Public Transport

In developing countries, like India, the increasing horizontal spread of the cities and the decentralized nature of development have led to the increased travelling demand. In order to suffice the people’s need for travelling, various transportation modes, having different attributes, have been introduced gradually in the transportation system viz. public city bus, taxi/cab, auto-rickshaw, private vehicle, etc. The trip makers decide the suitability of a mode with respect to his/her criteria which may be classified as quantitative (includes, travel time, travel cost, waiting time etc.) and qualitative (includes, reliability, comfort, convenience, etc.). In this study, the modal share of the Garia-Park Circus corridor in Kolkata, India has been tried to be estimated for work trips only. Transit, Para-transit and Personal vehicles are considered here. The criteria selected for the modeling are Travel Time (TT), Travel Cost (TC), Comfort, Convenience (Waiting Time), Reliability and Dust and Noise. The utility perceived by the trip makers for each of the alternative modes is collected through questionnaire survey and the scaling of the stated preferences is done by psychometric scaling technique.

This paper builds a theory of deregulation and roll-out of on-road competition in the public transport sector. Focusing on the dimensions of competition, ownership and authorisation, we identify five distinct regulatory regimes: public monopoly, regulated monopoly, unregulated monopoly, outsourcing to private monopoly and competition in the market. Our generalised theoretical framework allows for the direct comparison in the social welfare terms of the monopolies' outcomes and the fragmented market structure after deregulation. We formulate a set of parameter restrictions that make competition in the market preferable to public monopoly and competition for the market in the form of outsourcing. We also show the theoretical possibility of a 'revised' regulatory cycle forming a sequential transition between these identified regulatory regimes. Our model predicts possible policy reversals and the bypassing of certain phases of the cycle, that can occur due to technological advances, changes in fiscal constraints and institutional capacity improvements.

This article reflects upon the impact that technology and innovation has had on urban development. From NASA's Landstat program, to Google maps and GPS, technlogy has had a significant impact on urban planning and land use law. The article begins with a discussion of the impact of the elevator and steel technologies on urban architecture and density, and then moves to changes in transportation such as the automobile and the development of public transportation systems. Green buildings, GIS, satellite data, online mapping, personal computers, the Internet and cell phones are all examined.

This study examines whether exposure to supermarkets and fast food outlets varies with neighborhood-level socioeconomic status in Edmonton, Canada. Only market area and fast food proximity predicted supermarket exposure. For fast food outlets, the odds of exposure were greater in areas with more Aboriginals, renters, lone parents, low-income households, and public transportation commuters; and lower in those with higher median income and dwelling value. Low wealth, renter-occupied, and lone parent neighborhoods had greater exposure to fast food outlets, which was not offset by better supermarket access. The implications are troubling for fast food consumption among lone parent families in light of growing obesity rates among children.

A sustainable transport system should provide mobility and accessibility to every urban neighbourhood in a safe, sound and environmentfriendly way of transport. There is increase in the use of personal transport in the urban area. The rapid growth in the number of motor vehicles has resulted in severe traffic congestion and air pollution in many cities of the country. One of the most important technical innovations in the transportation field has nothing to do with vehicle technology or alternative fuels. Rather, they involve the way bus services are operated and infrastructure is used to optimize their speed, comfort, and capacity. The U.S. Federal Transit Administration (FTA) has helped to popularize a term for such measures: Bus Rapid Transit, or BRT. Bus rapid transit (BRT) is a term applied to a variety of public transportation systems using buses to provide faster, more efficient service than an ordinary bus line. The goal of these systems is to approach the service quality of rail transit while still enjoying the cost savings and flexibility of bus transit. Ahmadabad has become the first city in South Asia to receive award for sustainable transport system. It has bagged for successful implementation of Bus Rapid Transit (BRT) system. This Paper examines the impact of BRT System on Ahmadabad's transport sector and the changes that can be brought about by introduction of BRT System in other cities. BRTS Ahmadabad has improved access for local riders and advanced public transportation systems while reducing the environmental impacts of transportation. Moving people quickly, at a low cost, with reduced greenhouse gases and air pollutants helps cities grappling with rapid growth, congestion and environmental concerns.

Este trabajo trata sobre la caracterizacion, o perfil de conducta que muestran los conductores de los vehiculos automotores moto-taxi, que circulan en la via publica, describiendo la forma en que se conducen dentro del municipio de Guastatoya departamento de El Progreso, el mismo aborda la investigacion–accion, frente a la situacion que enfrentan vecinos de este municipio en cuanto a seguridad vial se refiere.

This paper describes some results from a project investigating the effects of car use on children's health and potential car dependency. The paper commences by describing the whole project in terms of its objectives and work packages. The paper focuses on the results from two linked surveys: one completed by children about their travel behaviour and experience, and the other completed by their parents about their use of the car and attitudes to its use. A total of 549 children are included in the analysis. The analysis shows that a majority of these children never, or hardly ever, use public transport. It is discovered that there are some children who are taken to school by car, travel to out-of-school activities by car and never, or almost never, use public transport. The effects of household car ownership, parental use of the car, and environmental education on the children's use of public transport is investigated. Whilst the results presented in this paper are all very preliminary, they suggest that there is reason to be concerned about the levels of car use by some children.

Abstract: In Malaysia, the rapid increase in the use of own transport prompted by inadequate public transport has resulted in increased traffic congestion, accidents, inadequate parking space and air pollution among other evils. This study sought to identify the factors preventing own transport users from shifting to public transport and to develop model shift from car to public transport in order to formulate the policies to achieve this. A survey was carried out on users of private and public (both bus and urban train transport)(n= 1350). Multinomial legit ...

A game theoretic conceptual framework model is presented to highlight strategies undertaken by individual public transport operators, public or private, vis-à-vis operational integration strategies. The Nash equilibrium is used to identify possible outcomes in various market situations. These are compared with reported case studies. The model, as a strategy-guiding tool, may be used to assist transport policy decision-makers concerned with public transport integration in identifying the most cost-effective form of intervention and its timely implementation.

El término “movilidad urbana” hace referencia al conjunto de desplazamientos que realizan los ciudadanos dentro de un entorno urbano para satisfacer sus necesidades diarias. Si se combina con la idea de sostenibilidad, entendida como aquel sistema que consume recursos por debajo del nivel de renovación de los mismos, resulta la movilidad urbana sostenible, que serán aquellos desplazamientos que se realizan dentro de la ciudad de forma sostenible.

Son varios los recursos que consume la movilidad: recursos energéticos, tiempo, espacio e incluso al propio ciudadano a través de su salud. Además existen diferentes modos que tienen opción de escoger los ciudadanos para realizar sus desplazamientos.

Un plan de fomento de la movilidad sostenible pasará por potenciar aquellos modos de transporte identificados como más sostenibles en detrimento de aquellos que consumen una mayor cantidad de recursos.

En el presente documento, primero se realiza una reflexión sobre qué es la movilidad sostenible y que modos de transportes son los que se adaptan mejor a este concepto, para después plantear herramientas TIC que fomenten estos modos.

El estudio de las herramientas a aplicar se hace según el modelo de Lean Canvas, que en un primer momento humaniza tanto al cliente como al usuario de cada modo de transporte, buscando entender sus motivaciones y frustraciones hacia el uso de los diferentes modos de transporte, para después plantear propuestas de valor que potencien las motivaciones o reduzca las frustraciones para fomentar los modos de transportes clasificados como sostenibles en una ciudad.

The paper attempts to identify factors that influence modal split for journeys to work in cities with populations of between 100 thousand and 500 thousand in Germany, the Netherlands, Switzerland and the UK. The sample consisted of 34 cities. The analysis revealed a significant negative correlation between modal shares of motorised modes and public transport. A negative correlation between motorised modes and non-motorised modes, albeit to a lesser degree, was also found. Public transport-and non-motorised mode share, however, were not correlated.

This paper investigates the capability of Sweep Algorithm in solving the vehicle routing problem for public transport The Sweep Algorithm is firstly introduced as a method to search shortest route in the vehicle routing problem. In order to evaluate the result of the algorithm, current routes profile of a public transport is presented. An application is constructed based on the algorithm and tested using current routes data. The route generation is performed repeatedly using different constraints in order to obtain the optimal solution. A route is selected based on shortest distance and capacity constraint. Each constraint affects the route selection to gain different combination of routes. Revenue and operational cost are considered to select the best combination of routes. Two methods in sweep algorithm are implemented and compared to find the better method. The result shows that Sweep Algorithm is capable of solving vehicle routing problem for public transport under certain constraints.

A disaggregate spatial analysis, using enumeration district data for London was conducted with the aim of examining how congestion may affect traffic safety. It has been hypothesized that while congested traffic conditions may increase the number of vehicle crashes and interactions, their severity is normally lower than crashes under uncongested free flowing conditions. This is primarily due to the slower speeds of vehicles when congestion is present. Our analysis uses negative binomial count models to examine whether factors affecting casualties (fatalities, serious injuries and slight injuries) differed during congested time periods as opposed to uncongested time periods. We also controlled for congestion spatially using a number of proxy variables and estimated pedestrian casualty models since a large proportion of London casualties are pedestrians. Results are not conclusive. Our results suggest that road infrastructure effects may interact with congestion levels such that in London any spatial differences are largely mitigated. Some small differences are seen between the models for congested versus uncongested time periods, but no conclusive trends can be found. Our results lead us to suspect that congestion as a mitigator of crash severity is less likely to occur in urban conditions, but may still be a factor on higher speed roads and motorways.

Traveler attitudes and preferences as well as demographic variables are important components in the travel behavior process. Using travel attitudes a factor and cluster analysis were conducted to segment the sample. Six distinct groups were extracted: Transit Enthusiasts, Anxious Status Seekers, Car-less Riders, Green Cruisers, Frugal Travelers, and Obstinate Drivers. The segments showed unique combinations of attitudes with distinct travel behaviors and varying degrees of intention to use public transport. Gender differences were then investigated and the results suggest that women and men exhibit differences on attitudes, preferences and behavior. The design of strategies to promote alternatives to car use should target the market segments that are most motivated to change, focusing on the attitudes that can induce a change, such as pro transit or sensibility to the environment.

With rising population and increasing migration to the cities, it is expected that the urban population will increase and many more metropolitan cities will arise. Urban transport will also increase due to the high growth in population, travel demand and vehicles. In this paper, we look at the growth in vehicles and travel demand up to 2020, assuming business as usual, high GDP growth and low GDP growth scenarios for Mumbai and Delhi assuming a certain population growth. The consequent energy needs and local and global environment implications are studied. The case studies demonstrate that despite similar population and higher per capita GDP, due to the higher share of public bus transport and suburban railway system, the Mumbai transport results in 60% less energy and emissions compared to Delhi. This picture may change in the future with the introduction of metro in Delhi, but basic differences remain even in 2020, perhaps also due to the different urban design. The vehicle stock increases nearly three times in both cities in 23 years due to the increase in population, migration and economic growth. However, the vehicle ownership per 1000 persons only doubles and is far lower in 2020, even compared to the present world average ownership. Emissions, however, do not rise as much due to the introduction of more efficient vehicles and fuels, such as CNG or battery operated vehicles. The high share of public transport also helps. The effects of various policies, such as urban design, suburban railway system, transport management, control practices, etc. are very important.

Systematic tabu search (TS)-based heuristic methods are put forward in this article and applied for the design of public transportation networks with variable demand. A multi-objective nonlinear mixed integer model is formulated. Solution methodologies are proposed, which consist of three main components: an initial candidate route set generation procedure (ICRSGP) that generates all feasible routes incorporating practical bus transit industry guidelines; a network analysis procedure (NAP) that decides transit demand matrix, assigns transit trips, determines service frequencies, and computes performance measures; and a Tabu search method (TSM) that combines these two parts, guides the candidate solution generation process, and selects an optimal set of routes from the huge solution space. Comprehensive tests are conducted and sensitivity analyses are performed. Characteristics analyses are undertaken and solution qualities from different algorithms are compared. Numerical results clearly indicate that the preferred TSM outperforms the genetic algorithm used as a benchmark

The aim of this research is to contribute to the development of public transport services for a heavily cardependent society. The paper investigates, through a set of actual empirical data, an optimal structure to improve the bus system and contribute to the sustainable development of the city of Riyadh, Kingdom of Saudi Arabia. The analysis is based on a computer FORTRAN program to simulate the optimum bus stop spacing based on the field-collected data. It concludes that many of the requirements of an adequate bus system might be provided by appropriate bus stops and that these should be incorporated as part of the bus priority measures in the City of Riyadh. r

Housing has always been about privilege and scarce resources, since it has exchange as well as use value. One of those scarcities is the locational advantage of access to home, work and other amenities. Sydney's transport and housing has been through several distinct phases: first focused on privileged access to scarce transport routes, then on a relatively egalitarian tram network, followed by the model of car-based suburbia which became increasingly unworkable and inegalitarian. The article identifies an emerging model where decent public transport itself becomes a bankable asset with speculative exchange value. This article briefly describes the earlier stages before exploring the new model, which is only now becoming clear from New South Wales government decisions about metro and light rail transport routes, from Rouse Hill to Bankstown and Parramatta to Strathfield.

This is a comparative study of the levels of government subvention in urban public transport in European cities. It was carried out by the Department of Economics in University College Dublin for the Department of Public Enterprise. The report presents the comparative analysis for cities and also provides summary tables by country on public subvention of urban transport systems

Abstract: The car is the second (40%) most common mode of transportation in Malaysia. The rapid increase in the use of personal transportation has its roots in the weak Malaysian public transport system. As a result, traffic congestion, accidents, air pollution and need for parking space among other evils, have escalated. In this study, policies aimed at discouraging the use of private transportation were studied.

The pressing need for uniform data reporting and accounting procedures has been noted by officials at many levels of government. In order to serve more than one agency, a transportation provider must frequently comply with distinct accounting and record-keeping procedures for each agency. In addition, billing structures and methods of billing for transportation vary from program to program and agency to agency. These variations may lead to confusion on the part of clients, providers, and agency administrators (5). Several demonstration programs are currently under way to address these billing and accounting issues (1,5). The presentation of the seven charging proc;d~res described in this paper should aid in the design of model administrative structures that, under the mandate of the demonstration programs " •.• should be flexible enough to allow transportation providers to report information in formats familiar to the transportation industry, and yet consistent with the mandate...

Urban passenger transportation in the U.S. has been heavily dependent on car modes, mainly due to prevailing trends in urban development. However, transportation mode choice studies are currently limited to micro-level and regional-level boundaries, lacking of presenting a complete picture of the issues and the root causes associated with urban passenger transportation choices in the U.S. To this end, further analysis from a system perspective is required to investigate the interdependencies among system parameters more thoroughly, thus revealing the underlying mechanisms contributing or causing the low public transportation use in the U.S. Hence, system dynamics modeling approach is utilized to capture complex causal relationships among the critical system parameters affecting public transportation ridership in the U.S. as well as to identify possible policy areas to improve public transportation ridership rates. Considering the high degree of uncertainties inherent to the problem, multivariate sensitivity analysis is utilized to explore the effectiveness of existing and possible policy implications up to the year 2050 in the terms of their potential to increase transit ridership and locating critical parameters that influences the most on mode choice and emission rates. Transportation mode choice behavior is projected to change slightly and reach up to a maximum of 7.25% of public transportation ridership until 2050. Analysis results reveal that the effects of trip length and rate are by far the most influential factors. Both parameters are 99% sensitive compared to all other factors including the effects of fuel tax policies, federal funds for public transportation, use of alternative green bus technologies, increasing private vehicle occupancy rates, etc. on negative environmental, economic, and social impacts of transportation. This finding highlights how important urban structures are to secure the future of public transportation in the U.S. as the existing urban structures and the shared-idea in the minds of the society about how urban transportation should be (the prevailing paradigm) are the root causes of excessive trip generation and increasing average trip lengths. Thus a paradigm-shift, a radical change in the shared-idea in the minds of the society about existing urban structures, is needed.

Tematem pracy jest analiza możliwości przedłużenia trasy tramwajowej na osiedle mieszkaniowe Różany Potok w Poznaniu. Celem pracy było opracowanie koncepcji oraz opracowanie wstępnego projektu przebiegu przedłużenia trasy tramwajowej wraz z zagospodarowaniem terenów wokół planowanej pętli tramwajowej.
W pracy przeanalizowano występujące warunki przyrodnicze, urbanistyczne i ekonomiczno-społeczne. Zbadane zostały też uwarunkowania transportowe i własnościowe występujące na opracowanym obszarze. Wytyczony został przebieg trasy oraz lokalizacja planowanych przystanków wraz zasięgiem ich dostępności dla mieszkańców. Wstępne oszacowanie kosztów poszczególnych robót pozwoliło określić kapitałochłonność całej inwestycji. Dla fragmentu trasy oraz terów otaczających projektowaną pętlę tramwajową został sporządzony projekt koncepcyjny spełniający obowiązujące normy i przepisy prawne wraz z wstępnymi rozwiązaniami technicznymi

With rapid economic development, higher income levels, urbanization and other socioeconomic drivers, people's lifestyles in China have changed remarkably over the last 50 years. This paper uses the IPAT model (where I = Impact representing CO 2 emissions, P = Population, A =Affluence, and T = emission intensity) to analyze how these main drivers contributed to the growth of CO 2 emissions over this time period. Affluence or lifestyle change has been variously recognized as one of the key factors contributing to CO 2 emissions. Through comparative analysis of the development of five regions in China, we trace lifestyle changes since the foundation of the People's Republic of China (PRC) in 1949 until 2002. We find that household consumption across the five regions follows similar trajectories, driven by changes in income and the increasing availability of goods and services, although significant differences still exist between and within regions due to differential policies in China and different possibilities for social mobility. There are considerable differences between the southeast and northwest and between urban and rural areas. We also found that technological improvements have not been able to fully compensate for the increase of emissions due to population growth and increasing wealth, which is also in line with results from other studies. Finally, this paper emphasizes that developing countries such as China, which is home to 22% of the world population and a growing middle class, and which is on a fast track to modernization, need to ensure that people's lifestyles are changing towards more sustainable ways of living. China has been investing heavily in infrastructure and thus creating the emissions of tomorrow. Thus investing, for example, in public transport and low energy building today will help reduce emissions in the future and will support more sustainable lifestyles.

Governments in many countries are experimenting with alternative methods for reducing car use, including congestion charges, increased fuel taxation, and improved public transport. This paper raises another possibility. Not only could public transport be marketed as an alternative to the private car, but through targeted propaganda, the automobile could be de-marketed as a status symbol and a convenient accessory of modern life. In contrast with other public information campaigns, de-marketing would focus on people's self-image rather than their sense of public duty. The authors draw on established theory in putting forward alternative themes aimed at particular categories of user and particular categories of journey, and brie¯y consider the strengths and weaknesses of each approach. Peer group pressure could be an important factor in helping to change attitudes among potential car users at the opinion-forming stage during their life cycle. The agencies best positioned to deliver an effective national campaign are public transport corporations, local authorities, health organisations, and environmental lobby groups; a coordinated approach could bring about a modest contribution towards travel reduction at a relatively low cost.

The paper is devoted to the timetabling problem and interval synchronization in urban public communication, which is considered as an important issue in urban transport networks with long overlapping route segments. The main objective of interval synchronization is to determine the timetable of lines sharing route segments, so that the waiting time between arrivals of consecutive buses can be balanced. Although the experts agree on the objective, different approaches to the interval synchronization problem in urban public communication can be observed. In this paper approaches to this problem are reviewed from the perspective of specific goals adopted, models developed for the problem, and methods used for solving them.

The 77 GHz band has been reserved for intelligent cruise control in luxury cars and some public transport services in America and the United Kingdom. The Rotman lens offers a cheap and compact means to extend the single beam systems generally used, to fully functional beam staring arrangements.

The main problem for the blind and visually impaired is getting to a destination accurately by foot or public transport. With the advancement of Global Positioning System (GPS) technology, the blind and visually impaired can use many GPSready devices as travel aids. The goal of this study is to explore the advantages and disadvantages of such device, in specific the Trekker by Humanware. Trekker is a tool that combines GPS and audio guided GPS maps to help the visually impaired benefiting from the most interesting opportunities their surroundings have to offer. Evaluating Trekker in term of technical specifications or the quantity of information it delivers would not be sufficient but should be evaluated in terms of its effectiveness in the real time situations. This paper aims to determine the adaptability and practicality of the usage of Trekker by the blind and visually impaired in Kuala Lumpur area. Three main components are analyzed from its hardware, interfacing and application point of view.

The rapid aging of the American population has raised a number of concerns relating to senior mobility. The New Freedom (NF) program, which was designed to go ―above and beyond‖ the transportation requirements of the Americans with Disabilities Act, has been used to fund transportation for seniors. The primary purpose of this paper is to present the results of an exploratory analysis of the social, physical and functional health and mobility outcomes experienced by senior NF service clients, and the associated Coordinated Human Services Transportation Planning (CHSTP) processes. The paper uses data from primary surveys of the following groups from seven urban, suburban and rural locations: (i) NF-funded transportation service users; (ii) program managers operating the services; and (iii) locally-selected lead and partner organizations involved in developing the CHSTPs. Results show concerns about senior mobility vary significantly by a number of functional, social and physical disability indicators, including Instrumental Activities of Daily Living (IADL), that are substantially more complex than a chronological accounting of age. A Principal Component Analysis yielded two constructs underlying seniors’ mobility circumstances: a Transportation Deprivation Component (TDC), and an Independence and Health Deprivation Component (IHDC), with implications for different types of services. To the extent that NF supported transportation services that are supplemental to integrated caregiving to seniors, and thereby enabled a ―continuum of care‖, the program has enhanced community-based interventions to meet the complex mobility needs of seniors in the seven locations.

Keywords: New Freedom, aging, disabilities, Coordinated Human Services Transportation Plan, social and functional health

The transport sector contributes significantly to the emission of global greenhouse gases (GHGs) resulting in a rise in global temperature and climate change. A troubling aspect of emissions from the transport sector is that they are increasing rapidly. With the ongoing rapid increase in population, expansion of middle class in developing countries, and availability of cheaper vehicles such as Tata Nano in India, the desire to own private vehicles is within reach now than ever for millions of people in the developing world. This could have a huge implication on ongoing effort towards containment of GHG emissions. We look at the role of urban design forms e settlement density e housing and employment activities and the effects they could have in reducing travel demands, motor vehicle dependency and GHG emissions. Although urban planning has a limited effect on the reduction of GHG emissions, in the short term, due to the time needed to build up the necessary infrastructures, in the long term, it can be very effective through the shift from private vehicle dependency to public and other alternative environmentally friendly modes of transports (such as walking and cycling). A mixture of high residential and employment density could influence shorter commuter journeys and a reduction in private vehicle use if it is supported by an efficient public transport system and appropriate fiscal and regulatory instruments. Among the set of available instruments to reduce GHGs from the transport sector, urban planning, may be equally important, if not more to contain emissions from the transport sector.

Evolution of public road transportation system requires analysis and planning tools to improve the service quality. A wide range of road transportation simulation tools exist with a variety of applications in planning, training and demonstration. However, few simulations take into account the specificities of public transportation. We present in this paper a bus network simulation which models these specificities and allows to analyze and evaluate a bus network at diverse space and time scales. We adopt a multiagent approach to describe the global system operation from behaviors of numerous autonomous entities such as buses and travellers. The developed simulation has been integrated into a decision support system for the design and the evaluation of bus networks. Some experimental results on a real case, showing the efficiency of the proposed model, are presented and discussed.

Experience of light rail, metro and other urban rail transit schemes shows they can play a significant role in improving the attractiveness and quality of urban public transport. In terms of the high cost of rail transit systems, land value capture has drawn increasing attention as a result of its potential for funding public transport infrastructure. To evaluate its potential success, it is crucial to examine critically the impact of public transport on land value before approaching the question of land value capture.