Relevant bibliographies by topics / Bus travel

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Bus travel'

Author: Grafiati
Published: 4 June 2021
Last updated: 1 August 2024

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Journal articles on the topic "Bus travel"

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Li, X., W. Tu, S. Shen, Y. Yue, N. Luo, and Q. Li. "REVEALING SPATIAL VARIATION AND CORRELATION OF URBAN TRAVELS FROM BIG TRAJECTORY DATA." ISPRS - International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLII-2/W7 (September 12, 2017): 53–57. http://dx.doi.org/10.5194/isprs-archives-xlii-2-w7-53-2017.

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With the development of information and communication technology, spatial-temporal data that contain rich human mobility information are growing rapidly. However, the consistency of multi-mode human travel behind multi-source spatial-temporal data is not clear. To this aim, we utilized a week of taxies’ and buses’ GPS trajectory data and smart card data in Shenzhen, China to extract city-wide travel information of taxi, bus and metro and tested the correlation of multi-mode travel characteristics. Both the global correlation and local correlation of typical travel indicator were examined. The results show that: (1) Significant differences exist in of urban multi-mode travels. The correlation between bus travels and taxi travels, metro travel and taxi travels are globally low but locally high. (2) There are spatial differences of the correlation relationship between bus, metro and taxi travel. These findings help us understanding urban travels deeply therefore facilitate both the transport policy making and human-space interaction research.
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Lang, Hong, Shiwen Zhang, Kexin Fang, Yingying Xing, and Qingwen Xue. "What Is the Impact of a Dockless Bike-Sharing System on Urban Public Transit Ridership: A View from Travel Distances." Sustainability 15, no. 14 (July 8, 2023): 10753. http://dx.doi.org/10.3390/su151410753.

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Recently, the rapid development of the bike-sharing system (BSS) has dramatically influenced passengers’ travel modes. However, whether the relationship between the BSS and public transit is competitive or complementary remains unclear. In this paper, a difference-in-differences (DID) model is proposed to figure out the impact of the dockless BSS (DBSS) on bus ridership. The data was collected from Shanghai, China, which includes data from automatic fare collection (AFC) systems, automatic vehicle location (AVL) systems, DBSS transaction data, and point-of-interest (POI) data. The research is based on the route-level, and the results indicate that shared bikes have a substitution impact on bus ridership. Regarding all the travel distance, each shared bike along the route leads to a 0.39 decrease in daily bus ridership on the weekdays, and a 0.17 decrease in daily bus ridership on the weekends, respectively, indicating that dockless shared bikes lead to a stronger decrease in bus ridership on weekends compared to weekdays. Additionally, the substitution effects of shared bikes on bus ridership gradually decays from 0.104 to 0.016 in daily bus ridership on weekends, respectively, with the increase in the travel distance within 0–3 km. This paper reveals that the travel distance of passengers greatly influences the relationship between the DBSS and public transit on the route level.
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Zhou, Fang, Jianhui Wu, Yan Xu, and Chi Yi. "Optimization Scheme of Tradable Credits and Bus Departure Quantity for Travelers’ Travel Mode Choice Guidance." Journal of Advanced Transportation 2020 (December 20, 2020): 1–8. http://dx.doi.org/10.1155/2020/6665161.

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To analyze the influence of tradable credits and bus departure quantity on travelers' travel mode choice, this study investigated car travel and bus travel as research objects and established a two-mode day-to-day travel mode choice model based on tradable credits and bus departure quantity. To improve the guiding effect of tradable credits and bus departure quantity, an optimization scheme of tradable credits and bus departure quantity was developed with the goal of minimizing the system total travel time of car travel and the system total comprehensive cost of bus travel. Taking a test transportation network as an example, the influence of no tradable credits scheme, tradable credits scheme, and tradable credits and bus departure quantity scheme on the travelers’ travel mode choice behavior was analyzed. The results showed that the tradable credits and bus departure quantity scheme could reduce the saturation of road traffic and improve bus service quality.
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Wu, Jianhui, Yuanfa Ji, Xiyan Sun, and Yan Xu. "Optimization Scheme of Fine Toll and Bus Departure Quantity for Bottleneck Congestion Management." Complexity 2021 (March 15, 2021): 1–10. http://dx.doi.org/10.1155/2021/5518502.

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This paper chooses car travel and bus travel as the research objects, establishes a dual-mode equilibrium model based on the bottleneck model, and compares the travel characteristics of the no-toll and fine-toll schemes. We find that the fine-toll scheme can eliminate the queuing time at the bottleneck, but it also increases the congestion risk cost of bus travel. In order to eliminate the queuing time at the bottleneck and reduce the congestion risk cost of bus travel without increasing the car travel cost and bus travel cost, we propose an optimization scheme of fine toll and bus departure quantity and analyze its travel characteristics theoretically. Through the numerical example, we calculate and analyze the equilibrium results of no-toll scheme, fine-toll scheme, and optimization scheme of fine toll and bus departure quantity. The results indicate that the optimization scheme of fine toll and bus departure quantity can help travelers to choose a reasonable travel mode and travel time to travel in the rush hour.
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Liu, Sha, Xiang Li, and Chuanni He. "STUDY ON DYNAMIC INFLUENCE OF PASSENGER FLOW ON INTELLIGENT BUS TRAVEL SERVICE MODEL." Transport 36, no. 1 (February 26, 2021): 25–37. http://dx.doi.org/10.3846/transport.2021.14343.

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To improve the service quality and convenience of bus travel services, this paper proposes the Intelligent Bus Travel Service Model (IBTSM). The IBTSM makes it possible to provide a travel strategy considering every aspect of bus travel, specifically, delay in the peak period arising from limited carrying-capacities of buses. A three-step approach was executed toward implementing the IBTSM. First, the bus travel-time was predicted using Long Short-Term Memory (LSTM). Next, the crowding level in the bus was evaluated using a fuzzy expert system, based on which a reasonable start-off time was planned, and the delay caused by large passenger flow was circumvented. The k-Nearest Neighbours (k-NN) algorithm was used to provide input data of passenger flow. In this study, the correlation between passenger flow variation and bus services was investigated to extend the provisions of the travel strategy to include start-off time scheduling and target bus selection, rather than only bus running-time estimation. The proposed model was evaluated using a bus in China as a case study, and its reliability and positive impact on promoting both the quality of bus services and development of intelligent travel were demonstrated.
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Liu, E. H., S. Tian, and Q. Chen. "Mechanism Research of Bus Dynamic Information Impact on the Commuter Travel Behavior." Applied Mechanics and Materials 743 (March 2015): 660–66. http://dx.doi.org/10.4028/www.scientific.net/amm.743.660.

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In this paper, according to the characteristics of the bus travel decision-making, the traffic behavior selection data in Nanjing were collected by designing traffic wishes questionnaires and a binary logit model was built on dynamic information service under the bus commuters travel route choice behavior of binary logit model. This paper analyses the effect by using the model parameter calibration including bus-taking time, bus congestion and personal information e.g. age and gender on the bus commuters travel route choice behavior. Studies have shown that public transport information are closely related to travel routes and travel activities, and bus commuters will make adjustments on travel route after obtaining travel information. Public transportation information can change the passengers’ state of participating in transportation and improve the level of the public transport system service in some ways.
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Xue, Lian, Dan Jie Zhao, and Gui Mei Liu. "Stochastic Simulation of Bus Traveling Time." Advanced Materials Research 186 (January 2011): 556–59. http://dx.doi.org/10.4028/www.scientific.net/amr.186.556.

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The development of the city's public transport system has an indispensable role to alleviate the pressure of urban roads. Bus travel time reliability is an important evaluation index of the bus operation service level. The simulation of bus travel time helps us understand the reliability of bus running time. In this paper, we use Monte Carlo stochastic simulation method to calculate the reliability of bus travel time. On this basis, we establish a model of the reliability of public transportation systems to research the reliability of bus travel time.
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Bai, Cong, Zhong-Ren Peng, Qing-Chang Lu, and Jian Sun. "Dynamic Bus Travel Time Prediction Models on Road with Multiple Bus Routes." Computational Intelligence and Neuroscience 2015 (2015): 1–9. http://dx.doi.org/10.1155/2015/432389.

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Accurate and real-time travel time information for buses can help passengers better plan their trips and minimize waiting times. A dynamic travel time prediction model for buses addressing the cases on road with multiple bus routes is proposed in this paper, based on support vector machines (SVMs) and Kalman filtering-based algorithm. In the proposed model, the well-trained SVM model predicts the baseline bus travel times from the historical bus trip data; the Kalman filtering-based dynamic algorithm can adjust bus travel times with the latest bus operation information and the estimated baseline travel times. The performance of the proposed dynamic model is validated with the real-world data on road with multiple bus routes in Shenzhen, China. The results show that the proposed dynamic model is feasible and applicable for bus travel time prediction and has the best prediction performance among all the five models proposed in the study in terms of prediction accuracy on road with multiple bus routes.
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Fitzpatrick, Kay, Karen Kuenzer, and Torsten Lienau. "Attitudes toward Intercity Bus Travel in Texas." Transportation Research Record: Journal of the Transportation Research Board 1557, no. 1 (January 1996): 64–71. http://dx.doi.org/10.1177/0361198196155700110.

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As required by the Intermodal Surface Transportation Efficiency Act of 1991, a percentage of each state's public transportation funds must be spent on intercity bus transportation development and support, unless the governor certifies intercity bus needs are being adequately met. A study was initiated to produce data necessary to define the current state of the intercity bus industry in Texas. To accomplish this objective, surveys were developed and distributed to the general population, bus riders, and bus companies in the state. A review of cities currently being served by the intercity bus industry was also made. General-population respondents indicated that they would be more likely to ride a bus if there were more express bus service, better station locations, and higher air and train fares. Bus riders indicated they would ride more often if there were improved security measures at stations and on buses, more leg room, more comfortable seats, adherence to schedules, and lower bus fares. Government-owned multimodal transportation facilities, operating subsidies for rural routes, and billboards and signs for advertising intercity service were suggested by bus companies as ways to aid the industry. The review of cities currently served by the intercity bus industry revealed that only 21 Texas cities with populations over 5,000 were further than 16.1 km (10 mi) from intercity bus service, and that most of these cities had access to transit service to an intercity bus stop.
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Chen, Qi, Yibo Yan, Xu Zhang, and Jian Chen. "Impact of Subjective and Objective Factors on Bus Travel Intention." Behavioral Sciences 12, no. 11 (November 19, 2022): 462. http://dx.doi.org/10.3390/bs12110462.

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Given the lack of quantitative descriptions on the interaction between psychological factors and the built environment in existing urban bus travel behavior, this study examines the simultaneous influences of the objective-built environment and subjective psychological factors on bus travel intentions. An empirical study on the influence path of bus travel intention was conducted using structural equation modeling. Then, personal attribute factors were introduced, and a linear regression model was used to explore the influence of behavioral intentions. This study uses 410 investigated samples from the residents in Zhengzhou, China. The findings proved that psychological factors play mediating roles between the travel environment and its impact on travel behaviors and confirms the validity of the description of the measurement variable with respect to the bus travel intentions proposed in the study. We also found that the retirement factor among the personal attribute factors could significantly affect bus travel intentions, which means that the retired group prefers to use buses for traveling. This study shows innovations in catching the intermediary effect of psychological factors between the built environment and travel behavior while also quantifying the effects of both subjective and objective factors when choosing bus travel.
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Dissertations / Theses on the topic "Bus travel"

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Currie, Margaret Joan Barrie. "An evaluation of supported bus and community transport services in rural Scotland." Thesis, Available from the University of Aberdeen Library and Historic Collections Digital Resources, 2009. http://digitool.abdn.ac.uk:80/webclient/DeliveryManager?application=DIGITOOL-3&owner=resourcediscovery&custom_att_2=simple_viewer&pid=25796.

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Hollander, Yaron. "The cost of bus travel time variability." Thesis, University of Leeds, 2006. http://etheses.whiterose.ac.uk/306/.

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The reliability of bus systems is a vital issue on the transport agenda, since urban areas are yearning for high quality alternatives for the private car. A key indicator of reliability is a low level of day-to-day travel time variability (TTV). To obtain funds for reducing TTV, it is necessary to give evidence for the benefits from such improvement, but current tools for estimating the cost of TTV are insufficient. This thesis covers issues that arise when analysts need to show that improved bus infrastructure brings benefits from reduced TTV. The first part of the thesis aims at understanding how the attitudes of travellers to TTV can be converted into monetary terms. The design of a survey is described, where respondents trade-off between TTV and other attributes. A modelling experiment, based on the survey responses, finds that the effect of TTV is best explained using variables that represent trip scheduling considerations. Following is a series of experiments that seek to estimate the willingness-to-pay for reduced TTV in a way that is sensitive to taste variation between travellers. Several Mixed Logit models are estimated, but some doubts about their credibility are raised, and hence the same willingness-to-pay estimates are also computed using nonparametric techniques. Some conclusions are drawn regarding the process of estimating heterogeneous willingness-to-pay and the ability to recognise the willingness-to-pay from survey data. The starting point for the second part of the thesis is the lack of tools for estimating the level of TTV in hypothetical scenarios. We, consider the case for using traffic microsimulation to estimate TTV by running a microsimulation model multiple times, and looking at the variation between runs as an estimate of the variation between different days. Such concept of estimation requires a special calibration methodology, which sets the level of simulated inter-run variability at a similar level to inter-day variability in the real network. A full calibration methodology is developed, tackling methodological, computational and statistical issues. Finally, the demand and supply methodologies are combined, and it is illustrated how the savings from improved bus infrastructure can be examined. The contribution of the entire study includes methodological and technical insights into modelling the attitudes to TTV, estimating the distribution of the willingness-to-pay and calibrating traffic microsimulation models; but it also brings up policy issues concerning the role of TTV in transport appraisal.
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Katt, Row. "Travel by bus and social exclusion: evidence from the National travel Survey." Thesis, University of York, 2007. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.489197.

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The provision of adequate access to transport is an important aspect of the prevention of social exclusion for low income groups who are less likely than other groups to have access to a private car. This research therefore explores the relationships between travel by bus and social exclusion. It also exarTilnes the extent to which the potential buses might have to improve access to transport for excluded and vulnerable groups of people without incurring the negative environmental costs of increasing car use can be realised within the context of current English transport policy.
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Clayton, William Joseph. "Bus tales : travel-time use, technologies, and journey experiences on the bus." Thesis, University of the West of England, Bristol, 2012. http://eprints.uwe.ac.uk/17967/.

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Recently there has been a growing interest in the ways in which people use their time during travel, and what different types of value (economic or personal) such ‘travel-time activity’ provides. The activities of public transport passengers have been explored from a number of perspectives, and several of these have been reported to have a positive influence on the experience of the journey. However, within existing research the bus has received almost no specific attention, with most studies focussing on the train. At the same time, there is a stated policy need to improve the attractiveness of bus travel and increase patronage on local bus services in the UK. This thesis draws these strands together, and investigates how the activities in which bus passengers engage on-the-move give meaning to their journeys and help to shape their experiences and perceptions of the mode. In doing so, it considers how a focus on travel-time activity is potentially a valuable way of improving journey experiences for users, and increasing the attractiveness of bus travel to non-users. Identifying the need to explore travel-time activity on the bus, the thesis develops a discussion of what is already known about the ways in which passengers (largely rail passengers) use their time, and how this has been found to influence their experiences and perceptions of the journey. Within this, specific attention is paid to the importance of carried objects and mobile technologies (mobile phones, books, music players, and more) in facilitating travel-time activities. In doing so, this thesis considers how existing travel-time research is relevant to the context of the bus journey. It identifies and addresses three gaps in existing knowledge: (i) It provides the missing link between research which has demonstrated that travel-time activity has the potential to improve journey experiences for public transport passengers, and research which has specifically explored the journey experiences of bus passengers. (ii) It explores the current lack of understanding concerning the ways in which travel-time activities on the bus give meaning to passengers’ experiences of the journey. In particular, there has been little focus on how the travel-time “tools” – the carried objects, mobile technologies, and ICTs – are potentially enabling bus passengers to conduct different activities during travel-time. (iii) It seeks to fill a gap in existing knowledge in terms of specific research into subjectivity of travel-time on the bus, and how it is enacted and experienced differently by different individuals and groups. The thesis follows a three-phase methodology in generating new empirical data on travel-time activity and journey experience on the bus. First, two phases of qualitative data collection were undertaken. This involved a novel online discussion group utilising the popular social networking site “Facebook”. Following this two focus groups were conducted with bus users and car users to explore the qualitative findings in greater depth and inform the construction of the final quantitative phase. This consisted of a large-scale on-board questionnaire survey of 840 bus passengers on five routes in Bristol, UK. Thus the qualitative data provided rich discourses and explanations of passengers’ experience of travel-time, and the quantitative data tested these findings amongst a sample of the wider bus user population. This thesis finds that there are several activities and technologies particularly suited to the bus journey, and that people engage in these for a number of reasons. For example, travel-time activity is sometimes valuable for providing a “slice” of personal time within which to relax or complete personal tasks. For other passengers (or at other times) it helps to mitigate some of the more common negative experiences encountered along the journey such as boredom, stress, and social discomfort. The subjectivity of the passenger is central to explanations of travel-time use on the bus; travel-time is perceived differently by different people and thus is used and experienced in many ways. The thesis pays attention to the tensions that this creates within the collective experience of the journey. In particular the intensely social nature of bus travel is explained as being at the heart of the experience. For some the journey is a chance to socialise, where for others the public spaces of the bus can engender a lack of a sense of personal space and a negative experience. In concluding, the thesis identifies a disparity between the quantitative and qualitative findings. The qualitative data go into depth in explaining the rich, contextual experience of activity, where the quantitative findings focus on the immediate experience and find other factors to be of more primary significance than activity – particularly punctuality, age, and a person’s social disposition. Thus, the thesis contextualises its own findings, highlighting the potential of travel-time activity in increasing the attractiveness of bus travel, whilst at the same time firmly framing the importance of this new knowledge within the wider picture of the bus as a service.
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Gerstle, David G. "Understanding bus travel time variation using AVL data." Thesis, Massachusetts Institute of Technology, 2012. http://hdl.handle.net/1721.1/70763.

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Thesis (S.M. in Transportation)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2012.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 89-94).
The benefits of bus automatic vehicle location (AVL) data are well documented (see e.g., Furth et al. (2006)), ranging from passenger-facing applications that predict bus arrival times to service-provider-facing applications that monitor network performance and diagnose performance failures. However, most other researchers' analyses tend to use data that they acquired through negotiations with transit agencies, adding a variable cost of time both to the transit agencies and to researchers. Further, conventional wisdom is that simple vehicle location trajectories are not suitable for evaluating bus performance (Furth et al. 2006). In this research, I use data that are free and open to the public. This access enables researchers and the general public to explore bus position traces. The research objective of this Master's Thesis is to build a computational system that can robustly evaluate bus performance across a wide range of bus systems under the hypothesis that a comparative approach could be fruitful for both retrospective and real-time analysis. This research is possible because a large number of bus providers have made their bus position, or AVL, data openly available. This research thus demonstrates the value of open AVL data, brings understanding to the limits of AVL data, evaluates bus performance using open data, and presents novel techniques for understanding variations in bus travel time. Specifically, this thesis demonstrates research to make the system architecture robust and fruitful: " This thesis explores the exceptions in the various datasets to which the system must be robust. As academics and general public look to exploit these data, this research seeks to elucidate important considerations for and limitations of the data. " Bus data are high-dimensional; this research strives to make them dually digestible and informative when drawing conclusions across a long timescale. Thus, this research both lays the foundation for a broader research program and finds more visually striking and fundamentally valuable statistics for understanding variability in bus travel times.
by David G. Gerstle.
S.M.in Transportation
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Gallon, Christine A. "Disabled people and their use of transport : the relative importance of different factors and their implications for policy." Thesis, Cranfield University, 2000. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.323839.

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Viggiano, Cecilia A. (Cecilia Ann). "Bus network sketch planning with origin-destination travel data." Thesis, Massachusetts Institute of Technology, 2017. http://hdl.handle.net/1721.1/111441.

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Thesis: Ph. D. in Transportation, Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2017.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 141-147).
Public transport plays an important role in urban mobility. Public transport planners seek to improve existing public transport networks to better serve existing passengers and recruit new passengers, particularly as demand patterns change with evolving demographics and land use. One strategy for network improvement is to add new routes, which can improve service by reducing circuity in the network. In large, complex, and multi-modal public transport networks, it is challenging to determine where new routes should be added. A systematic approach for incremental network improvements, such as adding new bus services, is needed. This research proposes a new approach to network-level public transport planning by combining origin-destination (OD) level analysis with new spatial aggregation methodologies, and develops a comprehensive framework for the identification of corridors for new bus services. In the context of this framework, this dissertation contributes several new methodologies. First, it proposes a methodology for defining zones that reflect the spatial characteristics of a public transport network. This produces zonal pairs that are appropriate for OD level analysis of travel in the network. Second, the dissertation develops metrics and rules for the identification of OD pairs that can benefit from new bus services, and proposes methods for estimating the expected benefits of such services at the OD level. Finally, a new methodology for spatially clustering OD pairs into corridors is developed, based on trajectory clustering methods. This final methodology represents a new way of aggregating OD level information to accomplish the first step in bus network design: the definition of corridors for new services. The framework is demonstrated for the identification of corridors for new bus services in the London public transport network. Bus stops and rail stations are clustered into 1,000 zones. A subset of zonal OD pairs with circuitous service are identified as candidates for improvement through new bus routes. An algorithm that clusters OD pairs into corridors for bus service is developed and applied. Several promising corridors are identified, and their potential is confirmed in post-analysis.
by Cecilia A. Viggiano.
Ph. D. in Transportation
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Lleras, Germán Camilo 1973. "Bus rapid transit : impacts on travel behavior in Bogotá." Thesis, Massachusetts Institute of Technology, 2003. http://hdl.handle.net/1721.1/39777.

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Thesis (M.C.P. and S.M.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2003.
"February 2003."
Includes bibliographical references (leaves 100-103).
In the year 2000, the government of Bogotá, the capital of Colombia, undertook a major transformation of its public transport system. A Bus Rapid Transit (BRT) system named Transmilenio was implemented modifying the organizational scheme of service delivery, raising the level of service, and ultimately affecting travel behavior. This thesis studies the changes in travel behavior resulting from the introduction of the new mode and some of the impacts whereby induced. In particular it studies the competition between the traditional buses operating in mixed traffic and the BRT. The main result is that traveling conditions have improved substantially which is reflected in the reduction of the burden associated with traveling. This is demonstrated by the lower value of time found for BRT in comparison to the existing mode. This thesis studies the consequences of these changes in terms of the future growth of the system and the fare for public transportation. In addition, it looks at the extent to which the new mode has modified the fundamental drivers of travel behavior in the city.
by Germán Camilo Lleras.
M.C.P.and S.M.
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Pekkarinen, S. (Saara). "Economic analysis of travelling:studies on travel behaviour in Finland." Doctoral thesis, University of Oulu, 2005. http://urn.fi/urn:isbn:9514279557.

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Abstract A great deal of research in transportation economics has been motivated by the need to solve traffic congestion problems and to diminish negative environmental effects of road transport. The question, whether the economic measures are efficient, motivates this dissertation on the value of travel time, the rules of optimal pricing and the demands for public transportation and private car use. Three concepts of the marginal value of travel time (MVT) are specified in this thesis. The first concept involves only the direct disutility of the travel time to work in addition to the utility of market goods and leisure. The second concept also includes the disutility from the time spent at work. The third concept furthermore takes into account the effect of the length of working hours, travel time, cost and income. The length of travel time, gender, family structure and flexibility of working hours have different effects on empirical MVTs, but travel costs and income affect them in a similar fashion. The pricing decisions of the firms providing bus services are analysed with and without public subsidies. The consumption externality, i.e. the quantity demanded by other users, affects the individual bus demand. The results indicate that under uniform pricing, a socially optimal subsidy equals the increase in consumer's surplus minus the fare revenue lost from current users due to lower fare. Under nonlinear pricing, the optimal pricing can be achieved when the regulator sets the subsidy so that it is inversely proportional to the network elasticity. The welfare loss due to increasing tax burden and the opportunity cost of providing cash fare service is also taken into account in the optimal pricing rule. A model of bus demand with asymmetric information on the characteristics of bus users is developed. The model allows for habit formation and network effects. The latter effect is due to the positive influence of the aggregate demand for Regional Bus Cards (RBC) on an individual's own demand. The empirical results indicate that in RBC services positive network effects are present and the elasticity of network size is less than one, which implies that the regional bus card is an impure public good. The own price elasticity of RBC in the short run is within the range of -0.3 and -1.1. The demand for RBC cards is more elastic than demand for RBC trips or passenger kilometres. The estimated price elasticity of urban bus demand is in line with that of RBC. A reasonably high cross-price elasticity of RBC trips and the ticket of 40 trips but a lower reverse elasticity were found. A weakly separable demand for car mileage from car ownership and labour supply was rejected as was the exogeneity of car ownership in the mileage model. Therefore, the price elasticity of car mileage with respect to fuel price was estimated from the two equation model of car mileage with endogenous car ownership. The estimated parameters of the Tobit model are consistent but slightly higher than those estimated from the least squares. The fuel price elasticity varies from -0.2 to -0.9 with exogenous and endogenous car ownership, respectively. The findings of this study can be applied in the analysis and implementation of different pricing and subsidy schemes for public transportation, as well as in the evaluation of the effectiveness of economic instruments for managing the growth of private car use.
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Ryan, Grace Elizabeth. "Bus Bunching and Variability of Travel Speed and Dwell TimeA Bus Service Study of ‘The Orbiter’." Thesis, University of Canterbury. Civil and Natural Resources Engineering, 2012. http://hdl.handle.net/10092/7651.

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The context of this study is the increasing need for public transport as issues over high private vehicle usage are becoming increasingly obvious. Public transport services need to compete with private transport to improve patronage, and issues with reliability need to be addressed. Bus bunching affects reliability through disruptions to the scheduled headways. The purpose of this study was to collect and analyse data to compare how travel time and dwell time vary, to explore the variation of key variables, and to better understand the sources of these variations. The Orbiter bus service in Christchurch was used as a case study, as it is particularly vulnerable to bus bunching. The dwell time was found to be more variable than travel time. It appeared the Canterbury earthquake had significantly reduced the average speeds for the Orbiter service. In 1964, Newell and Potts described a basic bus bunching theory, which was used as the basis for an Excel bus bunching model. This model allows input variables to vary stochastically. Random values were generated from four specified distributions derived from manually collected data, allowing variance across all bus platforms and buses. However the complexity resulted in stability and difficulty in achieving convergence, so the model was run in single Monte Carlo simulations. The outputs were realistic and showed a higher degree of bunching behaviour than previous models. The model demonstrated bunching phenomena that had not been observed in previous models, including spontaneously un-pairing, overtaking of buses delayed at platforms, and odd-numbered bunches of three buses. Furthermore, the study identified areas of further research for data collection and model development.
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Books on the topic "Bus travel"

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Limited, Midland Red West. Bus & coach travel guide. Worcester: Midland Red West Ltd, 1987.

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Press, Coracle, ed. Bus. [Tipperary, Ireland]: Coracle, 2014.

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Wolff, Søren R., and Svend Torben Jensen. Man skal ta' den vej mågerne flyver: Bornholmerbussen 1981-2006. Rønne]: Bornholmerbussen, 2006.

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Buses, Lothian, ed. Edinburgh & The Lothians street map, including street index, bus routes, and summary bus timetables. Edinburgh: Lothian Buses, 2004.

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Hanna, Quay. Bus America: Revelation of a redneck. Lancaster, Pa: Middle Relief Pub., 1997.

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West, Gordon. By bus to the Sahara. London: Black Swan, 1996.

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Gordon, West. By bus to the Sahara. 7th ed. London: Black Swan, 1995.

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Commission, Monopolies and Mergers. British Bus Plc and Arrowline (Travel) Ltd: A report on the merger. London: H.M.S.O., 1996.

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Board, United States National Transportation Safety. Transit bus safety oversight. Washington, D.C: National Transportation Safety Board, 1998.

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Board, United States National Transportation Safety. Transit bus safety oversight. Washington, D.C: National Transportation Safety Board, 1998.

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Book chapters on the topic "Bus travel"

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Nickpour, F., P. W. Jordan, and H. Dong. "Inclusive Bus Travel: A Psychosocial Approach." In Designing Inclusive Systems, 13–22. London: Springer London, 2012. http://dx.doi.org/10.1007/978-1-4471-2867-0_2.

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Koh, Bryan Kai Xuan, Hong Liang Sia, Jun Hui Lim, Louis Jia Jun Chun, Rui Feng Chia, Huaqun Guo, and Kar Peo Yar. "Minimising Cost for Travel Bus Operator." In Proceedings of the 9th IRC Conference on Science, Engineering, and Technology, 21–30. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-99-8369-8_3.

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Pałys, Łukasz, Maria Ganzha, and Marcin Paprzycki. "Machine Learning for Bus Travel Prediction." In Computational Science – ICCS 2022, 703–10. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-031-08754-7_72.

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Aceves-González, Carlos, Sharon Cook, and Andrew May. "Improving Bus Travel through Inclusive Service Design." In Ergonomics in Design Methods & Techniques, 431–46. Taylor & Francis Group, 6000 Broken Sound Parkway NW, Suite 300, Boca Raton, FL 33487-2742: CRC Press, 2016. http://dx.doi.org/10.1201/9781315367668-28.

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Awil, Alessandra, Ryan Raidley Yiap Chang Feng, Zi Hwee Ng, Denzel Low E. Loong, Zining Tan, and Huaqun Guo. "Optimising Travel Routes for Tour Bus Operator." In Proceedings of the 9th IRC Conference on Science, Engineering, and Technology, 1–9. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-99-8369-8_1.

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Hensher, David A., Corinne Mulley, and Zheng Li. "High Quality Public Transport: Gaining Acceptance of Bus Rapid Transit Systems." In Handbook of Sustainable Travel, 257–76. Dordrecht: Springer Netherlands, 2013. http://dx.doi.org/10.1007/978-94-007-7034-8_17.

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Bhatlawande, Shripad, Harshita Agrawal, Adhiraj Jagdale, Anusha Agrawal, and Swati Shilaskar. "Electronic Travel Aid for Bus Detection and Bus-Route Number Recognition for Blind People." In Advances in Data Science and Computing Technologies, 71–78. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-99-3656-4_8.

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Zhang, Kaixin, Yongxuan Lai, Liying Jiang, and Fan Yang. "Bus Travel-Time Prediction Based on Deep Spatio-Temporal Model." In Web Information Systems Engineering – WISE 2020, 369–83. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-62005-9_27.

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Yuan, Tengfei, Xiaoqing Zeng, and Yujia Chen. "Analysis of Urban Resident Bus Travel Decision with Physical Expenditure." In International Symposium for Intelligent Transportation and Smart City (ITASC) 2017 Proceedings, 149–62. Singapore: Springer Singapore, 2017. http://dx.doi.org/10.1007/978-981-10-3575-3_16.

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Massobrio, Renzo, and Sergio Nesmachnow. "Travel Time Estimation in Public Transportation Using Bus Location Data." In Smart Cities, 192–206. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-96753-6_14.

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Conference papers on the topic "Bus travel"

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Szadkowski, Andrew, and Ronald B. Morford. "LTD - Long Travel Damper." In International Truck & Bus Meeting & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2001. http://dx.doi.org/10.4271/2001-01-2806.

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Sun, Xiang-long, and Jian Lu. "Travel Time Prediction between Bus Stations." In 11th International Conference of Chinese Transportation Professionals (ICCTP). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41186(421)272.

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Figlarz, Gabriel Rossi, and Fabiano Passuelo Hessel. "Enhanced CTM for Bus Travel Simulation." In 2021 IEEE 7th World Forum on Internet of Things (WF-IoT). IEEE, 2021. http://dx.doi.org/10.1109/wf-iot51360.2021.9594960.

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He, Peilan, Yidan Sun, Guiyuan Jiang, and Siew-Kei Lam. "Predicting Travel Time of Bus Journeys with Alternative Bus Services." In 2019 International Conference on Data Mining Workshops (ICDMW). IEEE, 2019. http://dx.doi.org/10.1109/icdmw.2019.00027.

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Wu, Yong, Jianping Xing, Xiaoyan Lu, and Shaoteng Shi. "Distribution Model of Urban Bus Travel Time with Bus Lane." In Fourth International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2013. http://dx.doi.org/10.1061/9780784413159.044.

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Kotagiri, Yashaswi, and Srinivas S. Pulugurtha. "Modeling Bus Travel Delay and Travel Time for Improved Arrival Prediction." In International Conference on Transportation and Development 2016. Reston, VA: American Society of Civil Engineers, 2016. http://dx.doi.org/10.1061/9780784479926.052.

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Kormaksson, Matthias, Luciano Barbosa, Marcos R. Vieira, and Bianca Zadrozny. "Bus Travel Time Predictions Using Additive Models." In 2014 IEEE International Conference on Data Mining (ICDM). IEEE, 2014. http://dx.doi.org/10.1109/icdm.2014.107.

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Li, Rui, and Wenquan Li. "The Prediction of Urban Bus Travel Time." In Ninth International Conference of Chinese Transportation Professionals (ICCTP). Reston, VA: American Society of Civil Engineers, 2009. http://dx.doi.org/10.1061/41064(358)262.

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Comi, Antonio, Agostino Nuzzolo, Stefano Brinchi, and Renata Verghini. "Bus dispatching irregularity and travel time dispersion." In 2017 5th IEEE International Conference on Models and Technologies for Intelligent Transportation Systems (MT-ITS). IEEE, 2017. http://dx.doi.org/10.1109/mtits.2017.8005632.

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Kayande, Deepali, Sarita Saldanha, Sisil Sunny, and Bianca Alphonso. "BUS-TAP: A NFC based travel application." In 2017 IEEE International Conference on Power, Control, Signals and Instrumentation Engineering (ICPCSI). IEEE, 2017. http://dx.doi.org/10.1109/icpcsi.2017.8392261.

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Reports on the topic "Bus travel"

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Arhin, Stephen, Babin Manandhar, Hamdiat Baba Adam, and Adam Gatiba. Predicting Bus Travel Times in Washington, DC Using Artificial Neural Networks (ANNs). Mineta Transportation Institute, April 2021. http://dx.doi.org/10.31979/mti.2021.1943.

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Washington, DC is ranked second among cities in terms of highest public transit commuters in the United States, with approximately 9% of the working population using the Washington Metropolitan Area Transit Authority (WMATA) Metrobuses to commute. Deducing accurate travel times of these metrobuses is an important task for transit authorities to provide reliable service to its patrons. This study, using Artificial Neural Networks (ANN), developed prediction models for transit buses to assist decision-makers to improve service quality and patronage. For this study, we used six months of Automatic Vehicle Location (AVL) and Automatic Passenger Counting (APC) data for six Washington Metropolitan Area Transit Authority (WMATA) bus routes operating in Washington, DC. We developed regression models and Artificial Neural Network (ANN) models for predicting travel times of buses for different peak periods (AM, Mid-Day and PM). Our analysis included variables such as number of served bus stops, length of route between bus stops, average number of passengers in the bus, average dwell time of buses, and number of intersections between bus stops. We obtained ANN models for travel times by using approximation technique incorporating two separate algorithms: Quasi-Newton and Levenberg-Marquardt. The training strategy for neural network models involved feed forward and errorback processes that minimized the generated errors. We also evaluated the models with a Comparison of the Normalized Squared Errors (NSE). From the results, we observed that the travel times of buses and the dwell times at bus stops generally increased over time of the day. We gathered travel time equations for buses for the AM, Mid-Day and PM Peaks. The lowest NSE for the AM, Mid-Day and PM Peak periods corresponded to training processes using Quasi-Newton algorithm, which had 3, 2 and 5 perceptron layers, respectively. These prediction models could be adapted by transit agencies to provide the patrons with accurate travel time information at bus stops or online.
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Arhin, Stephen, Babin Manandhar, Kevin Obike, and Melissa Anderson. Impact of Dedicated Bus Lanes on Intersection Operations and Travel Time Model Development. Mineta Transportation Institute, June 2022. http://dx.doi.org/10.31979/mti.2022.2040.

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Over the years, public transit agencies have been trying to improve their operations by continuously evaluating best practices to better serve patrons. Washington Metropolitan Area Transit Authority (WMATA) oversees the transit bus operations in the Washington Metropolitan Area (District of Columbia, some parts of Maryland and Virginia). One practice attempted by WMATA to improve bus travel time and transit reliability has been the implementation of designated bus lanes (DBLs). The District Department of Transportation (DDOT) implemented a bus priority program on selected corridors in the District of Columbia leading to the installation of red-painted DBLs on corridors of H Street, NW, and I Street, NW. This study evaluates the impacts on the performance of transit buses along with the general traffic performance at intersections on corridors with DBLs installed in Washington, DC by using a “before” and “after” approach. The team utilized non-intrusive video data to perform vehicular turning movement counts to assess the traffic flow and delays (measures of effectiveness) with a traffic simulation software. Furthermore, the team analyzed the Automatic Vehicle Locator (AVL) data provided by WMATA for buses operating on the study segments to evaluate bus travel time. The statistical analysis showed that the vehicles traveling on H Street and I Street (NW) experienced significantly lower delays during both AM (7:00–9:30 AM) and PM (4:00–6:30 PM) peak hours after the installation of bus lanes. The approximation error metrics (normalized squared errors) for the testing dataset was 0.97, indicating that the model was predicting bus travel times based on unknown data with great accuracy. WMATA can apply this research to other segments with busy bus schedules and multiple routes to evaluate the need for DBLs. Neural network models can also be used to approximate bus travel times on segments by simulating scenarios with DBLs to obtain accurate bus travel times. Such implementation could not only improve WMATA’s bus service and reliability but also alleviate general traffic delays.
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Feng, Wei. Analyses of Bus Travel Time Reliability and Transit Signal Priority at the Stop-To-Stop Segment Level. Portland State University Library, January 2000. http://dx.doi.org/10.15760/etd.1831.

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Figliozzi, Miguel, and Travis Glick. Evaluation of Roadway Reallocation Projects: Analysis of Before-and-After Travel Speeds and Congestion Utilizing High-Resolution Bus Transit Data. National Institute for Transportation and Communities (NITC), November 2017. http://dx.doi.org/10.15760/trec.189.

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Videa, Aldo, and Yiyi Wang. Inference of Transit Passenger Counts and Waiting Time Using Wi-Fi Signals. Western Transportation Institute, August 2021. http://dx.doi.org/10.15788/1715288737.

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Passenger data such as real-time origin-destination (OD) flows and waiting times are central to planning public transportation services and improving visitor experience. This project explored the use of Internet of Things (IoT) Technology to infer transit ridership and waiting time at bus stops. Specifically, this study explored the use of Raspberry Pi computers, which are small and inexpensive sets of hardware, to scan the Wi-Fi networks of passengers’ smartphones. The process was used to infer passenger counts and obtain information on passenger trajectories based on Global Positioning System (GPS) data. The research was conducted as a case study of the Streamline Bus System in Bozeman, Montana. To evaluate the reliability of the data collected with the Raspberry Pi computers, the study conducted technology-based estimation of ridership, OD flows, wait time, and travel time for a comparison with ground truth data (passenger surveys, manual data counts, and bus travel times). This study introduced the use of a wireless Wi-Fi scanning device for transit data collection, called a Smart Station. It combines an innovative set of hardware and software to create a non-intrusive and passive data collection mechanism. Through the field testing and comparison evaluation with ground truth data, the Smart Station produced accurate estimates of ridership, origin-destination characteristics, wait times, and travel times. Ridership data has traditionally been collected through a combination of manual surveys and Automatic Passenger Counter (APC) systems, which can be time-consuming and expensive, with limited capabilities to produce real-time data. The Smart Station shows promise as an accurate and cost-effective alternative. The advantages of using Smart Station over traditional data collection methods include the following: (1) Wireless, automated data collection and retrieval, (2) Real-time observation of passenger behavior, (3) Negligible maintenance after programming and installing the hardware, (4) Low costs of hardware, software, and installation, and (5) Simple and short programming and installation time. If further validated through additional research and development, the device could help transit systems facilitate data collection for route optimization, trip planning tools, and traveler information systems.
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Jacobsen, Nils. Linjebussens vekst og fall i den voksende byen: en studie av bybussenes geografiske kvalitet Stavanger – Sandnes 1920 – 2010. University of Stavanger, November 2019. http://dx.doi.org/10.31265/usps.244.

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Linear city bus services are facing increased challenges from city growth. Increased number of inhabitants on increasing acres of built-up areas, makes it demanding to maintain adequate bus services within reasonable catchment areas. Number of departures per hour give a partial description of the bus service quality. Number of departures give reference to the time aspect of bus service quality, but say nothing about the geographical aspect. What part of the entire line network is within reach of direct bus service when frequencies are limited? To address the geographical aspect of bus service quality, the term network ratio is introduced. The term Network Ratio (NR) signifies what part of the entire line network is within reach of direct bus service to or from a certain place in the network. Network Ratio is given as a mathematical term whereby direct bus lines are calculated as a percentage of the entire network. The character and development of Network Ratio in a specific city is illustrated through an analysis of the urban growth of line network and built-up areas in the twin cities of Stavanger and Sandnes. The analysis is covering the period 1920 – 2000 in intervals of 20 years from the first bus lines were established in the urban area. Year 2010 is also included due to major changes implemented right after the turn of the millennium. Development show there is a close relation between bus network and built-up areas. When areas are being built, bus lines follow. The initial fase 1920 – 40 with extensive development of bus lines combined with some areal growth, is followed by a fase of consolidation 1940 – 60. The latter period is characterized by moderate areal growth, extended lines reducing network ratios, and increasing frequencies on the best bus lines. Extensive areal growth in the following period 1960 – 80, implies increased number of bus lines. As a consequence network ratios as well as frequencies are falling in the entire network. In 1960 certain lines had developed as much as 6 departures per hour, while maximum bus line frequency in 1980 has diminished to 2. New bus service development is introduced in the following period between 1980 and 2000. Numerous bus companies are united, and a more comprehensive planning of bus services are applied. The number of bus lines is stabilized at about 40, the fall in network ratio is reduced, and certain lines develop 4 departures per hour. Parallell to the bus development, growth of built-up areas is slowing down due to increased urban renewal with higher densities within built-up areas. In the period 2000 – 2010 new efforts are given to the development of bus services. Development of Network Ratio takes a new direction: The length of network links with high NR is increasing, while links with very low NR are diminishing. Number of bus lines is decreasing, and by 2010 almost 50% of the bus lines are served with 4 departures or more. Passenger comfort is improved in buses as well as on bus stops, and low floor buses are introduced to ease accessibility. Bus service quality is further developed after 2010. Digital services are introduced including digital ticketing, bus service information and real-time information on internet. In addition real-time information is presented at high frequency bus stops through visual screen and auditory speaker. Inside the buses name of next stop is given on screen and through loudspeaker. Further development of the bus services, should include improved Network Ratios in the entire network, as well as increased frequencies on major bus corridors. The latter is a task not only for the bus service planners, but just as well for the city planners and politicians in collaboration with the developers implementing urban density and allocation of important destinations. A last, but not least, objective for bus service development will be to improve punctuality and total travel time. Today a considerable proportion of city bus services are delayed in car traffic congestions. This is occurring especially on main streets and during rush hours. A set of different solutions are needed to address this question: 1. Dedicated bus streets (including car access to limited addresses) 2. Bus lines through local streets in concentrated housing, office and shopping areas. 3. Dedicated bus lane on main streets where possible. 4. Car traffic regulations on main streets without space for extra bus lane. As an overall vision, we need to cultivate the word of Flemming Larsen: urban growth as pearls on a string, as shown in fig. 13 and fig. 14.
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Jenkins, Brian, Bruce Butterworth, and Sachi Yagu. Evolving Patterns of Violence in Developing Countries. Mineta Transportation Institute, August 2023. http://dx.doi.org/10.31979/mti.2024.2344.

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In August 2022, MTI issued a report entitled Changing Patterns of Violence Pose New Challenges to Public Surface Transportation in the United States. That report analyzed the frequency and lethality of attacks on public surface transport in economically advanced countries. But what has been going on in non-economically advanced countries – the vast majority of countries in the world? Using the MTI database of Terrorist and Serious Criminal Attacks Against Public Surface Transportation, the authors analyzed attacks against passenger trains and train stations, buses and bus stations and stops, and all rail infrastructure and operating and security personnel in both sets of countries between January 1, 2004, and December 31, 2022. For this analysis, countries that are economically advanced are based mostly on OCED membership and are designated as Group 1, and those with developing economies and others that are not OECD members, are designated as Group 2. (Group 3 countries are Israel and territory controlled by the Palestinian authority, which MTI will address in a separate report). This report focuses on Group 2 countries, comparing them to Group 1 countries. Group 2 had more than 7 times the number of attacks, and the lethality of its attacks was 3 times greater than in Group 1. In Group 2, many countries have long-running insurgencies that produce frequent and lethal attacks. There are far more attacks on buses and bus depots and stops in Group 2, reflecting greater reliance on bus travel. Explosives dominate attack methods, and while jihadist attackers are responsible for only 9.7% of attacks, they create 33.7% of fatalities. Jihadists are the most lethal attackers in both Group 1 and Group 2 countries. Suicide attacks account for only about 3% of the attacks in both groups, but while that percentage has gone down in Group 1, it has gone up in Group 2.
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Niles, John S., and J. M. Pogodzinski. Steps to Supplement Park-and-Ride Public Transit Access with Ride-and-Ride Shuttles. Mineta Transportation Institute, July 2021. http://dx.doi.org/10.31979/mti.2021.1950.

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Public transit ridership in California declined in the five years before the pandemic of 2020–21 and dropped significantly further after the pandemic began. A sharp downward step in the level of transit boarding occurred after February 2020, and continues to the date of this report as a result of the public-health guidance on social distancing, expanded work-at-home, and a travel mode shift from public transit to private cars. A critical issue has come to the foreground of public transportation policy, namely, how to increase the quality and geographic reach of transit service to better serve the essential trips of mobility disadvantaged citizens who do not have access to private vehicle travel. The research focus of this report is an examination of the circumstances where fixed route bus route service could cost-effectively be replaced by on-demand microtransit, with equivalent overall zone-level efficiency and a higher quality of complete trip service. Research methods were reviews of documented agency experience, execution of simple simulations, and sketch-level analysis of 2019 performance reported in the National Transit Database. Available evidence is encouraging and suggestive, but not conclusive. The research found that substitutions of flexible microtransit for fixed route buses are already being piloted across the U.S., with promising performance results. The findings imply that action steps could be taken in California to expand and refine an emphasis on general purpose microtransit in corridors and zones with a relatively high fraction of potential travelers who are mobility disadvantaged, and where traditional bus routes are capturing fewer than 15 boardings per vehicle hour. To be sufficiently productive as fixed route replacements, microtransit service technologies in the same or larger zones need to be capable of achieving vehicle boardings of five per hour, a challenge worth addressing with technology applications. Delivery of microtransit service can be undertaken through contracts with a growing set of private sector firms, which are developing processes to merge general purpose customers with those now assigned to ADA-required paratransit and Medi-Cal-supported non-emergency medical transport.
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Kodupuganti, Swapneel R., Sonu Mathew, and Srinivas S. Pulugurtha. Modeling Operational Performance of Urban Roads with Heterogeneous Traffic Conditions. Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2021.1802.

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The rapid growth in population and related demand for travel during the past few decades has had a catalytic effect on traffic congestion, air quality, and safety in many urban areas. Transportation managers and planners have planned for new facilities to cater to the needs of users of alternative modes of transportation (e.g., public transportation, walking, and bicycling) over the next decade. However, there are no widely accepted methods, nor there is enough evidence to justify whether such plans are instrumental in improving mobility of the transportation system. Therefore, this project researches the operational performance of urban roads with heterogeneous traffic conditions to improve the mobility and reliability of people and goods. A 4-mile stretch of the Blue Line light rail transit (LRT) extension, which connects Old Concord Rd and the University of North Carolina at Charlotte’s main campus on N Tryon St in Charlotte, North Carolina, was considered for travel time reliability analysis. The influence of crosswalks, sidewalks, trails, greenways, on-street bicycle lanes, bus/LRT routes and stops/stations, and street network characteristics on travel time reliability were comprehensively considered from a multimodal perspective. Likewise, a 2.5-mile-long section of the Blue Line LRT extension, which connects University City Blvd and Mallard Creek Church Rd on N Tryon St in Charlotte, North Carolina, was considered for simulation-based operational analysis. Vissim traffic simulation software was used to compute and compare delay, queue length, and maximum queue length at nine intersections to evaluate the influence of vehicles, LRT, pedestrians, and bicyclists, individually and/or combined. The statistical significance of variations in travel time reliability were particularly less in the case of links on N Tryon St with the Blue Line LRT extension. However, a decrease in travel time reliability on some links was observed on the parallel route (I-85) and cross-streets. While a decrease in vehicle delay on northbound and southbound approaches of N Tryon St was observed in most cases after the LRT is in operation, the cross-streets of N Tryon St incurred a relatively higher increase in delay after the LRT is in operation. The current pedestrian and bicycling activity levels seemed insignificant to have an influence on vehicle delay at intersections. The methodological approaches from this research can be used to assess the performance of a transportation facility and identify remedial solutions from a multimodal perspective.
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Elliott, Jane, Maureen Muir, and Judith Green. Trajectories of everyday mobility at older age. Wellcome Centre for Cultures and Environments of Health, January 2023. http://dx.doi.org/10.58182/bnec3269.

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Background: This review and exploratory data analysis focuses on everyday mobility at older age; that is, travel outside the house for routine activities. Everyday mobility is an important determinant of health and wellbeing. Although there can be physiological reasons for declines in an individual’s capacity for mobility, trajectories are uneven. A social model of mobility at older age assumes that impairments due to bodily ageing do not inevitably lead to reduced mobility, and that policy and environmental interventions (such as transport provision, quality of built environment) can and should support mobile later lives. We scope the potential for a study of the conditions which foster trajectories of maintained or increased mobility over time, in an equitable way. Aims: With a focus on corporeal mobility in the UK (in particular England), and on social and environmental, rather than physiological factors, our aims were to: 1) scope the existing evidence on trajectories of mobility at older age; 2) assess the English Longitudinal Study of Ageing (ELSA) as a possible source of data on changes in mobility over time; 3) outline the potential for further research through identifying candidate analytical approaches and; draft an initial logic model to inform a study. Literature review findings: Literature on mobility at older age documents physiological, lifecourse, social, and environmental factors that shape trajectories of declining mobility, and the health and wellbeing consequences. There are complex and bidirectional relationships between determinants and consequences of mobility. Points of disruption in the lifecourse are points where mobility practices may change and are therefore potential points for interventions to promote greater mobility. A body of research demonstrates this through the case of concessionary bus travel for older adults in the UK, which both promotes greater mobility and appears to improve health status. There is a more mixed body of research on the environmental factors that can foster greater mobility: more research is needed on how to support mobility in place in the UK, particularly in settings outside urban centres. Compared to research on physiological factors, there is a relative dearth of evidence on population level interventions, with the exception of free bus travel. ELSA summary: The main strength of using the ELSA for understanding what influences trajectories of everyday mobility is that it is an eighteen-year longitudinal study with data collection every two years, focussing on those aged 50 and over. The sample is drawn from across England, detailed contextual information is available via linked geographical identifiers, and longitudinal and cross-sectional weights enable adjustment of the sample for non-response and attrition. The weaknesses (for studies of mobility) are the lack of fine-grained measures of ‘ability’ for many mobility indicators and the potential for reporting biases that intersect with measures of social and cultural capital. In this descriptive analysis, we document six separate measures of everyday mobility that can be derived from ELSA data, and map these to our logic model. Implications: The review identified the potential for studying the conditions for mobility at older age that could help identify and develop population level interventions. Focusing on points of disruption in the lifecourse is a potentially fruitful and tractable area of investigation. We have mapped indicators available from ELSA as a foundation for future study, and as a resource for other researchers. ELSA has some disadvantages for a study, but also many strengths. Given the complexity of causal pathways linking different conditions for maintained or increased mobility, an analysis approach directed specifically at multiple pathways (such as Qualitative Comparative Analysis) could well be fruitful."
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