.

presents the detailed statistical results from this round.

Upon analyzing the research results, it is evident that advancements have been made in the quality of transport services, particularly concerning the implementation of fast and frequent services, which ensure connectivity between major origins and destinations. The introduction in advance payment systems and the adoption of intelligent operational control systems, which prioritize BRT, have represented significant changes in the overall management and performance of the system. These innovations, by optimizing vehicle flow, have led to a substantial reduction in travel times, promoting greater efficiency in urban transport and, consequently, enhancing the user experience through more agile and effective mobility.

However, the research also indicated that the management of feeder lines lacks a more effective approach. The insufficient control over these lines compromises the quality of the service provided and detrimentally affects the efficiency of the system as a whole, highlighting the need for robust control to ensure the full and effective operation of the BRT system.

The findings from this study also allow direct comparison with international experiences. BRT systems in Brazil show structural and operational limitations when contrasted with successful international examples such as Bogotá’s TransMilenio, Dar es Salaam, and Mexico City, as can be seen in

Table 10. Comparative analysis of BRT systems in Brazil and other countries.

Analytical Dimension	Brazil	Other Countries (e.g., Colombia, Tanzania, Mexico)
Road Infrastructure	Robust corridors, rigid pavement, and accessible stations. However, recurring problems include pavement failures and limited access to feeder services.	Robust corridors with durable pavement and accessible, well-designed stations.
Planning and Integration	Incomplete integration and weak coordination with feeder lines.	Integrated land use and transport planning; networks are adapted to current and projected demand.
Transfer Terminals	Generally functional and connected to active modes, although some terminals remain underutilized, with safety concerns and limited integration.	Fully functional, intermodal terminals integrated with active modes and oriented toward social inclusion.
Operations and Control	Technologies such as GPS and electronic ticketing are available but are not fully implemented in real-time monitoring, particularly of feeder services.	Effective deployment of ITS; real-time monitoring, fleet optimization, and signal prioritization.
Performance	High reliability and user satisfaction within exclusive corridors; however, feeder systems suffer from low speed and reliability due to bottlenecks and operational inflexibility.	High operational reliability, flexibility in service adjustments, and superior user experience.
Cost and Feasibility	Lower cost and faster implementation compared to metro systems, though limited by structural and operational constraints.	Strategic planning enables improved cost-effectiveness and long-term operational sustainability.

Source: Own elaboration.

.

In Brazil, segregated corridors frequently suffer from pavement failures and inadequate maintenance [23], whereas international systems typically use rigid pavement and are equipped with well-designed stations [27].

Planning in Brazil lags in updating origin-destination matrices and establishing efficient feeder networks [35]. This contrasts with the aforementioned international cities, which strategically integrate transport and land use planning [32]. Brazilian terminals, in many cases, are underutilized and suffer from security deficiencies [39], while in other countries, intermodal integration and social inclusion are paramount [66].

Regarding operation, technologies like GPS and electronic ticketing are often underutilized in Brazil, whereas international systems make efficient use of ITS and real-time control mechanisms [40]. Brazilian BRT performance is significantly hampered by persistent operational bottlenecks, while international systems are generally more reliable and flexible [67]. Ultimately, although Brazilian BRT is a more cost-effective alternative than subways, its overall viability is frequently compromised by a lack of strategic planning [68,69].

4.4. Pratical Contributions

This research, through the articulated analysis of BRT systems in three significant Brazilian capitals—Rio de Janeiro, Belo Horizonte, and Fortaleza—and the application of the Delphi method informed by transport, urban planning, and mobility specialists, yielded a profound technical-strategic diagnosis. The high degree of convergence in the results lends significant robustness to the analysis presented.

From a scientific standpoint, it is important to note that the examined literature lacks comparative research across different national urban contexts that employs a structured expert consultation method to identify common consensuses and gaps in the conception, implementation, and operation of BRT systems. Unlike previous studies, which often confine themselves to isolated or predominantly descriptive analyses, this work offers an integrated and critical perspective, enabling the identification of recurring patterns of fragility and potential within the systems analyzed.

Moreover, the research highlights a significant fragility in the BRT planning and implementation process by explicitly identifying that the primary bottlenecks are not necessarily found in the main corridor infrastructure but rather in the systemic articulation with the feeder network and in the absence of updated planning data.

Table 11. Summary of findings by thematic axis.

Thematic Axis	Positive Findings	Partial Findings	Negative Findings
Infrastructure	Segregated lanes; accessible stations with shelter and level boarding.	Partial access for pedestrians/cyclists.	Incomplete works; access problems at terminals.
Planning and Network	Multimodal access (on foot, bicycle, bus).	–	No restructuring studies; OD matrix not updated; projected demand not met.
Operation	Fast/frequent trunk services; prepaid fare collection; Intelligent Transport Systems.	Adequate integration at stations, but difficulties at terminals; fleet incomplete.	Lack of feeder line monitoring; road access problems at terminals.

summarizes the results of the three Delphi rounds, consolidating the main aspects identified for each thematic axis (infrastructure, planning/network and operation).

From a practical standpoint, the research findings offer direct implications for improving urban mobility public policies in Brazil, with particular emphasis on the urgency and need to achieve the following:

• Strengthen feeder line management;
• Expand modal integration—particularly with active and non-motorized modes.

And, from a strategic perspective, the following should be achieved:

• Continuously update planning instruments, adapting frameworks to align with dynamic urban transformations;
• Incorporate intelligent technologies and monitoring systems to enhance operations and boost system efficiency.

5. Conclusions and Practical Implications

The interviews and dialogs conducted with professionals from various fields involved in BRT system planning revealed both points of strong convergence and specific challenges unique to different Brazilian capitals; while not all issues are universally shared, many can be addressed through common solutions, emphasizing the vital importance of more coordinated and integrated planning, alongside enhanced administrative and technical collaboration among cities. A deep understanding of these challenges is essential for proposing concrete improvements in operational processes and fostering better articulation among the components of the transport system.

The research demonstrated that BRT systems have achieved significant advancements, particularly in the development of infrastructure and service planning. Notable progress includes the efficient structuring of integration terminals, the expansion of main corridors, and the implementation of fast and frequent services that ensure connectivity between major origins and destinations. The adoption of advance payment systems and intelligent operational control technologies has optimized vehicle flow, contributing to shorter travel times and improved service quality.

Despite these improvements, persistent challenges remain—especially in the integration and management of feeder lines. Difficult road access to terminals via feeder lines hampers operational efficiency, and inadequate control of these lines compromises the quality and reliability of the system as a whole. The lack of consistent physical and operational integration between trunk and feeder services, as well as the absence of regular updates to the network in response to changing demographic and socioeconomic conditions, severely limits the system’s adaptability and long-term effectiveness.

In our expert opinion, the most significant finding from this research is the realization that, while technological and structural advancements have led to substantial improvements in the functioning of the main BRT corridors, the system’s full effectiveness directly hinges on the strengthening and integration of feeder lines, as well as promoting the integration of active and non-motorized modes. The insufficient articulation and monitoring of these feeder lines constitute the primary bottleneck, compromising integrated operation and the overall quality of the service delivered. Thus, based on these findings, we recommend future strategies prioritize the following three key aspects to ensure a more efficient, resilient, and inclusive BRT system:

• Integrated management of feeder lines: Developing planned and coordinated strategies for feeder lines, expanding coverage, improving service quality, and ensuring efficient and integrated operations with main corridors, optimizing routes and schedules;
• Constant network updating to align with dynamic urban transformations: Implementing continuous monitoring systems that allow for dynamic adjustments to user demand;
• Infrastructure expansion for sustainable modes/technologies: Includes improvements to station access to enhance safety and accessibility for pedestrians and cyclists, as well as the implementation of bike-sharing services and dedicated bicycle parking facilities.

Based on the results obtained, this research is expected to contribute to the development of strategic approaches to enhance the operational quality of feeder lines. Such improvements would yield direct gains in productivity, reduce travel times, and elevate overall service quality. These enhancements are fundamental to ensure the efficiency of the public transport system as a cohesive whole and, consequently, for positively impacting the quality of urban life.

The challenges faced by the three analyzed capitals reveal a consistent, recurring pattern within the conception, implementation, and operation processes of BRT systems. This pattern perpetuates structural gaps that undermine the expected results from adopting these systems, clearly indicating the need for more integrated approaches tailored to the specific local realities of each city.

While research has identified significant advances in BRT systems, particularly in infrastructure, planning, and performance, it is important to recognize that institutional and political factors play a crucial role in their effectiveness and long-term sustainability. Adequate governance and efficient coordination among multiple stakeholders are essential for the implementation, operation, and maintenance of BRTs. Challenges including administrative fragmentation, conflicts of interest between different levels of government, and the lack of integrated public policies often act as barriers that limit the realization of expected benefits. Therefore, the absence of a detailed analysis of these institutional and political dimensions represents a limitation of this study, as such factors can be decisive for the success or failure of BRT systems in complex urban contexts. Furthermore, the study focused on only three Brazilian cases, which somewhat restricts the generalization of the findings to other urban realities.

The scope and objectives of this article did not encompass, by design, more detailed analyses of a quantitative or socio-environmental nature. Key indicators such as operational efficiency metrics, user satisfaction surveys, and evaluations of environmental sustainability were not explored in depth, thereby opening up meaningful opportunities for further investigation. Likewise, dimensions such as integration with active transport modes and equity in access to public transportation, although central to the development of more inclusive and sustainable mobility systems, would require specific methodologies and interdisciplinary frameworks that go beyond the limits of this study.

Future research may benefit from expanding the analytical scope through the integration of both qualitative and quantitative methods, while also incorporating greater territorial diversity and a stronger focus on institutional, social, and environmental dimensions. Such an expansion could lead to more comprehensive and context-sensitive recommendations, better suited to the complexity that characterizes BRT systems across diverse urban realities.