Academic literature on the topic 'Urban bus demand'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the lists of relevant articles, books, theses, conference reports, and other scholarly sources on the topic 'Urban bus demand.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Journal articles on the topic "Urban bus demand"
1
Zhu, Zhenjun, Xiucheng Guo, Jun Zeng, and Shengrui Zhang. "Route Design Model of Feeder Bus Service for Urban Rail Transit Stations." Mathematical Problems in Engineering 2017 (2017): 1–6. http://dx.doi.org/10.1155/2017/1090457.
Full textAbstract:
As an important part of urban public transportation systems, the feeder bus fills a service gap left by rail transit, effectively extending the range of rail transit’s service and solving the problem of short-distance travel and interchanges. By defining the potential demand of feeder bus services and considering its relationship with the traffic demands of corresponding staging areas, the distance between road and rail transit, and the repetition factor of road bus lines, this paper established a potential demand model of roads by opening feeder bus services and applying a logit model for passenger flow distribution. Based on a circular route model, a route starting and ending at urban rail transit stations was generated, and a genetic algorithm was then applied to solve it. The Wei-Fang community of Shanghai was selected as the test area. Per the model and algorithm, the feeder route length was conformed to a functional orientation of short-distance travel and the feeder service of a feeder bus; the route mostly covered where conventional bus lines were fewer, which is a finding that is in agreement with the actual situation; the feasibility of the model and algorithm was verified.
2
Khakbaz, Amir, Ali Shahandeh Nookabadi, and Seyyed Nader Shetab Boushehri. "URBAN BUS FLEET ROUTING IN TRANSPORTATION NETWORK EQUIPPED WITH PARK-AND-RIDE: A CASE STUDY OF BABOL, IRAN." Transport 32, no. 1 (March 5, 2017): 55–65. http://dx.doi.org/10.3846/16484142.2017.1277551.
Full textAbstract:
Recently, most cities have tried to connect park-and-ride facilities with public transit vehicles. The present study aims to design urban bus routes in the transportation network equipped with park-and-ride. Seven important factors which affect the design of urban bus network are identified through the literature review. These factors include demand coverage, route directness, passengers’ satisfaction, minimum length of bus route, budget, use of existing bus routes and number of lines. In this article, by use of the mentioned factors, a new model is developed to determine the urban bus routes. The new model figures the routes with park-and-ride as origin and Central Business District (CBD) as destination, in such a manner that the covered demand is maximized. Our novel method is more effective than other options currently available. In fact, it uses the most important factors in designing urban bus routes. Furthermore, an efficient Genetic Algorithm (GA) based approach is represented to solve large-scale problems. Numerical results show the effectiveness of this approach. At last, the developed model is applied to design the urban bus routes in the transportation network of Babol (Iran).
3
Misiurski, Przemysław. "Statistical analysis of urban bus transport data in the regional dimension." AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 18, no. 11 (November 30, 2017): 24–29. http://dx.doi.org/10.24136/atest.2017.042.
Full textAbstract:
Urban transport has a significant impact on the shaping of functionality of cities and well organized makes the city become more attractive as far as the mobility and competitiveness are regarded. Article concerns parameters which pertain to urban bus fleet used in public transport in all voivodeships over the period of 2009-2016. The aim of the paper is to show results of effective demand in urban bus transport. This paper presents also factors that were determining demand.
4
Ellis, Christopher J., and Emilson C. D. Silva. "British Bus Deregulation: Competition and Demand Coordination." Journal of Urban Economics 43, no. 3 (May 1998): 336–61. http://dx.doi.org/10.1006/juec.1997.2047.
Full text
5
Zhuk, Mykola, Volodymyr Kovalyshyn, and Volodymyr Hilevych. "Forecasting of urban buses dwelling time at stops." Transport technologies 2020, no. 2 (November 9, 2020): 44–56. http://dx.doi.org/10.23939/tt2020.02.044.
Full textAbstract:
Intelligent Transport Systems in urban conditions is one of the solutions to reduce congestion of vehicles and the amount of harmful emissions. An important component of ITS is the assessment of the duration of a public transport trip. It is necessary to focus on the study of the duration of the bus (the duration of traffic between stops and the dwelling time). In this paper, the authors focused on determining the dependence of the duration of buses at stops depending on the demand of passengers. The dwelling time of buses at stops is not considered independent of the duration of the journey. The duration of the bus is the periods of time when the buses wait at the stops, and the travel time, which is the duration of the bus between each two stops. The study was conducted on the bus route #3A in Lviv. To determine the dwelling time of the bus at stops, it is necessary to take into account information about passengers and the trajectory of buses. The obtained data can increase the accuracy of forecasting in different traffic situations in comparison with the most modern methods.
6
Yu, Qing, Weifeng Li, Haoran Zhang, and Dongyuan Yang. "Mobile Phone Data in Urban Customized Bus: A Network-based Hierarchical Location Selection Method with an Application to System Layout Design in the Urban Agglomeration." Sustainability 12, no. 15 (July 31, 2020): 6203. http://dx.doi.org/10.3390/su12156203.
Full textAbstract:
Employment is one of the essential socioeconomic connections in urban agglomeration. However, both the demand and the supply of transjurisdictional public transport service are unevenly distributed in such area. Customized bus has a high potential of serving transjurisdictional and long-distance commuting demand. This study proposes a network-based layout design method to generate hierarchical service scopes and stations for customized bus system. First, the home and the workplace of residents are identified using mobile phone data, to construct a jobs-housing relationship network. Then, an iterative algorithm based on network community detection and density-based spatial clustering is applied to the jobs-housing relationship network to hierarchically segment the urban agglomeration area into communities. Three methods are proposed for location selection of customized bus stations. A case study is conducted using the mobile phone dataset from nine cities in the Yangtze River Urban Agglomeration in China. A four-level hierarchical customized bus system layout is generated and both the spatial properties and network properties of service scopes are analyzed. The proposed three methods of customized bus station location selection are compared based on the average travel distance and the rationality of the resulted customized bus station location.
7
Li, Bowen, Zhengdong Huang, Jizhe Xia, Wenshu Li, and Ying Zhang. "Coupling Degree between the Demand and Supply of Bus Services at Stops: A Density-Based Approach." ISPRS International Journal of Geo-Information 10, no. 3 (March 16, 2021): 173. http://dx.doi.org/10.3390/ijgi10030173.
Full textAbstract:
The bus stop layout and route deployment may influence the efficiency of bus services. Evaluating the supply of bus service requires the consideration of demand from various urban activities, such as residential and job-related activities. Although various evaluation methods have been explored from different perspectives, it remains a challenging issue. This study proposes a spatial statistical approach by comparing the density of the potential demand and supply of bus services at bus stops. The potential demand takes jobs-housing locations into account, and the supply of bus services considers bus stops and their associated total number of daily bus arrivals. The kernel density estimation (KDE) and spatial autocorrelation analyses are employed to investigate the coupling relationship between the demand and supply densities at global and local scales. A coupling degree index (CDI) is constructed to standardize the measurement of demand-supply balance. A case study in Wuhan, China demonstrated that: (1) the spatial distribution of bus stops is reasonable at global level, (2) Seriously unbalanced locations for bus services have been detected at several stops. Related adjustments that can improve these defects are highly recommended.
8
Wang, Dou Wei, Xiao Ning Zhu, and Hong Yang Wu. "Integration of Public Transport and Bus Rapid Transit System." Applied Mechanics and Materials 253-255 (December 2012): 1860–63. http://dx.doi.org/10.4028/www.scientific.net/amm.253-255.1860.
Full textAbstract:
Along with the acceleration of city-urbanization and industrialization process of the cities, city traffic demand increases rapidly. This provides a good development opportunity for the urban traffic and also brings new challenges for the urban traffic at the same time. In addition, the demands for the public transport service quality are becoming more and more strictly for the growth of residents’ travel and the improvement of life quality, the problems in the public transport system have become the main aspects that restrict the development of the urban public transport system. So the advantages of BRT in the optimization of the network are becoming more and more significant.
9
Yatsenko, Svetlana. "ANALYSIS OF METHODS TO CALCULATE BUS DEMAND FOR URBAN ROUTES." Proceedings of Irkutsk State Technical University 112, no. 5 (May 2016): 193–202. http://dx.doi.org/10.21285/1814-3520-2016-5-193-202.
Full text
10
Tian, Qing Bin. "Forecast of Urban Public Transport Demand in Yantai Economic and Technological Development Zone." Applied Mechanics and Materials 587-589 (July 2014): 1867–70. http://dx.doi.org/10.4028/www.scientific.net/amm.587-589.1867.
Full textAbstract:
Urban transport demand in Yantai Economic and Technological Development Zone is forecast. Through analyzing current bus trip OD and calculating bus trip product and attraction, functional relations between each subzone’s public trip product and attraction, and population and post in base year is built. Then, parameters of gravity model are standardized, public trip product and attraction are forecast by employing method of gravity model.
Dissertations / Theses on the topic "Urban bus demand"
1
Rus, Gines de. "The economics of urban bus transport in Spain : an analysis of costs, demand and pricing." Thesis, University of Leeds, 1989. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.329009.
Full text
2
Fuchs, Alexander J. "San Luis Obispo Regional Transit Authority: Recommendations for Future Service Demand." DigitalCommons@CalPoly, 2013. https://digitalcommons.calpoly.edu/theses/1011.
Full textAbstract:
Transit agencies at all levels of government monitor trends in services, operations, and ridership using performance indicators. Federal and state agencies use these performance indicators in the appropriation of funds to transit agencies. Public transportation is subsidized through federal, state and local programs while only a portion of the operating expenses are covered through rider fares. In order to gather information on riders and travel patterns, transit agencies primarily focus on current transit riders, many of which are transit dependent populations. By definition, these populations use public transit services as the primary or only means of transportation. As a result, this offers limited opportunity for ridership growth among transit dependent populations.
One segment of a population that offers high opportunity for ridership growth is commuters. A commuter is considered a worker that travels from home to work on a regular basis. However, in the case of commuter oriented transit services, it is important to survey non-riders so that any new services will have the greatest potential of increasing ridership among commuters. This report explores the potential commuter demand for additional or express bus services provided by San Luis Obispo Regional Transit Authority (RTA). RTA operates countywide fixed-route bus services and para-transit services for San Luis Obispo County. This report focuses on RTA’s Route 9, which operates between the North County and the Central County.
In order to collect data from non-riders, electronics survey instruments were created and distributed using employer e-mail addresses. The survey instruments were sent to three major employers in San Luis Obispo County: California State University, San Luis Obispo (Cal Poly), the City of San Luis Obispo, and the County of San Luis Obispo. A link to one of the surveys instruments was also included on San Luis Obispo Council of Government’s (SLOCOG) Rideshare’s March 2013 e-newsletter as a way to reach additional non-riders. Analysis of the survey responses resulted in the recommendations to RTA. Recommendations are separated into two categories: (1) Expansion of RTA Route 9 services and (2) Future RTA non-rider outreach.
3
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.
Full textAbstract:
Abstract
A great deal of research in transportation economics has been motivated by the need to solve traffic congestion problems and to diminish negative environmental effects of road transport. The question, whether the economic measures are efficient, motivates this dissertation on the value of travel time, the rules of optimal pricing and the demands for public transportation and private car use.
Three concepts of the marginal value of travel time (MVT) are specified in this thesis. The first concept involves only the direct disutility of the travel time to work in addition to the utility of market goods and leisure. The second concept also includes the disutility from the time spent at work. The third concept furthermore takes into account the effect of the length of working hours, travel time, cost and income. The length of travel time, gender, family structure and flexibility of working hours have different effects on empirical MVTs, but travel costs and income affect them in a similar fashion.
The pricing decisions of the firms providing bus services are analysed with and without public subsidies. The consumption externality, i.e. the quantity demanded by other users, affects the individual bus demand. The results indicate that under uniform pricing, a socially optimal subsidy equals the increase in consumer's surplus minus the fare revenue lost from current users due to lower fare. Under nonlinear pricing, the optimal pricing can be achieved when the regulator sets the subsidy so that it is inversely proportional to the network elasticity. The welfare loss due to increasing tax burden and the opportunity cost of providing cash fare service is also taken into account in the optimal pricing rule.
A model of bus demand with asymmetric information on the characteristics of bus users is developed. The model allows for habit formation and network effects. The latter effect is due to the positive influence of the aggregate demand for Regional Bus Cards (RBC) on an individual's own demand. The empirical results indicate that in RBC services positive network effects are present and the elasticity of network size is less than one, which implies that the regional bus card is an impure public good. The own price elasticity of RBC in the short run is within the range of -0.3 and -1.1. The demand for RBC cards is more elastic than demand for RBC trips or passenger kilometres. The estimated price elasticity of urban bus demand is in line with that of RBC. A reasonably high cross-price elasticity of RBC trips and the ticket of 40 trips but a lower reverse elasticity were found.
A weakly separable demand for car mileage from car ownership and labour supply was rejected as was the exogeneity of car ownership in the mileage model. Therefore, the price elasticity of car mileage with respect to fuel price was estimated from the two equation model of car mileage with endogenous car ownership. The estimated parameters of the Tobit model are consistent but slightly higher than those estimated from the least squares. The fuel price elasticity varies from -0.2 to -0.9 with exogenous and endogenous car ownership, respectively.
The findings of this study can be applied in the analysis and implementation of different pricing and subsidy schemes for public transportation, as well as in the evaluation of the effectiveness of economic instruments for managing the growth of private car use.
4
Marcantel, Taylor A. "Employment Decentralization and Bus Rapid Transit in an Edge City Corridor: Veterans Boulevard in Greater New Orleans." ScholarWorks@UNO, 2012. http://scholarworks.uno.edu/td/1598.
Full textAbstract:
The continued decentralization of employment in U.S. regions has led to the emergence of large employment centers outside of traditional Central Business Districts. Edge Cities in particular, with their high office space densities, significantly influence surrounding land uses and regional commuting patterns. However, existing transit systems tend to be oriented to historic Central Business Districts and the level of service for transit in suburban areas remains considerably below that of central cities. Adequately serving suburban Edge Cities with transit is critical in maintaining and improving access to jobs by transit and mitigating automobile congestion.
This study explores the suitability of a Bus Rapid Transit system along the Veterans Boulevard corridor in Greater New Orleans. It does this by analyzing residential and employment densities and existing commuting patterns along the corridor. It also explores the potential impact of BRT improvements on transit ridership in the corridor.
5
Jacob, Miguel Stevanato. "An estimation of short - and long - term price elasticity of bus demand in São Paulo and a study of its implications on fare subsidies policy." reponame:Repositório Institucional do FGV, 2018. http://hdl.handle.net/10438/20328.
Full textAbstract:
Submitted by Miguel Stevanato Jacob (miguelsjacob@gmail.com) on 2018-02-28T20:13:31Z
No. of bitstreams: 2
Jacob,S-Miguel_DissertaçãoMestrado_v18.pdf: 3304299 bytes, checksum: 084b8f9aa931deaa1ff15175ff93b4d9 (MD5)
Script_1_Estimations.R: 255806 bytes, checksum: 493b1934f1ee31b494652755d301b09f (MD5)Rejected by Pamela Beltran Tonsa (pamela.tonsa@fgv.br), reason: Conforme orientação. Por favor ajustar e submeter novamente. att, on 2018-03-01T20:10:31Z (GMT)
Submitted by Miguel Stevanato Jacob (miguelsjacob@gmail.com) on 2018-03-01T21:09:09Z No. of bitstreams: 2 Script_1_Estimations.R: 255806 bytes, checksum: 493b1934f1ee31b494652755d301b09f (MD5) Jacob,S-Miguel_DissertaçãoMestrado_v19.pdf: 3303324 bytes, checksum: c0955536ae88818027fe759bea5bff44 (MD5)
Rejected by Pamela Beltran Tonsa (pamela.tonsa@fgv.br), reason: Prezado Miguel, Favor verificar o e-mail enviado a você. Fazer os ajustes e submeter novamente, Pâmela. on 2018-03-02T13:05:29Z (GMT)
Submitted by Miguel Stevanato Jacob (miguelsjacob@gmail.com) on 2018-03-02T18:03:05Z No. of bitstreams: 2 Script_1_Estimations.R: 255806 bytes, checksum: 493b1934f1ee31b494652755d301b09f (MD5) Jacob,S-Miguel_DissertaçãoMestrado_v19.pdf: 3625404 bytes, checksum: 843fc5b8d3ff530a492f703ee7a00950 (MD5)
Approved for entry into archive by Pamela Beltran Tonsa (pamela.tonsa@fgv.br) on 2018-03-02T18:21:24Z (GMT) No. of bitstreams: 2 Script_1_Estimations.R: 255806 bytes, checksum: 493b1934f1ee31b494652755d301b09f (MD5) Jacob,S-Miguel_DissertaçãoMestrado_v19.pdf: 3625404 bytes, checksum: 843fc5b8d3ff530a492f703ee7a00950 (MD5)
Made available in DSpace on 2018-03-02T20:16:09Z (GMT). No. of bitstreams: 2 Script_1_Estimations.R: 255806 bytes, checksum: 493b1934f1ee31b494652755d301b09f (MD5) Jacob,S-Miguel_DissertaçãoMestrado_v19.pdf: 3625404 bytes, checksum: 843fc5b8d3ff530a492f703ee7a00950 (MD5) Previous issue date: 2018-02-08
São Paulo se expandiu rapidamente durante o Século XX e se tornou uma das maiores cidades do mundo, com aproximadamente 12 milhões de habitantes que realizam cerca de 25 milhões de deslocamentos urbanos diariamente. Seu sistema de transporte público (ônibus e metrô) é responsável por 37% dessas viagens e é notavelmente importante, especialmente para seus usuários intensivos – majoritariamente pessoas pobres cujos deslocamentos dependem dele. Os subsídios ao transporte e o valor da tarifa vêm se colocando no centro de um debate sobre política urbana durante os últimos anos. A Prefeitura de São Paulo gasta quase 7% de seu orçamento em subsídios diretos à tarifa de ônibus que se mantém estagnada em termos reais desde 2005 – empreendendo um valor três vezes maior do que era há dez anos. Ao mesmo tempo, o sistema de ônibus em São Paulo aparenta ser inefetivo em tirar carros das ruas. O ambiente urbano da cidade e a sustentabilidade fiscal desse sistema podem ser colocados em risco se essa situação permanecer, uma vez que um ciclo vicioso de quedas no nível de usuários e aumentos no subsídio podem comprometer o transporte público. O preço e a forma de precificação da tarifa são pontos centrais nessa questão, uma vez que a literatura em finanças púbicas diz que um serviço público pode ser fiscalmente sustentável e ensejar eficiência alocativa à economia se a cobrança por elefor precificada corretamente. O presente trabalho estima a elasticidade preço da demanda por ônibus em São Paulo, uma informação importante para responder se sua tarifa ajuda a: gerar eficiência alocativa na economia; atingir sustentabilidade financeira para o sistema de ônibus e fazer com que as pessoas priorizem o ônibus em detrimento do automóvel privado – e, assim, atingir sustentabilidade urbana. Para tal, modelos de Escolha Discreta são estimados para os anos de 1997 e 2007. Utilizando-se a Pesquisa Origem-Destino do Metrô calculam-se as elasticidades de curto prazo para ambos os anos. Posteriormente, a implementação do Bilhete Único (2004) é considerada um choque exógeno no preço das passagens para aqueles que usam mais de um ônibus para seus deslocamentos, sendo assim uma oportunidade para a estimação da elasticidade de longo-prazo na medida em que é virtualmente um choque exógeno de preço. Os resultados sugerem que a demanda por ônibus é inelástica com respeito ao preço tanto no curto quanto no longo-prazo, o que corrobora literatura prévia. Ainda que mais estudos sejam necessários para avaliar se os subsídios devem ser diminuídos, outras políticas além da forma de precificação devem ser consideradas a fim de se tornar o transporte público mais atrativo.
São Paulo expanded rapidly during the 20th Century and became one of the biggest cities in the World, with almost 12 million inhabitants that make around 25 million urban trips per day. Its transit system (bus and subway) accounts for 37% of those trips and is remarkably important, especially for its heavy users – mainly poor people whose commuting might depend on it. Not by chance, subsidies and fare price have been at the heart of an urban policy debate during the last years. Nowadays, São Paulo’s local government spends almost 7% of its budget in bus subsidies - a threefold increase in real terms in ten years - since costs are soaring and fare remains almost constant in real terms since 2005. Despite high subsidies, the city’s bus system seems to be ineffective in taking cars out of the street and ridership is slightly decreasing. São Paulo’s bus system’s fiscal sustainability might be put at risk if things remain unchanged, in that a vicious cycle of ridership decreasing and fare or subsidies increasing might jeopardize transit and harm urban environment. Fare price and its pricing form are central in this question, since literature on public finance says that one public service’s system can be fiscally sustainable and causes allocative efficiency if fare is priced correctly. The present work calculates price elasticity of bus demand in São Paulo, an important piece of information to answer whether fare helps achieving allocative efficiency for the economy, reaching fiscal sustainability on bus system, and making commuters shift from car to transit – and, hence, keeping the city’s urban sustainability. Discrete Choice Models are estimated for the years of 1997 and 2007 using a household survey on commuting. They directly provide short-term elasticities for both years. Then, Bilhete Único implementation (2004) is considered an exogenous shock on trips’ cost for those who use two buses or more on their commuting, therefore being used as an opportunity for estimating long-term elasticity. The results suggest that bus demand is inelastic with respect to price both in short- and long- term, which corroborates previous literature and provides insight for public policies. This indicates that fare is ineffective in taking cars off the streets, but more studies should be conducted to assess whether subsidies should be reduced, especially for reasons of affordability. Policies other than the pricing form should be conducted to achieve transportation sustainability by modal shifting from cars to transit.
6
Mucci, Richard A. "TRANSPORTATION NETWORK COMPANIES: INFLUENCERS OF TRANSIT RIDERSHIP TRENDS." UKnowledge, 2017. https://uknowledge.uky.edu/ce_etds/61.
Full textAbstract:
The major transit systems operating in San Francisco are San Francisco Municipal (MUNI), Bay Area Rapid Transit (BART), and Caltrain. The system of interest for this paper is MUNI, in particular the bus and light rail systems. During the past decade transit ridership in the area has experienced diverging growth, with bus ridership declining while rail ridership is growing significantly (Erhardt et al. 2017). Our data show that between 2009 and 2016, MUNI rail ridership increases from 146,000 to 171,400, while MUNI bus ridership decreases from 520,000 to 450,000. Direct ridership models (DRMs) are used to determine what factors are influencing MUNI light rail and bus ridership. The DRMs predict ridership fairly well, within 10% of the observed change. However, the assumption of no multi-collinearity is voided. Variables, such as employment and housing density, are found to be collinear. Fixed-effects panel models are used to combat the multi-collinearity issue. Fixed-effects panel models assign an intercept to every stop, so that any spatial correlation is removed. A transportation network company, Uber and Lyft, variable is introduced (TNC) to the panel models, to quantify the effect they have on MUNI bus and light rail ridership. The addition of a TNC variable and elimination of multi-collinearity helps the panel models predict ridership better than the daily and time-of-day DRMs, both within 5% of the observed change. TNCs are found to complement MUNI light rail and compete with MUNI buses. TNCs contributed to a 7% growth in light rail ridership and a 10% decline in bus ridership. These findings suggest that the relationship TNCs have with transit is complex and that the modes cannot be lumped together.
7
Yen, Jeffrey Lee. "A system model for assessing water consumption across transportation modes in urban mobility networks." Thesis, Georgia Institute of Technology, 2011. http://hdl.handle.net/1853/39527.
Full textAbstract:
Energy and environmental impacts are two factors that will influence urban region composition in the near future. One emerging issue is the effect on water usage resulting from changes in regional or urban transportation trends. With many regions experiencing stresses on water availability, transportation planners and users need to combine information on transportation-related water consumption for any region and assess potential impacts on local water resources from the expansion of alternative transportation modes. This thesis will focus on use-phase water consumption factors for multiple vehicle modes, energy and fuel pathways, roads, and vehicle infrastructure for a given transportation network.
While there are studies examining life cycle impacts for energy generation and vehicle usage, few repeatable models exist for assessing overall water consumption across several transportation modes within urban regions. As such, the question is: is it possible to develop a traceable decision support model that combines and assesses water consumption from transportation modes and related mobility infrastructure for a given mobility network? Based on this, an object-oriented system model of transportation elements was developed using the Systems Modeling Language (SysML) and Model-Based Systems Engineering principles to compare water consumption across vehicle modes for assessing the resiliency of existing infrastructure and water resources.
To demonstrate the intent of this model, daily network usage water consumption will be analyzed for current and alternative network scenarios projected by policies regarding the expansion of alternative energy. The model is expected to show variations in water consumption due to fluctuations in energy pathways, market shares, and driving conditions, from which the model should help determine the feasibility of expanding alterative vehicles and fuels in these networks. While spatially explicit data is limited compared to the national averages that are used as model inputs, the analytical framework within this model closely follows that of existing assessments and the reusable nature of SysML model elements allows for the future expansion of additional transportation modes and infrastructure as well as other environmental analyses.
8
Stojanovski, Todor. "Bus rapid transit (BRT) and transitoriented development (TOD) : How to transform and adjust the Swedish cities for attractive bus systems like BRT? What demands BRT?" Licentiate thesis, KTH, Trafik och logistik, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-128526.
Full textAbstract:
Bus rapid transit (BRT) is an innovative bus system with sophisticated vehicles and inflexible busways integrated in the cities, high capacity and high quality, high speed and frequency, distinctive image and comfort. Many in Sweden believe that is impossible to introduce BRT, even though the Swedish towns and cities can benefit from the image, speed and frequency that BRT symbolizes. The archipelago-like urbanization, urban sprawl and the uncompetitive journey times of public transportation compared with the private car are identified as main obstacles. New questions emerged: Is it possible to transform and adjust the Swedish towns and cities for BRT? What demands BRT? How is transit-oriented development (TOD) applicable in a Swedish context as a policy to integrate cities and BRT? In this licentiate thesis I investigate the interrelationship between bus transportation and neighborhoods, between BRT and urban form as well as the possibilities to introduce busways and BRT, to trigger TOD and to transform the Swedish towns and cities for BRT. Much has been written about BRT, but seldom by architects or urban planners and designers. BRT and TOD are seen though urban form and processes of urbanization within a morphological tradition established by Kevin Lynch. BRT is represented by paths and nodes that disperse distinctive attractiveness pattern of desirability cores that shape neighborhoods as districts. TOD is about synchronizing the everyday urban life with public transportation systems. BRT-TOD is defined as a policy to recognize desirability cores spread by the different infrastructures of BRT and promote development of urban form within their attractiveness pattern at urban and regional scale. BRT-TOD is discussed as a concept of BRT metropolis in context of the urbanization of Swedish towns and cities. TOD is defined morphologically as public transport cities. A public transport city is a city that in its development adapted to specific public transportation systems. TOD is nothing new in Europe or Sweden. To find regularities of the effect of public transportation systems on cities I do a historical overview of the Swedish towns and cities. In the end the position of bus and BRT, public transport cities and TOD and possibilities of future urban transformation of the smaller and larger Swedish cities towards BRT metropolises are discussed in context of today’s “‘system’ of automobility” and widespread car society and the emerging knowledge society and its postmodern fringes of urbanization.QC 20130917
9
(6611465), Nathaniel J. Shellhamer. "Direct Demand Estimation for Bus Transit in Small Cities." Thesis, 2019.
Find full textAbstract:
Public transportation is vital for many people who do not have the means to use other forms of transportation. In small communities, transit service is often limited, due to funding constraints of the transit agency. In order to maximize the use of available funding resources, agencies strive to provide effective and efficient service that meets the needs of as many people as possible. To do this, effective service planning is critical.
Unlike traditional road-based transportation projects, transit service modifications can be implemented over the span of just a few weeks. In planning for these short-term changes, the traditional four-step transportation planning process is often inadequate. Yet, the characteristics of small communities and the resources available to them limit the applicability of existing transit demand models, which are generally intended for larger cities.
This research proposes a methodology for using population and demographic data from the Census Bureau, combined with stop-level ridership data from the transit agency, to develop models for forecasting transit ridership generated by a given geographic area with known population and socioeconomic characteristics. The product of this research is a methodology that can be applied to develop ridership models for transit agencies in small cities. To demonstrate the methodology, the thesis built ridership models using data from Lafayette, Indiana.
A total of four (4) ridership models are developed, giving a transit agency the choice to select a model, based on available data and desired predictive power. More complex models are expected to provide greater predictive power, but also require more time and data to implement. Simpler models may be adequate where data availability is a challenge. Finally, examples are provided to aid in applying the models to various situations. Aggregation levels of the American Community Survey (ACS) data provided some challenge in developing accurate models, however, the developed models are still expected to provide useful information, particularly in situations where local knowledge is limited, or where additional information is unavailable.
10
"Logistical Planning of Mobile Food Retailers Operating Within Urban Food Desert Environments." Doctoral diss., 2016. http://hdl.handle.net/2286/R.I.40708.
Full textAbstract:
abstract: Mobile healthy food retailers are a novel alleviation technique to address disparities in access to urban produce stores in food desert communities. Such retailers, which tend to exclusively stock produce items, have become significantly more popular in the past decade, but many are unable to achieve economic sustainability. Therefore, when local and federal grants and scholarships are no longer available for a mobile food retailer, they must stop operating which poses serious health risks to consumers who rely on their services.
To address these issues, a framework was established in this dissertation to aid mobile food retailers with reaching economic sustainability by addressing two key operational decisions. The first decision was the stocked product mix of the mobile retailer. In this problem, it was assumed that mobile retailers want to balance the health, consumer cost, and retailer profitability of their product mix. The second investigated decision was the scheduling and routing plan of the mobile retailer. In this problem, it was assumed that mobile retailers operate similarly to traditional distribution vehicles with the exception that their customers are willing to travel between service locations so long as they are in close proximity.
For each of these problems, multiple formulations were developed which address many of the nuances for most existing mobile food retailers. For each problem, a combination of exact and heuristic solution procedures were developed with many utilizing software independent methodologies as it was assumed that mobile retailers would not have access to advanced computational software. Extensive computational tests were performed on these algorithm with the findings demonstrating the advantages of the developed procedures over other algorithms and commercial software.
The applicability of these techniques to mobile food retailers was demonstrated through a case study on a local Phoenix, AZ mobile retailer. Both the product mix and routing of the retailer were evaluated using the developed tools under a variety of conditions and assumptions. The results from this study clearly demonstrate that improved decision making can result in improved profits and longitudinal sustainability for the Phoenix mobile food retailer and similar entities.Dissertation/Thesis
Doctoral Dissertation Industrial Engineering 2016
Books on the topic "Urban bus demand"
1
Inc, Game Counselor. Game Counselor's Answer Book for Nintendo Players. Redmond, USA: Microsoft Pr, 1991.
Find full text
2
Taylor, Peter, Geoff O'Brien, and Phil O'Keefe. Cities Demanding the Earth. Policy Press, 2020. http://dx.doi.org/10.1332/policypress/9781529210477.001.0001.
Full textAbstract:
Current climate change policy is necessary but insufficient. This is because the basic modus operandi – presenting scientific evidence to states for them to take action - misrepresents the complex process of anthropogenic climate change. The ‘anthropo’ bit is neglected in a misconceived supply-side (carbon) interpretation. The key question is, why is there so much demand for this carbon in the first place? This book introduces a demand-side interpretation bringing cities to the fore as central players in both generating climate changes and for finding solutions. Jane Jacobs’ urban analysis is combined with William F. Ruddiman’s historical tracing of greenhouse gases to provide a new understanding and narrative of anthropogenic climate change. The conclusion is that we are locked into a path to terminal consumption, which is accelerating as a consequence of Chinese urban growth, historically unprecedented in its sheer scale. To counter this we need to harness the power of cities in new ways, to steer urban demand away from its current destructive path. This is nothing less than re-inventing the city: not mitigation (the resilient city, necessary but not sufficient), not adaptation (sustainable city, also necessary but not sufficient) but stewardship, a process of dynamic stability creating the posterity city in sync with nature.
3
Gao, Qin. Family Expenditures and Human Capital Investment. Oxford University Press, 2018. http://dx.doi.org/10.1093/oso/9780190218133.003.0007.
Full textAbstract:
Chapter 7 focuses on Dibao’s influence on family expenditures. The chapter documents the high expenditure demands on healthcare and education faced by most Dibao families across urban and rural areas. While Dibao has enabled urban recipient families to spend more on both of these items, it has helped rural families pay for healthcare but not education. Meeting survival needs is not found to be a priority in the use of Dibao money for either urban or rural recipients, suggesting that these families may be maintaining a bare-minimum level of livelihood while having to meet urgent health or education needs. In both urban and rural areas, Dibao receipt is associated with reduced spending on leisure. Rural Dibao receipt is also associated with reduced spending on alcohol, tobacco, gifts to others, and social insurance contributions, while the same effect is either not found or not examined in urban Dibao.
4
Mitschang, Stephan, ed. Klimaschutz und Klimaanpassung in der Regional- und Bauleitplanung. Nomos Verlagsgesellschaft mbH & Co. KG, 2021. http://dx.doi.org/10.5771/9783748924180.
Full textAbstract:
The volume presents a summary of the latest scientific conference on urban and regional planning which took place at the Technical University Berlin. The conference addressed current demands in regional and urban land use planning with regard to ‘Climate protection and climate adaptation’. The addition of the "climate protection clause" to the overall objectives of urban land use planning in section 1 (5) sentence 2 BauGB in the 2011 amendment to the Climate Protection Act has contributed to a clear programmatic upgrading of the concerns of climate protection and adaptation to climate change in urban land use planning. This direct approach to the objectives of urban land use planning not only emphasised the urban development dimension of climate protection and adaptation to climate change, but also gave a first noticeable impetus to the preparation, amendment and supplementation of urban development plans. With contributions by Dr. Stephan Wagner, Univ.-Prof. Dr.-Ing. habil. Stephan Mitschang, Mareike Schnorr, Christine Schimpfermann, Dr.-Ing. Tim Schwarz, Dr. Petra Overwien, Michael Bongartz, Martin Orth, Prof. Dr. Olaf Reidt, Dr. Jörg Beckmann, Prof. Dr. Wilhelm Söfker, Prof. Dr. jur. Christian-W. Otto, Prof. Dr. Alexander Schink and Dr. Andreas Decker.
5
Liddy, Christian D. Contesting the City. Oxford University Press, 2017. http://dx.doi.org/10.1093/oso/9780198705208.001.0001.
Full textAbstract:
The political narrative of late medieval English towns is often reduced to the story of the gradual intensification of oligarchy, in which power was exercised and projected by an ever smaller ruling group over an increasingly subservient urban population. This book takes its inspiration not from English historiography, but from a more dynamic continental scholarship on towns in the southern Low Countries, Germany, and France. Its premise is that scholarly debate about urban oligarchy has obscured contemporary debate about urban citizenship. It identifies from the records of English towns a tradition of urban citizenship, which did not draw upon the intellectual legacy of classical models of the ‘citizen’. This was a vernacular citizenship, which was not peculiar to England, but which was present elsewhere in late medieval Europe. It was a citizenship that was defined and created through action. There were multiple, and divergent, ideas about citizenship, which encouraged townspeople to make demands, to assert rights, and to resist authority. This book exploits the rich archival sources of the five major towns in England—Bristol, Coventry, London, Norwich, and York—in order to present a new picture of town government and urban politics over three centuries. The power of urban governors was much more precarious than historians have imagined. Urban oligarchy could never prevail—whether ideologically or in practice—when there was never a single, fixed meaning of the citizen.
6
Ogorzalek, Thomas K. Introduction. Oxford University Press, 2018. http://dx.doi.org/10.1093/oso/9780190668877.003.0001.
Full textAbstract:
This chapter frames the subsequent analyses with a vignette of a congressional debate between urban and rural constituencies. In this exchange, city politician par excellence Richard J. Daley articulates the priorities of cities and explains their pursuit of allies, while rural representatives cite the formidable unity of urban legislators as a reason for maintaining cities’ historic underrepresentation. But the very premise of this rural position—that cities are sites of political unity—demands scrutiny. After all, cities are the sites of all kinds of continual and recurrent contention, both violent and subtle. From where did the political unity of urban representation, constructed from deeply divided “pre-political” building blocks, come? This is the key question of the book. The chapter also describes the original data gathered for the project and situates the analysis within the study of the effects of local institutions on national politics.
7
Liddy, Christian D. Communication. Oxford University Press, 2017. http://dx.doi.org/10.1093/oso/9780198705208.003.0005.
Full textAbstract:
The exercise of political power in late medieval English towns was predicated upon the representation, management, and control of public opinion. This chapter explains why public opinion mattered so much to town rulers; how they worked to shape opinion through communication; and the results. Official communication was instrumental in the politicization of urban citizens. The practices of official secrecy and public proclamation were not inherently contradictory, but conflict flowed from the political process. The secrecy surrounding the practices of civic government provoked ordinary citizens to demand more accountability from town rulers, while citizens, who were accustomed to hear news and information circulated by civic magistrates, were able to use what they knew to challenge authority.
8
Zukin, Sharon. Naked City. Oxford University Press, 2010. http://dx.doi.org/10.1093/oso/9780195382853.001.0001.
Full textAbstract:
As cities have gentrified, educated urbanites have come to prize what they regard as "authentic" urban life: aging buildings, art galleries, small boutiques, upscale food markets, neighborhood old-timers, funky ethnic restaurants, and old, family-owned shops. These signify a place's authenticity, in contrast to the bland standardization of the suburbs and exurbs. But as Sharon Zukin shows in Naked City, the rapid and pervasive demand for authenticity--evident in escalating real estate prices, expensive stores, and closely monitored urban streetscapes--has helped drive out the very people who first lent a neighborhood its authentic aura: immigrants, the working class, and artists. Zukin traces this economic and social evolution in six archetypal New York areas--Williamsburg, Harlem, the East Village, Union Square, Red Hook, and the city's community gardens--and travels to both the city's first IKEA store and the World Trade Center site. She shows that for followers of Jane Jacobs, this transformation is a perversion of what was supposed to happen. Indeed, Naked City is a sobering update of Jacobs' legendary 1961 book, The Death and Life of Great American Cities. Like Jacobs, Zukin looks at what gives neighborhoods a sense of place, but argues that over time, the emphasis on neighborhood distinctiveness has become a tool of economic elites to drive up real estate values and effectively force out the neighborhood "characters" that Jacobs so evocatively idealized.
9
Rønne, Anita. Smart Cities and Smart Regulation. Oxford University Press, 2018. http://dx.doi.org/10.1093/oso/9780198822080.003.0004.
Full textAbstract:
Increasing focus on sustainable societies and ‘smart cities’ due to emphasis on mitigation of climate change is simultaneous with ‘smart regulation’ reaching the forefront of the political agenda. Consequently, the energy sector and its regulation are undergoing significant innovation and change. Energy innovations include transition from fossil fuels to more renewable energy sources and application of new computer technology, interactively matching production with consumer demand. Smart cities are growing and projects are being initiated for development of urban areas and energy systems. Analysis from ‘Smart Cities Accelerator’, developed under the EU Interreg funding programme that includes Climate-KIC,——provides background for the focus on a smart energy system. Analysis ensures the energy supply systems support the integration of renewables with the need for new technologies and investments. ‘Smart’ is trendy, but when becoming ‘smart’ leads to motivation that is an important step towards mitigating climate change.
10
Crouch, Dora P. Geology and Settlement. Oxford University Press, 2004. http://dx.doi.org/10.1093/oso/9780195083248.001.0001.
Full textAbstract:
This study explains the Greco-Roman urban form as it relates to the geological basis at selected sites in the Mediterranean basin. Each of the sites--Argos, Delphi, Ephesus, and Syracuse among them--has manifested in its physical form the geology on which it stood and from which it was made. "By demonstrating the dependence of a group of cities on its geological base," the author writes, "the study forces us to examine more closely the ecology of human settlement, not as a set of theories but as a set of practical constraints..." Exacting attention will be given to local geology (types of building stones, natural springs, effect of earthquakes, silting, etc.) The findings are based on site publications, visits to the sites, and the most recent archaeological plans. The book is illustrated with original photographs and geological maps indicating the known Greco-Roman features--the first such maps published for any of the sites. Sequel to Water Management in Ancient Greek Cities, now available by Publication on Demand
Book chapters on the topic "Urban bus demand"
1
Boarnet, Marlon, and Randall C. Crane. "Studies of Urban Form and Travel." In Travel by Design. Oxford University Press, 2001. http://dx.doi.org/10.1093/oso/9780195123951.003.0008.
Full textAbstract:
Does the built environment affect how often and how far people drive or walk or when they will take the bus or the train? If so, how? A lively, expanding literature continues to investigate the potential for causal links between urban design and travel behavior, yet there remain many gaps and considerable disagreement. Our purpose here is mainly to identify what past research has to say on these questions. We also try to explain why these studies reach different conclusions and how and where this work might be usefully improved. The first, and perhaps best-known, group of studies on this topic investigates how travel behavior and travel investment affect land use. There is also a long if more recent practice of viewing these links from the opposite direction; that is, how does land use influence urban travel? We consider this second question in more detail following a brief review of the first. Though not our focus, most questions about land-use/transportation links over the past century concern the influence of transportation infrastructure on development patterns. Analysts ask how highways and mass transit contribute to decentralization trends, how they affect the local balance of jobs and housing, or how they affect the pattern of commercial investment (see, e.g., the reviews in Gómez-Ibáñez, 1985b; Giuliano, 1989, 1991, 1995a, 1995b; Cervero and Landis, 1995). The basic idea is this: People choose their homes and locate their businesses based in part on their proximity to work, other potential destinations, and the markets for their products and labor generally (see, e.g., Von Thunen, 1826; Weber, 1928; Losch, 1954; Alonso, 1964; Muth, 1969; Mills, 1972; Solow, 1973; Fujita, 1989; Anas, Arnott, and Small, 1997). That is, the cost of transporting people and things over space depends on the distances and resources required. Once these costs are fixed, perhaps by the establishment of a central downtown or transshipment point, the price of land at each location is determined by demand. This in turn is determined, again in part, by how much money one has left after accounting for the transportation costs associated with that location.
2
Ercoskun, Ozge Yalciner. "Smart Technologies for Sustainable Mobility." In Advances in Civil and Industrial Engineering, 288–310. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-4666-8648-9.ch011.
Full textAbstract:
The emergence of easy mapping tools, widespread cellular network, declining costs of smartphones and increasing internet use by public agencies provide new opportunities towards the betterment of public transport management. Applying decision support systems such as Geographic Information Systems (GIS) and Information and Communication Technologies (ICT) to public transportation tailors transit services to urban dwellers' needs, reducing eco-footprint while making them more accessible. This chapter aims to explore how GIS and ICT can be used for more eco-friendly public transport and improved sense of community. The chapter posits the positive impact of mobile phones and social media towards sustainable mobility. Multi-modal journey planners, mobile bus ticketing, demand responsive transit systems, eco-taxis, electric car and bicycle sharing are explained with examples from the world. The chapter concludes with a discussion of challenges and future options for using smartphones, social networking and the position of disadvantaged groups in sustainable mobility.
3
Ercoskun, Ozge Yalciner. "Smart Technologies for Sustainable Mobility." In Civil and Environmental Engineering, 764–86. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-4666-9619-8.ch032.
Full textAbstract:
The emergence of easy mapping tools, widespread cellular network, declining costs of smartphones and increasing internet use by public agencies provide new opportunities towards the betterment of public transport management. Applying decision support systems such as Geographic Information Systems (GIS) and Information and Communication Technologies (ICT) to public transportation tailors transit services to urban dwellers' needs, reducing eco-footprint while making them more accessible. This chapter aims to explore how GIS and ICT can be used for more eco-friendly public transport and improved sense of community. The chapter posits the positive impact of mobile phones and social media towards sustainable mobility. Multi-modal journey planners, mobile bus ticketing, demand responsive transit systems, eco-taxis, electric car and bicycle sharing are explained with examples from the world. The chapter concludes with a discussion of challenges and future options for using smartphones, social networking and the position of disadvantaged groups in sustainable mobility.
4
Moghimi, Bahman, and Camille Kamga. "Transit Signal Priority in Smart Cities." In Transportation Systems for Smart, Sustainable, Inclusive and Secure Cities [Working Title]. IntechOpen, 2020. http://dx.doi.org/10.5772/intechopen.94742.
Full textAbstract:
Giving priority to public transport vehicles at traffic signals is one of the traffic management strategies deployed at emerging smart cities to increase the quality of service for public transit users. It is a key to breaking the vicious cycle of congestion that threatens to bring cities into gridlock. In that cycle, increasing private traffic makes public transport become slower, less reliable, and less attractive. This results in deteriorated transit speed and reliability and induces more people to leave public transit in favor of the private cars, which create more traffic congestion, generate emissions, and increase energy consumption. Prioritizing public transit would break the vicious cycle and make it a more attractive mode as traffic demand and urban networks grow. A traditional way of protecting public transit from congestion is to move it either underground or above ground, as in the form of a metro/subway or air rail or create a dedicated lane as in the form of bus lane or light rail transit (LRT). However, due to the enormous capital expense involved or the lack of right-of-way, these solutions are often limited to few travel corridors or where money is not an issue. An alternative to prioritizing space to transit is to prioritize transit through time in the form of Transit Signal Priority (TSP). Noteworthy, transit and specifically bus schedules are known to be unstable and can be thrown off their schedule with even small changes in traffic or dwell time. At the same time, transit service reliability is an important factor for passengers and transit agencies. Less variability in transit travel time will need less slack or layover time. Thus, transit schedulers are interested in reducing transit travel time and its variability. One way to reach this goal is through an active intervention like TSP. In this chapter a comprehensive review of transit signal priority models is presented. The studies are classified into different categories which are: signal priority and different control systems, passive versus active priority, predictive transit signal priority, priority with connected vehicles, multi-modal signal priority models, and other practical considerations.
5
Pickett, Steward T. A. "Long-Term Ecological Research on the Urban Frontier: Benefiting from Baltimore." In Long-Term Ecological Research. Oxford University Press, 2016. http://dx.doi.org/10.1093/oso/9780199380213.003.0019.
Full textAbstract:
The Long-Term Ecological Research (LTER) program has made me a more effective scientist because I have had to learn about disciplines that are very distant from my own, and it has helped me see the relevance of my own interests in the context of rapidly changing systems in which human agency is inescapable. Being a part of the Baltimore Ecosystem Study (BES) site has extended my educational activities to primary and secondary school situations. It has been both an eye opener and personally very rewarding to interact in city classrooms and after-school programs. I have found myself in demand as a public speaker as a result of serving as leader of one of the two urban LTER programs. My communication skills and strategies have been greatly improved as a result. Collaboration has taught me to listen more effectively and to emphasize dialogue rather than exposition. Multidisciplinary urban field trips are powerful tools for joint research and for communication with people in the community. My role in the LTER network has been as principal investigator of the BES site from its inception in 1997. Before involvement in the LTER program, I conducted urban ecological research in metropolitan New York. My interests beyond urban studies include vegetation dynamics, natural disturbance, and landscape ecology. At the time that my involvement in the LTER program began, I became part of a multidisciplinary and international team conducting a 10-year study of the linkages between rivers and upland savannas in Kruger National Park, South Africa. In the LTER network, I have been a member of the committee on scientific initiatives and the Science Council. I have also contributed to cross-site integration through workshops at the LTER network’s triennial All Scientists Meetings and to cross-site activities such as comparison of disturbance across the network (Peters et al. 2011). I hold a BS and a PhD in botany, specializing in plant ecology. I am currently Distinguished Senior Scientist at the Cary Institute for Ecosystem Studies, a flexible position that has allowed me to explore the cross-disciplinary and synthetic approaches required to lead an urban LTER program.
6
Razak Mohamed, Abdul. "Integrated Approach towards Participatory Development of Urban Neighborhood Spaces: Chennai, India." In Sustainability in Urban Planning and Design. IntechOpen, 2020. http://dx.doi.org/10.5772/intechopen.90832.
Full textAbstract:
The social living of the urban households depends on the physical manifestation of spaces arranged to carry out their day-to-day activities of members including children, adult, women, men, old age, and differently able persons. Urban neighborhoods undergo changes in the spaces in house and building, places in a locality, and the overall built form. The city spaces experience transformation in the house spaces and common places, and the built form experienced the residential character change towards commercial and other nonresidential uses in the neighborhood. The impact of the spatial transformation demands to make redevelopment strategies to resolve the conflict between residential and commercial spaces in the neighborhood. So, the need for an integrated approach towards “Participatory Redevelopment” (PRD) of the urban neighborhood becomes a challenge for the city planners. The new planning model on PRD as an integrated approach developed by the author is followed in the redevelopment project hosted by the Corporation of Chennai. The PRD approach used “C-TC-C” model to follow participation as “Collective-Target Centered-Collective”. The PRD adopts the approach called the five-pillar system (FPS). These aspects are the main focus of this chapter within the context of T. Nagar, a residential neighborhood transforming into a busy retail commercial market area and residential living and parking spaces situated in the midst of Chennai City, the capital of the Tamil Nadu State in India.
Conference papers on the topic "Urban bus demand"
1
Davoodi, A. A., and S. A. Tabatabaie. "Evaluation of the travel demand and proper solution suggestion for developing public bus transport: a case study in Ahwaz city." In URBAN TRANSPORT 2008. Southampton, UK: WIT Press, 2008. http://dx.doi.org/10.2495/ut080221.
Full text
2
Du, Bowen, Yanan Qiao, Jiejie Zhao, Leilei Sun, Weifeng Lv, and Runhe Huang. "Urban Micro-Circulation Bus Planning Based on Temporal and Spatial Travel Demand." In 2019 IEEE SmartWorld, Ubiquitous Intelligence & Computing, Advanced & Trusted Computing, Scalable Computing & Communications, Cloud & Big Data Computing, Internet of People and Smart City Innovation (SmartWorld/SCALCOM/UIC/ATC/CBDCom/IOP/SCI). IEEE, 2019. http://dx.doi.org/10.1109/smartworld-uic-atc-scalcom-iop-sci.2019.00193.
Full text
3
Wang, JianJun, Lei Qu, Di Wang, and YunFei Liu. "T2NBS: Planning Night-Time Demand-Oriented Bus Systems with Urban Computing Approaches." In 20th COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2020. http://dx.doi.org/10.1061/9780784482933.298.
Full text
4
Chunyan Tang and Ying-En Ge. "Optimizing fare and operational strategies for an urban bus corridor using elastic demand." In 2017 14th International Conference on Service Systems and Service Management (ICSSSM). IEEE, 2017. http://dx.doi.org/10.1109/icsssm.2017.7996176.
Full text
5
Wang, Jiawei, and Lijun Sun. "Reducing Bus Bunching with Asynchronous Multi-Agent Reinforcement Learning." In Thirtieth International Joint Conference on Artificial Intelligence {IJCAI-21}. California: International Joint Conferences on Artificial Intelligence Organization, 2021. http://dx.doi.org/10.24963/ijcai.2021/60.
Full textAbstract:
The bus system is a critical component of sustainable urban transportation. However, due to the significant uncertainties in passenger demand and traffic conditions, bus operation is unstable in nature and bus bunching has become a common phenomenon that undermines the reliability and efficiency of bus services. Despite recent advances in multi-agent reinforcement learning (MARL) on traffic control, little research has focused on bus fleet control due to the tricky asynchronous characteristic---control actions only happen when a bus arrives at a bus stop and thus agents do not act simultaneously. In this study, we formulate route-level bus fleet control as an asynchronous multi-agent reinforcement learning (ASMR) problem and extend the classical actor-critic architecture to handle the asynchronous issue. Specifically, we design a novel critic network to effectively approximate the marginal contribution for other agents, in which graph attention neural network is used to conduct inductive learning for policy evaluation. The critic structure also helps the ego agent optimize its policy more efficiently. We evaluate the proposed framework on real-world bus services and actual passenger demand derived from smart card data. Our results show that the proposed model outperforms both traditional headway-based control methods and existing MARL methods.
6
Šimunović, Ljupko, Marko Slavulj, Mario Ćosić, and Matija Sikirić. "Analysis of public transport demand in the Municipality of Stupnik." In Public Transport & Smart Mobility. Faculty of Transport and Traffic Sciences, University of Zagreb, 2021. http://dx.doi.org/10.7307/ptsm.2020.2.
Full textAbstract:
Public transport is the backbone of urban mobility, providing people with access to employment, education, trade and daily activities. It provides a special benefit to people who do not own a car and are dependent on well-organized public transport. The paper presents an analysis of the demand for public transport services in the Municipality of Stupnik, otherwise organized in the form of bus transport. The paper presents the methodology used, as well as the obtained results, and the associated discussion and conclusion.
7
Morgan, Curtis A., Benjamin R. Sperry, Annie Protopapas, Jeffrey D. Borowiec, Jeffery E. Warner, Laura L. Higgins, Todd B. Carlson, and Jun Jade Huang. "Identification of Potential Statewide Intercity Rail and Bus Transit Corridors in Texas." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56056.
Full textAbstract:
Highways and air travel have accounted for the vast majority of intercity trips in Texas for the past several decades. Expansion of roadways or adding additional intercity flights has been a relatively straightforward way to address intercity travel demand; but, as highway construction becomes more costly, additional highway right-of-way in urban areas becomes scarce, aviation fuel and operational costs rise, and airport/airspace capacity is consumed due to an increasing number of flights, Texas may need to shift some investments to passenger rail or express bus transit service to maintain and maximize mobility and efficient operation of the overall transportation system. This paper describes a recent study and method to quantify existing intercity passenger corridors in Texas and to identify potential intercity rail and bus transit routes that could be part of a future statewide transit system. This research approach looked at future growth, existing highway capacity, and demographic forecasts to determine corridors where new intercity travel options should be studied.
8
Bezai, Nacer-Eddine, Benachir Medjdoub, Fodil Fadli, Moulay Larby Chalal, and Amin Al-Hbeibeh. "Autonomous vehicles and smart cities: future directions of ownership vs shared mobility." In Post-Oil City Planning for Urban Green Deals Virtual Congress. ISOCARP, 2020. http://dx.doi.org/10.47472/pqrn8660.
Full textAbstract:
Over the last decade, there has been increasing discussions about self-driving cars and how most auto-makers are racing to launch these products. However, this discourse is not limited to transportation only, but how such vehicles will affect other industries and specific aspects of our daily lives as future users such as the concept of work while being driven and productivity, entertainment, travel speed, and deliveries. Although these technologies are beneficial, access to these potentials depends on the behaviour of their users. There is a lack of a conceptual model that elucidate the acceptance of people to Self-driving cars. Service on-demand and shared mobility are the most critical factors that will ensure the successful adoption of these cars. This paper presents an analysis of public opinions in Nottingham, UK, through a questionnaire about the future of Autonomous vehicles' ownership and the extent to which they accept the idea of vehicle sharing. Besides, this paper tests two hypotheses. Firstly, (a) people who usually use Public transportation like (taxi, bus, tram, train, carpooling) are likely to share an Autonomous Vehicle in the future. Secondly, (b) people who use Private cars are expected to own an Autonomous Vehicle in the future. To achieve this aim, a combination of statistical methods such as logistic regression has been utilised. Unexpectedly, the study findings suggested that AVs ownership will increase contrary to what is expected, that Autonomous vehicles will reduce ownership. Besides, participants have shown low interest in sharing AVs. Therefore, it is likely that ownership of AVs will increase for several reasons as expressed by the participants such as safety, privacy, personal space, suitability to children and availability. Actions must be taken to promote shared mobility to avoid AVs possession growth. The ownership diminution, in turn, will reduce traffic congestion, energy and transport efficiency, better air quality. That is why analysing the factors that influence the mindset and attitude of people will enable us to understand how to shift from private cars to transport-on-demand, which is a priority rather than promoting the technology.
9
Bonasif, Jorge. "Urban Transportation Conditions from the Metropolitan Area of Kuala Lumpur that will Impact and Endanger Putrajaya’s Sustainability Plan." In Environmental Engineering. VGTU Technika, 2017. http://dx.doi.org/10.3846/enviro.2017.101.
Full textAbstract:
There is a growing demand for mobility and accessibility from the Klang Valley (The Greater Kuala Lumpur) into the city of Putrajaya. Putrajaya is the federal administrative Capital of Malaysia, conceived as the first sustainable intelligent city-garden. The public connectivity in Kuala Lumpur is mainly centralized with the RR (Rapid rail) integrated by the Light Rail Transit (LRT) and the MRT (Mass Rapid Transit) with connections by bus to the peripheral zones. However the primary mode of transportation is still private vehicles such as cars and motorcycles, with an increased use from 458,294 in 2006 to 628,239 in 2012. In 1990, these numbers increased from 247 vehicles per 1,000 persons to 546 and 994 vehicles per 1,000 persons in 1996 and 2002 respectively, beyond the national level per 1,000 population of 91 vehicles in 1990, 133 in 1996 and 210 vehicles in 2002 incrementing the heavily congested conditions existent in the traffic grid, thus also affecting the connection with Putrajaya (Kuala Lumpur Structured Plan 2020). This paper highlights the necessity for a closer examination to some of the factors that exert influence on the motivation of the preference in the use of private transportation in detriment of the existent public urban network that will affect and endanger the sustainable nature of Putrajaya. The primary methodology used is the consultation of available literature, newspapers, published reports, and interview with experts. A secondary source is the observation in situ to help support the conclusions. The constant growth on the demand for private transportation in the population is hypothesized to be directly positively correlated to a very ingrained tradition, unchangeable weather conditions and the unreliable connectivity. These factors directly affect the lack of incentives to improve existent public transportation from Klang Valley to Putrajaya.
10
Barbosa, Fábio C. "Monorail Technology Review - a Medium Capacity Transit Solution for Space Constrained Urban Environments - a Technical and Operational Review." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58382.
Full textAbstract:
Abstract The growing mobility demand on large and medium world’s cities has been continually pressing transport authorities and urban planners to provide transit solutions with the required capacity, reliability & service level, safety and affordability. Matching all these requirements in a dense and constrained urban environment has not been an easy task, as the higher capacity solutions (i.e. rapid rail transit - RRT) often face technical (alignment constraints) and/or funding issues, while lower capacity solutions (both light rail transit - LRT and Bus Rapid Transit - BRT) generally face capacity and reliability constraints. While the former — generally underground — might counteract alignment and public utilities infrastructure incompatibilities, the latter often faces space (traffic interference), reliability and environmental constraints, that ultimately results in a constrained capacity and an unsatisfying service level. Monorail technology is a transport system whose vehicles run on or suspended from a single track or beam, which is usually on an elevated and segregated structure. This technology was initially utilized to provide passenger transportation solutions for amusement parks and convention centers, but has now become a mature medium capacity transit solution for high density areas in cities around the world. Given its aerial concept, generally running above or bellow linear beams and, hence, above the ground, its structure is generally supported on vertical columns (poles), spaced up to 30 m (98.4 ft) along its alignment, requiring a reduced right of way (RoW), compared to conventional alternatives, which ultimately enables it to be fit in the median strip between the opposite lanes in the road system. Moreover, given the monorail’s technology vertical (grade) and horizontal (curve radius) alignment flexibility, it is able to provide medium capacity & high service level transit solutions, with a reduced land expropriation requirement, compared to the traditional transit solutions. Furthermore, its segregated right of way, associated with a driverless approach, makes feasible the use of smaller headways, with an inherent operational flexibility, in terms of capacity and service level, with lower operational costs. Monorail operational features — generally running on rubber tires in contact with concrete or steel structures — provide a smooth and externally silent ride, for both passengers and the neighborhood. Moreover, the lighter vehicles allow the possibility of both a lighter support infrastructure and an improved energy performance. Finally, different from the bulky and noisy elevated rail structures, the monorail’s elevated structure is thin and light, which ultimately avoids the well known shadow effect, allowing an aesthetic friendly (or less intrusive) structure, to cope with the urban environment. This work presents an overview of the monorail technology, with a review of its technical and operational features, based on the current available technical literature, highlighting the strengths and weaknesses of this promising technology for transit applications. The work also presents case studies, reporting some of the well known and successful monorail projects implemented around the world.
Reports on the topic "Urban bus demand"
1
Kodupuganti, Swapneel R., Sonu Mathew, and Srinivas S. Pulugurtha. Modeling Operational Performance of Urban Roads with Heterogeneous Traffic Conditions. Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2021.1802.
Full textAbstract:
The rapid growth in population and related demand for travel during the past few decades has had a catalytic effect on traffic congestion, air quality, and safety in many urban areas. Transportation managers and planners have planned for new facilities to cater to the needs of users of alternative modes of transportation (e.g., public transportation, walking, and bicycling) over the next decade. However, there are no widely accepted methods, nor there is enough evidence to justify whether such plans are instrumental in improving mobility of the transportation system. Therefore, this project researches the operational performance of urban roads with heterogeneous traffic conditions to improve the mobility and reliability of people and goods. A 4-mile stretch of the Blue Line light rail transit (LRT) extension, which connects Old Concord Rd and the University of North Carolina at Charlotte’s main campus on N Tryon St in Charlotte, North Carolina, was considered for travel time reliability analysis. The influence of crosswalks, sidewalks, trails, greenways, on-street bicycle lanes, bus/LRT routes and stops/stations, and street network characteristics on travel time reliability were comprehensively considered from a multimodal perspective. Likewise, a 2.5-mile-long section of the Blue Line LRT extension, which connects University City Blvd and Mallard Creek Church Rd on N Tryon St in Charlotte, North Carolina, was considered for simulation-based operational analysis. Vissim traffic simulation software was used to compute and compare delay, queue length, and maximum queue length at nine intersections to evaluate the influence of vehicles, LRT, pedestrians, and bicyclists, individually and/or combined. The statistical significance of variations in travel time reliability were particularly less in the case of links on N Tryon St with the Blue Line LRT extension. However, a decrease in travel time reliability on some links was observed on the parallel route (I-85) and cross-streets. While a decrease in vehicle delay on northbound and southbound approaches of N Tryon St was observed in most cases after the LRT is in operation, the cross-streets of N Tryon St incurred a relatively higher increase in delay after the LRT is in operation. The current pedestrian and bicycling activity levels seemed insignificant to have an influence on vehicle delay at intersections. The methodological approaches from this research can be used to assess the performance of a transportation facility and identify remedial solutions from a multimodal perspective.
2
Doo, Johnny. Unsettled Issues Concerning eVTOL for Rapid-response, On-demand Firefighting. SAE International, August 2021. http://dx.doi.org/10.4271/epr2021017.
Full textAbstract:
Recent advancements of electric vertical take-off and landing (eVTOL) aircraft have generated significant interest within and beyond the traditional aviation industry, and many novel applications have been identified and are in development. One promising application for these innovative systems is in firefighting, with eVTOL aircraft complementing current firefighting capabilities to help save lives and reduce fire-induced damages. With increased global occurrences and scales of wildfires—not to mention the issues firefighters face during urban and rural firefighting operations daily—eVTOL technology could offer timely, on-demand, and potentially cost-effective aerial mobility capabilities to counter these challenges. Early detection and suppression of wildfires could prevent many fires from becoming large-scale disasters. eVTOL aircraft may not have the capacity of larger aerial assets for firefighting, but targeted suppression, potentially in swarm operations, could be valuable. Most importantly, on-demand aerial extraction of firefighters can be a crucial benefit during wildfire control operations. Aerial firefighter dispatch from local fire stations or vertiports can result in more effective operations, and targeted aerial fire suppression and civilian extraction from high-rise buildings could enhance capabilities significantly. There are some challenges that need to be addressed before the identified capabilities and benefits are realized at scale, including the development of firefighting-specific eVTOL vehicles; sense and avoid capabilities in complex, smoke-inhibited environments; autonomous and remote operating capabilities; charging system compatibility and availability; operator and controller training; dynamic airspace management; and vehicle/fleet logistics and support. Acceptance from both the first-responder community and the general public is also critical for the successful implementation of these new capabilities. The purpose of this report is to identify the benefits and challenges of implementation, as well as some of the potential solutions. Based on the rapid development progress of eVTOL aircraft and infrastructures with proactive community engagement, it is envisioned that these challenges can be addressed soon. NOTE: SAE EDGE™ Research Reports are intended to identify and illuminate key issues in emerging, but still unsettled, technologies of interest to the mobility industry. The goal of SAE EDGE™ Research Reports is to stimulate discussion and work in the hope of promoting and speeding resolution of identified issues. These reports are not intended to resolve the challenges they identify or close any topic to further scrutiny.
3
Muhoza, Cassilde, Wikman Anna, and Rocio Diaz-Chavez. Mainstreaming gender in urban public transport: lessons from Nairobi, Kampala and Dar es Salaam. Stockholm Environment Institute, May 2021. http://dx.doi.org/10.51414/sei2021.006.
Full textAbstract:
The urban population of Africa, the fastest urbanizing continent, has increased from 19% to 39% in the past 50 years, and the number of urban dwellers is projected to reach 770 million by 2030. However, while rapid urbanization has increased mobility and created a subsequent growth in demand for public transport in cities, this has not been met by the provision of adequate and sustainable infrastructure and services. The majority of low-income residents and the urban poor still lack access to adequate transport services and rely on non-motorized and public transport, which is often informal and characterized by poor service delivery. Lack of access to transport services limits access to opportunities that aren’t in the proximity of residential areas, such as education, healthcare, and employment. The urban public transport sector not only faces the challenge of poor service provision, but also of gender inequality. Research shows that, in the existing urban transport systems, there are significant differences in the travel patterns of and modes of transport used by women and men, and that these differences are associated with their roles and responsibilities in society. Moreover, the differences in travel patterns are characterized by unequal access to transport facilities and services. Women are generally underrepresented in the sector, in both its operation and decision-making. Women’s mobility needs and patterns are rarely integrated into transport infrastructure design and services and female users are often victims of harassment and assault. As cities rapidly expand, meeting the transport needs of their growing populations while paying attention to gender-differentiated mobility patterns is a prerequisite to achieving sustainability, livability and inclusivity. Gender mainstreaming in urban public transport is therefore a critical issue, but one which is under-researched in East Africa. This research explores gender issues in public transport in East Africa, focusing in particular on women’s inclusion in both public transport systems and transport policy decision-making processes and using case studies from three cities: Nairobi, Kampala and Dar es Salaam.
4
Lazonick, William, Philip Moss, and Joshua Weitz. The Unmaking of the Black Blue-Collar Middle Class. Institute for New Economic Thinking Working Paper Series, May 2021. http://dx.doi.org/10.36687/inetwp159.
Full textAbstract:
In the decade after the Civil Rights Act of 1964, African Americans made historic gains in accessing employment opportunities in racially integrated workplaces in U.S. business firms and government agencies. In the previous working papers in this series, we have shown that in the 1960s and 1970s, Blacks without college degrees were gaining access to the American middle class by moving into well-paid unionized jobs in capital-intensive mass production industries. At that time, major U.S. companies paid these blue-collar workers middle-class wages, offered stable employment, and provided employees with health and retirement benefits. Of particular importance to Blacks was the opening up to them of unionized semiskilled operative and skilled craft jobs, for which in a number of industries, and particularly those in the automobile and electronic manufacturing sectors, there was strong demand. In addition, by the end of the 1970s, buoyed by affirmative action and the growth of public-service employment, Blacks were experiencing upward mobility through employment in government agencies at local, state, and federal levels as well as in civil-society organizations, largely funded by government, to operate social and community development programs aimed at urban areas where Blacks lived. By the end of the 1970s, there was an emergent blue-collar Black middle class in the United States. Most of these workers had no more than high-school educations but had sufficient earnings and benefits to provide their families with economic security, including realistic expectations that their children would have the opportunity to move up the economic ladder to join the ranks of the college-educated white-collar middle class. That is what had happened for whites in the post-World War II decades, and given the momentum provided by the dominant position of the United States in global manufacturing and the nation’s equal employment opportunity legislation, there was every reason to believe that Blacks would experience intergenerational upward mobility along a similar education-and-employment career path. That did not happen. Overall, the 1980s and 1990s were decades of economic growth in the United States. For the emerging blue-collar Black middle class, however, the experience was of job loss, economic insecurity, and downward mobility. As the twentieth century ended and the twenty-first century began, moreover, it became apparent that this downward spiral was not confined to Blacks. Whites with only high-school educations also saw their blue-collar employment opportunities disappear, accompanied by lower wages, fewer benefits, and less security for those who continued to find employment in these jobs. The distress experienced by white Americans with the decline of the blue-collar middle class follows the downward trajectory that has adversely affected the socioeconomic positions of the much more vulnerable blue-collar Black middle class from the early 1980s. In this paper, we document when, how, and why the unmaking of the blue-collar Black middle class occurred and intergenerational upward mobility of Blacks to the college-educated middle class was stifled. We focus on blue-collar layoffs and manufacturing-plant closings in an important sector for Black employment, the automobile industry from the early 1980s. We then document the adverse impact on Blacks that has occurred in government-sector employment in a financialized economy in which the dominant ideology is that concentration of income among the richest households promotes productive investment, with government spending only impeding that objective. Reduction of taxes primarily on the wealthy and the corporate sector, the ascendancy of political and economic beliefs that celebrate the efficiency and dynamism of “free market” business enterprise, and the denigration of the idea that government can solve social problems all combined to shrink government budgets, diminish regulatory enforcement, and scuttle initiatives that previously provided greater opportunity for African Americans in the government and civil-society sectors.