The City of Sydney commissioned pedestrian infrastructure audits along its Liveable Green Network to identify gaps and areas for improvement. A team audited the pedestrian facilities over eight weeks, recording the location, issues, and widths of paths and other infrastructure using GPS and GIS tools on tablets. They collected extensive data on over 14,000 assets. This included identifying over 6,900 kerb ramps. The results were prioritized and presented to the City in a detailed geodatabase and maps to inform planning improvements to pedestrian access.
Keep it moving - construction phase transport planningJumpingJaq
Mark Stone discusses construction phase transport planning in 3 key areas:
1) The primary goal is to minimize impacts on existing transport users and maintain safe access during construction projects.
2) Case studies in Melbourne show how stakeholder engagement, adaptive infrastructure changes, and communication plans can deliver projects on time and under budget with minimal complaints.
3) Emerging opportunities like travel demand modeling and route optimization can further reduce disruption through innovative planning and monitoring tools.
Using spatial presentation of bus GPS data to identify and justify bus priori...JumpingJaq
This document summarizes the analysis of bus priority data from Sydney's Public Transport Information and Priority System (PTIPS) to identify pinch points along bus corridors. Two methods of analysis were used: stop-by-stop analysis and time point analysis using GIS mapping. Key pinch points with low average speeds and high variability were identified. The analysis validated infrastructure improvements and informed options to enhance bus corridor efficiency, such as new bus lanes and stops. Transport NSW was satisfied with the outputs which provided a reliable basis for justifying planning and investment decisions.
The document outlines the progress made on a study examining transit options between Amherst and Buffalo, New York. It discusses the purpose and need for improved transit in the corridor to serve travel demand and economic development. An analysis was conducted that began with 36 potential alternatives and identified 15 for further review. These alternatives included various modes like light rail, bus rapid transit, and enhanced bus service, as well as alignments along major roadways. The next steps listed are to gather additional public input, conduct surveys, further develop the top alternatives, assess their impacts and ridership potential, and estimate capital costs.
This document summarizes a public open house meeting for a transit study between Amherst and Buffalo, New York. It presented the study process, alternatives being considered, and results of screening so far. Light rail transit and bus rapid transit alternatives on Niagara Falls Boulevard and Bailey Avenue were identified to advance to further analysis in the next phase of the study. The meeting provided information on the alternatives and sought public input to help identify a locally preferred alternative for the corridor by fall 2015.
BRT 101: Design, Operations and Economic Impact by Andrew GuthrieRail~Volution
Bus rapid transit (BRT) adds an intermediate mode to your transit portfolio. By combining good design, efficient operations and appropriate policies, BRT can support good urban development. How does BRT create better value than fixed-route service? How can you use BRT in existing and planned transit systems? Learn about different types of BRT, including design, operations and economic impact. Which will create the most value for your community? How can you build the right BRT to create a corridor of communities? How can you best leverage your BRT investment?. Go deep with experienced BRT experts.
Moderator: Vicky Smith, Transit Engineering Manager, Oregon Region, David Evans and Associates, Inc, Portland, Oregon
James McGrath, AIA, ASLA, LEED AP, Urban Designer, CH2M, Portland, Oregon
Christina Morrison, Senior Planner, BRT/Small Starts Project Office, Metro Transit, Saint Paul, Minnesota
Andrew Guthrie, Research Fellow, Regional Planning and Policy Area, Humphrey School of Public Affairs, University of Minnesota, Minneapolis, Minnesota
This document summarizes the Miami-Dade SMART Plan, which plans for six rapid transit corridors in Miami-Dade County. It involved analyzing existing land uses, developing land use and transit scenarios, forecasting ridership, and selecting a preferred scenario. The process included public engagement, analyzed impacts of transit-oriented development, and made policy recommendations to encourage land use patterns that support the transit system. The key goal was to integrate land use and transportation planning to create a more sustainable transportation network.
This document discusses the evolution of transport appraisal in the UK from the 1960s to present. Early appraisal focused on road projects and considered travel time savings. Methods expanded to include public transport, rail, aviation and environmental impacts. Opposition to large road projects grew in the 1970s-80s. Recent developments include the introduction of the NATA/Appraisal Summary Table to integrate policies, consideration of wider economic benefits, and challenges around devolution, targets vs cost-benefit analysis, and estimating reliability.
Keep it moving - construction phase transport planningJumpingJaq
Mark Stone discusses construction phase transport planning in 3 key areas:
1) The primary goal is to minimize impacts on existing transport users and maintain safe access during construction projects.
2) Case studies in Melbourne show how stakeholder engagement, adaptive infrastructure changes, and communication plans can deliver projects on time and under budget with minimal complaints.
3) Emerging opportunities like travel demand modeling and route optimization can further reduce disruption through innovative planning and monitoring tools.
Using spatial presentation of bus GPS data to identify and justify bus priori...JumpingJaq
This document summarizes the analysis of bus priority data from Sydney's Public Transport Information and Priority System (PTIPS) to identify pinch points along bus corridors. Two methods of analysis were used: stop-by-stop analysis and time point analysis using GIS mapping. Key pinch points with low average speeds and high variability were identified. The analysis validated infrastructure improvements and informed options to enhance bus corridor efficiency, such as new bus lanes and stops. Transport NSW was satisfied with the outputs which provided a reliable basis for justifying planning and investment decisions.
The document outlines the progress made on a study examining transit options between Amherst and Buffalo, New York. It discusses the purpose and need for improved transit in the corridor to serve travel demand and economic development. An analysis was conducted that began with 36 potential alternatives and identified 15 for further review. These alternatives included various modes like light rail, bus rapid transit, and enhanced bus service, as well as alignments along major roadways. The next steps listed are to gather additional public input, conduct surveys, further develop the top alternatives, assess their impacts and ridership potential, and estimate capital costs.
This document summarizes a public open house meeting for a transit study between Amherst and Buffalo, New York. It presented the study process, alternatives being considered, and results of screening so far. Light rail transit and bus rapid transit alternatives on Niagara Falls Boulevard and Bailey Avenue were identified to advance to further analysis in the next phase of the study. The meeting provided information on the alternatives and sought public input to help identify a locally preferred alternative for the corridor by fall 2015.
BRT 101: Design, Operations and Economic Impact by Andrew GuthrieRail~Volution
Bus rapid transit (BRT) adds an intermediate mode to your transit portfolio. By combining good design, efficient operations and appropriate policies, BRT can support good urban development. How does BRT create better value than fixed-route service? How can you use BRT in existing and planned transit systems? Learn about different types of BRT, including design, operations and economic impact. Which will create the most value for your community? How can you build the right BRT to create a corridor of communities? How can you best leverage your BRT investment?. Go deep with experienced BRT experts.
Moderator: Vicky Smith, Transit Engineering Manager, Oregon Region, David Evans and Associates, Inc, Portland, Oregon
James McGrath, AIA, ASLA, LEED AP, Urban Designer, CH2M, Portland, Oregon
Christina Morrison, Senior Planner, BRT/Small Starts Project Office, Metro Transit, Saint Paul, Minnesota
Andrew Guthrie, Research Fellow, Regional Planning and Policy Area, Humphrey School of Public Affairs, University of Minnesota, Minneapolis, Minnesota
This document summarizes the Miami-Dade SMART Plan, which plans for six rapid transit corridors in Miami-Dade County. It involved analyzing existing land uses, developing land use and transit scenarios, forecasting ridership, and selecting a preferred scenario. The process included public engagement, analyzed impacts of transit-oriented development, and made policy recommendations to encourage land use patterns that support the transit system. The key goal was to integrate land use and transportation planning to create a more sustainable transportation network.
This document discusses the evolution of transport appraisal in the UK from the 1960s to present. Early appraisal focused on road projects and considered travel time savings. Methods expanded to include public transport, rail, aviation and environmental impacts. Opposition to large road projects grew in the 1970s-80s. Recent developments include the introduction of the NATA/Appraisal Summary Table to integrate policies, consideration of wider economic benefits, and challenges around devolution, targets vs cost-benefit analysis, and estimating reliability.
At Esri UK Annual Conference 2014
The role of GIS in managing London’s Road Space
London is changing. The population is set to grow to 10 million by 2031 and the economy is recovering. London’s road space is central to enabling this growth. Alan will share with us how the team at TfL are implementing an enterprise-wide GIS as the foundation to support the planning and operational challenges associated with the variety and extent of construction and changes to the road space over the next 20 years. Alan’s challenge is how he can enable the transformation of London’s road space, whilst not impeding the movement of people and goods around the city so that London continues to be a great place to live, work, do business in.
Real time path planning based on hybrid-vanet-enhanced transportation systemShakas Technologies
Real-time path planning can efficiently relieve traffic congestion in urban scenarios. However, how to design an efficient path-planning algorithm to achieve a globally optimal vehicle traffic control still remains a challenging problem, particularly when we take drivers’ individual preferences into consideration
Trimble Advanced Route Optimization Technology - QUANTM Ibrahim Al-Hudhaif
The document describes Trimble's Quantm software for advanced route planning. It notes that conventional planning methods rely heavily on experience and are time-consuming, while Quantm uses optimization algorithms and large digital terrain models to automatically generate multiple cost-effective alignment alternatives in a fraction of the time. Case studies show Quantm helped reduce costs up to 30% and planning time by 50% for various large infrastructure projects around the world.
The document discusses leveraging open and standardized data for land-use and transportation accessibility analysis. It summarizes the General Transit Feed Specification (GTFS) as an open data standard for public transportation schedules and routes. An accessibility tool is showcased that uses GTFS along with other open data sources like OpenStreetMap to calculate travel times by different modes and analyze accessibility within cities. The tool can help with transportation and land use planning, investment prioritization, and tracking accessibility globally and locally.
The document discusses plans for a proposed light rail transit project that would run between UNC Hospitals and East Durham along 17 miles of track with 17 stations. It would have an end-to-end travel time of 39 minutes and average weekday ridership of 23,000 by 2035. Alternative routes were evaluated and five locations are under study for a rail operations maintenance facility while public input is being gathered on the environmental, economic, and social impacts.
This document describes the B'Smart Project in Baltimore which aims to create electric vehicle ready smart transit hubs and install smart street lights. The project will transition current transit stations in Baltimore to smart transit hubs, starting with a pilot in West Baltimore. The hubs will function as community spaces with wifi and promote local artists as well as microgrids for energy and internet access. Key goals of the 2016-2017 West Baltimore pilot include developing specifications for a smart street light system and measuring the impact on transportation experiences and ridership.
Centro is responsible for developing public transport in the West Midlands region of the UK, which has a population of 2.6 million people. It oversees 334 million bus, rail, and metro journeys annually. Centro aims to encourage more people to use public transport by delivering innovative service improvements and establishing strong partnerships to transform transportation. Centro has pioneered real-time passenger information displays and services and is now working to provide truly integrated, reliable, multi-modal information and personal mobility management.
This document discusses transportation corridor planning and analysis. It defines key terms like corridor, segment, point, and describes steps for corridor identification and analysis. Corridor analysis estimates performance by calculating capacity, travel time, and queue delay. Screen line and cordon line surveys are discussed to understand travel patterns and verify traffic models. In conclusion, congestion delay accounts for 28.9% of travel time and some sections show operational failure though vehicles pass without stopping.
Transport for Greater Manchester (TfGM) plans to implement a new real-time passenger information (RTPI) and traffic management system to improve travel information and network efficiency. The system will provide multi-modal real-time travel updates and journey planning to help customers make more informed travel choices. It will also implement bus priority at traffic signals and network monitoring to improve reliability of bus and road journeys. An open data platform and market engagement were conducted to help design an integrated architectural approach using open standards. Benefits will be monitored through online engagement and journey time data analysis.
The document discusses the regulatory perspective on adopting GNSS (global navigation satellite systems) in rail systems. It notes that rail needs to innovate to remain competitive and that GNSS can help decrease costs and increase efficiency by providing train positioning without the need for trackside infrastructure. However, it also discusses technical challenges for GNSS in rail like signal interference and obscured signals. The document emphasizes that innovation and interoperability are not contradictory in rail, and that a compatible evolution of onboard systems is needed while ensuring safety throughout the innovation process.
Per Bergman from Fält Communications AB discusses how an open platform strategy has enabled cost-efficient delivery of real-time onboard applications. The strategy is based on industry standards and allows third parties to develop modular subsystems and services that integrate with the core platform. This has created an "ecosystem" where public transport companies can choose from various applications like GPS tracking, safety cameras, and eco-driving systems that all run on a single onboard hardware platform.
The document describes the SIA project which aims to develop four new services to provide prognostic health information for railway assets. The services will integrate sensors on vehicles to monitor wheel-rail and pantograph-catenary interaction, a data hub for positioning and communications, degradation models, and a visualization platform. This will allow early detection of issues like wheel flats or broken rails to support maintenance planning by infrastructure managers and train operating companies.
Dynamic Fleet Sizing Problem for an E-Scooter Valet ServiceJoseph Chow
This document proposes a dynamic fleet sizing algorithm for an e-scooter valet service. It outlines using Citi Bike trip data to analyze demand trends and prepare the data spatially. It then describes using Clarke-Wright's method to determine the optimal fleet size based on hourly demand. Route generation is done using Google OR-Tools' CVRP algorithm. Results show the dynamic fleet model accurately predicts vehicle needs and has comparable mileage to static fleets. A cost-benefit analysis finds the proposed model has lower costs than Citi Bike. Additional areas for exploration are also identified.
Presentation by Richard Bickers & Phil White, Arup Engineering.
Delivered to postgraduate students at the Institute for Transport Studies, University of Leeds, February 2015. Copyright Arup 2015 all rights reserved.
Title: Maximizing Biking and Walking Access to Transit
Track: Connect
Format: 90 minute panel
Abstract: Hear from agencies including King County Metro, Sound Transit, and TriMet about ways they have prioritized better walk and bike connections to transit. These investments can maximize transit ridership, especially important in an era of constrained transit funding, growing multi-modal transport demand, and transitioning land use patterns.
Presenters:
Presenter: Carol Cooper King County Metro Transit
Co-Presenter: Carrie Nielson Fehr & Peers
Co-Presenter: Jeff Owen TriMet
Co-Presenter: Janine Sawyer Sound Transit
The ERSAT project aims to develop and certify an ERTMS solution using GNSS technology for low-density rail lines in Italy. The goals are to reduce maintenance costs by 30% by replacing older signaling systems with ERTMS, and deploy ERTMS nationwide by 2035. ERSAT has developed and tested satellite-based ERTMS technologies and defined a 2017-2023 master plan to activate a first commercial line by 2020 using public augmentation services, upgrade an existing line, and standardize solutions through European cooperation. Certification guidelines have been established and experts are involved to certify the satellite-based ERTMS solution for commercial operations.
This document discusses multicast routing protocols. It introduces concepts like multicast trees, reverse path forwarding, and describes several multicast routing protocols including DVMRP, MOSPF, CBT, PIM, and MBONE. DVMRP uses reverse path forwarding and pruning/grafting to efficiently route multicast traffic to multiple receivers. PIM comes in two variants - PIM-DM for dense networks and PIM-SM for sparser wide area networks. MBONE enables multicast routing over the Internet using logical tunneling between multicast routers.
Wireless LANs use the IEEE 802.11 standard which defines the physical and MAC layers. The physical layer uses either frequency hopping spread spectrum or direct sequence spread spectrum to transmit over radio frequencies. The MAC layer uses CSMA/CA for channel access and defines frame formats for addressing between devices in a basic service set or extended service set. Bluetooth uses a piconet topology with a master-slave relationship between devices for communication at the baseband layer, and supports both single-slave and multiple-slave communication through its L2CAP layer.
At Esri UK Annual Conference 2014
The role of GIS in managing London’s Road Space
London is changing. The population is set to grow to 10 million by 2031 and the economy is recovering. London’s road space is central to enabling this growth. Alan will share with us how the team at TfL are implementing an enterprise-wide GIS as the foundation to support the planning and operational challenges associated with the variety and extent of construction and changes to the road space over the next 20 years. Alan’s challenge is how he can enable the transformation of London’s road space, whilst not impeding the movement of people and goods around the city so that London continues to be a great place to live, work, do business in.
Real time path planning based on hybrid-vanet-enhanced transportation systemShakas Technologies
Real-time path planning can efficiently relieve traffic congestion in urban scenarios. However, how to design an efficient path-planning algorithm to achieve a globally optimal vehicle traffic control still remains a challenging problem, particularly when we take drivers’ individual preferences into consideration
Trimble Advanced Route Optimization Technology - QUANTM Ibrahim Al-Hudhaif
The document describes Trimble's Quantm software for advanced route planning. It notes that conventional planning methods rely heavily on experience and are time-consuming, while Quantm uses optimization algorithms and large digital terrain models to automatically generate multiple cost-effective alignment alternatives in a fraction of the time. Case studies show Quantm helped reduce costs up to 30% and planning time by 50% for various large infrastructure projects around the world.
The document discusses leveraging open and standardized data for land-use and transportation accessibility analysis. It summarizes the General Transit Feed Specification (GTFS) as an open data standard for public transportation schedules and routes. An accessibility tool is showcased that uses GTFS along with other open data sources like OpenStreetMap to calculate travel times by different modes and analyze accessibility within cities. The tool can help with transportation and land use planning, investment prioritization, and tracking accessibility globally and locally.
The document discusses plans for a proposed light rail transit project that would run between UNC Hospitals and East Durham along 17 miles of track with 17 stations. It would have an end-to-end travel time of 39 minutes and average weekday ridership of 23,000 by 2035. Alternative routes were evaluated and five locations are under study for a rail operations maintenance facility while public input is being gathered on the environmental, economic, and social impacts.
This document describes the B'Smart Project in Baltimore which aims to create electric vehicle ready smart transit hubs and install smart street lights. The project will transition current transit stations in Baltimore to smart transit hubs, starting with a pilot in West Baltimore. The hubs will function as community spaces with wifi and promote local artists as well as microgrids for energy and internet access. Key goals of the 2016-2017 West Baltimore pilot include developing specifications for a smart street light system and measuring the impact on transportation experiences and ridership.
Centro is responsible for developing public transport in the West Midlands region of the UK, which has a population of 2.6 million people. It oversees 334 million bus, rail, and metro journeys annually. Centro aims to encourage more people to use public transport by delivering innovative service improvements and establishing strong partnerships to transform transportation. Centro has pioneered real-time passenger information displays and services and is now working to provide truly integrated, reliable, multi-modal information and personal mobility management.
This document discusses transportation corridor planning and analysis. It defines key terms like corridor, segment, point, and describes steps for corridor identification and analysis. Corridor analysis estimates performance by calculating capacity, travel time, and queue delay. Screen line and cordon line surveys are discussed to understand travel patterns and verify traffic models. In conclusion, congestion delay accounts for 28.9% of travel time and some sections show operational failure though vehicles pass without stopping.
Transport for Greater Manchester (TfGM) plans to implement a new real-time passenger information (RTPI) and traffic management system to improve travel information and network efficiency. The system will provide multi-modal real-time travel updates and journey planning to help customers make more informed travel choices. It will also implement bus priority at traffic signals and network monitoring to improve reliability of bus and road journeys. An open data platform and market engagement were conducted to help design an integrated architectural approach using open standards. Benefits will be monitored through online engagement and journey time data analysis.
The document discusses the regulatory perspective on adopting GNSS (global navigation satellite systems) in rail systems. It notes that rail needs to innovate to remain competitive and that GNSS can help decrease costs and increase efficiency by providing train positioning without the need for trackside infrastructure. However, it also discusses technical challenges for GNSS in rail like signal interference and obscured signals. The document emphasizes that innovation and interoperability are not contradictory in rail, and that a compatible evolution of onboard systems is needed while ensuring safety throughout the innovation process.
Per Bergman from Fält Communications AB discusses how an open platform strategy has enabled cost-efficient delivery of real-time onboard applications. The strategy is based on industry standards and allows third parties to develop modular subsystems and services that integrate with the core platform. This has created an "ecosystem" where public transport companies can choose from various applications like GPS tracking, safety cameras, and eco-driving systems that all run on a single onboard hardware platform.
The document describes the SIA project which aims to develop four new services to provide prognostic health information for railway assets. The services will integrate sensors on vehicles to monitor wheel-rail and pantograph-catenary interaction, a data hub for positioning and communications, degradation models, and a visualization platform. This will allow early detection of issues like wheel flats or broken rails to support maintenance planning by infrastructure managers and train operating companies.
Dynamic Fleet Sizing Problem for an E-Scooter Valet ServiceJoseph Chow
This document proposes a dynamic fleet sizing algorithm for an e-scooter valet service. It outlines using Citi Bike trip data to analyze demand trends and prepare the data spatially. It then describes using Clarke-Wright's method to determine the optimal fleet size based on hourly demand. Route generation is done using Google OR-Tools' CVRP algorithm. Results show the dynamic fleet model accurately predicts vehicle needs and has comparable mileage to static fleets. A cost-benefit analysis finds the proposed model has lower costs than Citi Bike. Additional areas for exploration are also identified.
Presentation by Richard Bickers & Phil White, Arup Engineering.
Delivered to postgraduate students at the Institute for Transport Studies, University of Leeds, February 2015. Copyright Arup 2015 all rights reserved.
Title: Maximizing Biking and Walking Access to Transit
Track: Connect
Format: 90 minute panel
Abstract: Hear from agencies including King County Metro, Sound Transit, and TriMet about ways they have prioritized better walk and bike connections to transit. These investments can maximize transit ridership, especially important in an era of constrained transit funding, growing multi-modal transport demand, and transitioning land use patterns.
Presenters:
Presenter: Carol Cooper King County Metro Transit
Co-Presenter: Carrie Nielson Fehr & Peers
Co-Presenter: Jeff Owen TriMet
Co-Presenter: Janine Sawyer Sound Transit
The ERSAT project aims to develop and certify an ERTMS solution using GNSS technology for low-density rail lines in Italy. The goals are to reduce maintenance costs by 30% by replacing older signaling systems with ERTMS, and deploy ERTMS nationwide by 2035. ERSAT has developed and tested satellite-based ERTMS technologies and defined a 2017-2023 master plan to activate a first commercial line by 2020 using public augmentation services, upgrade an existing line, and standardize solutions through European cooperation. Certification guidelines have been established and experts are involved to certify the satellite-based ERTMS solution for commercial operations.
This document discusses multicast routing protocols. It introduces concepts like multicast trees, reverse path forwarding, and describes several multicast routing protocols including DVMRP, MOSPF, CBT, PIM, and MBONE. DVMRP uses reverse path forwarding and pruning/grafting to efficiently route multicast traffic to multiple receivers. PIM comes in two variants - PIM-DM for dense networks and PIM-SM for sparser wide area networks. MBONE enables multicast routing over the Internet using logical tunneling between multicast routers.
Wireless LANs use the IEEE 802.11 standard which defines the physical and MAC layers. The physical layer uses either frequency hopping spread spectrum or direct sequence spread spectrum to transmit over radio frequencies. The MAC layer uses CSMA/CA for channel access and defines frame formats for addressing between devices in a basic service set or extended service set. Bluetooth uses a piconet topology with a master-slave relationship between devices for communication at the baseband layer, and supports both single-slave and multiple-slave communication through its L2CAP layer.
The document consists of 20 pages that repeatedly provide instructions to click on a link to download a free green floral PowerPoint template. It also provides a link for more PowerPoint template presentations. The document promotes the download of a single PowerPoint template design over multiple pages.
The document discusses wireless LAN standards including IEEE 802.11 and Bluetooth. It provides an overview of IEEE 802.11 specifications and architecture, addressing mechanisms, and physical layers. It also covers Bluetooth technology, describing its ad hoc network architecture and layers such as baseband and L2CAP. Various concepts are illustrated with figures including basic service sets, extended service sets, MAC layers, and frame formats.
The document discusses the transition from existing telecommunications networks to Next Generation Networks (NGNs). It defines NGNs as packet-based networks that can provide telecommunication services using multiple broadband technologies. The key aspects covered include the NGN architecture consisting of access, core, control and service layers, protocols used in NGNs like SIP and key NGN services like voice, multimedia and VPNs. It concludes that NGNs will be the foundation for new multimedia applications and an evolution from separate networks to a single network capable of carrying all services.
Дизайн-мышление. Гайд по процессу / Design Thinking Guide / RussianWonderfull
Русскоязычная версия гайда по дизайн-мышлению, разработанная командой лаборатории Wonderfull на основе стэнфордского издания "An introduction to Design Thinking PROCESS GUIDE" d. School.
Bluetooth is a wireless technology standard for exchanging data over short distances using short-wavelength UHF radio waves in the industrial, scientific and medical radio bands. It allows for the replacement of cables that traditionally connect devices, enabling devices such as phones, laptops, printers, digital cameras, and video game controllers to establish short-range radio links to connect and exchange information. Bluetooth technology works as a universal bridge between existing data networks and provides a mechanism for devices to form short-term networks when in close proximity without needing to be part of a permanent network infrastructure.
Title: Taking Pedestrian and Bicycle Counting Programs to the Next Level
Track: Connect
Format: 90 minute panel
Abstract: Panelists will provide practical guidance for pedestrian and bicycle counting programs based on findings from NCHRP Project 07-19, "Methods and Technologies for Collecting Pedestrian and Bicycle Volume Data."
Presenters:
Presenter: Robert Schneider University of Wisconsin-Milwaukee
Co-Presenter: RJ Eldridge Toole Design Group, LLC
Co-Presenter: Conor Semler Kittelson & Associates, Inc.
Smart Transport Facility aims to improve city transportation through smart technology solutions. It discusses issues with current transportation systems like lack of quality public transit and road safety concerns. It then describes several smart transportation applications that can help address these issues, such as dynamic carpooling/car sharing apps, GPS-based public transport tracking, integrated transit hubs, and electric vehicles with charging infrastructure. Real-time traffic information systems are also outlined as a way to provide commuters with traffic and transit updates to help optimize their journeys.
BE-GOOD is a pioneering project aiming to unlock, re-use and extract value from Public Sector Information (PSI) to develop innovative data-driven services in the area of infrastructure & environment.
BE-GOOD’s main outputs: 10 novel commercial PSI-based services prototyped operationally, with the aim to commercialise 5.
Examples: applications, visualisations, software, algorithms for traffic management, air and water quality monitoring, infrastructure maintenance planning.
http://www.nweurope.eu/begood
With collaborations with various City divisions and private service providers (in this case Streetlight data providers), our North York mobility innovation team uncovered several surprising suburban travel behaviour, patterns and distributions of trips that lead to meaningful and quantitative multimodal mobility planning. This presentation is a summary of project experiences and describes the key findings.
The document summarizes Community Meeting #3 for the Cuyahoga Greenways project. It discusses the agenda, introduces the project background and partners. A proposed greenway network for Cuyahoga County is presented, including 120 miles of existing trails and 175 miles of proposed new trails and on-street bike facilities. An evaluation process involving 8 core factors was used to analyze over 300 proposed greenway projects based on criteria like access to parks, habitat, socioeconomics, and transit.
As smart data gradually become mainline data for transportation planning, some obvious flaws in infrastructure decision making become apparent when comparing traditional static data and the dynamic nature of human travel. The static survey, a common source of transportation, encouraged to assign a greater portion of longer trips and predicting more road widening and highways. In reality, shorter trips are dominant in cities. Shared mobility options could provide options for shorter trips. These short trips should be properly corrected and assign in our infrastructure projections when travel demand modeling is developed. Smart data is paving the way to open the door of a new possibility towards shared multimodal cities.
Barbeau enabling better mobility through innovations for mobile devices - o...Sean Barbeau
Presented at the USDOT O
View the recording at http://youtu.be/aXFwVh-gDBc
Mobile phones are quickly reshaping our world. As of November 2014, 97 percent of US households have mobile phones, with the average household owning 5.2 connected mobile devices. Mobile app use on these devices is skyrocketing, with app usage up 76 percent in 2014. These apps can help us make better transportation choices by delivering the right information at the right time & location - from decreasing your wait time for public transportation, to letting you know about traffic incidents before you even leave for your destination, to helping transit riders with special needs get to and from jobs. However, developing new mobile technology that is smart, both in terms of delivering the information at the right moment and conserving limited resources such as battery life and data plans, is not always simple. Research conducted at universities has the potential to break through some of these challenges, which can result in improvements in mobility to everyone.
This presentation discusses the multi-disciplinary innovation process at the University of South Florida, including research funded by the National Center for Transit Research UTC and the Florida Department of Transportation, that has resulted in 14 U.S. patents on location-aware mobile technology and resulted in the deployment of real-world systems. Lessons learned, both during the research itself as well as the technology transfer process to real-world deployments, will be presented.
Facts and figures from CTIA.org
- The document discusses a project in Pisa, Italy to redesign the city's bicycle lanes using a participatory approach. An online survey and GIS tools were used to collect and analyze data on citizen preferences, mobility patterns, and potential bicycle lane routes.
- Data mining techniques like decision trees were applied to the spatial, temporal, socioeconomic and survey data to extract rules about transport choices. Most bicycle use was associated with lunch/afternoon activities, shopping trips under 45 minutes, and bringing things for citizens with low incomes.
- The results provide guidance for the municipality on how to best connect existing bicycle lanes to tourist areas and accommodate citizen preferences in the redesign.
It is about Municipal Solid Waste Management by using GIS. How we will be able to control the cost using GIS. And an case study happened in NAGPUR City.
Workshop on Cyber-physical Systems Platforms – Tânia Calçada “UrbanSense Plat...Future Cities Project
The UrbanSense Platform is an interdisciplinary project that aims to expand the Center of Competence for Future Cities of the University of Porto. It involves forming interdisciplinary teams, building testbeds for urban experiments, working closely with end users, sharing data sets, and working with industry partners. The platform includes a crowdsensing mobile application, a vehicular ad-hoc network with over 600 vehicles, and infrastructure for local environmental monitoring using low-cost sensor devices. Its goals are to understand environmental and behavioral phenomena in cities and their impacts.
The document describes the development of a safety information system for unmanned railway level crossings in India using geographic information systems (GIS). Unmanned level crossings on the Shahdra-Shamli-Tapri railway route were surveyed using GPS to collect location data and characteristics. This data was stored and analyzed in a GIS database along with accident statistics from 2008-2013. A spatial map was created showing the railway lines, level crossings, roads, villages etc. as different layers. Queries could then identify accidental level crossings. The system aims to inform road users in advance about level crossing characteristics to increase safety awareness.
Roadroid is a system that uses smartphones to continuously monitor road conditions by collecting road roughness data through the built-in vibration sensors in smartphones. This allows road organizations to more frequently and cost-effectively collect road condition data, which enables early warnings of changes or damage and more accurate operational road maintenance management. The collected measurement data is wirelessly transferred to an online mapping server where it can be aggregated, exported, and used by other road management systems. Roadroid provides an efficient, scalable, and cost-effective way for road organizations to monitor and report on road conditions.
Multimodal in rail development: popularity and reaping benefitsAtkins
Dr Ghassan Ziadat, Atkins’ director of planning and infrastructure, looks in depth at transport planning, multimodal transportation and transit oriented developments. Ghassan believes that clear government direction, through policy and legislation, remains essential to ensure the consistent and effective adoption of multimodal transportation and transit orientated developments (TODs) in the Middle East’s major cities.
This presentation was first delivered in March 2014 at Infrastructure Outlook 2014, Riyadh, Saudi Arabia.
This document discusses a mobile app called "Road Factor" that uses GPS to provide information on road conditions. It allows users to view details of the road they are currently on, like when it was last resurfaced. Government agencies can use the data to monitor roads and make planning/budget decisions to improve road maintenance. The app aims to help build better transportation infrastructure and facilitate governance through electronic monitoring of roadwork. It connects to a centralized database containing road condition details for cities across India.
The document discusses open data and its impacts. It notes that open data must be freely accessible, in reusable formats, and under an open license. Open data can impact politics, society, and the economy by enabling open innovation and business opportunities. Implementing an open data policy faces challenges regarding policy, regulation, capacity, and technology. The Open Data Charter provides principles for open data policies. OpenDataSoft is a company that helps make data scale and create value through visualizations, APIs, and enabling data reuse. It discusses using open data in areas like transportation, smart cities, and performance management.
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Similar to Pedestrian infrastructure audits for the City of Sydney’s Liveable Green Network (20)
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Remote Sensing and Geographic Information Systems
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Changes in vegetation cover refer to variations in the distribution, composition, and overall
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Complications of wound healing like infection, hyperpigmentation of scar, contractures, and keloid formation.
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2. Sustainable Sydney 2030
The Liveable Green Network
The pedestrian facility audit task
Approach to auditing
The audit criteria
Collecting the data
GIS tool
On site
Prioritising the works
Reporting and maps
Summary of data
GIS outputs
Maps
Content
3. A ‘Green, Global and Connected’ City
The ‘Five Big Moves’ to manage the
City’s growth and to guide future
strategic policies and infrastructure:
A revitalised city centre at the heart
of global Sydney
An integrated Inner Sydney transport
network
A Liveable Green Network (LGN)
Activity hubs as a focus for the City’s
village communities and transport
Transformative development and
sustainable renewal
Sustainable Sydney
4. The Liveable Green Network
What it achieves?.....connections to a more
liveable city
City Centre Village to village Parks and leisure
5. The Liveable Green Network
The Liveable Green Network is made up
of
LGN Priority Network
Citywide Pedestrian Priority
Network
City Wide Pedestrian Cycle
Priority and Primary Local
Pedestrian Network
Primary Local Pedestrian Network
6. Prepare a Pedestrian Access and
Mobility Plan (PAMP) for the LGN
Focus on infrastructure audits and
recommendations
Audit the four levels of network
priority for:
Facility locations and quality
Amenity, access and compliance
issues
Missing facilities
Intersection and crossing
treatments
Path condition and widths
The auditing task
The City of Sydney wanted
to audit the Liveable Green
Network to identify gaps,
issues and areas for
improvement of the walking
experience.
7. Proposal-stage decisions
Calculate kilometres of network
Use hand held devices with GIS
software
Project commencement decisions
Agree on audit criteria upfront
Recommend improvements on site
Trial and revise GIS data collection
tool
Real-time upload of data
The approach to auditing
8. Three types of data collection
1. Identification and recording of
pedestrian infrastructure.
2. Assessment of pedestrian
infrastructure.
3. Footpath width measurements
against existing GIS footpath
segment layer.
The audit criteria
9. The location of every
non-footpath pedestrian
facility was recorded by
the site auditors,
whether it had any
associated issues or not.
Provided Council with an
up to date inventory of
all pedestrian
infrastructure.
1. Identification and recording of
pedestrian infrastructure
10. Every issue associated with pedestrian facilities
was recorded by the site auditors.
Crossings: dimensions, alignment, condition,
clear zones, signage, missing
Path condition: Cracked, uneven (severity:
slight, moderate or severe)
Path obstructions: Street furniture,
vegetation, bins, other (degree of impact on the
Pedestrian Through Zone)
Sight lines: Conflict at driveways
Shared paths: signage, line-marking, pinch
points
Shared zones: signage, presence of kerbs,
pavement markings
Bus stops: clear space, tactile ground surface
indicators
Accessible parking: lack of kerb ramps,
adjacent path width
2. Assessment of pedestrian
infrastructure
11. Footpaths and shared paths
Update Council’s footpath segment GIS layer
with the measured width
Different widths for paths on the priority
networks
Specific measurements were noted as: below
minimum, compliant and preferred
Also noted where paths were missing on the
networks
3. Path width measurements
12. Collecting the data – GIS tool
Collector for ArcGIS IPad application
PAMP data was recorded for the
LGN two ways:
Placing a point or line to indicate the
presence of a pedestrian facility, record
the issue if there were any and to
recommend an improvement and;
Updating the footpath segments in the
City of Sydney footpath layer to include a
value for the measured width of each
footpath segment.
19. Collecting the data
The site audits were
undertaken between
December 2014 –
February 2015.
A team of up to five people
a day audited the LGN,
focusing on one area of
the City at a time.
Each team member had a
measuring tape and used
the tablet’s in built camera.
Each auditor required two
tablets each day due to
battery drainage.
22. Works were prioritised based on
their location within high, medium
or low priority areas throughout the
CBD
New works were prioritised higher
than upgrade works
Prioritisation
23. Results
Facility Total instances of the
pedestrian facility
Accessible parking 120
Bus stop 538
Footpath 4,729
Footpath segment widths 4,997
Kerb extensions 515
Kerb ramp 6,906
Laneway 7
Mid-block/pelican crossing 40
No crossing facility at this location 0
No footpath facility 0
Pedestrian bridge 9
Raised threshold at T-intersection 17
Other - subway 15
Pedestrian mall 37
Pedestrian refuge 229
Shared path segment widths 199
Shared zone 54
Signalised intersection 354
24. The complete data collection was presented in a geodatabase for the
City of Sydney. The geodatabase includes:
Unique point or line ID.
Location of pedestrian facilities.
Type and severity of pedestrian facility issues (if any).
Photo.
Recommended improvement (if required).
Cost estimate.
Priority.
Updated widths for the City of Sydney footpath segment layer
GIS outputs
As part of the City of Sydney’s Sustainable Sydney 2030 vision of becoming a more ‘Green, Global and Connected’ city, a series of milestones, referred to as the ‘Five Big Moves’ were drafted to assist with managing the City’s growth and to guide the development of future strategic policies and infrastructure projects. The ‘Five Big Moves’ are:
A revitalised city centre at the heart of global Sydney
An integrated Inner Sydney transport network
A Liveable Green Network
Activity hubs as a focus for the City’s village communities and transport
Transformative development and sustainable renewal
As one of the ‘Five Big Moves’, the Liveable Green Network (LGN) supports active transport modes as attractive and viable alternatives to private vehicles as means for moving around the LGA, with particular attention given to short trips.
The implementation of the LGN will assist with fulfilling three of the City of Sydney’s 10 Targets for 2030.
Target 7: By 2030, at least 10 per cent of city trips will be made by bicycle and 50 per cent by pedestrian movement.
Target 8: By 2030, every resident will be within a 10 minute (800 m) walk to fresh food markets, childcare, health services and leisure, social, learning and cultural infrastructure.
Target 9: By 2030, every resident in the City of Sydney will be within a three minute walk (250 m) of continuous green links that connect to the Harbour Foreshore, Harbour Parklands, Moore or Centennial or Sydney Parks.
Objectives of the Liveable Green Network Strategy and Masterplan are to:
Provide a comprehensive and legible pedestrian and cycle network that responds to Sustainable Sydney 2030 targets by connecting the City Centre, Village Centres, public transport, major parks and recreation facilities
Increase the proportion of pedestrian and cycling trips in the city to minimise greenhouse gas emissions
Provide inclusive access to meet the needs of people with disabilities
Co-ordinate with adjacent Councils to develop an integrated Inner City Network;
Improve community health, safety and well being
Ensure provision of amenities that invite and promotion pedestrian and cycle travel
Ensure integration with transport planning
The four priority levels identified for the audit were:
LGN Priority Network (Pedestrian and Cycle) – shown as yellow routes
Citywide Pedestrian Priority Network – shown as blue routes
Citywide Pedestrian Cycle Priority and Primary Local Pedestrian Network – shown as orange routes
Primary Local Pedestrian Network – shown as pink routes
These networks don’t cover every street in the LGA but they come very close to it.
The selection of routes as part of each network was undertaken with guidance from specific assessment criteria that considered elements including the alignment of key routes, quality of the public domain (specifically the location of trees, public spaces, activity centres and the condition of existing infrastructure), pedestrian and vehicular traffic movements and pedestrian waiting times, key trip generators and attractors (such as schools, retail, commercial and community uses) and population statistics.
When Cardno decided to bid for the project we knew it was a very big task that would require a number of decisions to be made and committed to.
At the proposal stage when calculating our fee we had to attempt to calculate the number of kilometres on the network and how much one person could cover in a day. We also had to decide how we would collect the data. We decided to go with a GIS software ipads which would geolocate data that we collected and input it directly into a data and mapping software.
This was by far the biggest pedestrian audit we had ever attempted, it was going to be comprehensive, cover a lot of ground and generate a huge amount of data that needed to be accessible and useful for the City.
Once we won the project, we spent a short amount of time panicking, and then got down to some very comprehensive project planning. Because of the time it would take to audit the entire LGN we needed to make sure that we audited it accurately the first time around. There would be no time for redoing it.
One important decision we needed was for the City to agree on the audit criteria upfront. We proposed and the city confirmed the exact facilities we would audit, what standards or guidelines we would measure them against, and what would be the recommended improvement if an issue was identified.
We also decided to make the large majority of infrastructure recommendations on site, while standing in front of the facility we had just measured, rather than coming back to the office and doing it days or weeks later.
We set up our GIS data collection tool with the audit criteria, tested it on site and revised it so it worked better.
We decided to use real-time upload of data to so that an auditors could see on their screen whether a particular facility had already been audited by someone else that day.
There were three main types of data collection activities undertaken.
Identification and recording of pedestrian infrastructure.
Assessment of pedestrian infrastructure.
Footpath width measurements against existing GIS footpath segment layer.
I will give you an overview of each.
This was pretty straight forward:
These pedestrian facilities included kerb ramps, pedestrian refuges, zebra crossings, signalised intersections, kerb extensions, shared zones and pedestrian malls as well as bus stops and accessible parking locations.
Crossings: dimensions, alignment, condition, clear zones, signage
Path condition: Cracked, uneven (severity: slight, moderate or severe)
Path obstructions: Street furniture, vegetation, bins, other (degree of impact on the Pedestrian Through Zone)
Sight lines: Conflict at driveways
Shared paths: signage, line-marking, pinch points
Shared zones: signage, presence of kerbs, pavement markings
Bus stops: clear space, tactile ground surface indicators
Accessible parking: lack of kerb ramps, adjacent path width
Some facilities might have more than one issue. We were able to record up to four issues for every facility that we audited.
We measured the width of every path segment on the LGN.
The City of Sydney has a very good footpath segment layer and we were able to import that into our GIS software and provide a width measurement for every segment. Segment lengths varied.
Different widths were audited for the four different priority networks and each network had a minimum width and a preferred.
We used the Collector for ArcGIS ipad application when auditing.
Each facility that was assessed and recorded on the GIS map interface, either as a point symbol or line, carrying GPS coordinates and information inputted by the auditor through a series of drop-down and text entry boxes. An example of the Collector for ArcGIS interface is shown in Figure 4.
The drop-down boxes comprised of a list of the pedestrian facilities, and within each pedestrian facility common issues pertaining to that specific facility were listed as options for selection. The severity of the issue (where applicable), and recommended improvement could also be selected. On occasions where further explanation was required to complement an observed issue, free text-entry boxes were also available for providing comments. Where issues were observed, a photograph was taken and attached to the GIS point or line identifying the facility. A visual example of the data collection process using Collector for ArcGIS is provided in Appendix A.
Each facility that was assessed and recorded on the GIS map interface, either as a point symbol or line, carrying GPS coordinates and information inputted by the auditor through a series of drop-down and text entry boxes.
Here are some screen shots of the interface. This one shows how auditors were able to improve on the GIS location manually by focusing the point the are putting down for the facility to the most accurate spot.
The drop-down boxes comprised of a list of the pedestrian facilities, and within each pedestrian facility’s common issues listed as options for selection. The severity of the issue (where applicable), and recommended improvement could also be selected.
Here we are noting a kerb ramp.
Noting the issue out of this list of potential issues.
And if there was nothing wrong with it, we simply recorded that the facility existed in that location.
Selecting the improvement to address the issue
Where issues were observed, a photograph was taken and attached to the GIS point or line identifying the facility.
These images show how we entered the width and indicating whether it met the minimum width for that priority network. If it didn’t, we took a photo and recommended a footpath replacement.
And where further explanation was required to complement an observed issue, free text-entry boxes were also available for providing comments.
These images show how we entered the width and indicating whether it met the minimum width for that priority network. If it didn’t, we took a photo and recommended a footpath replacement.
And where further explanation was required to complement an observed issue, free text-entry boxes were also available for providing comments.
Tracking our progress was an important and motivating part of collecting the data. We printed out a giant map of the LGA and every few days when the auditors came back into the office they could mark off the streets that they had recently completed.
This is how the audit progressed in real-time over the eight week period. For me, back in the office most of the time it was great to see the team move through the city and get to know how much was being covered. Some areas were much faster than others. The CBD was difficult because of high volumes of pedestrians so it took longer than other areas.
Desktop quality checking: And after the audits we came back to the office and underwent some comprehensive data review to find and address gaps in the audit. This resulted in
Once the data was collected, checked and downloaded from the GIS tool, we worked with the City of Sydney to prioritise the works.
Works were prioritised based on their location within high, medium or low priority areas throughout the CBD.
New works were also prioritised higher than upgrade or replacement works.
Overall we recorded the location of, and audited, thousands of pedestrian facilities including:
4,997 path segment widths
6,900 kerb ramps
515 kerb extensions
229 pedestrian refuges
538 bus stops
And 254 zebra crossings
The complete data collection was presented in a geodatabase for the City of Sydney. The geodatabase included:
Unique point or line ID.
Location of pedestrian facilities – including suburb, street, coordinates, footpath segment (where relevant).
Type and severity of pedestrian facility issues.
Photo.
Recommended improvement.
Cost estimate.
Priority for implementation.
Updated widths for the City of Sydney footpath segment layer –Where the footpath segment width was found to be below the minimum width for the relevant LGN priority network, a recommended footpath width.
This was also provided as a shedule of works in Excel.
We provided a report with a page dedicated to each facility with one or more identified issues.
And now to finish I have some examples of the mapping produced to present the data at an LGA level, a very different style of presenting to the detailed issues report and schedule of works.
This map shows the proportion of issues by suburb.
This one shows the proportion of below minimum footpath widths by suburb.
Proportion of poor quality footpaths by suburb
Green is above preferred width
Yellow is above minimum width and red is below minimum. You can see there are very few sections of below minimum width in this part of the CBD.