Статті в журналах: "Bay Area Transit System"

1

Rodier, Caroline J., Susan A. Shaheen, and Amanda M. Eaken. "Transit-Based Smart Parking in the San Francisco Bay Area, California." Transportation Research Record: Journal of the Transportation Research Board 1927, no. 1 (January 2005): 167–73. http://dx.doi.org/10.1177/0361198105192700119.

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This paper presents early findings from an application of advanced parking technologies to increase effective parking capacity at a transit station during the first half of 2004 in the San Francisco Bay Area, California. It begins with an extensive review of the literature related to transit-based smart parking management systems to illustrate the range of system configurations and their potential travel, economic, and environmental effects. Two important conclusions from this review are that the lack of parking spaces at transit stations may be a significant constraint to transit use and that pretrip information and perhaps en route information on parking availability at transit stations may increase transit use. A survey of commuters at the Rockridge Bay Area Rapid Transit (BART) station was implemented to gain insight into parking information needs, the travel effects of a new monthly paid parking program, and the potential travel effects of a smart parking service. First, it was found that a potential market existed for a daily paid parking information service among current and new riders with relatively high incomes, high automobile availability, and variable work locations and schedules. Second, the current monthly reserved paid parking service might have increased the frequency of BART use among subscribers, but it might not have reduced net auto travel for two reasons: subscribers appear to have switched to BART for their main commute mode from carpool, bus, and bike modes; and subscribers might have increased their use of the drive-alone mode to access the BART station.

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2

Deakin, Elizabeth, Marianne Payne, and Val Menotti. "Development of Bay Area Rapid Transit System Expansion Criteria and Process." Transportation Research Record: Journal of the Transportation Research Board 1887, no. 1 (January 2004): 18–25. http://dx.doi.org/10.3141/1887-03.

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3

Glickenstein, Harvey. "Bay Area Rapid Transit Extension South on the East Bay [Transportation Systems]." IEEE Vehicular Technology Magazine 12, no. 3 (September 2017): 12–16. http://dx.doi.org/10.1109/mvt.2017.2717323.

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4

Culnane, Mary Frances. "Passenger Vessels for the New Millennium: The Environmental Impacts of the Future San Francisco Bay Area Water Transit Authority Ferry System." Marine Technology and SNAME News 43, no. 02 (April 1, 2006): 74–84. http://dx.doi.org/10.5957/mt1.2006.43.2.74.

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Technology has transformed the San Francisco Bay region. Silicon Valley and the biotech industry produced plenty of high-paying positions that inflated the economy and created traffic congestion of immense proportions. Growth projections show 1.2 million new Bay Area jobs and a 1.4 million population increase during the next 25 years, accompanied by a 30% increase in region-wide travel and a 40% increase in transbay travel. In an effort to counter the negative aspects of an immobile and consequently less productive commuter society, the California State Legislature created the San Francisco Bay Area Water Transit Authority (WTA) with a mandate to improve public transit with an environmentally friendly ferry system.

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5

Boarnet, Marlon G., Raphael W. Bostic, Andrew Eisenlohr, Seva Rodnyansky, Raúl Santiago-Bartolomei, and Huê-Tâm Webb Jamme. "The Joint Effects of Income, Vehicle Technology, and Rail Transit Access on Greenhouse Gas Emissions." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 24 (July 28, 2018): 75–86. http://dx.doi.org/10.1177/0361198118787087.

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This paper examines the relationship between income, vehicle miles traveled (VMT), and greenhouse gas (GHG) emissions for households with varying access to rail transit in four metropolitan areas—Los Angeles, the San Francisco Bay Area, San Diego, and Sacramento—using data from the 2010–2012 California Household Travel Survey. Daily vehicle GHG emissions are calculated using the California Air Resources Board’s 2014 EMFAC (emission factors) model. Two Tobit regression models are used to predict daily VMT and GHG by income, rail transit access (within or outside 0.5 miles of a rail transit station in Los Angeles and the Bay Area, and linear distance to rail in San Diego and Sacramento), and metropolitan area. Comparing predicted VMT and GHG emissions levels, this paper concludes that predicted VMT and GHG emission patterns for rail access vary across metropolitan areas in ways that may be related to the age and connectivity of the areas’ rail systems. The results also show that differences in household VMT due to rail access do not scale proportionally to differences in GHG emissions. Regardless, the fact that GHG emissions are lower near rail transit for virtually all income levels in this study implies environmental benefits from expanding rail transit systems, as defined in this paper.

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6

Dill, Jennifer. "Transit Use and Proximity to Rail: Results from Large Employment Sites in the San Francisco, California, Bay Area." Transportation Research Record: Journal of the Transportation Research Board 1835, no. 1 (January 2003): 19–24. http://dx.doi.org/10.3141/1835-03.

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Survey data from more than 1,000 large employment sites in the San Francisco Bay Area are used to examine the link between transit use and proximity to rail stations. The data were collected as part of an employer trip-reduction rule. Findings show that sites within one-quarter mile of a rail station have significantly higher rates of transit use than sites between one-quarter and one-half mile from stations. Transit use drops even further one-half mile from stations. That relationship holds true for all three rail systems in the Bay area. A closer look at 20 work sites near two light rail stations in Santa Clara County reveals that actual walking distance is also an important factor related to transit use. However, site design often lengthens walking distance unnecessarily. In addition, certain types of employers have higher rates of transit use than others.

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7

Cervero, Robert, and John Landis. "Twenty years of the Bay Area Rapid Transit system: Land use and development impacts." Transportation Research Part A: Policy and Practice 31, no. 4 (July 1997): 309–33. http://dx.doi.org/10.1016/s0965-8564(96)00027-4.

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8

Loutzenheiser, David R. "Pedestrian Access to Transit: Model of Walk Trips and Their Design and Urban Form Determinants Around Bay Area Rapid Transit Stations." Transportation Research Record: Journal of the Transportation Research Board 1604, no. 1 (January 1997): 40–49. http://dx.doi.org/10.3141/1604-06.

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Walking links practically every trip taken, yet it has not been maximized as a primary mode of transportation, and the characteristics of walk trips are little understood. The Bay Area Rapid Transit (BART) system has been used for primary analysis of characteristics of pedestrian access to transit. A travel survey of individual riders was used to develop a disaggregate discrete choice logit model of walk access to BART stations. Characteristics with the highest probability of choosing walking over another mode are distance, availability of a car, and gender. Linear regression analysis of aggregate station area characteristics was developed; density, the number of parking spaces at the station, and income and education of the residents were identified as key factors in the decision to walk. When the logit and regression models were combined into a single model, there was a clear shift toward individual characteristics over aggregate station area characteristics that determines access-mode choice. Among physical characteristics, station areas with high levels of retail activity outside downtown areas contain the highest proportion of walk trips, followed by station areas with little or no parking.

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9

Gildea, Daniel, and Mikael Sheikh. "Applications of Technology in Providing Transit Information." Transportation Research Record: Journal of the Transportation Research Board 1521, no. 1 (January 1996): 71–76. http://dx.doi.org/10.1177/0361198196152100110.

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A number of efforts to electronically disseminate transit information are described and compared, leading up to a detailed analysis of one volunteer project to place transit information for the San Francisco Bay Area on the Internet. This service provides route, schedule, and fare information for a dozen transit operators. The system is used by more than 600 people daily, a number that is growing steadily. The results of a user survey are discussed, revealing that a large number of the system's users are regular transit users. Many are browsing instead of searching for specific information, and a smaller number use the system to check schedules for transit routes they use every day. The emergence of the Internet as a global standard gives transit operators a new opportunity to provide detailed information directly to their patrons at low cost and around the clock.

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10

Maxwell, Ross R. "Converting a Large Region to a Multimodal Pulsed-Hub Public Transport Network." Transportation Research Record: Journal of the Transportation Research Board 1835, no. 1 (January 2003): 128–36. http://dx.doi.org/10.3141/1835-16.

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Applicability of the cost-effective strategy used in Switzerland that successfully integrates all public transport for the entire country into a multi-hub timed-transfer system (pulsed-hub network) is investigated using the greater San Francisco Bay Area as an illustrative case study. For the existing and proposed Bay Area rail service routes, the study investigates the optimal repeating (clock-face) base headway for the pulsed-hub network, hub spacing, and locations (ideally adjacent to dense and diverse land uses providing destinations within walking distance, preferably a downtown), and hub station design to minimize transfer walk times. A pulsed-hub network schedule, because of the repeating schedule, can be shown as a schedule map that represents typically a 1-h schedule module. The schedule map, showing the routing and travel times between hubs and the pulse timings by means of a clock face at each hub, becomes a tool to develop the multihub system and to communicate with all stakeholders, including policy makers and the public. The illustrative pulsed-hub network uses existing and proposed rail services and express buses on high-occupancy vehicle lanes. These include the two publicly owned regional rail systems, Bay Area Rapid Transit and the Peninsula Commute Service (Caltrain); the intercity Amtrak-operated Capitol Corridor trains between San Jose, Oakland, and Sacramento (assuming that reliable passenger service can be maintained by freight railway by providing schedule windows for both passenger and freight trains); the proposed Sonoma-Marin Area Rail Transit and Dumbarton Rail Bridge routes; and the proposed California high-speed trains, currently in environmental review.

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11

Eder, Aaron. "After September 11, 2001." Transportation Research Record: Journal of the Transportation Research Board 1927, no. 1 (January 2005): 92–100. http://dx.doi.org/10.1177/0361198105192700111.

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On September 11, 2001 (9/11), terrorists turned commercial aircraft into missiles and directed them toward high-rise and federal buildings, striking the World Trade Center and the Pentagon. After this tragic event, Congress's attention was naturally focused on airport security, and for good reason: the attacks happened via the aviation system. Yet an equivalent amount of attention was not given to the nation's public transportation system. To address this issue, the FTA, an organization within the U.S. Department of Transportation, began an ambitious five-part security initiative to improve the security of America's public transportation systems and assist their oversight agencies in addressing these new threats. The objectives of this paper are to reveal the vulnerability of America's transit system, identify typical pre–9/11 security planning, and show how the terrorist attacks that occurred on 9/11 have changed the way in which government and transit agencies address security concerns. An analysis of post–9/11 security measures adopted by the FTA; New York City Transit, New York; Washington Metropolitan Area Transit Authority, D.C.; and the San Francisco Bay Area Rapid Transit, California, is provided. A case study of the Tri-County Metropolitan Transportation District of Oregon is included to reveal how this agency in particular has responded to the threats that public transportation agencies face.

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12

Lewis-Workman, Steven, and Daniel Brod. "Measuring the Neighborhood Benefits of Rail Transit Accessibility." Transportation Research Record: Journal of the Transportation Research Board 1576, no. 1 (January 1997): 147–53. http://dx.doi.org/10.3141/1576-19.

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For many Americans, living near high-quality rail transit stations provides an array of benefits. The benefits arise from lower transportation expenses, changing development patterns, and other nonuse factors. Automobile-centered development patterns increase congestion, sprawl, and pollution. The benefits of transit-oriented neighborhoods are explored. A hedonic price function is used to estimate property values and the effect of proximity to rail transit stations. Geographical information system databases were used to calculate actual walking distances to transit, providing a much more accurate measure of the “proximity” variable than the usual measure of straight-line distance. The results indicate that proximity to rail transit stations can be a significant source of benefit to residents within walking distance. Whereas light rail transit stations in Portland, Oregon, indicate minimal effects, the magnitude of the benefits for the Bay Area Rapid Transit and New York City Metropolitan Transportation Authority stations, when compared with standard measures of transit benefits, indicate that benefits from transit exceed those attributable to transit use.

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13

Weinstein, Aaron, and Rhonda Albom. "Securing Objective Data on the Quality of the Passenger Environment for Transit Riders: Redesign of the Passenger Environment Measurement System for the Bay Area Rapid Transit District." Transportation Research Record: Journal of the Transportation Research Board 1618, no. 1 (January 1998): 213–19. http://dx.doi.org/10.3141/1618-26.

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The San Francisco Bay Area Rapid Transit District (BART) recently revised the techniques it uses to collect data on qualitative areas of performance that are difficult to measure, such as station cleanliness, train cleanliness, graffiti removal, and restroom cleanliness. This paper documents the methodological changes implemented by BART and compares the accuracy of the new and the old techniques. Empirical evidence is presented demonstrating that the new data collection methods yield more reliable and objective statistics than the old system of measurement. Findings from this study suggest that reliable measurement of qualitative areas is possible. When carefully collected, these kinds of measurements can become an important component of an organization’s overall strategy to monitor and improve service quality.

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14

Hickman, Mark, Sam Tabibnia, and Theodore Day. "Evaluating Interface Standards for the Public Transit Industry." Transportation Research Record: Journal of the Transportation Research Board 1618, no. 1 (January 1998): 172–79. http://dx.doi.org/10.3141/1618-21.

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The rationale behind the current research and development of interface standards for the public transit industry is explored. Recent efforts to define an information systems architecture for public transit have not sufficiently discussed the underlying need for information system standards and what impacts these standards might have on the transit industry as well as on vendors. Both advantages and disadvantages to the development of these standards are identified. For public transit agencies, there appears to be a well-reasoned yet unsupported belief that interface standards will be beneficial for systems integration. To explore the impacts for vendors, a survey was developed and fielded to learn about the characteristics of products and vendor attitudes toward interface standards. The results, though not conclusive, suggest that vendors are willing to consider standards; however, needed product customization and more comprehensive systems are important factors weighing against open interface standards. Also reported are three case studies of recent technology applications in the San Francisco Bay Area in which experiences with technical system design and systems integration are described. These case studies strongly suggest that key factors such as market timing, vendor-agency communication, and “learning by doing” affect the development of interface requirements and standards for the transit industry.

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15

Pollack, Stephanie, Anna Gartsman, Timothy Reardon, and Meghna Hari. "Reshaping the Region." Transportation Research Record: Journal of the Transportation Research Board 2537, no. 1 (January 2015): 33–41. http://dx.doi.org/10.3141/2537-04.

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The American Public Transportation Association's use of a “land use multiplier” as part of its methodology for calculating greenhouse gas reduction from transit has increased interest in methodologies that quantify the impact of transit systems on land use and vehicle miles traveled. Such transit leverage, however, is frequently evaluated for urbanized areas, although transit systems serve only a small proportion of those areas. If transit leverage is stronger in areas closer to transit stations, studies based on larger geographies may underestimate land use and travel behavior effects in transit-served areas. A geographic information system–based data set was developed to understand better the leverage effects associated with the mature and extensive Massachusetts Bay Transportation Authority transit system in areas proximate to its stations throughout Metropolitan Boston. The region was divided into the subregion that was transit-proximate (within a half mile of a rapid transit station or key bus route), the portion that was commuter rail–proximate, and the remaining 93.3% of the region that was not proximate to high-frequency transit. Households in the transit-proximate subregion were significantly more likely to commute by transit (and walking or biking), less likely to own a car, and drove fewer miles than households in the non-transit-served areas of the region. Commuter rail–proximate areas, although denser than the region as a whole, exhibited more driving and car ownership than regional averages. Given these spatial and modal variations, future efforts to understand transit leverage should separately evaluate land use and travel effects by mode and proximity to transit stations.

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16

Monteiro, Ana Beatriz Figueiredo, and Mark Hansen. "Improvements to Airport Ground Access and Behavior of Multiple Airport System: BART Extension to San Francisco International Airport." Transportation Research Record: Journal of the Transportation Research Board 1562, no. 1 (January 1996): 38–47. http://dx.doi.org/10.1177/0361198196156200105.

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Metropolitan regions with more than one major airport—multiple airport systems (MASs)—are important to the U.S. air transport system because of the large number of passengers they serve. Airport ground access factors strongly influence the allocation of traffic in MASs. The effects of improvements to airport ground access (by nonautomobile modes) on airport use in a MAS are analyzed. A case study of an extension of a Bay Area Rapid Transit rail link into the San Francisco International Airport (SFO) is presented. Two airport choice models were developed. One is a nested logit model in which the airport choice decision occurs at the higher level and the mode choice decision at the lower level, and the other is a multinomial logit model. The results indicated that improvements to SFO ground access would modestly strengthen SFO as the dominant airport in the San Francisco Bay Area and that most of the diversion of passengers would be from Oakland Airport.

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17

Waters, David C. "Use of ensemble averaging and differential comparison to detect retail sales increases by the bay area rapid transit system." Transportation Research Part B: Methodological 21, no. 1 (February 1987): 41–58. http://dx.doi.org/10.1016/0191-2615(87)90020-8.

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18

Lau, Samuel W. "Evaluating Interior and Door Configurations of Rail Vehicles by Using Variable Loading Densities." Transportation Research Record: Journal of the Transportation Research Board 1927, no. 1 (January 2005): 268–76. http://dx.doi.org/10.1177/0361198105192700130.

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As many U.S. metropolitan areas expect unprecedented growth in population and travel in the next 20 to 30 years, rail transit agencies are faced with the challenges of replacing their aging fleets and procuring new vehicles to keep up with ridership increases. As funds become increasingly scarce, many operators are exploring ways of increasing car capacity by considering interior configurations (to maximize loading efficiency) and door configurations (to minimize the effect of increased loads on station dwell times). Few studies address the design and evaluation of interior and door configurations as a system. Typically, seating configurations are designed separately from door configurations. Furthermore, interior configuration evaluations or maximum vehicle loading quoted by car manufacturers assume a uniform loading density applied throughout the car. Loading on transit vehicles, however, varies greatly within a car. This affects practical vehicle capacity and its impact controlling dwell time at the busiest door. The San Francisco Bay Area Rapid Transit District, a heavy rail rapid transit system in California, recently conducted an evaluation of interior and door configurations based on a methodology that used variable loading densities and resulting impact on door loads for dwell time estimation. Variable loading density is more realistic in simulating actual passenger loading experience. This research shows that depending on the interior and door configuration, applying uniform loading density may misrepresent actual car capacity and door loads and thus waste valuable resources or underestimate actual needs.

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19

Bowen, Trevor A., Elena Zhivun, Arne Wickenbrock, Vincent Dumont, Stuart D. Bale, Christopher Pankow, Gregory Dobler, Jonathan S. Wurtele, and Dmitry Budker. "A network of magnetometers for multi-scale urban science and informatics." Geoscientific Instrumentation, Methods and Data Systems 8, no. 1 (May 8, 2019): 129–38. http://dx.doi.org/10.5194/gi-8-129-2019.

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Abstract. The magnetic signature of an urban environment is investigated using a geographically distributed network of fluxgate magnetometers deployed in and around Berkeley, California. The system hardware and software are described and initial operations of the network are reported. The sensors measure vector magnetic fields at a 3960 Hz sample rate and are sensitive to 0.1 nT/Hz. Data from individual stations are synchronized to ±120 µs using global positioning system (GPS) and computer system clocks and automatically uploaded to a central server. We present the initial observations of the network and preliminary efforts to correlate sensors. A wavelet analysis is used to study observations of the urban magnetic field over a wide range of temporal scales. The Bay Area Rapid Transit (BART) is identified as the dominant signal in our observations, exhibiting aspects of both broadband noise and coherent periodic features. Significant differences are observed in both day–night and weekend–weekday signatures. A superposed epoch analysis is used to study and extract the BART signal.

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20

Grefe, Imke, Sophie Fielding, Karen J. Heywood, and Jan Kaiser. "Nitrous oxide variability at sub-kilometre resolution in the Atlantic sector of the Southern Ocean." PeerJ 6 (July 6, 2018): e5100. http://dx.doi.org/10.7717/peerj.5100.

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The Southern Ocean is an important region for global nitrous oxide (N2O) cycling. The contribution of different source and sink mechanisms is, however, not very well constrained due to a scarcity of seawater data from the area. Here we present high-resolution surface N2O measurements from the Atlantic sector of the Southern Ocean, taking advantage of a relatively new underway setup allowing for collection of data during transit across mesoscale features such as frontal systems and eddies. Covering a range of different environments and biogeochemical settings, N2O saturations and sea-to-air fluxes were highly variable: Saturations ranged from 96.5% at the sea ice edge in the Weddell Sea to 126.1% across the Polar Frontal Zone during transit to South Georgia. Negative sea-to-air fluxes (N2O uptake) of up to −1.3 µmol m−2 d−1 were observed in the Subantarctic Zone and highest positive fluxes (N2O emission) of 14.5 µmol m−2 d−1 in Stromness Bay, coastal South Georgia. Although N2O saturations were high in areas of high productivity, no correlation between saturations and chlorophyll a (as a proxy for productivity) was observed. Nevertheless, there is a clear effect of islands and shallow bathymetry on N2O production as inferred from supersaturations.

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21

Copland, Luke, Jackie Dawson, Adrienne Tivy, Frances Delaney, and Alison Cook. "Changes in shipping navigability in the Canadian Arctic between 1972 and 2016." FACETS 6 (January 1, 2021): 1069–87. http://dx.doi.org/10.1139/facets-2020-0096.

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There have been rapid recent reductions in sea ice age and extent in the Canadian Arctic, but little previous analysis of how this has impacted the navigability of Arctic shipping. In this study we analyze how navigability changed over the period 1972–2016 by converting Canadian Ice Service ice charts to shipping navigability charts for different hull strength classifications based on the Arctic Ice Regime Shipping System. Analysis focuses on the southern route of the Northwest Passage, and the Arctic Bridge route across Hudson Bay, for changes in early-season (∼25 June), mid-season (∼3 September), and late-season (∼15 October) conditions. Results reveal that there has been a marked easing in shipping navigability for all vessels over the past decade, driven by reductions in the area and age of sea ice, particularly across the southern route of the Northwest Passage. Both medium (Type B) and little (Type E) ice strengthened vessels were able to transit the full length of this route in the middle part of the shipping season in 2012–2016, but not in 1972–1976 or 1992–1996.

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22

Oh, Yoonseok, Koohong Chung, Shin Park, Cheolsun Kim, and Seungmo Kang. "Evaluating the Impact of the Sudden Collapse of Major Freeway Connectors on Rapid Transit and Adjacent Freeway Systems: San Francisco Bay Area Case Study." Applied Sciences 7, no. 7 (July 15, 2017): 726. http://dx.doi.org/10.3390/app7070726.

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23

Yap, Jeffrey Boon Hui, and Seh Vian Goh. "Determining the potential and requirements of transit-oriented development (TOD)." Property Management 35, no. 4 (August 21, 2017): 394–413. http://dx.doi.org/10.1108/pm-06-2016-0030.

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Purpose The purpose of this paper is to explore the potential of transit-oriented development (TOD), the perceptions of buyers and the establishment of the comfortable walking distance. The literature indicates the requirement of TOD with increasing population in major cities. Design/methodology/approach In this study, exploratory sequential mixed methods research approach was adopted. Semi-structured interviews were conducted followed by questionnaire survey. The respondents were categorised based on their generation cohorts to further understand their acuities on TOD. Findings The key consideration factors when buying houses in the TOD area are as follows: amenities related to jobs and family for Baby Boomers; time saving for Generation Y; and location for Generation X, i.e. house should be conveniently located in relation to working place, school, etc. Communities in Malaysia are willing to walk for five to ten minutes (approximately 400 to 800 m). Research limitations/implications Future studies can be enlarged to include other major cities in Malaysia and draw comparisons with neighbouring ASEAN countries. Practical implications This paper provides insights to property developers, consultants and government agencies for product development. Ultimately, TOD is the innovative sustainable solution for high-density urban planning and development. Social implications TOD is a sustainable development concept that encourages the use of public transportation system in order to reduce private motor vehicles usage. Originality/value This paper emphasises the potential of TOD, explores the perceptions of different generation cohorts in relation to TOD and establishes the comfortable walking distance for Malaysian communities. It also highlights the key factors of conveniences for TOD.

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24

Cao, Jian Hua, Ling Ling Wang, and Hong Xia Luo. "Research on Key Techniques for Monitoring System of Agricultural Products Transportation Environment Based on Internet of Things." Advanced Materials Research 588-589 (November 2012): 1086–90. http://dx.doi.org/10.4028/www.scientific.net/amr.588-589.1086.

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Along with the construction of the international tourism island, the National Development and Reform Commission plans to build Hainan Island into an important national winter fruit production base. That makes new demands for tropical agricultural products logistics. In order to ensure that winter melon food is supplied regularly in China, it is important to raise the agricultural products logistics level. Transportation environment is a key factor of tropical agricultural production quality and safety in logistics. As we all known, a bad transportation environment will result in food spoilage and waste, and thus it's very necessary to monitor, collect and process environmental information, but scholars less involve in this area now. The key problems about information collection, analysis, diagnosis and early warning prediction are systematically studied in this paper. We emphasize the key technology of information, including sensor, WSN, computer network and database. Based on advanced information technology and developed hardware, we put forward an available information monitoring system of agricultural products transportation environment. Technically, the research will be helpful for monitoring transportation environment and ensuring the quality safety of agricultural products in transit.

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25

Irshad, Mohammad, and John R. V. Dickson. "Improved Subway Construction for the 21st Century." Transportation Research Record: Journal of the Transportation Research Board 1541, no. 1 (January 1996): 163–70. http://dx.doi.org/10.1177/0361198196154100121.

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Despite many innovations and advances in technology, subway construction remains a challenging and taxing proposition, even under the best of circumstances. Given the enormous cost of subway construction and the impact of construction activity on overlying neighborhoods and communities, subway projects can attract adverse publicity and the associated negative public perception of the mass-transit industry. Major cost and schedule overruns are not uncommon. Witness, for example, the bad press that the Los Angeles Metro's subway construction recently attracted in the local and the national press. Against this backdrop, there is a clear need for reviewing the state of the art and for examining the range of options available to owners for minimizing the trials and tribulations of subway construction activity. Drawing upon experience from major subway system construction projects in the United States, particularly the Washington Metropolitan Area Transit Authority (WMATA), and from elsewhere, this study sets out to achieve this objective. Various tunneling methods, including the two-pass, single-pass, the New Austrian Tunneling Method, and the like, are discussed and strong and weak points evaluated. Also discussed are the selection of tunnel boring machines, ground modification techniques, mitigation of environmental impacts, contract format and payment methods, and risk management strategy from the owner's viewpoint. Recommendations are made for developing tactics and strategies to better manage and control the subway construction process. In sum, the paper provides timely information on an important issue typically involving high visibility mega-dollar construction projects.

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26

Wang, Huanzi, Shirley Ng, Ahmad M. Abdel-Karim, and Dan Weston. "Seismic Retrofit of San Francisco Bay-Area-Rapid-Transit Aerial Stations." Structural Engineering International 23, no. 2 (May 2013): 209–13. http://dx.doi.org/10.2749/101686613x13439149156921.

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27

Blanchard, Samuel D., and Paul Waddell. "Assessment of Regional Transit Accessibility in the San Francisco Bay Area of California with UrbanAccess." Transportation Research Record: Journal of the Transportation Research Board 2654, no. 1 (January 2017): 45–54. http://dx.doi.org/10.3141/2654-06.

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Accessibility is an important metric in regional transportation and land use planning and as a component in equity analyses. Accessibility in the San Francisco Bay Area of California was characterized with a new multimodal network accessibility tool, UrbanAccess. Accessibility was measured with open pedestrian and operational schedule transit network data at the Census block level across a large metropolitan extent. In addition, a framework was developed to assess changes in accessibility that resulted from alternative transit network structures. Results indicated that accessibility to jobs in the Bay Area was relatively high by walking and by taking transit. However, accessibility varied significantly by annual household income and geography. Disparities in job accessibility were most pronounced between Census blocks that were in poverty and Census blocks that were not in poverty.

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28

Chen, Szu-han, and Chris Zegras. "Rail Transit Ridership: Station-Area Analysis of Boston’s Massachusetts Bay Transportation Authority." Transportation Research Record: Journal of the Transportation Research Board 2544, no. 1 (January 2016): 110–22. http://dx.doi.org/10.3141/2544-13.

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29

Dinno, Alexis, Cynthia Powell, and Margaret Mary King. "A Study of Riders' Noise Exposure on Bay Area Rapid Transit Trains." Journal of Urban Health 88, no. 1 (January 12, 2011): 1–13. http://dx.doi.org/10.1007/s11524-010-9501-1.

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30

Shirgaokar, Manish, and Elizabeth Deakin. "Study of Park-and-Ride Facilities and Their Use in the San Francisco Bay Area of California." Transportation Research Record: Journal of the Transportation Research Board 1927, no. 1 (January 2005): 46–54. http://dx.doi.org/10.1177/0361198105192700106.

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Park-and-ride lots are important support facilities for transit and ride-sharing in the San Francisco Bay Area of California. The authors designed and carried out the region's first large-scale, detailed study of park-and-ride facilities and users. Three Bay Area Rapid Transit (rail) station parking lots were also surveyed. The user survey results showed that almost all the parking users were commuters; at the freeway lots, half were transit users and the remainder were organized and casual car-poolers. Most drove alone to the park-and-ride lot and made long trips to work, many more than 30 mi one way. Users had concerns about lot security, the lack of lighting, and the quality of transit services offered. Analysis of focus group data determined that schedule adherence rather than frequency was the cause of most concerns. Participants expressed a willingness to pay for parking that was fenced, security patrolled, and lighted, with shelters for waiting. Together, the surveys and focus groups have provided insights into ways to improve the park-and-ride lots and the services offered there, as well as on how travelers view transit and carpooling options. The results provide a sound basis for planning improvements.

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31

Di, Wang. "The Impact of Mass Transit on Public Security - A Study of Bay Area Rapid Transit in San Francisco." Transportation Research Procedia 25 (2017): 3233–52. http://dx.doi.org/10.1016/j.trpro.2017.05.145.

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32

McDonald, Noreen, Sally Librera, and Elizabeth Deakin. "Free Transit for Low-Income Youth: Experience in San Francisco Bay Area, California." Transportation Research Record: Journal of the Transportation Research Board 1887, no. 1 (January 2004): 153–60. http://dx.doi.org/10.3141/1887-18.

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33

Moylan, Emily, Fletcher Foti, and Alexander Skabardonis. "Observed and simulated traffic impacts from the 2013 Bay Area Rapid Transit strike." Transportation Planning and Technology 39, no. 2 (January 10, 2016): 162–79. http://dx.doi.org/10.1080/03081060.2015.1127539.

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34

Liu, Yang, and Rui Song. "Evaluation of Public Transit System." Advanced Materials Research 1030-1032 (September 2014): 2227–30. http://dx.doi.org/10.4028/www.scientific.net/amr.1030-1032.2227.

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To evaluate the comfort, safety, convenience, timeliness, coordination of urban public transport hubs, thereby optimizing planning, following the five evaluation principles, I established a comprehensive evaluation system of urban bus transfer system ,proposed transfer hub noise figure, transfer comfort, the per capita area ,etc.10 hubs evaluation, and gave definitions of indicators, calculation methods and indicators for classification value by a combination of quantitative and qualitative indicators method.

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35

Rodier, Caroline J., and Susan A. Shaheen. "Transit-based smart parking: An evaluation of the San Francisco Bay area field test." Transportation Research Part C: Emerging Technologies 18, no. 2 (April 2010): 225–33. http://dx.doi.org/10.1016/j.trc.2009.07.002.

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36

Khattak, Asad J., and Youngbin Yim. "Traveler Response to Innovative Personalized Demand-Responsive Transit in the San Francisco Bay Area." Journal of Urban Planning and Development 130, no. 1 (March 2004): 42–55. http://dx.doi.org/10.1061/(asce)0733-9488(2004)130:1(42).

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37

Rohlich, Nina, Peter J. Haas, and Frances L. Edwards. "Exploring the Effectiveness of Transit Security Awareness Campaigns in the San Francisco Bay Area, California." Transportation Research Record: Journal of the Transportation Research Board 2146, no. 1 (January 2010): 92–99. http://dx.doi.org/10.3141/2146-12.

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38

Farda, Muhammad, and Harun Lubis. "Transportation System Development and Challenge in Jakarta Metropolitan Area, Indonesia." International Journal of Sustainable Transportation Technology 1, no. 2 (October 31, 2018): 42–50. http://dx.doi.org/10.31427/ijstt.2018.1.2.2.

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Jakarta Metropolitan Area has been facing problem in terms of congestion and its chain effect, namely time value loss, high fuel consumption, and high greenhouse gas emission. The problem is caused by many factors, namely high population, high use of the private vehicle, inadequate current public transport supply, urban sprawling, etc. The government, both City and National Government has been formulating and implementing a plan to develop sustainable transportation that serves the citizen of Jakarta Metropolitan Area. This included the operation of Jakarta Bus Rapid Transit, KRL Commuter Line and Jakarta Mass Rapid Transit. In the near future, both inner city and metropolitan light rapid transit will also operate in this area. This paper reviews the development and challenge of the transportation system in Jakarta Metropolitan Area and proposes a recommendation to optimize the current transport system. In general, there are three components that should be considered to achieve sustainable transportation. Those components are i) strong transport authority, ii) integrated master plan, iii) Sustainable Resources, Funding, and Financing.

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39

Boddupalli, Sreekar Shashank, Andrea Sherman, Joe Zerkus, and Alice Grossman. "Maintrainenance: Keeping Heavy Rail Maintenance on Track." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 7 (May 12, 2019): 192–203. http://dx.doi.org/10.1177/0361198119827533.

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Infrastructure management is an important aspect of transportation engineering. Contrasting views have emerged on feasible best practice in asset management for various transportation modes. The differences in current practice can provide insight into best practices and lessons learned. This paper focuses on heavy rail maintenance state of practice in the United States and compares the maintenance practices, strategies, and procedures implemented by four transit agencies across the country. The objective of the paper is to provide guidance and examples for other transit agencies in the United States to meet the short-term challenges they face and provide recommendations to improve services nationwide. This paper examines rail maintenance practices at the Metropolitan Atlanta Rapid Transit Authority (MARTA), Bay Area Rapid Transit (BART), Washington Metropolitan Area Transit Authority (WMATA), and the New York Metropolitan Transit Authority (MTA). The paper found that out of the four agencies studied, MARTA has the highest maintenance to operations budget ratio, and most of the maintenance expenditure is on labor. WMATA found that automation of inspection improved maintenance efficiency, and BART is working toward adopting more automated processes. New York City’s MTA shows an example of the importance of clear governance in effective budgeting.

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40

Schimek, Paul. "Understanding Differences in Public Transit: Comparison of Boston and Toronto." Transportation Research Record: Journal of the Transportation Research Board 1604, no. 1 (January 1997): 9–17. http://dx.doi.org/10.3141/1604-02.

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Public transit systems in Toronto and Boston, two North American cities of similar size and income, are compared. Although Boston has a reputation as a transit-oriented city, there are about twice as many public transit trips in Toronto. Transit service in Toronto runs, on average, twice as frequently as service in Boston on a network of similar size. This level of service can be supported in part because population density does not decrease as much with increasing distance from the center of the city and because employment is more centralized. The transit system in Boston is constrained from emulating the Toronto transit system not only by a less transit-favorable distribution of population and employment but also by operating costs that are twice as high. The Massachusetts Bay Transit Authority’s higher costs are the result of more fringe benefits for employees and disproportionately more managers and fixed facilities.

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41

McLaughlin, James, and Daniel K. Boyle. "Transit Incentive Program for Transit-Dependent Riders." Transportation Research Record: Journal of the Transportation Research Board 1604, no. 1 (January 1997): 139–45. http://dx.doi.org/10.3141/1604-16.

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Five years ago, several transportation agencies in Los Angeles County began discussions on developing a process to reevaluate the existing bus service delivery system, including the opportunity for public involvement and participation. As a result, the concept of a thorough restructuring study was developed. Restructuring studies are closely related to other activities focused on the bus system. In March 1996, the Metropolitan Transportation Authority (MTA) board approved a broad-based bus system improvement plan that tied together many of the ongoing service improvements with proposed plans and programs to provide a 2- to 5-year set of goals to improve bus service in Los Angeles. It is in this context that the MTA and the Los Angeles Department of Transportation commissioned a special work effort as part of the Central/East/Northeast restructuring study to examine options for a transit incentive program for transit-dependent riders. The transitory nature of transit dependency has gained increased awareness in recent years, but development of effective strategies has lagged behind as transit agencies have targeted discretionary travelers as the largest pool of potential riders. The approach taken is to identify and describe rider-incentive programs implemented at other transit agencies that target or can be applied to the transit-dependent population, to consider public input about incentives and rewards that would be attractive to these riders, and to note key neighborhoods in the study area where there are significant numbers of households without automobiles. The objectives are to develop options for a pilot incentive program and to define the type of area appropriate for a focused demonstration-type project. The application of ideas as part of the consent decree negotiated by the Los Angeles County MTA is summarized.

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42

Blanchard, Samuel D., and Paul Waddell. "UrbanAccess: Generalized Methodology for Measuring Regional Accessibility with an Integrated Pedestrian and Transit Network." Transportation Research Record: Journal of the Transportation Research Board 2653, no. 1 (January 2017): 35–44. http://dx.doi.org/10.3141/2653-05.

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Measures of accessibility have long been an important metric in regional transportation planning and modeling. However, new methods are needed to provide computationally efficient, multiscale, free, transparent, and customizable tools that harness open and disparate sources of transportation network data at fine spatial resolution over large geographic extents. This research presents a new open source tool, UrbanAccess, which uses a generalized and scalable methodology to measure transit accessibility with a multimodal network comprising both pedestrian and operational schedule transit networks at a fine spatial scale over large metropolitan extents. A typical use for this tool is illustrated in a case study that characterizes regional transit accessibility in the San Francisco Bay Area in California.

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43

Allen, John G. "From Commuter Rail to Regional Rail: Operating Practices for the 21st Century." Transportation Research Record: Journal of the Transportation Research Board 1623, no. 1 (January 1998): 127–34. http://dx.doi.org/10.3141/1623-17.

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Several low-cost, low-technology measures can upgrade service levels and reduce unit costs of operation on commuter railroads. By gradually implementing one-person operation and other techniques borrowed from rapid transit, busier commuter rail properties can emulate the frequency and comfort of such modern regional rail transit lines as the Port Authority Transit Corporation, Bay Area Rapid Transit, and the Washington Metro. Metra Electric (formerly the Illinois Central Electric) offers an example of how these measures might be implemented. In their heyday, the Illinois Central Electric and other commuter railroads provided service of similar quality to today’s regional rapid transit lines. Today these commuter lines operate at needlessly low levels of efficiency, but these measures should help commuter railroads develop their potential. The result should be a win-win situation: more efficiency for management, more jobs for labor (as a result of more frequent service), and more service for customers.

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44

Ferguson, Beth, and Angela Sanguinetti. "FACILITATING MICROMOBILITY FOR FIRST AND LAST MILE CONNECTION WITH PUBLIC TRANSIT THROUGH ENVIRONMENTAL DESIGN: A CASE STUDY OF CALIFORNIA BAY AREA RAPID TRANSIT STATIONS." Proceedings of the Design Society 1 (July 27, 2021): 1577–86. http://dx.doi.org/10.1017/pds.2021.419.

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AbstractMicromobility has the potential to reduce greenhouse gas emissions, traffic congestion, and air pollution, particularly when replacing private vehicle use in conjunction with public transit for first- and last-mile travel. The design of the built environment in and around public transit stations plays a key role in the integration of public transit and micromobility. This research presents a case study of rail stations in the California Bay Area, which are in the operation zone of seven shared micromobility operators. Nineteen stations and their surroundings were surveyed to inventory design features that could enable or constrain use of micromobility for first- and last-mile access. Shared mobility service characteristics, crime records, and connections to underserved communities were also documented. Key design solutions were identified based on the findings, including protected bike lanes, increased shared bike and scooter fleet size and service area, and clear signage indicating parking corral and docking points.

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45

Song, Hai Hong, and Ling Ling Zhang. "Research on Harbin West Old Industrial Area Reconstruction." Advanced Materials Research 361-363 (October 2011): 1192–96. http://dx.doi.org/10.4028/www.scientific.net/amr.361-363.1192.

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This paper introduces the present situation of land use, industrial enterprises and transportation system in the Harbin west old industrial area and put forwards reconstruction strategies such as high-density development and use of land along the rail transit lines, reservation and utilization of industrial site resources, improvement of landscape ecological environment and construction of the rail transit system according to relevant theories.

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46

Weinstein, Aaron. "Customer Satisfaction Among Transit Riders: How Customers Rank the Relative Importance of Various Service Attributes." Transportation Research Record: Journal of the Transportation Research Board 1735, no. 1 (January 2000): 123–32. http://dx.doi.org/10.3141/1735-15.

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One of the reasons transit organizations collect customer-satisfaction information is to help set priorities for service improvements. Customer-satisfaction survey results can help managers choose from among a long list of service attributes (e.g., vehicle cleanliness or on-time performance) to more optimally focus their organization’s attention and resources. To make these choices, managers need to know how important each service characteristic is to their customers. Common techniques for gauging the relative importance of various service characteristics to transit customers are examined. Empirical data from the Bay Area Rapid Transit District are used to compare and contrast several of these techniques. The analysis suggests that a relatively simple approach using a ranking of bivariate correlation coefficients from high to low may be the most advantageous technique for ranking the relative importance of transit attributes from a customer perspective.

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47

Duduta, Nicolae, and Asis Subedi. "Understanding Platform Overcrowding at Bus Rapid Transit Stations." Transportation Research Record: Journal of the Transportation Research Board 2533, no. 1 (January 2015): 118–23. http://dx.doi.org/10.3141/2533-13.

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Platform overcrowding is a very common but relatively poorly understood occurrence at most bus rapid transit (BRT) systems in cities in the developing world. Most literature on BRT capacity focuses on vehicle throughput for different types of lane and station configurations; relatively little is known about how different station layouts handle specific volumes of boarding and alighting passengers. In this paper, this gap in knowledge was addressed by building a microscopic simulation model to test the ability of a typical Latin American BRT station (median, high-platform, one bus bay per direction) to handle various volumes of passengers under different scenarios. With this modeling exercise, areas in a station most likely to experience overcrowding were first identified: the median refuge island at the main entrance and the turnstiles. The station performance at those critical points was then evaluated for different passenger volumes, with mainly pedestrian density (persons/m2) as an indicator. Results indicated a pedestrian capacity range for a typical BRT station and also quantified the effect of friction between pedestrians entering and leaving the station. Finally, a regression based on the simulation results was estimated and used to develop a predictive equation for crowding as a function of passenger volumes and direction. The results can help BRT planners better adapt their station designs to forecast passenger volumes and ensure that they provide an adequate level of service.

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48

Melachrinoudis, Emanuel, Hokey Min, and Candace Selneck. "A decision support system for developing the managerial policy of urban paratransit services: A case study of the Massachusetts Bay Transit Authority." Journal of Transportation Management 24, no. 1 (April 1, 2013): 37–62. http://dx.doi.org/10.22237/jotm/1364774640.

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In the wake of the Americans with Disability Act (ADA) of 1990, paratransit services were offered to improve mobility, employment opportunities, and access to community services for individuals who are mentally or physically handicapped. Due to the complexity involved in ADA rules and transportation regulations as well as the customized, on-demand service requirements, paratransit services are far more costly to render than fixed-route based mass transit services. In times of ongoing budget crisis among public entities, many public transit authorities cope with a dilemma of meeting the growing demand and complex service requirements, while controlling rising paratransit costs. Considering this dilemma, this paper proposes a decision support system (DSS) that can aid the mass transit authority in evaluating paratransit service performance, while continually improving performance over time. To validate the usefulness of the proposed DSS, it has been applied to the actual case of the Massachusetts Bay Transit Authority (MBTA).

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49

Cervero, R., and K.-L. Wu. "Polycentrism, Commuting, and Residential Location in the San Francisco Bay Area." Environment and Planning A: Economy and Space 29, no. 5 (May 1997): 865–86. http://dx.doi.org/10.1068/a290865.

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The San Francisco Bay Area has taken on a distinct polycentric metropolitan form, with three tiers of hierarchical employment centers encircling downtown San Francisco, the region's primary center. In this paper it is found that polycentric development is associated with differentials in suburban and urban commute trip times: commute trips made by employees of suburban centers are shorter in duration than commute trips made by their counterparts in larger and denser urban centers. Differentials were even greater, however, with respect to commuting modal splits. Lower density, outlying employment centers averaged far higher rates of drive-alone automobile commuting and insignificant levels of transit commuting. Smaller, outlying centers were also the least self-contained, with a large number averaging twenty or more times as many external as internal commutes. The effects of housing availability and prices on the residential locational choices of those working both in urban and in suburban employment centers are also investigated in this paper. Locational choices are stratified by occupational class and type of center. High housing prices in and around employment centers were found to displace workers to residences in other subregions, except in the case of professional workers in fast-growing, outlying centers. These workers were attracted to higher-priced nearby housing. In the empirical analysis, significant segmentation in housing choices among workers in fast-growing suburban centers was found. This could be partly due to selective land-use policies implemented by local governments in these areas.

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50

Wang, Zhengwu, Jie Yu, Wei Hao, Tao Chen, and Yi Wang. "Designing High-Freedom Responsive Feeder Transit System with Multitype Vehicles." Journal of Advanced Transportation 2020 (July 25, 2020): 1–20. http://dx.doi.org/10.1155/2020/8365194.

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The last mile travelling problem is the most challenging part when using public transit. This study designs a high-freedom responsive feeder transit (HFRFT) system to serve at the transfer station, given vehicle routes, departure time, and service area based on demand. The proposed feeder transit system employs a travelling mode with multitype vehicles. In order to improve the operation of the HFRFT system, the optimization design methods are suggested for vehicle routes, scheduling, and service area. A mixed integer programming model and its hybrid of a metaheuristic algorithm are proposed to efficiently and integrally solve the vehicle routes and scheduling parameters according to the reservation requirements. A heuristic method is proposed to optimize the service area based on the equilibrium of system supply and demand. Case studies show that the mixed running mode of multiple models can significantly improve the seat utilization, which can also significantly reduce the number of departures and the average travel distance per passenger. The proposed service area optimization method is proved to be feasible to improve the last mile travel.

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