Future BRT systems aim to provide metro-like service quality with buses. This can be achieved through segregated lanes, reduced dwell times, off-bus fare payment, and increased distance between stations. Express services and traffic signal priority further improve speed and reliability. Maintaining regular headways is challenging due to the inherently unstable nature of bus operations but is critical to maximize capacity and minimize passenger wait times. Real-time GPS data can be used to develop control mechanisms to avoid bus bunching through timely interventions.
This document discusses transport infrastructure in Singapore. It begins with a group discussion on the positive aspects of bus and MRT services in Singapore and what would happen without each aspect. It then defines transport infrastructure and provides examples for Singapore like roads, railways, and terminals. The document asks if Singapore has quality transport infrastructure and prompts describing the expressway network, public transport systems, and overall safety and comfort levels. It notes some areas may need improvement and discusses traffic congestion issues. Students are assigned homework to complete an exercise for the next lesson.
This document discusses traffic congestion and how cities manage it. It defines traffic congestion as too many vehicles for the road to handle, commonly found during rush hour in city centers where jobs are concentrated. Congestion occurs due to people living and working in separate areas and needing to commute, as well as moving goods and services throughout the city. This reduces productivity, causes stress and pollution, and affects health. Cities implement measures like improving public transit with integrated networks and bus lanes, expanding rail systems, road pricing, and encouraging alternative transportation to reduce vehicle numbers and alleviate congestion.
This document discusses various modes of transportation in Singapore. It begins with an activity for students to list 5 common modes of transportation in Singapore, noting 2 benefits and 2 difficulties of each. It then compares rural and urban transportation, discussing problems unique to rural areas. Key questions are posed about traffic congestion and how some cities manage it. Mobility is defined as the movement of people and goods, and characteristics of urban transportation are outlined, including the variety of modes, density of networks, and infrastructure. Public and private transportation options in Singapore are briefly covered. The document concludes with a homework assignment.
The document discusses Bus Rapid Transit Systems (BRTS) as presented by Chirag Bhasin of Punjab Engineering College. BRTS is described as a high-quality transit system based on buses that can transport up to 20,000 passengers per hour in a single direction using dedicated bus lanes similar to metro rail systems. BRTS provides advantages over other transit systems such as lower construction costs since it can convert existing roads. Key features of BRTS discussed include separated bus-only lanes, off-board fare collection, and platform-level boarding to reduce delays. Various levels of BRTS implementation are also outlined.
Sec 2 Unit 8 transport and communicationscritter33
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This document provides an overview of transport and communications. It identifies various modes of transport including air, land, and sea transport. It describes improvements in speed and passenger transport over time due to technological advances. For example, planes can now travel at 300km/hr while trains have reached speeds of 200km/hr. The document also discusses how improvements in transport infrastructure and technology have increased accessibility and connectivity between places. This has contributed to a "shrinking world" where physical distances can be covered much more quickly through modern transport and communications systems.
Reece houston driverless bus thesis presentationReece Houston
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The document discusses the feasibility of implementing driverless bus technology on the South East Busway in Brisbane, Australia. It outlines the current driverless bus technology capabilities like automatic doors, collision avoidance, and autonomous guidance. The document also reviews successful driverless bus trials in China and Brazil. While driverless buses could provide benefits like reduced dwell times and increased safety, the challenges of full autonomy like costs, integration, and legal issues mean current technology is not ready for widespread use on the South East Busway. A semi-autonomous system with features like precision docking may be a better near-term solution.
This document discusses transport infrastructure in Singapore. It begins with a group discussion on the positive aspects of bus and MRT services in Singapore and what would happen without each aspect. It then defines transport infrastructure and provides examples for Singapore like roads, railways, and terminals. The document asks if Singapore has quality transport infrastructure and prompts describing the expressway network, public transport systems, and overall safety and comfort levels. It notes some areas may need improvement and discusses traffic congestion issues. Students are assigned homework to complete an exercise for the next lesson.
This document discusses traffic congestion and how cities manage it. It defines traffic congestion as too many vehicles for the road to handle, commonly found during rush hour in city centers where jobs are concentrated. Congestion occurs due to people living and working in separate areas and needing to commute, as well as moving goods and services throughout the city. This reduces productivity, causes stress and pollution, and affects health. Cities implement measures like improving public transit with integrated networks and bus lanes, expanding rail systems, road pricing, and encouraging alternative transportation to reduce vehicle numbers and alleviate congestion.
This document discusses various modes of transportation in Singapore. It begins with an activity for students to list 5 common modes of transportation in Singapore, noting 2 benefits and 2 difficulties of each. It then compares rural and urban transportation, discussing problems unique to rural areas. Key questions are posed about traffic congestion and how some cities manage it. Mobility is defined as the movement of people and goods, and characteristics of urban transportation are outlined, including the variety of modes, density of networks, and infrastructure. Public and private transportation options in Singapore are briefly covered. The document concludes with a homework assignment.
The document discusses Bus Rapid Transit Systems (BRTS) as presented by Chirag Bhasin of Punjab Engineering College. BRTS is described as a high-quality transit system based on buses that can transport up to 20,000 passengers per hour in a single direction using dedicated bus lanes similar to metro rail systems. BRTS provides advantages over other transit systems such as lower construction costs since it can convert existing roads. Key features of BRTS discussed include separated bus-only lanes, off-board fare collection, and platform-level boarding to reduce delays. Various levels of BRTS implementation are also outlined.
Sec 2 Unit 8 transport and communicationscritter33
Â
This document provides an overview of transport and communications. It identifies various modes of transport including air, land, and sea transport. It describes improvements in speed and passenger transport over time due to technological advances. For example, planes can now travel at 300km/hr while trains have reached speeds of 200km/hr. The document also discusses how improvements in transport infrastructure and technology have increased accessibility and connectivity between places. This has contributed to a "shrinking world" where physical distances can be covered much more quickly through modern transport and communications systems.
Reece houston driverless bus thesis presentationReece Houston
Â
The document discusses the feasibility of implementing driverless bus technology on the South East Busway in Brisbane, Australia. It outlines the current driverless bus technology capabilities like automatic doors, collision avoidance, and autonomous guidance. The document also reviews successful driverless bus trials in China and Brazil. While driverless buses could provide benefits like reduced dwell times and increased safety, the challenges of full autonomy like costs, integration, and legal issues mean current technology is not ready for widespread use on the South East Busway. A semi-autonomous system with features like precision docking may be a better near-term solution.
This document discusses various strategies that cities use to manage traffic congestion. It describes strategies such as making public transportation more attractive through integrated payment systems and expanded rail and bus networks, managing road usage through bus lanes and road pricing, and other measures like telecommuting and encouraging cycling. Expanding rail networks can transport many people efficiently but is very expensive, while increasing bus capacity and frequency or building more infrastructure for cycling are more affordable options but may not alone solve congestion issues. Overall, an integrated approach using multiple strategies is likely needed to effectively reduce traffic and encourage use of alternative transportation modes.
An interview was conducted with 11 bus commuters (5 male, 6 female) to understand their experiences and identify areas for improvement. Key findings included a lack of shelter, seating, and real-time arrival information at bus stops. Additionally, bus numbers are not always clearly displayed, routes are difficult to understand, and there are no complaint systems. Suggested improvements included displaying accurate arrival times, adding shelters and seating at stops, and improving accessibility.
The document discusses the future governance of Caltrain and identifies several issues that need to be addressed. It notes that the region has seen over 1 million new jobs and 700,000 new households added which increases fragmentation in areas like fares, schedules and information. It also questions whether operations should be separated from long-range planning and how to balance urban and suburban needs. The document lists goals for a project related to improving Caltrain service and connectivity to other transit lines, reducing congestion, and supporting economic growth.
This document discusses Bus Rapid Transit Systems (BRTS) as a solution to India's growing urban transport crisis. It outlines the key features of BRTS, including dedicated bus lanes, elevated stations, off-board fare collection, and advanced vehicles. The document then highlights the success of the Ahmedabad BRTS system in India, the first true BRTS in the country, which incorporates longitudinal segregation, level access stations, and frequent service on 58.3 km of priority corridors.
This document summarizes Jakarta's bus fleet and infrastructure. It notes there are three main types of buses totaling around 17,800 vehicles. The fleet has an inappropriate mix of sizes and many buses are not optimally sized for their routes. By 2024, it estimates the fleet will decrease to around 7,745 vehicles with fewer small buses and more large buses that conform to international standards. It also describes issues with bus terminals, stops, and the lack of sufficient formal depots for servicing and maintenance. Comprehensive surveys are needed to determine the optimal bus fleet and infrastructure requirements.
Settling the Score: Street Performance Measures
In an effort to better quantify the pedestrian and bicycle experience, this panel discusses multi-modal level of service and alternative methodologies for evaluating how well streets welcome walking and biking. The speakers will explore perspectives from practice and academia, as well as regional versus street segment approaches.
Presenters:
Presenter: Madeline Brozen UCLA Complete Streets Initiative
Co-Presenter: David Anspacher Montgomery County Planning Department
Co-Presenter: Jessica Horning Oregon DOT
Co-Presenter: Mike Lowry Dept. of Civil Engineering, University of Idaho
Co-Presenter: Conor Semler Kittelson & Associates, Inc.
This document discusses considerations for operating a mobile library service in the Central Highlands region. It outlines factors to consider for the physical vehicle such as length, turning radius, and engine power based on local road conditions. It recommends a maximum daily distance of 200km with around 5 stops per day, aiming for an even ratio of driving and service time. Vehicle choice should consider cost, availability, terrain, stock capacity and IT needs. The main vehicle types discussed are vans, trucks, buses, and semi-trailers, each suited to different population sizes and road access. Guidelines are provided around assigning costs, developing collections, and locating service points.
The document discusses the design of bus stops and explores how they could be improved. It considers ways to encourage social interaction among passengers and enhance the experience of waiting, such as through optimized seating, weather protection that adjusts automatically, and information displays. Different types of bus stops are defined, and common amenities like shelters, benches, and signage are outlined. Concepts for innovative bus stop designs are presented, focusing on issues like adapting to weather, communicating schedule information, and creating modular systems.
O Centro de ExcelĂŞncia em BRT Across Latitudes and Cultures (ALC-BRT CoE) promoveu o Bus Rapid Transit (BRT) Workshop: Experiences and Challenges (Workshop BRT: ExperiĂŞncias e Desafios) dia 12/07/2013, no Rio de Janeiro. O curso foi organizado pela EMBARQ Brasil, com patrocĂnio da Fetranspor e da VREF (Volvo Research and Education Foundations).
This document discusses bus headway variability and strategies to achieve regular bus service. It begins by outlining what passengers seek in public transit and how to achieve those attributes. While increasing speed and fleet can help, it is important to also focus on decreasing travel time variability and achieving regular headways for reliability. The impacts of unreliable service with bus bunching are then reviewed, including increased waiting times, occupancy and user dissatisfaction. Finally, the document discusses that solutions do exist, such as dedicated infrastructure, signal priority and real-time control systems, to stabilize service and achieve the goal of reliable transit.
This document discusses the concept and benefits of Bus Rapid Transit (BRT) as a solution to mobility issues in Chennai, India. It outlines key elements of BRT systems, including dedicated bus lanes, specialized stations and buses, efficient fare collection, simple routes and passenger information, and integration with other transit modes. BRT can provide high capacity transit comparable to metro rail at lower cost if designed and operated as a full system rather than just adding bus lanes. The document recommends establishing a Special Purpose Unit to plan and manage BRT operations independently from the existing transit agency to successfully implement BRT in Chennai.
How to Design an On-Demand Transit ServiceGurjap Birring
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There have been hundreds of on-demand transit projects deployed around the world, but are transit agencies designing them for success? Pantoniumâs team will discuss various approaches to designing an on-demand transit service based on our experiences deploying projects around North America and our observations from other similar projects.
This document analyzes traffic problems in Delhi-NCR and proposes solutions. It discusses the traffic crisis in 1990 due to pollution, traffic jams, and an inefficient public transport system. Attempted solutions like metro, BRT corridors, and road construction had short-term benefits but long-term issues remain. A single governing body called the Delhi-NCR Transportation Department is proposed to integrate all transportation modes across the region. This would make public transport more convenient and reliable through measures like electric auto rickshaws and improved bus services, encouraging fewer private vehicle trips and reducing pollution and congestion.
Webinar: Some Observations on BRT in North America⌠and ElsewhereBRTCoE
Â
BRT systems can take many forms depending on local needs and environments. Key lessons from implementations include the importance of institutional support, comprehensive service planning, and clear communications. While full BRT features may not be possible initially, phased approaches that start with basic improvements and add elements over time have been successful. As the technology advances, BRT is becoming more attractive and effective through features like guided lanes, hybrid vehicles, and improved stations.
Juan Carlos MuĂąoz - Connected and automated buses. An opportunity to bring re...BRTCoE
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Connected and automated trains have been successfully built for decades. And connected and automated cars are promising to become a reality in our streets in the next decade. What about buses? What are the benefits of having buses connected and automated too? This talk will analyse some of these benefits focusing on the prospect of avoiding bus bunching and the impact this may have in the level of service of bus users.
Title: Transportation Studies in the 21st Century: Incorporating all Modes
Track: Sustain
Format: 90 minute panel
Abstract: In the 21st century, the basic purpose of transportation studies needs to change from making it easier to drive to giving people options other than driving. This session will present case studies of alternatives to the auto-dominated Level of Service traffic impact studies in order to better address bicycling, transit and walking.
Presenters:
Presenter: Michelle DeRobertis Transportation Choices for Sustainable Communities
Co-Presenter: Peter Albert San Francisco Municipal Transportation Agency
Co-Presenter: Patrick Lynch Transpo Group
Co-Presenter: David Thompson City of Boulder, Colorado
VTA North County Open House Presentation April 2014SCVTA
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The document summarizes several transportation projects in the Mountain View area, including:
1) The Mountain View Double Track Project which will add a second light rail track between Mountain View Transit Center and State Route 85 in two phases to increase service frequency.
2) Proposed Bus Rapid Transit on El Camino Real which would upgrade existing bus service with bus-only lanes, signal priority, and all-door boarding to make transit faster, more frequent and reliable.
3) The potential implementation of express lanes on State Route 237, State Route 85, and US Highway 101 which would allow solo drivers to use existing carpool lanes for a fee via FasTrak transponders to provide additional congestion relief.
VTA North East County Open Houses Presentation, July 21SCVTA
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The document summarizes information from several public meetings and presentations about transportation projects in Santa Clara County. It discusses plans to upgrade bus service on El Camino Real to bus rapid transit, add express lanes to highways 237, 85 and 101, and improve local bus routes in North Central Santa Clara County. It also provides updates on light rail projects including a new pocket track on Tasman Drive and planning efforts to integrate BART service in the county.
Consideration travel time in development planABHI PATEL
Â
Travel time and delay studies determine the amount of time required to travel between points on a given route. They also collect data on delays and their causes. This data helps engineers identify problems and determine traffic times for use in models. The value of travel time refers to the costs of time spent traveling, both to businesses and consumers. Reducing travel times through transportation improvements provides significant benefits by lowering these costs. When evaluating projects, factors like regional wage differences, trip purpose, and size of time savings must be considered to accurately assess the value of travel time savings.
This document discusses an urban transportation system project on Bus Rapid Transit Systems (BRTS). It provides definitions of BRTS, describes the evolution and features of BRTS. The document outlines components of BRTS and lists its benefits, such as efficient, reliable service and reduced pollution, as well as disadvantages like lack of land availability and potential for increased congestion. It was prepared by 6th semester civil engineering students for their subject on urban transportation systems.
The document discusses the evolution of transportation from horse carriages to private cars and the growth of ridesharing. It notes challenges with traditional bus transportation, including most tickets being sold offline and a lack of integration between carriers and stations. The document then introduces Tick Mobility, an on-demand shuttle service that uses dynamic routing and sharing to provide a more convenient and efficient alternative to public transportation. Tick aims to solve transportation issues and improve people's lives through its technological solution.
The document discusses the key elements of a Bus Rapid Transit System (BRTS). It explains that a BRTS aims to provide high-capacity public transportation through dedicated bus lanes and infrastructure improvements. The major elements of a BRTS that are outlined include running ways, stations, vehicles, off-bus fare collection, intelligent transportation systems, and service/operation plans. Specific benefits of a BRTS are also summarized such as reduced travel times, congestion, and increased safety and transportation capacity.
This document discusses various strategies that cities use to manage traffic congestion. It describes strategies such as making public transportation more attractive through integrated payment systems and expanded rail and bus networks, managing road usage through bus lanes and road pricing, and other measures like telecommuting and encouraging cycling. Expanding rail networks can transport many people efficiently but is very expensive, while increasing bus capacity and frequency or building more infrastructure for cycling are more affordable options but may not alone solve congestion issues. Overall, an integrated approach using multiple strategies is likely needed to effectively reduce traffic and encourage use of alternative transportation modes.
An interview was conducted with 11 bus commuters (5 male, 6 female) to understand their experiences and identify areas for improvement. Key findings included a lack of shelter, seating, and real-time arrival information at bus stops. Additionally, bus numbers are not always clearly displayed, routes are difficult to understand, and there are no complaint systems. Suggested improvements included displaying accurate arrival times, adding shelters and seating at stops, and improving accessibility.
The document discusses the future governance of Caltrain and identifies several issues that need to be addressed. It notes that the region has seen over 1 million new jobs and 700,000 new households added which increases fragmentation in areas like fares, schedules and information. It also questions whether operations should be separated from long-range planning and how to balance urban and suburban needs. The document lists goals for a project related to improving Caltrain service and connectivity to other transit lines, reducing congestion, and supporting economic growth.
This document discusses Bus Rapid Transit Systems (BRTS) as a solution to India's growing urban transport crisis. It outlines the key features of BRTS, including dedicated bus lanes, elevated stations, off-board fare collection, and advanced vehicles. The document then highlights the success of the Ahmedabad BRTS system in India, the first true BRTS in the country, which incorporates longitudinal segregation, level access stations, and frequent service on 58.3 km of priority corridors.
This document summarizes Jakarta's bus fleet and infrastructure. It notes there are three main types of buses totaling around 17,800 vehicles. The fleet has an inappropriate mix of sizes and many buses are not optimally sized for their routes. By 2024, it estimates the fleet will decrease to around 7,745 vehicles with fewer small buses and more large buses that conform to international standards. It also describes issues with bus terminals, stops, and the lack of sufficient formal depots for servicing and maintenance. Comprehensive surveys are needed to determine the optimal bus fleet and infrastructure requirements.
Settling the Score: Street Performance Measures
In an effort to better quantify the pedestrian and bicycle experience, this panel discusses multi-modal level of service and alternative methodologies for evaluating how well streets welcome walking and biking. The speakers will explore perspectives from practice and academia, as well as regional versus street segment approaches.
Presenters:
Presenter: Madeline Brozen UCLA Complete Streets Initiative
Co-Presenter: David Anspacher Montgomery County Planning Department
Co-Presenter: Jessica Horning Oregon DOT
Co-Presenter: Mike Lowry Dept. of Civil Engineering, University of Idaho
Co-Presenter: Conor Semler Kittelson & Associates, Inc.
This document discusses considerations for operating a mobile library service in the Central Highlands region. It outlines factors to consider for the physical vehicle such as length, turning radius, and engine power based on local road conditions. It recommends a maximum daily distance of 200km with around 5 stops per day, aiming for an even ratio of driving and service time. Vehicle choice should consider cost, availability, terrain, stock capacity and IT needs. The main vehicle types discussed are vans, trucks, buses, and semi-trailers, each suited to different population sizes and road access. Guidelines are provided around assigning costs, developing collections, and locating service points.
The document discusses the design of bus stops and explores how they could be improved. It considers ways to encourage social interaction among passengers and enhance the experience of waiting, such as through optimized seating, weather protection that adjusts automatically, and information displays. Different types of bus stops are defined, and common amenities like shelters, benches, and signage are outlined. Concepts for innovative bus stop designs are presented, focusing on issues like adapting to weather, communicating schedule information, and creating modular systems.
O Centro de ExcelĂŞncia em BRT Across Latitudes and Cultures (ALC-BRT CoE) promoveu o Bus Rapid Transit (BRT) Workshop: Experiences and Challenges (Workshop BRT: ExperiĂŞncias e Desafios) dia 12/07/2013, no Rio de Janeiro. O curso foi organizado pela EMBARQ Brasil, com patrocĂnio da Fetranspor e da VREF (Volvo Research and Education Foundations).
This document discusses bus headway variability and strategies to achieve regular bus service. It begins by outlining what passengers seek in public transit and how to achieve those attributes. While increasing speed and fleet can help, it is important to also focus on decreasing travel time variability and achieving regular headways for reliability. The impacts of unreliable service with bus bunching are then reviewed, including increased waiting times, occupancy and user dissatisfaction. Finally, the document discusses that solutions do exist, such as dedicated infrastructure, signal priority and real-time control systems, to stabilize service and achieve the goal of reliable transit.
This document discusses the concept and benefits of Bus Rapid Transit (BRT) as a solution to mobility issues in Chennai, India. It outlines key elements of BRT systems, including dedicated bus lanes, specialized stations and buses, efficient fare collection, simple routes and passenger information, and integration with other transit modes. BRT can provide high capacity transit comparable to metro rail at lower cost if designed and operated as a full system rather than just adding bus lanes. The document recommends establishing a Special Purpose Unit to plan and manage BRT operations independently from the existing transit agency to successfully implement BRT in Chennai.
How to Design an On-Demand Transit ServiceGurjap Birring
Â
There have been hundreds of on-demand transit projects deployed around the world, but are transit agencies designing them for success? Pantoniumâs team will discuss various approaches to designing an on-demand transit service based on our experiences deploying projects around North America and our observations from other similar projects.
This document analyzes traffic problems in Delhi-NCR and proposes solutions. It discusses the traffic crisis in 1990 due to pollution, traffic jams, and an inefficient public transport system. Attempted solutions like metro, BRT corridors, and road construction had short-term benefits but long-term issues remain. A single governing body called the Delhi-NCR Transportation Department is proposed to integrate all transportation modes across the region. This would make public transport more convenient and reliable through measures like electric auto rickshaws and improved bus services, encouraging fewer private vehicle trips and reducing pollution and congestion.
Webinar: Some Observations on BRT in North America⌠and ElsewhereBRTCoE
Â
BRT systems can take many forms depending on local needs and environments. Key lessons from implementations include the importance of institutional support, comprehensive service planning, and clear communications. While full BRT features may not be possible initially, phased approaches that start with basic improvements and add elements over time have been successful. As the technology advances, BRT is becoming more attractive and effective through features like guided lanes, hybrid vehicles, and improved stations.
Juan Carlos MuĂąoz - Connected and automated buses. An opportunity to bring re...BRTCoE
Â
Connected and automated trains have been successfully built for decades. And connected and automated cars are promising to become a reality in our streets in the next decade. What about buses? What are the benefits of having buses connected and automated too? This talk will analyse some of these benefits focusing on the prospect of avoiding bus bunching and the impact this may have in the level of service of bus users.
Title: Transportation Studies in the 21st Century: Incorporating all Modes
Track: Sustain
Format: 90 minute panel
Abstract: In the 21st century, the basic purpose of transportation studies needs to change from making it easier to drive to giving people options other than driving. This session will present case studies of alternatives to the auto-dominated Level of Service traffic impact studies in order to better address bicycling, transit and walking.
Presenters:
Presenter: Michelle DeRobertis Transportation Choices for Sustainable Communities
Co-Presenter: Peter Albert San Francisco Municipal Transportation Agency
Co-Presenter: Patrick Lynch Transpo Group
Co-Presenter: David Thompson City of Boulder, Colorado
VTA North County Open House Presentation April 2014SCVTA
Â
The document summarizes several transportation projects in the Mountain View area, including:
1) The Mountain View Double Track Project which will add a second light rail track between Mountain View Transit Center and State Route 85 in two phases to increase service frequency.
2) Proposed Bus Rapid Transit on El Camino Real which would upgrade existing bus service with bus-only lanes, signal priority, and all-door boarding to make transit faster, more frequent and reliable.
3) The potential implementation of express lanes on State Route 237, State Route 85, and US Highway 101 which would allow solo drivers to use existing carpool lanes for a fee via FasTrak transponders to provide additional congestion relief.
VTA North East County Open Houses Presentation, July 21SCVTA
Â
The document summarizes information from several public meetings and presentations about transportation projects in Santa Clara County. It discusses plans to upgrade bus service on El Camino Real to bus rapid transit, add express lanes to highways 237, 85 and 101, and improve local bus routes in North Central Santa Clara County. It also provides updates on light rail projects including a new pocket track on Tasman Drive and planning efforts to integrate BART service in the county.
Consideration travel time in development planABHI PATEL
Â
Travel time and delay studies determine the amount of time required to travel between points on a given route. They also collect data on delays and their causes. This data helps engineers identify problems and determine traffic times for use in models. The value of travel time refers to the costs of time spent traveling, both to businesses and consumers. Reducing travel times through transportation improvements provides significant benefits by lowering these costs. When evaluating projects, factors like regional wage differences, trip purpose, and size of time savings must be considered to accurately assess the value of travel time savings.
This document discusses an urban transportation system project on Bus Rapid Transit Systems (BRTS). It provides definitions of BRTS, describes the evolution and features of BRTS. The document outlines components of BRTS and lists its benefits, such as efficient, reliable service and reduced pollution, as well as disadvantages like lack of land availability and potential for increased congestion. It was prepared by 6th semester civil engineering students for their subject on urban transportation systems.
The document discusses the evolution of transportation from horse carriages to private cars and the growth of ridesharing. It notes challenges with traditional bus transportation, including most tickets being sold offline and a lack of integration between carriers and stations. The document then introduces Tick Mobility, an on-demand shuttle service that uses dynamic routing and sharing to provide a more convenient and efficient alternative to public transportation. Tick aims to solve transportation issues and improve people's lives through its technological solution.
The document discusses the key elements of a Bus Rapid Transit System (BRTS). It explains that a BRTS aims to provide high-capacity public transportation through dedicated bus lanes and infrastructure improvements. The major elements of a BRTS that are outlined include running ways, stations, vehicles, off-bus fare collection, intelligent transportation systems, and service/operation plans. Specific benefits of a BRTS are also summarized such as reduced travel times, congestion, and increased safety and transportation capacity.
Webinar: Bus rapid transit system: metro on surface or high performance bus s...BRTCoE
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This document discusses different design options for Bus Rapid Transit Systems including open versus closed systems and different station typologies. Some key findings from analysis of different design options are:
1) Closed systems have higher operational speeds, frequencies and shorter journey times compared to open systems.
2) Staggered station designs have better performance than island stations.
3) Junction station locations have better performance than mid-block stations.
4) Including an overtaking lane at stations improves operational speeds compared to designs without overtaking lanes.
The analysis provides guidance on optimal design features for achieving higher performance of BRT systems.
Afa Interpretation Of Financial Statements Sbs Transist Vs Smrtruoting
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SBS Transit and SMRT both saw increases in turnover and revenue from 2008 to 2009. However, SBS Transit's gross and net profit margins decreased more than SMRT's over the same period. The decreases were mainly due to rises in fuel/electricity costs and staff costs, as well as higher maintenance expenses for SBS Transit relating to its larger bus fleet. SMRT was able to maintain higher profit margins through measures such as discounted diesel prices and customized training programs.
This document discusses bus rapid transit (BRT) systems. It outlines some problems with normal bus systems like slow speeds and infrequent service. BRT aims to solve these issues through dedicated infrastructure, stations, and vehicle design similar to light rail. BRT can be implemented incrementally at a lower cost than rail and has been shown to increase ridership and reduce car usage. Examples of existing and planned BRT systems in Pakistan are provided. The document concludes that BRT provides a relatively low-cost and high-capacity alternative to rail transit.
The document discusses the need for exclusive bus lanes in Bangalore to address the city's traffic congestion issues. It proposes 5 possible bus lane routes totaling about 71 km that could connect important areas and supplement the metro system. The routes would provide faster, more reliable bus transport and discourage private vehicle use. Planning considerations for the bus lanes like underpasses at intersections are also covered.
The document discusses several problems with public transportation systems including overcrowding during peak hours due to insufficient vehicles, limited service areas that only cover densely populated urban centers, and flat fare structures that discourage shorter trips. It also describes how some systems are fixed to tracks like subways while buses can change routes, and lists potential barriers to bus use such as distance to stops, infrequency, safety, cleanliness, and travel time. Improving areas like fare collection, vehicle maintenance, and giving buses priority at traffic signals could help address issues facing public transportation.
Bus Rapid Transit System (BRTS) - Case Studies in Indian Scenario Apparao Gandi
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The document provides details about the Bus Rapid Transit System (BRTS) in Ahmedabad, India called Janmarg. It discusses:
1) Janmarg was implemented to address Ahmedabad's growing population and limited public transportation. Selected corridors covered 155 km and focused on high demand areas.
2) Citizen participation was encouraged through workshops, demonstrations of prototype stations, and a free trial period. Feedback was used to educate users and improve the system.
3) An evaluation found Janmarg was safer, faster and more reliable than previous bus services. It attracted some drivers to shift to public transit, though infrastructure for pedestrians and cyclists remained inadequate. Financial costs have been recovered through fares but maintenance costs remain an
Similar to Theme 4 Flexible capacity operations (20)
This document announces a workshop on integrating new mobility services into public transport. The workshop will take place on June 27, 2019 in Fortaleza, Brazil, and will discuss trends in urban transportation including shared mobility services, mobility as a service concepts, and autonomous vehicles. It will explore how these new mobility options can help improve public transportation systems in Latin American cities to better serve populations that currently lack good transportation access. The agenda includes presentations from transportation leaders in Fortaleza, Goiania and Sao Paulo on integrating bikesharing, regulating ride-hailing services, and shared mobility experiences.
The document provides an overview of a Mobility as a Service (MaaS) trial taking place in Sydney through a partnership between the University of Sydney, IAG, and Skedgo. The trial will explore appropriate transport mixes and subscription plans for MaaS users. It will test how MaaS can influence travel behavior and assess Sydney's transport network readiness for MaaS. The trial involves multiple public and private transportation services that can be accessed and paid for through a single platform. It will begin with a pay-as-you-go period to familiarize users followed by subscription plan options based on data collected.
El Congreso Chileno de IngenierĂa de Transporte se realiza cada dos aĂąos y es organizado por la Sociedad Chilena de IngenierĂa de Transporte. La Escuela de IngenierĂa UC organizarĂĄ el prĂłximo congreso en octubre de 2019, contando con un equipo de 7 profesores y 2 profesionales para desarrollar el evento en el Campus San JoaquĂn y asĂ promover la participaciĂłn de la comunidad de ingenierĂa.
Gabriel Oliveira - BRT in Brazil: state of the practice as from the BRT Stand...BRTCoE
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Presented by Gabriel Oliveira, Gabriel Oliveira, ITDP Brazil Public Transport Coordinator, on September 20th, 11:30 Brasilia Time Zone.
Complete title: BRT in Brazil: state of the practice as from the BRT Standard & challenges for operations and integration
Summary:
Between 2004 and 2014, the total extension of BRT systems almost quadrupled worldwide, rising from about 700 km to 2,600 km (ITDP, 2014). In an effort to monitor and guarantee an standard quality of service across systems, the Institute of Transport and Development Policy (ITDP) has consolidated, along with BRT planning experts and practitioners, a project and operations evaluation tool: the BRT Standard. The tool is divided in seven categories and 42 quantitative metrics that allow further comprehension of BRT state of the practice. It has been used to evaluate more than a hundred corridors in over 60 cities around the world.
In Brazil, where the concept has first been developed between the 70âs and 90âs, a second wave of BRT expansion in the last decade summed up more than 250 km built in nine cities and metropolitan regions, an increase of about 150%. In this presentation we aim to assess the state of the practice in sixteen operational Brazilian BRT corridors, drawing out the common challenges faced in their implementation and operations, the best practices identified and the main improvement points. The assessment is based in an exploratory and explanatory analysis of their BRT Standard scoring, where we highlight the case that stand out in each particular category or metric of the tool.
Scoring reveals good performance in basic BRT infrastructure elements (such as segregated bus lanes that are typically median aligned, off-board fare collection, level boarding and bus priority at intersections) and in service planning. Performance in categories such as station design, infrastructure sustainability and branding/information communications present greater variance depending on the corridor context.
However, the main challenges appear on the access and integration category, where system design and connection with the surrounding urban environment and active modes present flaws, and on operational issues, such as overcrowding and inadequate maintenance. This webinar will present the opportunity for participants to debate on these operational and integration challenges and how can they be overcome.
In a broader manner, this study also aspires to influence for more evidence-based policy and decision-making on urban transit investments, not only in the Brazilian context, but also in other contexts where BRT is steadily growing.
Heather Allen - Why do we need to consider how women move in urban transport ...BRTCoE
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Heather has 25 years of international experience and is a highly-regarded expert in sustainable transport, gender and climate change. She has worked for both public and private sectors including UITP (the International Association of Public Transport), Transport Research Laboratory, FIA Foundation, European Commission, several MDBs banks and SLoCaT (Sustainable Low Carbon Transport partnership). As Senior Manager for Sustainable Development with the UITP she led the associationâs work with many international agencies on climate change, the UITP diversity initiative and with public transport agency members in more than 50 countries in respect to the UITP Sustainable Development Charter. She also set up a number of strategic partnerships with major international agencies such as the United Nations Environment Programme. she was the Programme Director for Sustainable Transport with the UKâs Transport Research Laboratoryâs (TRL) Sustainable Transport Group, a leader in providing impartial world-class research and consultancy for all aspects of transport. Whilst with TRL, she provided technical advisory services for a variety of international and European projects. Her European work includes serving as a member of the jury for the European Mobility Week award for 4 years and the interim impact evaluations for the Horizon 2020 research programme for the European Commission (Shift2Rail and Societal Change).
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Heather brings a wealth of knowledge in international best practice and a strong international network. In addition, she is a member of a number of transport sector Committees and Institutions, for example: Fellow of the UK Chartered Institute of Logistics and Transportation (CLIT), Member of Transport Research Board (TRB) Committee (USA National Academy of Science) for Developing Countries and the TRB Special Task Force for Climate Change and is an observer on Women in Transport committee. She remains an TRL associate, is a Trustee for the Walk 21 charity and is currently Chair of Transport Training Initiative (TTI) a German charity to increase access to training on transport for the developing world especially across Africa.
This document discusses Bus Rapid Transit (BRT) systems in South Africa and identifies key challenges and research needs. It notes that BRT systems face questions around value for money due to high costs and over-optimistic forecasts. There is also a shortage of trained transport planners and operators. The South African government is reviewing BRT planning and operations and identifying research needs around improving demand models, economic appraisals, and first/last mile connectivity. Training programs across different levels are needed to ensure BRT sustainability and the success of future systems in addressing Africa's transport needs.
Workshop Innovation in Africa - Day one of operations by Cristina AlbuquerqueBRTCoE
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The document discusses lessons learned from the launch of Transantiago, the bus rapid transit system in Santiago, Chile. Key challenges included the system lacking readiness in infrastructure, fleet, and ticketing systems. There was also a lack of adequate planning and testing prior to launch. The document then provides guidance on developing operational manuals to minimize risks for new bus system launches. It suggests the manual define processes, responsibilities, indicators, and contingency plans. The goal is to ensure a smooth start-up that improves public perception and quality of service. Adaptations may be needed for contexts in Africa, including additional infrastructure considerations.
Camila Balbontin - Do preferences for BRT and LRT change as a voter, citizen,...BRTCoE
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Camila Balbontin is a Postgraduate Research Fellow at the Institute of Transport and Logistics Studies (ITLS) of University of Sydney. In February 2018, she completed her PhD under the supervision of Professor David Hensher where she focused on integrating decision heuristics and behavioural refinements into travel choice models. She was awarded the ITLS prize for Research Excellence in Transport or Logistics 2017. Camila also holds a bachelor degree in the field of Civil Engineering with a diploma in Industrial Engineering and in Transportation and Logistics from Pontificia Universidad CatĂłlica de Chile. She did her MSc degree at the same university under the supervision of Professor Juan de Dios OrtĂşzar. Her MSc thesis estimated the valuation of households and neighbourhood attributes in the centre of Santiago.
As a Postgraduate Research Fellow, her main focus is choice modelling and travel behaviour. She is currently working on projects related to the BRT Centre of Excellence, business location decisions, hybrid modelling, value uplift, among others.
Working Paper - http://sydney.edu.au/business/itls/research/publications/working_papers
Every month in the Webinar series a member of our team or invited expert, presents either recent research results or a city case study. The presentations are done online allowing people anywhere to participate and ask questions in real-time. The series address issues relevant to researchers and practitioners and is open to everyone using our news website. About 800 subscribers get the announcement directly, you can also sign up for free here.
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Theme 4 Flexible capacity operations
1. Future of BRT:
Flexible Capacity Operations
Juan Carlos MuĂąoz
Bus Rapid Transit Centre of Excellence
Pontificia Universidad CatĂłlica de Chile
September 20, 2013
4. What can we say about bus service?
Bus is critical to provide a good door-to-door transit alternative
for many journeys:
⢠Much higher network density and coverage than rail
⢠Greater flexibility in network structure
⢠Low marginal cost for service expansion
BUT as traditionally operated, it also has serious limitations:
⢠Low-speed
⢠Subject to traffic congestion
⢠Unreliable
⢠Harder to convey network to the public
⢠Negative public image
5. What can we say about the user?
⢠Perceives waiting time and walking time twice as important as
travel time inside the vehicle.
⢠Avoids transferring, specially if they are uncomfortable
⢠Needs a reliable experience
⢠Requests a minimum comfort experience
⢠Requests information
⢠Needs to feel safe and secure
6. What can we say about the bottlenecks?
Capacity per lane:
⢠âOnly a fool breaks the two second ruleâ => 1,800 veq/hr-lane
⢠1 Bus â 2 veq => 900 buses/hr-lane
Capacity per lane at junctions:
⢠40 â 60 % of lane capacity => 450 buses/hr-lane
Capacity at Bus Stops:
⢠Depends on the amount of passengers boarding and alighting
⢠â 20 - 40 sec. per bay => 180 â 90 buses/hr-bay
7. Buses are involved in this vicious cycle
Operation cost grows
Income and Population
grows
More cars in the city
Bus Demand drops
Car becomes more
attractive
Bus frequency drops Buses cover fewer miles
per day
Bus fare increases
And we need to make buses attractive to car driversâŚ
More congestion
And delays
9. Can we provide Metro-like service with buses?
⢠Fast
⢠Low wait time
⢠Comfortable
⢠Reliable
⢠Good information
⢠Branding
10. Can we provide Metro-like service with buses?
Transit Leaders Roundtable MIT, June 2011
⢠Fast
⢠Low wait time
⢠Comfortable
⢠Reliable
⢠Good information
⢠Branding
11. Yes we can ⌠We still believe
(several pieces are already there in cities worldwide)
Can we provide Metro-like service with buses?
The good news are:
COURAGE WILL BE REWARDED
12. IMPROVED
EFFICIENCY
IMPROVED
SERVICE QUALITY
Reduced bus
costs
â˘Less buses required
â˘Lower cost per km
Improved bus
productivity
â˘More pax/bus-day
Attracts more
passegers
Improves revenue
IMPROVED
FINANCIAL
VIABILITY
Better buses
More investment into
new buses & cleaner
technology
Lower
Subsidies
Reduced private car use
& traffic congestion
Improved energy
efficiency
Reduced emissions
Operational
benefits
â˘Shorter cycle time
â˘Reliable operations
â˘Higher productivity
Increase Bus speed, Frequency,
Capacity and Reliability Passenger
benefits
â˘Reduced travel time
â˘Reduced waiting
time
â˘Higher comfort
â˘Reliability
Source: Frits Olyslagers, May 2011
34. Choosing the Right Express Services for a
Bus Corridor with Capacity
Constraints
Homero Larrain, Ricardo Giesen and
Juan Carlos MuĂąoz
Department of Transport Engineering and Logistics
Pontificia Universidad CatĂłlica de Chile
35. Introduction
OperaciĂłn âCarreteraâ OperaciĂłn Expresa
Higher in-vehicle travel time Lower in-vehicle travel time
No transfers May force some transfers
Higher operation costs, in
terms of $/Km
Lower operation costs, in
terms of $/Km
Other aspects: capacity, comfort, accessibility, etc.
Limited stop servicesAll stop services
*Jointly operated with all stop services,
assuming a constant fleet size.
*
36. Objective
⢠Formulate a model that allows to choose
which combination of services to provide on a
corridor, and their optimal frequencies.
⢠Determine opportunities for express services
(or limited stop) on a corridor based on its
demand characteristics.
38. The Problem
⢠Different operation schemes.
p1 p2 pi pn
⌠âŚ
⌠âŚl1, f1
⌠âŚl2, f2
⌠âŚl3, f3
⌠âŚl4, f4
The goal is to find which services to offer, and their optimal frequencies.
li: Line i
fi: frequency of line i
39. The Model
⢠The goal of this model is to find the set of
services that minimize social costs:
â Operator costs: will depend on what services are
provided, and their frequencies.
â User costs:
⢠In-vehicle travel time.
⢠Wait time.
⢠Transfers.
40. The Model: Assumptions
⢠Given transit corridor, with a given set of
stops.
⢠Fares are constant for a full trip.
⢠Number of trips between stops is known for a
certain time frame.
⢠Random arrival of passengers at constant
average rate.
⢠Passengers minimize their expected travel
times.
41. The Experiment
⢠Steps:
â Defining network topology.
â Defining demand profiles.
⢠Load profile shape.
⢠Demand scale.
⢠Demand unbalance.
⢠Average trip length.
â Build scenarios and construct an O/D matrix for each one.
â Optimize scenarios defining the optimal set of lines for
each one.
42. Express Services: Main Conclusions
⢠Allow increasing the capacity of the system
⢠Significantly reduces social costs
⢠Few services bring most of the benefits
⢠Limited stop services are more promising in these
situations:
â The longer the average trip length
â High demand
â High stop density
â Demand is mostly concentrated into a few O/D pairs
54. Ricardo Giesen Š
BusBusStop Stop
a small perturbationâŚ
Waiting
Passengers
Waiting
Passengers
Bus Operations without Control
55. Ricardo Giesen Š
Bus
Bus
Stop Stop
While one bus is still loading passengers the other bus already left its
last stop
Bus Operations without Control
67. + - + - + - +
And so on so forth.
Our challenge is to keep an inherently unstable system: buses evenly spaced
Now, if we want to prevent bunching from occurring ⌠when is the right time to intervene?
69. Bus bunching
ď§ Severe problem if not controlled
ď§ Most passengers wait longer than they should for crowded
buses
ď§ Reduces reliability affecting passengers and operators
ď§ Affects Cycle time and capacity
ď§ Creates frictions between buses (safety)
ď§ Put pressure in the authority for more buses
Contribution: Control Mechanism to Avoid Bus Bunching
based on real-time GPS data
70. 2. Research
ď§ Propose a headway control mechanism for a high frequency & capacity-
constrained corridor.
ď§ Consider a single control strategies: Holding
ď§ Based on real-time information (or estimations) about Bus position, Bus
loads and # of Passengers waiting at each stop
ď§ We run a rolling-horizon optimization model each time a bus reaches a
stop or every certain amount of time (e.g. 2 minutes)
ď§ The model minimizes:
Time waiting for first bus + time waiting for subsequent buses + time held
71. No control
Spontaneous evolution of the system.
Buses dispatched from terminal as soon as they arrive or until the design headway is
reached.
No other control action is taken along the route.
Threshold control
Myopic rule of regularization of headways between buses at every stop.
A bus can be held at every stop to reach a minimum headway with the previous bus.
Holding (HRT)
Solve the rolling horizon optimization model not including green extension or boarding
limits.
Estrategias de control simuladas
3. Experiment: Control strategies
72. 4. Results: Simulation Animation
Simulation includes events randomness
2 hours of bus operation. 15 minutes âwarm-upâ period.
76. Results: Cycle Time
25 30 35 40 45
0
50
100
150
200
250
300
350
ďŹmean =33.64
Std.Dev. =3.51
No control
Frequency
Cycle Time (Minutes)
25 30 35 40 45
0
50
100
150
200
250
300
350
ďŹmean =32.11
Std.Dev. =1.2
HRT 05
Frequency
Cycle Time (Minutes)
HRTNo Control
77. Results: Waiting time Distribution
% of passengers that have to wait between:
Period 15-25 Period 25-120
0-2 min 2-4 min > 4 min 0-2 min 2-4 min > 4 min
No Control 57.76 29.60 12.64 63.46 27.68 8.86
HRT 79.24 20.29 0.47 87.30 12.62 0.08
78. Disobeying
Drivers
Similar
disobedience
across all drivers
A subset of
drivers never
obey
Technological
Disruption
Random signal
fail
Failure in the
signal receptor
equipment
Signal-less
zone
Homogeneous
distribution across
buses
Concentration in
certain buses
Concentration in
certain stops
5. Impact of implementation failures
80. Common disobedience rate across drivers
8000
9000
10000
11000
12000
13000
14000
15000
0%10%20%30%40%50%60%70%80%90%100%
TotalWaitingTime[Min]
Obedience rate
HRT, Beta=0,5
Sin Control
81. Full disobedience of a set of drivers
8000
9000
10000
11000
12000
13000
14000
15000
16000
0 1 2 3 4 5 6 7
TotalWaitingTime[Min]
Deaf Buses from a total of 15 buses
82. 6. Implementation
⢠The tool has been tested through two pilot plans in
buses of line 210 of SuBus from Transantiago (Santiago,
Chile) along its full path from 7:00 to 9:30 AM.
⢠We chose 24 out of 130 stops to hold buses
⢠One person in each of these 24 stops received text
messages (from a central computer) into their cell
phones indicating when each bus should depart from the
stop.
84. Implementation
Real time GPS
information of
each bus
Program optimizing
dispatch times for each
bus from each stop
Text messages were sent
automatically to each person
in each of the 24 stops
Buses are held according to
the text message instructions
(never more than one minute)
86. The results were very promising
even though the conditions were far
from ideal
87. Main results
⢠Transantiago computes an indicator for
regularity based on intervals exceeding twice
the expected headway (and for how much).
$ 10.000
$ 20.000
$ 30.000
$ 40.000
$ 50.000
$ 60.000
$ 70.000
$ 80.000
$ 90.000
$ 100.000
$ 110.000
Multas($CLP)
88. Main results: cycle times
2:24:00
2:31:12
2:38:24
2:45:36
2:52:48
3:00:00
3:07:12
3:14:24
3:21:36
3:28:48
3:36:00
5:52:48 6:00:00 6:07:12 6:14:24 6:21:36 6:28:48 6:36:00 6:43:12 6:50:24 6:57:36
Cycletime
Dispatch time
Piloto 1
Prueba10
Prueba12
Prueba13
Prueba15
Prueba16
Prueba17
ď˝ No significant differences for cycle times
89. ⢠Line 210 captured an extra 20% demand!
94.000
96.000
98.000
100.000
102.000
104.000
106.000
7.400 7.600 7.800 8.000 8.200 8.400 8.600 8.800
Demand for Line 210 (pax)
Demand on
All lines
(pax)
Unexpected result
90. 7. Conclusions
Developed a tool for headway control using Holding in real time reaching
simulation-based time savings of 60%
Huge improvements in comfort and reliability
The tool is fast enough for real time applications.
Two pilot plans have shown significant improvements in headway regularity.
During 2013 we will build a prototype to communicate directly to each driver.
91.
92. Other activities
⢠Three chilean operators will test our tool this year
⢠Raised interest from operators in Cali and Istanbul
⢠A research and development team is consolidating
⢠Pedagogic tool to teach bus headway control
93. Future of BRT:
Flexible Capacity Operations
Juan Carlos MuĂąoz and Ricardo Giesen
Bus Rapid Transit Centre of Excellence
Pontificia Universidad CatĂłlica de Chile
July 12, 2013