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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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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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Aldokhayel, Abdulaziz. "A Kalman Filter-based Dynamic Model for Bus Travel Time Prediction." Thesis, Université d'Ottawa / University of Ottawa, 2018. http://hdl.handle.net/10393/38060.
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Urban areas are currently facing challenges in terms of traffic congestion due to city expansion and population increase. In some cases, physical solutions are limited. For example, in certain areas it is not possible to expand roads or build a new bridge. Therefore, making public transpiration (PT) affordable, more attractive and intelligent could be a potential solution for these challenges. Accuracy in bus running time and bus arrival time is a key component of making PT attractive to ridership. In this thesis, a dynamic model based on Kalman filter (KF) has been developed to predict bus running time and dwell time while taking into account real-time road incidents. The model uses historical data collected by Automatic Vehicle Location system (AVL) and Automatic Passenger Counters (APC) system. To predict the bus travel time, the model has two components of running time prediction (long and short distance prediction) and dwell time prediction. When the bus closes its doors before leaving a bus stop, the model predicts the travel time to all downstream bus stops. This is long distance prediction. The model will then update the prediction between the bus’s current position and the upcoming bus stop based on real-time data from AVL. This is short distance prediction. Also, the model predicts the dwell time at each coming bus stop. As a result, the model reduces the difference between the predicted arrival time and the actual arrival time and provides a better understanding for the transit network which allows lead to have a good traffic management.
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Thornton, Douglas Anthony. "Investigation of using radar augmented transit buses as arterial travel time probes." Columbus, Ohio : Ohio State University, 2009. http://rave.ohiolink.edu/etdc/view?acc%5Fnum=osu1243907350.
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Lavery, Hamilton Irvine. "Evaluating and negating barriers to travel by elderly and mobility impaired people." Thesis, University of Ulster, 1997. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.388876.
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McBurney, Andrew Patrick. "A glimpse of Bike-n-Bus: an exploratory survey of the United States." Thesis, Georgia Institute of Technology, 2012. http://hdl.handle.net/1853/43705.
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Bike-n-Bus includes any number of methods where bicycle serves as the access mode to some form of bus transit. This study examines bike-n-bus operations in the United States based on telephone interviews with transit professionals from 33 transit agencies across the lower 48 states. It reviews past trends in research and gives some history of bike-n-bus in the U.S. and abroad. A brief explanation of methodology is followed by a description of the various facets of U.S. bike-n-bus operations, based on both interviews and the literature, with commentary by survey respondents. The study ends with a long term vision for bike-n-bus based on the characteristics of that mode-couple.
Conclusions are addressed to various audiences: transit agency, community leader/ policy maker, and researcher. Included are suggestions for possible next steps in research and implementation. These findings would be of interest to those studying transit and bicycle travel, developing travel demand models, managing a transit agency, or those with influence over bicycle policy and infrastructure.
Most transit agencies have installed front-mounted bicycle racks on their entire bus fleet, and expressed satisfaction that the amenity accommodates bicyclists. However, agencies have made only moderate efforts to follow-up on this success. Studies suggest that cycling to transit can be competitive with the private automobile in journey-to-work trips and attracts new riders to transit. Better bicycling infrastructure is the most significant way to increase the number of bike-n-bus riders. However, transit agencies seem reluctant to support these improvements.
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Glick, Travis Bradley. "Utilizing High-Resolution Archived Transit Data to Study Before-and-After Travel-Speed and Travel-Time Conditions." PDXScholar, 2017. https://pdxscholar.library.pdx.edu/open_access_etds/4065.
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Travel times, operating speeds, and service reliability influence costs and service attractiveness. This paper outlines an approach to quantify how these metrics change after a modification of roadway design or transit routes using archived transit data. The Tri-County Metropolitan Transportation District of Oregon (TriMet), Portland's public transportation provider, archives automatic vehicle location (AVL) data for all buses as part of their bus dispatch system (BDS). This research combines three types of AVL data (stop event, stop disturbance, and high-resolution) to create a detailed account of transit behavior; this probe data gives insights into the behavior of transit as well as general traffic. The methodology also includes an updated approach for confidence intervals estimates that more accurately represent of range of speed and travel time percentile estimates. This methodology is applied to three test cases using a month of AVL data collected before and after the implementation of each roadway change. The results of the test cases highlight the broad applicability for this approach to before-and-after studies.
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Mattson, Jeremy. "Innovative Approach to Estimating Demand for Intercity Bus Services in a Rural Environment." Diss., North Dakota State University, 2017. http://hdl.handle.net/10365/25945.
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Because existing models have their limitations, there is a significant need for a model to estimate demand for intercity bus services, especially in rural areas. The general objective of this research was to develop an intercity mode choice model that can be incorporated into a statewide travel demand model to estimate demand for rural intercity bus services. Four intercity transportation modes were considered in the study: automobile, bus, rail, and air. A stated preference survey was conducted of individuals across the state of North Dakota, and a mixed logit model was developed to estimate a mode choice model. Results from the mode choice model showed the significant impacts of individual, trip, and mode characteristics on choice of mode. Gender, age, income, disability, trip purpose, party size, travel time, travel cost, and access distance were all found to have significant impacts on mode choice, and traveler attitudes were also found to be important. The study demonstrated how the mode choice model can be incorporated into a statewide travel demand model, and intercity bus mode shares were estimated for origin-destination pairs within the state. Alternative scenarios were analyzed to show how mode shares would change under different conditions or service characteristics. This study was conducted in the largely rural state of North Dakota, but results could be transferable to other areas with similar geographic characteristics.U.S. Department of Transportation (USDOT)
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Imam, Faria Shanjana. "Bus travel time prediction under mixed traffic conditions: Integrating transit smart card and car Bluetooth data." Thesis, Queensland University of Technology, 2019. https://eprints.qut.edu.au/136416/1/Faria%20Shanjana_Imam_Thesis.pdf.
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This thesis is a step forward in travel time prediction for bus using data fusion. This study develops two models comprising a probabilistic model of the disturbance on the bus network and an accurate and reliable bus travel time prediction model that explicitly considers the bus-car interaction and dynamic passenger demand. The findings from this research can help develop real time traveller information systems and decision support systems to improve the quality of service provided to bus passengers.↲
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Bolechala, Arica J. "Evaluating the Effectiveness of the Travel Assistance Device on the Bus Riding Behavior of Individuals with Disabilities." Scholar Commons, 2010. https://scholarcommons.usf.edu/etd/1576.
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Independence for individuals with disabilities can be facilitated through the use of devices that have been created and adapted for these individuals. Research regarding the use of technology to afford independence to those with disabilities is growing as new devices are being created. One such device is the Travel Assistance Device (TAD) which has undergone conceptual tests to assess if the individual components of the device work as intended. The purpose of this research study was to determine whether the prompts given by the TAD would exhibit stimulus control over the participant's behavior of pulling the cord to stop the bus at the appropriate time and exiting the bus at the appropriate stop. Results show favorable outcomes for the 3 participants who were able to pull the bus cord at the appropriate stops and exit the bus only when the TAD delivered prompts. Future implications in parent training are discussed.
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Nasrin, Sharmin. "Acceptability of Bus Rapid Transit (BRT) to commuters in Dhaka." Thesis, Queensland University of Technology, 2015. https://eprints.qut.edu.au/89770/4/Sharmin_Nasrin_Thesis.pdf.
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This research has made substantial and novel contributions to the body of knowledge by combining mixed, quantitative and qualitative analyses to understand the potential uptake of a proposed Bus Rapid Transit (BRT) system by commuters in a developing country's megacity, using Dhaka, Bangladesh as the case study. The quantitative analysis took a unique approach by dividing the analysis into an exploratory analysis of Revealed Preference (RP) survey data, modelling with RP data and modelling with Preferred Mode Selection (PMS) survey data. The qualitative analysis also made a novel contribution by taking a "lesson drawing" approach from model cities in analysing Dhaka's transport environment.
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Greenberg, Daniel G. "An Analysis of the Effect of Airline Deregulation upon the Demand for Intercity Bus Service." Oberlin College Honors Theses / OhioLINK, 1987. http://rave.ohiolink.edu/etdc/view?acc_num=oberlin1335892436.
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Sand, Anne. "Rain from the Dublin Bus." Ohio University Honors Tutorial College / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=ouhonors1398273904.
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Papangelis, Konstantinos. "User driven design of real time passenger information solutions for supporting rural passengers in the context of disruption." Thesis, University of Aberdeen, 2015. http://digitool.abdn.ac.uk:80/webclient/DeliveryManager?pid=228210.
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Rural communities face a range of challenges associated with accessibility and connectivity. Though real-time passenger information systems (RTPIS) have been long heralded as offering the potential to mitigate some of these challenges their deployment in rural areas has been very limited. The lack of real-time passenger information has been identified as a contributing factor to a multitude of issues, such as high car usage, low public transport use and travel uncertainty. There is considerable potential for appropriate technologies to contribute to the alleviation of these issues, as evidence exists that they can influence travel behaviour, and cultivate positive attitudes towards the service and the operator. This thesis investigated the interplay between rural passenger experience and real-time information provision. Overall, this work aims to provide an initial stepping point on to understanding the interplay between passenger behaviour, disruptions, passenger experience, and real-time information. In order to explore the aforementioned, first, a series of interviews and focus groups with rural public transport passengers, rural transport operators, government agencies and members of academia have been carried out to study the rural passengers' responses to planned and unplanned travel disruption. Based on these i) a conceptual model that aims to describe the passenger recovery phases to disruption and the associated passenger information requirements, ii) and a framework that highlights characteristics of transport behaviour, and aligns them with drivers of transport behaviour adaptation have been created. Next, through a series of co-designed sessions in various rural areas throughout the UK a mobile technology probe, which provides public transport real time information to the passengers has been developed. Then using the technology probe a two-week before-and-after intervention study with 15 participants has been carried out. The results indicate that real-time information provided through the technology probe adjusted the travel behaviour of the participants. Namely, it improved the utilisation of waiting time of the participants, improved the efficiency of their travelling, and enabled them to find alternatives when needed. Further, to get a better picture of the effect of real-time information on rural travellers, during the intervention study 6 of the participants in their everyday travels for 7 days have been actively observed by the author. The outcomes from this supplemented the data from the study and illustrated how the rural public transport travellers used the system in their day-to-day travels. Finally, all our findings have been combined to co-create a system design with rural public transport passengers that aims to improve their experience during disruption. The final design mainly concentrated on providing information regarding pre-trip, on-trip and on boarding point, journey planning, supporting the rural passenger experience through social media, and disruption. In order to evaluate the applicability and suitability of the design, and explore how it relates to the needs of the rural passengers, two focus groups have been conducted. The results of the evaluation activity illustrate that the mobile RTPI system design was perceived as highly useful and relevant to the needs of the rural passenger.
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Bae, Sanghoon. "Dynamic estimation of travel time on arterial roads by using automatic vehicle location (AVL) bus as a vehicle probe." Diss., This resource online, 1995. http://scholar.lib.vt.edu/theses/available/etd-10022007-144910/.
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Bagchi, Mousumi. "Use of smart card data from bus systems for travel behaviour analysis, and implications for marketing." Thesis, University of Westminster, 2003. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.434221.
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Wang, Wei S. M. Massachusetts Institute of Technology. "Bus passenger origin-destination estimation and travel behavior using automated data collection systems in London, UK." Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/60814.
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Thesis (S.M. in Transportation)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2010.Cataloged from PDF version of thesis.
Includes bibliographical references (p. 105-106).
This research explores the application of archived data from Automatic Data Collection Systems (ADCS) to transportation planning with a focus on bus passenger Origin-Destination (OD) inferences at the bus-route level and on travel behavior, using London as an example. This research demonstrates the feasibility and ease of applying the trip-chaining method to infer bus passengers' boarding and alighting locations, and validates the results by comparing them with the Bus Passenger Origin and Destination (BODS) survey data in London. With the inferred OD matrices, the variations of weekday and weekend bus route OD patterns over a two-week period are examined for planning purposes. Given these variations, reliance on ADCS can provide transit planners with more comprehensive, reliable and correct information for service planning than traditional manual surveys. Moreover, while interchange conditions and performance are considered important inputs for public transit planning, collecting such data has not been easy. Based on the inferred OD matrices and the Automatic Vehicle Location (AVL) data, alighting times for bus passengers can also be estimated. As a result, bus journey stages can easily be linked to form complete journeys based on the difference between the subsequent trip's boarding time and the previous trip's alighting time for each bus passenger. By comparing the interchange time and the connecting bus route's headway, this research also provides a way to evaluate connecting bus services and bus passengers' interchange patterns. Finally, this research can be expanded to the full bus network and other travel modes, opening the door to developing more comprehensive data bases for use in intermodal network planning.
by Wei Wang.
S.M.in Transportation
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Phonphitakchai, Thanawat. "Modelling the usage rate of a DRT service : a discrete choice model with latent variables." Thesis, University of Aberdeen, 2011. http://digitool.abdn.ac.uk:80/webclient/DeliveryManager?pid=165208.
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Demand Responsive Transport (DRT) is a relatively new form of public transport provision; it is an intermediate form somewhere between conventional bus and taxi services. Over the last decade, DRT services have grown in popularity mainly influenced by the development of transport telematics. The telematics-based DRT system, which forms the focus of this research, allows new generation DRT services to have greater flexibility in time and route design, and to enable immediate advance booking and response to travel requests. These DRT services have shown important advantages and benefits in several European cities and regions particularly as an alternative solution of public transport in low/dispersed demand areas and times. Moreover, DRT services have an important role to tackle social exclusion. However, several previous works reveal that many existing DRT services are still not performing to their true potential and there is still a research need to investigate DRT services from the passengers’ perspective. Therefore, this research studies DRT services from the passengers’ perspective by selecting the LinkUp DRT scheme as the case study. LinkUp is a telematics-based DRT scheme which operates as a public transport service in Tyne and Wear, UK with fully flexible routes in defined operating areas. A discrete choice model with latent variables is applied to model the passengers’ usage rate of the LinkUp DRT services. The assumption of the usage rate model developed in this research is that each passenger has an underlying utility for using the LinkUp services and the passengers who use LinkUp at different levels of frequencies have different levels of utility. The individual’s utility has an underlying latent variable and his usage rate of LinkUp in terms of number of trips per week serves as choice indicators. This study hypothesises that characteristics, and attitude and perception towards the LinkUp services of the passenger affect his utility. The passengers’ attitude and perception are constructed as latent variables (models) in the usage rate model. Therefore, the usage rate model consists of two sub-models: latent variable and discrete choice models which are specified as Multiple Indicators and MultIple Causes (MIMIC) and ordered probit models respectively. Three latent variables are proposed to quantify the passengers’ attitude and perception, which are latent Awareness, Satisfaction, and Relative Advantage. Consequently, the usage rate model is represented by the utility, which is hypothesised to be the function of the individual passenger’s characteristics and three latent variables. The results provide useful information for improving the LinkUp DRT scheme, implementing and developing telematics-based DRT services, further developing the travel behaviour model for DRT passengers, as well as for the DRT operators and policy makers.
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Chiu, Sze-nga Cecilia, and 趙詩雅. "Transport policy for franchised bus passengers with disability." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2006. http://hub.hku.hk/bib/B36709293.
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Jalali, Shahrzad. "Estimating Bus Passengers' Origin-Destination of Travel Route Using Data Analytics on Wi-Fi and Bluetooth Signals." Thesis, Université d'Ottawa / University of Ottawa, 2019. http://hdl.handle.net/10393/39210.
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Accurate estimation of Origin and Destination (O-D) of passengers has been an essential objective for public transit agencies because knowledge of passengers’ flow enables them to forecast ridership, and plan for bus schedules, and bus routes. However, obtaining O-D information using traditional ways, such as conducting surveys, cannot fulfill today’s requirements of intelligent transportation and route planning in smart cities.
Estimating bus passengers’ O-D using Wi-Fi and Bluetooth signals detected from their mobile devices is the primary objective of this project. For this purpose, we collected anonymized passengers’ data using SMATS TrafficBoxTM sensor provided by “SMATS Traffic Solutions” company. We then performed pre-processing steps including data cleaning, feature extraction, and data normalization, then, built various models using data mining techniques. The main challenge in this project was to distinguish between passengers’ and non-passengers’ signals since the sensor captures all signals in its surrounding environment including substantial noise from devices outside of the bus. To address this challenge, we applied Hierarchical and K-Means clustering algorithms to separate passengers from non-passengers’ signals automatically. By assigning GPS data to passengers’ signals, we could find commuters’ O-D. Moreover, we developed a second method based on an online analysis of sequential data, where specific thresholds were set to recognize passengers’ signals in real time. This method could create the O-D matrix online.
Finally, in the validation phase, we compared the ground truth data with both estimated O-D matrices in both approaches and calculated their accuracy. Based on the final results, our proposed approaches can detect more than 20% of passengers (compared to 5% detection rate of traditional survey-based methods), and estimate the origin and destination of passengers with an accuracy of about 93%.
With such promising results, these approaches are suitable alternatives for traditional and time-consuming ways of obtaining O-D data. This enables public transit companies to enhance their service offering by efficiently planning and scheduling the bus routes, improving ride comfort, and lowering operating costs of urban transportation.
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Feng, Wei. "Analyses of Bus Travel Time Reliability and Transit Signal Priority at the Stop-To-Stop Segment Level." PDXScholar, 2014. https://pdxscholar.library.pdx.edu/open_access_etds/1832.
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Transit travel time is affected by many factors including traffic signals and traffic condition. Transit agencies have implemented strategies such as transit signal priority (TSP) to reduce transit travel time and improve service reliability. However, due to the lack of empirical data, the joint impact of these factors and improvement strategies on bus travel time has not been studied at the stop-to-stop segment level.
This study utilizes and integrates three databases available along an urban arterial corridor in Portland, Oregon. Data sources include stop-level bus automatic vehicle location (AVL) and automatic passenger count (APC) data provided by the Tri-County Metropolitan Transportation District of Oregon (TriMet), the Sydney Coordinated Adaptive Traffic System (SCATS) signal phase log data, and intersection vehicle count data provided by the City of Portland. Based on the unique collection and integration of these fine granularity empirical data, this research utilizes multiple linear regression models to understand and quantify the joint impact of intersection signal delay, traffic conditions and bus stop location on bus travel time and its variability at stop-to-stop segments. Results indicate that intersection signal delay is the key factor that affects bus travel time variability. The amount of signal delay is nearly linearly associated with intersection red phase duration. Results show that the effect of traffic conditions (volumes) on bus travel time varies significantly by intersection and time of day.
This study also proposed new and useful performance measures for evaluating the effectiveness of TSP systems. Relationships between TSP requests (when buses are late) and TSP phases were studied by comparing TSP phase start and end times with bus arrival times at intersections. Results show that green extension phases were rarely used by buses that requested TSP and that most green extension phases were granted too late. Early green effectiveness (percent of effective early green phases) is much higher than green extension effectiveness. The estimated average bus and passenger time savings from an early green phase are also greater compared to the average time savings from a green extension phase. On average, the estimated delay for vehicles on the side street due to a TSP phase is less than the time saved for buses and automobiles on the major street.
Results from this study can be used to inform cities and transit agencies on how to improve transit operations. Developing appropriate strategies, such as adjusting bus stop consolidation near intersections and optimizing bus operating schedules according to intersection signal timing characteristics, can further reduce bus travel time delay and improve TSP effectiveness.
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Silva, Diego Mateus da. "Análise da variabilidade do tempo de viagem em sistemas Bus Rapid Transit (BRT)." reponame:Biblioteca Digital de Teses e Dissertações da UFRGS, 2015. http://hdl.handle.net/10183/127810.
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A confiabilidade e a variabilidade do tempo de viagem são importantes fatores na escolha modal dos passageiros em viagens urbanas. Cada vez mais os sistemas de transporte têm buscado, além da redução do tempo médio de viagem, garantir ao usuário maior precisão na previsão do tempo total gasto entre sua origem e seu destino, incluindo aí o tempo de espera, o tempo de viagem e, em alguns casos, o tempo de transferência. Com o incremento do uso do automóvel nas cidades e, consequentemente, o aumento nos índices de congestionamento, a solução adotada pelos planejadores tem sido a dedicação de faixas exclusivas para sistemas de transporte coletivo. É então que, a partir da experiência dos sistemas sobre trilhos aliada à flexibilidade permitida pelos sistemas sobre pneus, surgem os sistemas Bus Rapid Transit (BRT). Esta dissertação contempla a análise da variabilidade do tempo de viagem em sistemas de faixas de prioridade para ônibus a partir do estudo de caso de três sistemas implantados em cidades brasileiras. Através da análise de dispersão dos tempos verificados para os dias úteis de uma semana padrão de operação, é avaliada a variabilidade por faixa horária em cada corredor abordado no estudo de caso. Os resultados apontam para um desvio-padrão por faixa horária entre 0,7% e 14,8% em relação ao tempo médio de viagem nos corredores analisados. A abordagem da variabilidade em corredores de faixas preferenciais para ônibus através do estudo de caso de três corredores Bus Rapid Service (BRS) apontou um coeficiente de variação entre 16,9% e 25,2%. Os resultados da análise comparativa apontam um desempenho superior dos sistemas BRT em relação a corredores BRS no tocante à confiabilidade do tempo de viagem em sistemas de ônibus.Reliability and travel time variability are key factors in modal choices for urban travel. Apart from reducing the average travel time, transport systems have tried to ensure that travelers could have a sharper prediction in time to be spent commuting including waiting time, journey time and in some cases the transference time. As cars have become more used in big cities, and thus increasing traffic jam, the solution found by planners have been lanes only for public transportation. Mixing the experience of rail systems with the flexibility allowed by road ones, Bus Rapid Transit (BRT) were created. This study approaches the analysis of the travel time variability in priority systems for bus type BRT from the case study of three systems implemented in Brazilian cities. Through analysis of dispersion times observed for working days of a week standard operation, the variability per hour found in each corridor covered in the case study is evaluated. The results show an standard deviation by time band of 0.7% - 14.8% over the average travel time. The approach of the variability in corridors with preferential bus lanes through the case study of three corridors Bus Rapid Service (BRS) showed a coefficient of variation between 16.9% and 25.2%. Results indicate superior performance of BRT systems in relation to BRS corridors regarding the reliability of travel time by bus systems.
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Ultee, Jeffrey Dedert. "The potential of express bus to serve peak travel demand to outlying employment centers: A case study of the Atlanta region." Thesis, Georgia Institute of Technology, 2016. http://hdl.handle.net/1853/54935.
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This thesis investigates the potential of express bus to serve travel demand in a polycentric region, using the Atlanta metropolitan area as a case study. Express bus, which serves as the primary mode of line-haul transit commuting for most suburbs in the Atlanta region, is primarily focused on serving traditional suburb-to-city commutes. However, more than half of the commutes in the Atlanta metro are to suburban locations. This thesis investigates the potential of an author-devised plan to enhance the transit commute to suburban employment centers, using express bus as the primary technology. Working mostly with existing routes, the plan incorporates ideas found in the literature, such as intermediate stops, transfer hubs, and local bus serving first and last mile connections. The thesis also tested existing plans, off of which the author's plan was devised. Tests were performed using the trip-based model of the Atlanta Regional Commission (ARC). Dramatic gains were seen as a result of the author-devised plan, such that 8,000 daily transit trips are added, and express bus ridership increases by 50%. Performance improved especially for routes in which intermediate stops were added. The results have implications for how transit can better serve travel demand in a polycentric region.
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Elsayed, Mohamed, and Erik Torstensson. "Two different bus stop layout designs : A traffic simulation study in Vissim." Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-170877.
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Bicycles are one of the most efficient way to travel within short-distance trips due to its relatively low maintenance and operation costs (Gao, Liu, & Feng, 2012). Besides to their efficiency, bicycles provide more flexibility for their parking and its ease of use. With the increasing transportation demand in major cities, transportation authorities will encourage to use the bicycle more. However, accommodating bicycles would require physical road geometry modifications such as introducing dedicated bicycle-lanes. Cycling appears to be a sustainable form of transportation across virous countries in Europe, as a result the authorities are planning and implementing upgrades to make the transportation system safer, convenient and sustainable which is necessary to encourage more people to use bicycles as a form of transportation. This thesis is a case study which examines current traffic conditions on a bus stop at Långholmsgatan in the city of Stockholm, Sweden and evaluates the effects of different designs for bicycles and buses. At this bus stop in Långholmsgatan, the bicycle lane is located to the right of the traffic road and to the left of the bus stop in the upstream direction. Buses need to cross the bicycle lane in order to arrive and departure the bus stop. Consequently, a conflict will also be created between bicycles and buses that are crossing the bicycle lane. In this thesis, an alternative design is evaluated in which buses and bicycles are separated from each other. However, this will result in a new conflict between bicycles and pedestrians. These two designs are evaluated in terms of travel time and delay and the analysis was done using micro-simulation software VISSIM. The study shows that the current design at the bus stop of Långholmsgatan should be preferred over the alternative design when considering travel time and delay for bicycles. If buses should be considered, the alternative design should be preferred over the current design.
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Holland, Richard John. "Real-time provision of local bus service information via the Internet : a comparative analysis using a fuzzy logic model of mode choice." Thesis, University of Newcastle Upon Tyne, 2001. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.366577.
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Muchaka, Patrick. "Non-motorised school travel planning: development, demonstration and evaluation of a 'walking bus' initiative at selected schools in Cape Town." Master's thesis, University of Cape Town, 2012. http://hdl.handle.net/11427/16962.
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This dissertation reports upon research conducted at selected primary schools in Cape Town between 2010 and 2011 aimed at developing, implementing and evaluating the impacts of a non- motorised school travel intervention in the local context. The literature review conducted situated the current interest in active travel modes in the context of concerns over declining child independent mobility. 'Walking buses' were identified as the most appropriate intervention to address the child mobility concerns identified in the city. A 'walking bus' is a group of children who walk to school along a set route, supervised by adult volunteers. As part of data collection for the research, three school travel surveys were conducted using self-completion questionnaires. The first two surveys (n=1,784) were conducted at selected schools in 2010 in two neighbourhoods (Rondebosch and Delft) and were aimed at gaining insights into current learner travel behaviour and collecting the data required to implement 'walking buses'. The third survey (n=984) was conducted in 2010 and 2011, amongst schoolchildren aged 7-15 years, and their parents, and was aimed at exploring child independent mobility in the context of Cape Town and its hinterland. Key findings from the three surveys are discussed in terms of how independently mobile children are, how this varies according to neighbourhood and parent's willingness to let children use 'walking buses'. It was found that independent mobility varied considerably between wealthy and poor households, and across age and gender. Children from poorer households were heavily reliant on walking (88% share of school trips) while children from wealthier households were heavily reliant on cars (87% share of school trips). Parental interest was found to be sufficiently high to make 'walking buses' a viable intervention in both lower- and higher-income neighbourhoods. 'Walking buses' were subsequently implemented, and in the case of Rondebosch, evaluated using qualitative interviews with some of the participating children (n=16) and their parents (n=14). Key findings from the qualitative interviews are discussed in terms of learner travel behaviour prior to, and after, the setting up of 'walking buses', and insights into the impacts of 'walking buses'. The evaluation findings suggest that while scheduled 'walking buses' may be established with considerable levels of support and enthusiasm from parents and schools, they are difficult to sustain over the longer term. The dissertation concludes with a discussion on the tension between child independent mobility and 'walking buses', and implications of the findings for municipalities and schools wishing to promote greater use of walking for school travel.
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Hambrock, Jana-Christina. "Akzeptanz von Fernbushaltestellen in Routennähe mit direkter Anbindung an das Netz des ÖPNV – Eine Conjoint - Analyse." Master's thesis, Saechsische Landesbibliothek- Staats- und Universitaetsbibliothek Dresden, 2017. http://nbn-resolving.de/urn:nbn:de:bsz:14-qucosa-229421.
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Seit der Liberalisierung im Jahr 2013 wächst die Anzahl der Fernbusfahrgäste immer weiter an. Durch ein vielfältiges Streckenangebot und günstige Ticketpreise erfreut sich der Fernbus immer größerer Beliebtheit und ist zu einer guten und umweltfreundlichen Alternative für Fernreisen geworden. Allerdings kann die Reisezeit bei den Angeboten der Konkurrenten wenig mithalten, was vor allem an der Lage der Haltestellen liegt. In dieser Arbeit wird mittels auswahlbasierter Conjoint-Analyse die Kundensicht zu Haltestellen in der Stadt und Hal-testellen in Routennähe untersucht. Dabei nehmen vor allem Reisezeit und Reisekosten Einfluss auf die Entscheidung. Sozioökonomische Merkmale von Kunden spielen nur eine untergeordnete Rolle. Es kann gezeigt werden, dass Haltestellen in Routennähe für Fernbusse eine ernstzunehmende Alternative darstellen, ungeachtet von der Länge der Strecke, solang eine gute Anbindung an das Netz des öffentlichen Nahverkehrs gegeben istSince the liberalisation in 2013, the amount of intercity bus users is continuously increasing. The concept of offering a large variety in routes as well as attractive pricing, helps intercity buses to a great popularity. Moreover, this option of traveling impresses with its eco-friendliness. Due to the location of the bus stops, the traveling time in intercity busses cannot keep up with the one of comparable competitors. Within this thesis, a selective conjoint analysis is conducted. The goal is to gain an insight on the option of potential customers towards bus stops within the city compared to their view of bus stops close to the traveling route. The decision is primarily based on travel costs and travel time whereas socioeconomic factors are only considered briefly. Concluding, bus stops close to the traveling route are an alternative choice for as long as they are located within reach of local public transportation
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Herrenkind, Bernd, Ilja Nastjuk, Alfred Benedikt Brendel, Simon Trang, and Lutz M. Kolbe. "Young people’s travel behavior – Using the life-oriented approach to understand the acceptance of autonomous driving." Elsevier, 2019. https://publish.fid-move.qucosa.de/id/qucosa%3A75921.
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The self-driving public bus (SDPB) holds the potential to replace human-operated driving with more eco-friendly means and is therefore a valuable mobility solution for our future. The SDPB is based on the innovative technology of autonomous driving, which can only be guaranteed future market success with broad enough user acceptance. This acceptance is thus an essential factor for the growth of SDPB services. In this context, the travel behavior of young people is particularly interesting, as its development will continually demonstrate future mobility behavior trends. However, little research has been conducted regarding the best methods for motivating young people to accept SDPBs as a viable mode of travel.
To address this topic, we first conducted a literature review, identifying factors that potentially influence SDPB acceptance. Subsequently, we developed a comprehensive research model based on the life-oriented approach and the technology acceptance model. This conceptualization was validated by a survey of 268 SDPB riders in real-world traffic. The results reveal several novel factors influencing the acceptance of SDPBs, in particular regarding differences in age. Our research contributes to existing research on both the life-oriented and travel behavior approaches by highlighting age differences and their importance in the field. For instance, our findings demonstrate a vital need to account for age differences when deriving policy implications for future mobility solutions.
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Chia, Jason Chin Shin. "Walking accessibility and connectivity of transit: Modelling and impact analysis on transit choice and network coverage." Thesis, Queensland University of Technology, 2017. https://eprints.qut.edu.au/109617/1/Jason%20Chin%20Shin_Chia_Thesis.pdf.
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This research examined the walking accessibility to transit in relation to travellers' socio-economic standings, and the impact of cognitive transfer location in transit network connectivity. This thesis makes a significant contribution to advancing transit network connectivity quantification. Findings of this research support transit agencies and transport planners to more accurately assess the spatial coverage of the existing transit systems to improve the effectiveness, and to support planning and designing of new transit services and routes.
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Mamun, M. A. A. "An application of stated choice to the valuation of bus attributes : a case study of Dhaka, Bangladesh." Thesis, Loughborough University, 2014. https://dspace.lboro.ac.uk/2134/16198.
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Bus is the main mode of urban transport in most cities in developing countries. Despite a high mode share, bus service quality is often poor and para-transit services are regarded as a problem in urban transport systems rather than a solution. Using Dhaka as a case study, this thesis investigates bus service quality through identification and valuation of thirteen important attributes using discrete choice models. The attributes examined are travel time, travel cost, waiting time, headway, priority seats for women, crowding inside the bus, boarding and alighting, picking up and dropping off passengers, bus stop facilities, driving quality, driver and crew behaviour, cleanliness inside the bus, and air conditioning. Five focus groups were conducted to identify key qualitative bus attributes and their levels in order to design choice experiments for valuation. A survey of 431 respondents in Dhaka was then undertaken. Two choice experiments were designed and implemented within the survey, each with seven attributes (set A and set B) with travel cost as the common attribute. Multinomial Logit (MNL) models and Mixed Logit (MXL) models were developed using the Dhaka choice data. Twelve of the thirteen attributes were statistically significant at the 99% level. The values of in-vehicle time (IVT), waiting time and headway were BDT 34.80, 47.40 and 64.20 per hour respectively for low income groups in the segmented model. Waiting time has a premium valuation, 1.36 times higher than IVT, which endorses existing evidence. The highest valuation is for the dummy variable seating all the way which is BDT 42.20 for high income females. The next largest was bus stops properly, picks and drops passengers nicely , followed by wide door and mild steps for boarding and alighting , smooth and safe journey , bus stop with shed, but no seating arrangements , and air conditioning . The lowest value was BDT 4.61 for deck and seats are clean and tidy , for the low income group. The WTP for the qualitative attributes is high, but given the poor level of the existing service and low fare levels this seems reasonable. Income has a significant impact on travel cost, as well as gender on priority seats for women and crowding inside the bus. However, household car ownership does not have a significant impact on any of the bus attributes examined. The high income group has 75% higher WTP for A set attributes and 79% higher WTP for B set attributes than low income group. Females have 76% higher WTP for standing comfortably all the way , but 38% higher WTP for seating all the way compared to the male. However, females have a WTP of BDT 0.44 for per percent of priority seats for women in contrast with males who have a WTP of BDT -0.11. There is significant taste heterogeneity for both quantitative and qualitative attributes. The qualitative attributes for picking up and dropping off passengers, boarding and alighting facilities and driving facilities have higher valuation and this attributes came from the existing within the market competition structure in a highly fragmented bus market. Therefore, it is recommended to introduce competition for the market and incentives for bus industry consolidation.
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Jepson, Dale. "Enhancing public transport operations on arterial roads." Thesis, Queensland University of Technology, 1998. https://eprints.qut.edu.au/36092/1/36092_Jepson_1998.pdf.
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Bus priority treatments such as busways, bus lanes and bus priority at traffic signals are all utilised in Australian metropolitan areas. These treatments are designed to reduce the travel time for buses and make this transportation mode more efficient and attractive. The common applications of such treatments for Australian
conditions are assessed in this research to identify the travel time impacts of introducing bus priority. This will assist in the selection of bus priority measures on
arterial roads for Australian conditions. The methodology applied here entails the identification of optimum conditions for using typical bus priority treatments.
This research identifies the number of bus passengers necessary to justify various forms of bus priority treatments with varying traffic conditions. The traffic
conditions modelled varied from low through to high degree of saturation for general purpose traffic on the road network. The resultant analyses demonstrated that as the degree of saturation increases, higher numbers of bus passengers are necessary to justify reducing the capacity by introducing bus priority. It is concluded however that
an economic analysis using travel time costs should not be the only criteria used to identify the appropriate bus priority treatment. It is suggested that bus priority should be part of an overall traffic management approach in conjunction with cost disincentives to cars and appropriate marketing for public transport. The current trends in bus priority treatments are addressed by considering a case study for the Gold Coast Highway located on Queensland's Gold Coast. This work
provides an evaluation of bus priority treatments and conditions for justification for such measures. The research summarises the impact of introducing bus lanes, transit lanes, bus priority at traffic signals and improved passenger information and ticketing systems for the Gold Coast Highway. The analysis indicates that journey time saving for buses of up to 20 percent may be achieved with these bus priority treatments.
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Tomtlund, Peter. "Linjenätsutredning av busstrafiken i Sandvikens tätort : Med avseende på dagens och morgondagens resebehov." Thesis, University of Gävle, Department of Technology and Built Environment, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:hig:diva-3801.
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Den 13:e juni 2004 invigdes det nya resecentrumet i Sandviken. Det anlades med avsikten att möjliggöra snabba och enkla byten mellan tåg, regionbussar, landsortsbussar och stadsbussar inom en och samma terminal. I samband med detta genomfördes också en linjenätsomläggning av den kommunala busstrafiken inom tätorten. Särskilt stor blev förändringen för stadsbusstrafiken som förutom att den fick en ny knutpunkt också hade
krav på sig att kostnadseffektiviseras då anslagen inte hade höjts för att täcka de ökande kostnaderna. Resultatet av linjenätsomläggningen för stadsbusstrafiken blev ett resurseffektivt linjenät med fem nya linjer och fyra trafikerande bussar varav endast en buss i trafik på kvällar och helger.
Resandet med stadsbusstrafiken i Sandviken har minskat med 30,4% sedan linjenätsomläggningen 2004 och även om minskningen för den totala, inomkommunala busstrafiken begränsar sig till drygt 9% under samma tidsperiod är indikationen att resenärerna har känt sig missnöjda med det nya stadsbusslinjenätet. Sedan linjenätsomläggningen har även stadens fysiska struktur förändrats med bland annat ett nytt, halvexternt köpcentra, Mosaiken, som inte tillgodoses med busstrafik idag. Samtidigt har biljettintäkterna minskat i takt med att resandet minskat och kostnadstäckningen (biljettintäkter/utgifter) är idag nere på 41%. Ett antal faktorer har visat sig ha särskild betydelse för ifall människor väljer att åka kollektivt eller inte, de viktigaste är: Restid, komfort, pris, pålitlighet och enkelhet. Syftet med detta arbete har varit att främst identifiera åtgärder i syfte att öka flexibiliteten och minska restiden med stadsbusstrafiken genom att optimera dagens linjenät med avseende på linjesträckning, turtäthet och yttäckning inom begränsade, ekonomiska ramar och på så sätt öka stadsbusstrafikens attraktionskraft. Med restiden menas här den totala restiden från dörr till dörr, även kallat "Hela resan". Metoden för arbetet har varit att dels applicera erfarenheter från andra orter på Sandviken i tillämpbara delar men också att ta resenärernas åsikter i beaktande liksom befolkningsstrukturen och resandemönster för såväl dagens som morgondagens behov. För ändamålet har busshållplatserna lagts in i ett GIS för att skapa underlag för en anpassning av avstånd, hastigheter och bussomlopp till restiderna och utformningen av tidtabellerna.
Resultatet visar att med några mindre förändringar i linjesträckningen och sex helt nya hållplatser tillsammans med en extra buss i trafik 74 timmar/veckan så kan den totala restiden med stadsbussarna minska mellan nästan alla platser inom tätorten under alla tider, samtidigt som resenärernas önskemål tillgodoses. Driftkostnadsökningen blir ca 24 600 kr/veckan vilket kräver en ökning med ca 930 resenärer/veckan (48 400/år) för att uppnå 50% kostnadstäckning på den resandeökning som förslaget väntas medföra, en ökning som bedöms rimlig. I tillägg erhålls alla de samhällsekonomiska vinster som kollektivtrafiken alltid bidrar med, t.ex. en bättre miljö, bättre folkhälsa, minskat utrymmesbehov etc. Av erfarenheter från andra orter att döma så är en linjenätsomläggning bara en komponent i en lyckad kollektivtrafiksatsning och ska snarare ses som en väg in i en "god cirkel" där resandeökningar och satsningar/förbättringar av busstrafiken avlöser varandra. För en långsiktig helhetslösning krävs att den fysiska planeringen och kollektivtrafiken går hand i hand och kombineras såväl med restriktioner för biltrafiken som med satsningar på kollektivtrafiken.
The 13th of june 2004 the new central station for public transports was inaugurated in Sandviken. It was constructed with intention to connect local, regional and interregional busses to trains in order to enable quick and easy transfers within same terminal. In association to that, a restructure of the bus network within the city was accomplished. Those changes particularly affected the local busses which both got a new central bus stop but also had to be more effective in terms of costs since the subsidies had not been increased to cover the expenses. The new structure resulted in five local bus lines with four available busses of which only one of them in route on evenings and weekends. The local bus traffic travelling in Sandviken has decreased with 30,4% since the route restructure 2004 and even though the total travelling by bus in Sandviken has decreased with merely little more than 9% during same period it gives an indication of a dissatisfaction among the bus travellers. In addition, the physical structure of Sandviken has been changed significantly since 2004 with, among other things, a new shopping centre "Mosaiken" which is not provided by public transports at all today. Also the ticket incomes have decreased because of less travelling and the expense coverage (ticket incomes/expenses) has therefore dropped to 41%. A number of factors have shown to be particularly significant whether people choose public transports or not. The most important are: Travel time, comfort, charge, reliability, understand simplicity etc. The purpose of this paper was to identify measures in order to increase the local bus attraction by ameliorating flexibility and reduce travel times of the local buses. This was made by optimalizing today's bus route network with respect to line structure, travel frequencies and land coverage within specified, economical delimitations.
In this sense, travel time aim at the time from door to door, also called "The whole journey". The chosen method was to apply experiences from other towns to Sandviken in applicable parts and in conjunction with consideration of traveller's opinions, population structure and both today's travel patterns but also what is expected to arise in the future. For this purpose, every bus stop was put into a GIS in order to create data for analysing distances and velocities to adjust the creation of time tables.
The result shows that the total travel time to almost any place at any time within the city can be decreased as well as the traveller's requests by adding six new bus stops and adjusting the bus line system slightly together combined with one more bus in route 74 hours/week. That implies an increased running cost of approximately 24 600 SEK/week which requires an increase of roughly 930 passengers/week (48 4000/year) to cover up the expenses by 50%, an amount that is estimated to be plausible. In addition plenty of politic economical benefits like a cleaner environment, better public health, less need of space in urban environment etc, are achieved. Experiences from other cities have shown this kind of restructure of local busses can be one important part of a successful public transport concentration as well as an entry to a "gentle treadmill" where increased travelling and increased ticket incomes give possibilities to ameliorate the bus route standard gradually.
In order to create a sustainable solution in a longer perspective, the development of physical urban planning and traffic planning need to be collaborated and the suggested bus route restructure need to be combined with car restrictions and further investments and commitments.
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Mension, i. Camps Josep. "Design of reliable schedules and control strategies for improving bus system performance." Doctoral thesis, Universitat Politècnica de Catalunya, 2019. http://hdl.handle.net/10803/667573.
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High-level service bus systems, even though in many different forms and local particularities, have been spread out around the globe over the last decades, driven by the administration and the transport authority, and in close cooperation with the operator agencies. Under the common denominator of a higher-level service, those bus systems succeeded quite a lot anywhere due to the best performance of their operational indicators, such as service regularity, commercial speed, and time-headway. Nevertheless, many actions should be undertaken and applied to be able to supply all those benefits.
Consistent with the above, this thesis defines several procedures enabling the design of reliable scheduled timetables and operating control strategies aimed at achieving an optimal operation. Also, more complicated route layouts, as in the case of transit corridors served by two routes, have been studied; and a specific methodology to evaluate the operational performance of the transfer areas has also been developed, as true cornerstones of those transfer-based bus networks.
The first theme of this thesis consists of setting up a methodology for drawing up efficient timetables, optimising recovery times at the bus terminals, fulfilling on-time departures, according to a predefined statistical percentage, and minimising resources in terms of vehicles and drivers, observing operating rules and constraints. In the example of route H12 from Barcelona’s New Bus Network, travelling times could be adjusted and an increase by 40% of recovery time (from 5’ to 7’) could be implemented to be able to secure on-time departures.
After reviewing how service regularity is calculated, according to the leading worldwide agencies and transport authorities, a procedure to detect the bus bunching is determined as well as various strategies to control and mitigate its effect, making possible the adherence to the scheduled headway, and keeping the bus carrousel well-regulated. Up to 40% improvement has reached applying a strategy that combines bus speed dynamic control with traffic signal priority at the intersections.
The third issue is the operation of transit corridors served by two routes, a more complicated route scheme, advantageous to get a more efficient service -with optimal resource allocation- and to increase the service coverage. The objective is to keep the central section well-regulated and the studied headway adherence strategies are fundamental, although, as a general rule, an increase in resources is needed, which means in turn an increase of the agency costs.
The fourth subject of this thesis focuses on the transfer areas and provides a tool to assess the operational quality of their transfers. For a wide range of layouts, the operating quality of the entire node can be evaluated as well, considering the contributions of each one of their connections, weighted by ridership. This methodology is fully transferable to other modes of transport, such as the railways.Els sistemes d’autobusos d’altes prestacions, si bé amb diverses modalitats i particularitats locals, s'han estès per tot el món en les darreres dècades, impulsats per l’administració i els consorcis de transports, i amb el recolzament de les grans empreses operadores. Sota el denominador comú d'un alt nivell de servei, aquests sistemes d'autobusos han tingut força èxit arreu degut a les millors prestacions dels seus indicadors operacionals com són la regularitat, la velocitat comercial i l’interval de pas dels seus vehicles. No obstant això, per poder donar un bon servei, s'han de desenvolupar i aplicar nombroses accions de millora. En línia amb tot l’anterior, aquesta tesi defineix un seguit de procediments per al disseny d’horaris fiables i d’estratègies de control operatiu que facin possible un adequat funcionament d’aquests tipus de serveis, també en esquemes de línies més complexos. A més, com que les àrees d'intercanvi esdevenen la pedra angular d'aquestes xarxes d'autobusos basades en les transferències, s'ha desenvolupat una metodologia especial per avaluar-ne el seu rendiment operatiu. El primer tema estableix una metodologia per elaborar horaris eficients, optimitzar els temps de recuperació d’incidències (TRI) als terminals de línia, complir amb les sortides puntuals d'acord amb un percentatge estadístic preestablert i minimitzar els recursos en termes de número de vehicles i conductors, observant totes les reglamentacions operatives i restriccions existents. En l’exemple de la línia H12 de Barcelona, s’ha ajustat els temps de viatge i això ha permès un increment del 40% del TRI (de 5’ a 7’) per poder donar un millor servei i assegurar les sortides dels terminals. Després de revisar la forma en què les principals agències de transport mundials i autoritats calculen la regularitat del serveis de bus, s’estableix un procediment per detectar el bus bunching (agrupació de busos), i diverses estratègies per controlar i mitigar el seu efecte, fent possible el compliment dels intervals de pas programats i mantenint el carrusel de vehicles adequadament regulat. Fins a un 40% de millora s’ha arribat a obtenir aplicant una de les estratègies que combina el control de la velocitat dels combois juntament amb la prioritat semafòrica a les interseccions. El tercer tòpic estudia l’operació dels corredors de transport públic servits per dues línies, un esquema més complex, de molta utilitat per guanyar eficiència -amb una òptima col·locació dels recursos- i per incrementar la cobertura territorial. L’objectiu és mantenir la secció central regulada i, per aquest motiu, les estratègies d’adherència a l’interval són fonamentals, encara que, com a regla general, calgui un increment de recursos, que es tradueix en un increment del cost de l’operador. El quart desenvolupament se centra en les àrees d'intercanvi i proporciona una eina per avaluar la qualitat operativa dels seus enllaços. També, per a un ampli espectre de casos, es pot determinar la qualitat operativa del node complet, tenint en compte les aportacions de cadascuna de les seves transferències, ponderades pel seu passatge. Aquesta metodologia és totalment transferible a altres modes de transport i pot ser d’aplicació també en el camp del serveis ferroviaris.
Los sistemas de autobuses de altas prestaciones, si bien con diversas modalidades y particularismos locales, se han extendido por todo el mundo en las últimas décadas, impulsados por la administración y los consorcios de transportes, y con la estrecha colaboración de las grandes empresas operadoras. Bajo el denominador común de un mayor nivel de servicio, estos sistemas de autobuses han tenido mucho éxito en todas partes debido a las prestaciones de sus indicadores operacionales como la regularidad, velocidad comercial e intervalo de paso. Sin embargo, para poder dar un buen servicio, deben desarrollarse y aplicarse numerosas acciones. En línea con lo anterior, se define es esta tesis una serie de procedimientos para el diseño de horarios eficientes y estrategias de control operativo que posibiliten el adecuado funcionamiento de estos servicios, que pueden incluir esquemas de líneas más complejos. Además, como las áreas de intercambio se han convertido en la piedra angular de estas redes de autobuses, basadas en las transferencias, se ha desarrollado también una metodología especial para evaluar su rendimiento operativo. El primer tema consiste en el establecimiento de un procedimiento para elaborar tablas de tiempos consistentes, optimizar los tiempos de recuperación de incidencias en los terminales de línea (TRI), cumplir puntualmente con las salidas según un porcentaje estadístico predefinido y minimizar los recursos en términos de vehículos y conductores, observando todas aquellas reglamentaciones operativas y restricciones existentes. En el ejemplo de la línea H12 de la Nueva Red de Bus de Barcelona, se ha llegado a un ajuste de los tiempos de viaje que han permitido un incremento de un 40% del TRI (de 5’ a 7’) para ajustar correctamente el servicio y asegurar las salidas de los terminales. Después de revisar cómo calculan las principales agencias mundiales y autoridades de transporte la regularidad del servicio de bus, se establece un procedimiento para detectar el bus bunching (agrupamiento de autobuses), y se definen diversas estrategias para controlar y mitigar su efecto, posibilitando la adherencia al intervalo de paso programado y manteniendo el carrusel de la línea adecuadamente regulado. Hasta un 40% de mejora se ha llegado a obtener aplicando una de las estrategias que combina el control de la velocidad de los convoyes junto con la prioridad semafórica en las intersecciones. El tercer tópico estudia la operación de corredores de transporte público servidos por dos líneas, un esquema de gran utilidad para ganar eficiencia -con optimización de los recursos- y para incrementar la cobertura territorial. El objetivo es mantener la sección central regulada y para ello las estrategias de adherencia al intervalo son fundamentales, aunque, como regla general, se requiera un incremento de recursos, cosa que se traduce en un incremento de los costes del operador de transporte. El cuarto desarrollo se centra en las áreas de intercambio y proporciona una herramienta para evaluar la calidad operativa de sus enlaces, identificando y cuantificando cuantos factores penalizan. También, para un amplio espectro de casos, se puede determinar la calidad operativa del nodo en su totalidad, teniendo en cuenta las contribuciones de la totalidad de sus transferencias, ponderadas por su pasaje. Esta metodología es totalmente transferible a otros modos de transporte y puede aplicarse también en el campo ferroviario.
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Zhang, Qiong. "Analysis of Transit Travel Demand Change for Bus-Only Mode in U.S. Metropolitan Statistical Areas between 2000 and 2010 Using Two-Stage Least Squares Regression." University of Toledo / OhioLINK, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1367930592.
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Hans, Etienne. "Modélisation des lignes de bus pour la prévision temps réel et la régulation dynamique." Thesis, Vaulx-en-Velin, Ecole nationale des travaux publics, 2015. http://www.theses.fr/2015ENTP0006/document.
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Le bus est le moins cher des transports en commun. En contrepartie, il est beaucoup plus difficile à exploiter que le tramway ou le métro qui sont mieux protégés des influences extérieures. Un exemple typique est l’apparition de trains de bus, groupes de véhicules appartenant à la même ligne et arrivant ensemble à un arrêt. Ce phénomène augmente le temps d’attente moyen des usagers aux arrêts et induit un mauvais usage des bus disponibles. Cette thèse développe les outils permettant de garantir la régularité des lignes. Les recherches menées au cours de cette thèse s’articulent suivant deux directions.Un premier constat est que les modèles de lignes de bus existants ne prennent pas en compte les éléments extérieurs que sont les feux de circulation et le trafic environnant. L’absence d’une modélisation mixte intégrant aussi bien les dynamiques internes des lignes que les influences extérieures contraint fortement la diversité des stratégies de contrôle qui ont été proposées jusqu’ici. En effet, les régulations s’appliquent principalement au niveau des arrêts par l’intermédiaire des conducteurs et ne cherchent jamais à réguler le trafic à l’aide des feux de circulation. Un premier axe de recherche développé dans cette thèse est le raffinement des modèles de bus pour prendre en compte le trafic.Plusieurs méthodes d’estimation de temps de parcours sur un boulevard à feu sont proposées. Elles sont basées sur le modèle LWR, compromis fort satisfaisant entre simplicité d’usage et robustesse pour reproduire des situations réelles.Un second constat est que les stratégies de régulation classiques ne sont que rarement basées sur une prévision à court-terme de l'état du système. Elles sont donc souvent actionnées une fois que la situation est trop dégradée, ce qui les rend parfois inaptes à compenser l'instabilité des lignes. Le deuxième axe de recherche consiste à appliquer les modèles raffinés dans un contexte d’exploitation en temps-réel. Le modèle prévoit l'évolution des lignes de bus à court terme, ce qui permet d’actionner préventivement une stratégie de régulation adaptée. En particulier, une méthode de prévision à court terme est développée et testée sur des données réelles. Elle est ensuite combinée à une méthode récente de contrôle des busBus is cheaper than other transport modes. However, maintaining optimal operations is harder than for streetcars or subways since buses are surrounded by traffic flows. Sometimes, buses of the same route bunch and travel together instead of keeping constant time headways. This phenomenon increases the average waiting time of passengers. As a result, they may tend to shift to other transport modes. This thesis proposes some methods to keep bus routes regular. Two main lines of research are investigated.First, classical models of bus routes do not account for external events like traffic signals and traffic flows. Due to this gap, existing control strategies only apply on buses through their drivers.Traffic flows are not controlled to favor buses compared to cars. Thus, the first area of research consists in refining bus models to account for external events. Several travel time estimation methods on urban arterials are proposed. They are based on the kinematic wave model (LWR). It is known to be a fine trade-off between simplicity and robustness to properly reproduce traffic dynamics.Second, control strategies are often applied once the bus route is too disrupted to be restored to regularity. Predictions of future bus route states could improve the efficiency of regulations. The second area of research consists in using the refined bus models in real time operations. The model forecasts the evolution of buses on their route for short-term. The predictions are evaluated thanks to real data to guarantee their quality. Then it enables regulations to be applied before bunching. In particular, height holding control methods are presented and compared in simulation
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Tirachini, Alejandro. "Multimodal pricing and the optimal design of bus services: new elements and extensions." Thesis, The University of Sydney, 2012. http://hdl.handle.net/2123/8584.
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This thesis analyses the pricing and design of urban transport systems; in particular the optimal design and efficient operation of bus services and the pricing of urban transport. Five main topics are addressed: (i) the influence of considering non-motorised travel alternatives (walking and cycling) in the estimation of optimal bus fares, (ii) the choice of a fare collection system and bus boarding policy, (iii) the influence of passengers’ crowding on bus operations and optimal supply levels, (iv) the optimal investment in road infrastructure for buses, which is attached to a target bus running speed and (v) the characterisation of bus congestion and its impact on bus operation and service design. Total cost minimisation and social welfare maximisation models are developed, which are complemented by the empirical estimation of bus travel times. As bus patronage increases, it is efficient to invest money in speeding up boarding and alighting times. Once on-board cash payment has been ruled out, allowing boarding at all doors is more important as a tool to reduce both users and operator costs than technological improvements on fare collection. The consideration of crowding externalities (in respect of both seating and standing) imposes a higher optimal bus fare, and consequently, a reduction of the optimal bus subsidy. Optimal bus frequency is quite sensitive to the assumptions regarding crowding costs, impact of buses on traffic congestion and congestion level in mixed-traffic roads. The existence of a crowding externality implies that buses should have as many seats as possible, up to a minimum area that must be left free of seats. Bus congestion in the form of queuing delays behind bus stops is estimated using simulation. The delay function depends on the bus frequency, bus size, number of berths and dwell time. Therefore, models that use flow measures (including frequency only or frequency plus traffic flow) as the only explanatory variables for bus congestion are incomplete. Disregarding bus congestion in the design of the service would yield greater frequencies than optimal when congestion is noticeable, i.e. for high demand. Finally, the optimal investment in road infrastructure for buses grows with the logarithm of demand; this result depends on the existence of a positive and linear relationship between investment in infrastructure and desired running speed.
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Copsey, Scott Laurence. "The development and implementation processes of a travel plan within the context of a large organisation : using an embedded case study approach." Thesis, University of Hertfordshire, 2013. http://hdl.handle.net/2299/10331.
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Transport Policy in the United Kingdom from the 1950s to the early 1990s has been focused on increasing car use at the expense of investment in public transport services and infrastructure. This has culminated in a poorly integrated public transport network that has seen continued decline in use outside of London. The Competition Act (1998) has exacerbated this, as public operators risked prosecution if they were seen to collaborate. A policy shift in 1998 introduced the concept of Local Transport Plans, Organisational Travel Plans and Quality Partnerships as local policy tools for developing and implementing travel solutions using the planning process. Travel Plans today are viewed by the UK Government as a local delivery tool for transport policy, inspired by the successes in Europe and the United States in changing individual travel behaviour, where the Smart Growth Agenda has emerged as a mass transit based planning response to urban sprawl. In the UK, success in delivering significant modal shift away from private car use has seen limited success, hence the rationale for this research. Using this wider policy context, this research uses the University of Hertfordshire as a case study with the objective to research the development and implementation processes of a Travel Plan. The research conducts a review of travel behaviour within the case study, providing recommendations for implementing alternative interventions to car-based travel. Making use of national policy tools, using insights from both Smarter Travel / Smarter Choice agenda, the research includes the development process of a complex city wide Quality Partnership – a delivery mechanism for travel behaviour change incorporating multiple stakeholders. This thesis uses an embedded and reflective critical realist approach to researching Travel Plans from the perspective of a Travel Plan Coordinator. Through applying a multi-method dimension to empirical data collection, the use of structured quantitative commuter surveys, semi structured qualitative interviews and supporting secondary data sources are all utilised. Using such an approach provides the research with the flexibility for reporting complex social and empirical data, including the researcher’s embedded reflective insights throughout the process. An evaluative matrix ‘lens’ has been developed for reporting back the multitude of factors, including identifying Critical Success Factors and Key Performance Indicators that underpin the success or failure of such travel planning approaches. The research culminates in the development of a Travel Plan for the University of Hertfordshire and a voluntary Quality Partnership for the City and District of St Albans. A conclusion is drawn based on the unique perspective of an embedded reflective researcher as an active practitioner in the field of travel planning. In order to be successful a Travel Plan should feed into the wider quality partnership structures for mutual benefit where multiple stakeholders are able to influence the development of interventions at the local level, which could lead to significant travel behaviour changes. It is argued that this will ultimately help Travel Plans and quality partnerships achieve their key performance objectives and help meet government policy agenda.
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Muthien, Ignatius Noel. "The economic development impact of passenger transport in the Klipfontein Corridor." Thesis, Stellenbosch : Stellenbosch University, 2005. http://hdl.handle.net/10019.1/50481.
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Thesis (MBA)--Stellenbosch University, 2005.ENGLISH ABSTRACT: In April 2004, the then Transport MEC of the Western Cape, Tasneem Essop unveiled Government's grand vision of converting Klipfontein Road into a pioneering form of public transport called Bus Rapid Transit (BRT). BRT is the public transport system that the provincial government and City of Cape Town have selected to address South Africa's city transport problems, with a future looking perspective. BRT is characterised by dedicated bus lanes, which will be divided from the normal traffic lanes to ensure that 'express' buses can travel unhindered. Government envisages changing the 20 km Klipfontein Road Corridor stretching from the Inner City through Athlone/Gatesville to Nyanga and Khayelitsha into an activity axis of economic transformation, featuring bus stations, convenience stores, supermarkets, coffee shops and kerbside cafes. This vision of turning Klipfontein Corridor into a well of economic prosperity by using rapid bus transport is primarily what this study will focus on. We are asking whether this goal is attainable and what the positive and negative spin-offs are in respect of sustainable economic growth for the city and a reduction in racially rooted inequalities and inequities. Although a lot of the issues relevant for this study have been raised down the years of the MSDF (1993-1996), current literature on the Klipfontein Corridor is very limited as it is a first for the City of Cape Town and the government. In fact, the national and provincial governments in conjunction with the City of Cape Town have chosen the Klipfontein corridor as a pilot project, with a view to a national roll out in other provinces, if this venture proves successful.
AFRIKAANSE OPSOMMING: In April 2004 het die destydse Minister van Vervoer in die Wes-Kaap, Tasneem Essop onthul dat die regering die groot visie het om Klipfontein weg te transformeer deur gebruik te maak van publieke vervoer bekend as BRT. BRT is die publieke vervoersisteem wat die streeksregering en Kaapstad gekies het, om Suid Afrikaanse stede se vervoerprobleme, met 'n toekoms vooruitsig, op te los. BRT word gekenmerk deur spesiale busbane, apart van die normale verkeer, sodat busse ongehinderd kan voortbeweeg. Die regering beoog om die 20 km Klipfontein korridor te verander in 'n aktiewe node van ekonomiese transformasie met busstasies en winkelkomplekse. Die korridor strek vanaf die Binne Stad deur Athlone/Gatesville na Nyanga en Khayelitsha. Die visie van Me. Tasneem Essop om die Klipfonteinweg te ontwikkel in 'n vooruitstrewende ekonomiese gordel, is die fokus vir die studie. Ons vra of die visie haalbaar is, en wat die positiewe en negatiewe moontlikhede is met betrekking tot langtermyn ekonomiese groei en 'n vermindering in rasse-ongelykhede. Alhoewel baie van die relevante probleme reeds deur die Metropolitaanse Ruimtelike Ontwikkelingsraamwerk (MROR) behandel was, is huidige literatuur oor die Klipfontein projek baie beperk. Tans is dit 'n eerste vir Kaapstad en die regering, wat beoog om soortgelyke projekte uit te rol in ander stede reg oor die land, indien die projek suksesvol is.
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Michel, Fernando Dutra. "Previsão do tempo de viagens de transporte seletivo sem parada fixa através de redes neurais artificiais recorrentes." reponame:Biblioteca Digital de Teses e Dissertações da UFRGS, 2017. http://hdl.handle.net/10183/178365.
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Os sistemas de transporte público por ônibus têm sido cada vez mais relevantes para o desenvolvimento das cidades. Técnicas para melhorar o planejamento e o controle da operação diária dos serviços de ônibus apresentaram melhorias significativas ao longo dos anos, e a previsão do tempo de viagem desempenha um importante papel no planejamento e nas estratégias da operação diária. A antecipação dos tempos de viagem ajuda os planejadores e controladores a evitar os vários problemas que surgem durante a operação diária da linha de ônibus. Ela também permite manter os usuários informados para que eles possam planejar com antecedência a sua viagem. Vários estudos relacionados à previsão do tempo de viagem podem ser encontrados na literatura. Devido a sua dificuldade intrínseca, o problema foi abordado por diferentes técnicas. Resultados numéricos de estudos demonstram o potencial uso de redes neurais em relação a outras técnicas. No entanto, a literatura não apresenta aplicações que incorporem uma retroalimentação das informações contidas em séries temporais, como é feito por redes neuronais recorrentes. A maioria dos estudos na literatura tem sido realizada com dados de cidades específicas e com linhas de ônibus com paradas fixas. A situação que surge em linhas de ônibus sem paradas fixas operadas com micro-ônibus apresenta uma dinâmica diferente dos estudos de caso da literatura Além disso, os estudos existentes não usam o gráfico de marcha como um instrumento de apoio para a previsão do tempo de viagem em ônibus. Nesta tese, estuda-se o problema da previsão do tempo de viagem para linhas de micro-ônibus sem paradas fixas, utilizando as informações básicas do gráfico de marcha. O modelo proposto é baseado em redes neurais recorrentes. Os dados de entrada incluem: (i) a hora de início da viagem do ônibus, (ii) sua posição atual em coordenadas GPS, (iii) o tempo atual e (iv) a distância percorrida após um minuto. As redes são treinadas com dados de uma linha de micro-ônibus da cidade de Porto Alegre, Brasil. Os dados correspondem ao ano de 2015. Os modelos fornecem previsões para a distância percorrida minuto a minuto e para uma janela de tempo de 30 minutos. O modelo desenvolvido foi treinado com um conjunto abrangente de dados de dias úteis, incluindo períodos de pico e fora de pico. Os dados de treinamento não desconsideraram informações de qualquer dia devido à ocorrência de eventos especiais. Concluiu-se que os modelos de redes neurais recorrentes desenvolvidos são capazes de absorver a dinâmica do movimento dos micro-ônibus. A informação produzida apresenta um nível adequado de precisão a ser utilizado para informar os usuários. Também é adequada para planejadores e controladores da operação, pois pode ajudar a identificar situações problemáticas em janelas de tempo futuras.Public transport systems by bus have been increasingly relevant for the development of cities. Techniques to improve planning and control of daily operation of bus services presented significant improvements along the years, and travel time forecast plays an important hole in both planning and daily operation strategies. Travel times anticipation helps planners and controllers to anticipate the various issues that arise during the daily bus line operation. It also allows keeping users informed, so they can plan in advance for their trip. Several studies related to travel time prediction can be found in the literature. Due to its intrinsic difficulty, the problem has been addressed by different techniques. Numerical results from studies demonstrate the potential use of neural networks in relation to other techniques. However, the literature does not present applications that incorporate a feedback of the information contained in time series as it is done by recurrent neural networks. Most of the studies in the literature have been conducted with data from specific cities and buses lines with fixed stops. The situation that arises in bus lines without fixed stops operated with microbuses present a different dynamics from the literature case studies. In addition, existing studies do not use time-space trajectories as a supporting instrument for bus travel time prediction. In this thesis we study the problem of travel time prediction for microbus lines without fixed stops using the basic information of the time-space trajectories The proposed model is based on recurrent neural networks. The input data includes: (i) the start time of the bus trip, (ii) its current position in GPS coordinates, (iii) the current time and (iv) distance travelled after one minute. The networks are trained with data from a microbus line from the city of Porto Alegre, Brazil. Data corresponds to the year 2015. The model provide forecasts for distance travelled minute by minute, and for a time window of 30 minutes. The developed models were trained with a comprehensive set of data from working days including peak and off-peak periods. The training data did not disregard information from any day due to occurrence of special events. It was concluded that the recurrent neural network model developed is capable of absorbing the dynamics of the microbuses movement. The information produced present an adequate level of precision to be used for users information. It is also adequate for planners and operation controllers as it can help to identify problematic situations in future time windows.
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Ettefagh, Mahsa. "Effects of Real-time Passenger Information Systems on Perceptions of Transit Services: Investigations of The Ohio State University Community." The Ohio State University, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=osu1366318693.
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Eriksson, Charlotte, and Olivia Jansson. "Analysis of Automated Vehicle Location Data from Public Transport Systems to Determine Level of Service." Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-158176.
Full textAbstract:
Many cities suffer from problems with high traffic flows in the city centers which leads to a desire to get more people to choose public transport over cars. For many car drivers, the main reason to take the car is the convenience and time efficiency; the price is often of less importance. The public transport providers should, therefore, strive to improve their Level of Service (LOS). A general process that can be used by public transport providers or other stakeholders to evaluate the LOS in a public transport system based on Automated Vehicle Location (AVL) data is developed and presented in this thesis.The process values the quality and suitability of the AVL data, propose which KPIs to use and how to use the results to find possible improvements. Four different types of erroneous data were discovered: outliers in position, outliers in speed, outliers in travel time and general errors. KPIs are developed in three main areas: on-time performance, travel time distribution and speed, where each KPI is divided into several sub-areas.
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Riquelme, Rafael, and Patricio Moisan. "BTS CHILE SPA : (Baby travel service Chile)." Tesis, Universidad de Chile, 2018. http://repositorio.uchile.cl/handle/2250/168292.
Full textAbstract:
TESIS PARA OPTAR AL GRADO DE MAGÍSTER EN ADMINISTRACIÓNRiquelme, Rafael, [Parte I], Moisan, Patricio, [Parte II]
En la actualidad, Chile posee un parque automotriz cercano a los 5 millones de automóviles y sólo cerca de un 75% de los conductores utilizan el cinturón de seguridad de manera habitual. Para el caso del uso de sistemas de retención infantil (conocidos como sillas de seguridad) la tasa de uso baja a un 49% a pesar de ser un mecanismo de seguridad pasivo altamente efectivo. Esto deja en evidencia los rasgos conductuales de los chilenos que no están alineados con aspectos de seguridad. De acuerdo a la investigación realizada, la tasa de uso de sillas de seguridad tiene una alta correlación con los grupos socioeconómicos (GSE) teniendo una alta adhesión en los grupos altos y baja adhesión en los grupos más vulnerables. Con este antecedente, BTS Chile identificó que tanto los rasgos culturales como económicos son las principales causantes de la baja tasa de uso por lo cual se presenta con una propuesta de valor socioambiental que busca satisfacer las necesidades tanto de los consumidores conscientes como de los consumidores con poder adquisitivo más limitado. En base a lo anterior, BTS propone un modelo de negocio con foco en servicios que viene a desmarcarse en un mercado caracterizado por la venta directa a través del retail o de canales propios (tiendas especializadas). Lo anterior siendo factible gracias a la integración de un dispositivo de detección y registro de impactos en las sillas de seguridad que permite garantizar la integridad de productos usados en el caso que no hayan pasado por algún siniestro. Esta innovación permite comercializar de manera cíclica productos reacondicionados hasta cumplir el periodo de vigencia de las sillas (10 años aproximadamente) obteniendo beneficios significativos al promover la eliminación del mercado negro y llegar a los grupos económicos vulnerables con productos de primera calidad a bajos precios. Adicionalmente, las sillas que hayan pasado por algún siniestro se recuperarán para ser recicladas para contribuir al cuidado medioambiental. El modelo planteado por BTS Chile considera marginar principalmente por la venta de productos nuevos a los GSE altos (ABC1 principalmente) y de esta manera subvencionar fuertemente los precios de venta a GSE vulnerables, así como las campañas de ayuda social (entrega gratuita) La componente social y ambiental con la cual BTS Chile plantea su modelo de negocio permite que esté certificada como empresa B y potencia de esta manera su estrategia de posicionamiento dentro de los consumidores conscientes.