Zeitschriftenartikel: „Fixed route transit systems“

1

Denson, Carol R. "Transitioning to Fixed-Route Services." Transportation Research Record: Journal of the Transportation Research Board 1623, no. 1 (1998): 37–44. http://dx.doi.org/10.3141/1623-06.

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By 2002, it is expected that all fixed-route transportation systems in the United States will be accessible to people with disabilities. This is heralded as good news for riders who have been limited to traveling via special services (i.e., paratransit) and transit providers concerned with the cost of such services. Such optimism assumes—perhaps erroneously—that many riders will shift from paratransit to the newly accessible fixed-route systems. A survey was conducted that reveals that riders are generally satisfied with the service they receive and—despite imminent accessibility—are not eager to switch. The paratransit service, which the Americans with Disabilities Act (1990) regards as a “safety net” for those unable to use fixed-route transit, has become the primary mode of public transport for significant portions of its ridership. However, a core group of riders appears to be interested in changing, which, coupled with the finding that almost none of the survey respondents had received any form of travel training, suggests that there is cause for measured optimism. In addition to training, accessibility must be considered in systemic terms, built on the requirements that riders know how to use the fixed-route system and can get to and from buses, they believe they are welcome in the system, and they understand the costs and consequences of using paratransit. These results are achievable by educating riders, transit staff, and the general public. In addition, there needs to be informed manipulation of fixed routes.

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Shih, Mao-Chang, Hani S. Mahmassani, and M. Hadi Baaj. "Planning and Design Model for Transit Route Networks with Coordinated Operations." Transportation Research Record: Journal of the Transportation Research Board 1623, no. 1 (1998): 16–23. http://dx.doi.org/10.3141/1623-03.

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A heuristic model is presented for the design of bus transit networks with coordinated operations. Different from past solution methodologies focusing on conventional uncoordinated transit systems, this model addresses the design of transit networks with coordinated operations, using a transit center concept and incorporating a trip assignment model explicitly developed for coordinated (timed-transfer) systems. In addition, this model determines the appropriate vehicle size for each bus route and incorporates demand-responsive capabilities to meet demand that cannot be served effectely by fixed-route, fixed-schedule services. This model is composed of four major procedures: ( a) a route generation procedure (RGP), which constructs the transit network around the transit center concept; ( b) a network analysis procedure, which incorporates a trip assignment model (for both coordinated and uncoordinated operations) and a frequency-setting and vehicle-sizing procedure; ( c) a transit center selection procedure, which identifies the suitable transit centers for route coordination; and ( d) a network improvement procedure, which improves on the set of routes generated by the RGP. The model is demonstrated via a case-study application to data generated from the existing transit system in Austin, Texas.

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Koushki, P. A., G. A. Ali, and Y. A. Al-Nuaim. "Calibration of Transit Operations Planning (TOP) Model and Evaluation of Bus Transit Route Performance in Riyadh." Sultan Qaboos University Journal for Science [SQUJS] 2 (December 1, 1997): 5. http://dx.doi.org/10.24200/squjs.vol2iss0pp5-16.

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Public transit systems provide mobility for a large percentage of urban residents very cost-effectively and with minimum negative impact on the environment. ln spite of their vital and indispensable services; however , The majority of transit systems worldwide suffer from financial neglect and are forced to rely heavily on government subsidies for survival. In response to the rapidly shrinking funds and subsidy levels transit managements have to focus attention on ways to improve service operations. The management of public transit systems in Saudi Arabia is no exception to this trend. This study is aimed at evaluating the service performance of a sample of regular (fixed-route, fixed schedule) bus transit routes in Riyadh, Saudi Arabia. Utilizing a microcomputer-based program, the bus transit service operational measures of fare, headway, vehicle size and routing were analyzed. To account for the socio-economic and cultural differences of transit ridership in Riyadh, time/cost elasticities of demand as well as walk time and bus travel time parameters of the model were calibrated. Evaluation of the impact of changes in service operational measures suggested that no change in operational variables could improve the very low productivity of one of the sample study routes. A cost-reduction strategy which includes the use of smaller vehicles and less-frequent service runs should improve the low productivity of this route. Findings also indicated that a small increase in fare would pay for the total operation and maintenance costs of the other routes. The authors, however, do not recommend an increase in fare for a variety of reasons; the low income level of the captive riderships, the enormous financial resources of the country , and the multi-dimentional role of transit systems in providing urban mobility with minimum negative impacts on the environment.

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Chavis, Celeste, and Vikash V. Gayah. "Development of a Mode Choice Model for General Purpose Flexible-Route Transit Systems." Transportation Research Record: Journal of the Transportation Research Board 2650, no. 1 (2017): 133–41. http://dx.doi.org/10.3141/2650-16.

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This study developed a mode choice model that can be used to describe how transit users select emerging competitive transit options. Specifically, the mode choice model considers the selection of traditional fixed-route transit systems, flexible-route systems in which vehicles are shared but routes are flexible to prevailing demands, and individual transit systems that provide door-to-door and demand-responsive service (e.g., taxis, Uber, or Lyft). A stated preference survey was performed: survey participants were provided a specific scenario and were asked to select the most attractive transit option. Each scenario was presented with the following attributes: walking time required, waiting time (including variability), in-vehicle travel time (including variability), monetary cost, and availability of GPS tracking services. Various statistical modeling frameworks were considered and applied to these survey data to describe the mode choice decision-making process. The results revealed that some individuals always selected the same mode, regardless of the parameters, perhaps because of familiarity or personal preference. However, the models also revealed that monetary cost, expected in-vehicle waiting time, expected waiting time, and walking time were statistically significant predictors of the type of flexible transit option selected.

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Sueyoshi, Chinasa, Hideya Takagi, Yoshihiro Yasutake, and Kentaro Inenaga. "Building and Publishing Fundamental Transit Data for Regional Public Transportation Provided by Municipalities." MATEC Web of Conferences 308 (2020): 01005. http://dx.doi.org/10.1051/matecconf/202030801005.

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Public transportation is becoming increasingly important in regions where the residential population is decreasing. In Japan, many regional transportation systems are experiencing financial challenges. It is difficult for fixed-route transportation systems to operate at a surplus when serving only local resident users. We consider one of the problems of these regional public transport systems to be the lack of information on the Internet about regional public transportation routes. For people who are unfamiliar with the region, such as inbound tourists, there is no easy way to conduct a route search. In this paper, we describe our efforts to build a fundamental database of the regional public transportation provided by municipalities and to publish this data for those conducting route searches on the Internet. Specifically, we converted fundamental data regarding regional public transportation to the feed of the General Transit Feed Specification-Japan (GTFS-JP), which is based on the Google GTFS, as formulated by the Ministry of Land in Japan. Then we encouraged municipalities to publish these transit data to enable route searches on Google Maps and other domestic-content providers.

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Zhang, Jin, Wenquan Li, Guoqing Wang, and Jingcai Yu. "Feasibility Study of Transferring Shared Bicycle Users with Commuting Demand to Flex-Route Transit—A Case Study of Nanjing City, China." Sustainability 13, no. 11 (2021): 6067. http://dx.doi.org/10.3390/su13116067.

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Shared bicycle users with commuting purposes generally need to take a traditional public transit and then use the shared bicycle to complete the first/last mile transport. While shared bicycle provides convenient travel for travelers, it also brings a series of problems such as disorderly parking and road occupancy. Therefore, exploring the problem of travel mode shift between shared bicycle and public transit is of significance for improving the traffic environment and increasing the sharing rate of public transit. This paper introduces the flex-route transit system and quantitatively analyzes the rationality and feasibility of using flex-route transit to pick up and drop off shared bicycle users with commuting demand from the temporal perspectives. A flex-route transit route design model is established with the objective of minimizing the sum of vehicle driving time cost and passenger time cost, and the time cost models of the shared bicycle commuting system and the flex-route transit system are constructed, compared, and analyzed to explore the feasibility of flex-route transit picking up or dropping off shared bicycle users under different conditions. Through the subsequent sensitivity analysis, the influence of passenger demand density, fixed station spacing, and travel preference attributed to the two systems are analyzed separately. The results demonstrate that the flex-route transit can efficiently complete the picking up or dropping off for shared bicycle users under certain conditions.

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Edwards, Derek, and Kari Watkins. "Comparing Fixed-Route and Demand-Responsive Feeder Transit Systems in Real-World Settings." Transportation Research Record: Journal of the Transportation Research Board 2352, no. 1 (2013): 128–35. http://dx.doi.org/10.3141/2352-15.

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Hoonsiri, Chinnawat, Siriluk Chiarakorn, and Vasin Kiattikomol. "Using Combined Bus Rapid Transit and Buses in a Dedicated Bus Lane to Enhance Urban Transportation Sustainability." Sustainability 13, no. 6 (2021): 3052. http://dx.doi.org/10.3390/su13063052.

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Combined bus rapid transit and buses in a dedicated bus lane (CBBD) is a measure that bus rapid transit (BRT) operators implement to reduce overlapping routes between BRT and fixed-route buses. The CBBD measure can combine the passengers of both systems on the same route, which helps increase passenger demand for the BRT, and reduce fuel consumption and emissions from utilizing the exclusive lanes for the combined route. However, the CBBD could affect some bus and BRT passengers in terms of either losing or gaining travel time-saving benefits depending on their travel pattern. This research proposed a methodology to determine the travel distance initiating disadvantage for BRT passengers (DDB) to justify the potential success of the CBBD operations. The number of passengers gaining a benefit from the CBBD was sensitive to the distance between the CBBD stops and the operational period of the CBBD. The CBBD reform would be beneficial to transit agencies to improve the travel time of passengers and be able to promote environmental sustainability for the public transportation system in urban cities.

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Zheng, Yue, Wenquan Li, and Feng Qiu. "A Methodology for Choosing between Route Deviation and Point Deviation Policies for Flexible Transit Services." Journal of Advanced Transportation 2018 (August 12, 2018): 1–12. http://dx.doi.org/10.1155/2018/6292410.

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Flexible transit services, which bring together the characteristics of fixed-route transit and demand-responsive transit, have been proven to be cost-efficient in low-density residential areas. In this paper, a methodology is proposed to assist planners in making better decisions when choosing between route deviation policy and point deviation policy, which are two promising types of flexible transit services. A user cost function is developed to measure the service quality of the transit systems, and analytical models are constructed to compare the system performance under both expected and unexpected demand levels. Based on the experiments for various scenarios over a real-life transit example, the critical demands, which represent the switching point between the two competing service policies, have been derived. Our findings show that point deviation policy is more efficient at low-demand levels, while route deviation policy is a better choice at low-to-moderate demand levels. At unexpectedly high demand levels, route deviation policy is better able to accommodate rejected passengers than point deviation policy.

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Rouhieh, Behzad, and Ciprian Alecsandru. "Adaptive route choice model for public transit systems: an application of Markov decision processes." Canadian Journal of Civil Engineering 39, no. 8 (2012): 915–24. http://dx.doi.org/10.1139/l2012-080.

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Over the past couple of decades the advancements in the areas of information and computational technology allowed for a variety of intelligent transportation systems developments and deployments. This study investigates an advanced traveler information system (ATIS) and (or) an advanced public transit system (APTS) adaptive and real-time transit routing component. The proposed methodology is applied to bus routes with fixed, predefined bus line alignments. It is shown that routing buses on such systems can be modeled in real-time by employing an associated Markov chain with reward model to minimize the impact of congested traffic conditions on the travelers and the overall operation cost of the transit system. A case study using a traffic and transit data from a real-world bus line was used to apply the proposed bus routing approach. It was found that under certain traffic congestion conditions buses should be re-routed to minimize their travel time and the associated system costs. The hypothetical congestion scenarios investigated show that individual bus travel time delays range between 50 and 740 s when the proposed adaptive routing is employed. The proposed methodology is also suitable for application to transit systems that run on a demand-adaptive basis (the bus line alignment changes with the travelers demand). Additional calibration and future integration of the system into specific ATIS and (or) APTS user services will be investigated.

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Karlaftis, Matthew G., and Kumares C. Sinha. "Performance Impacts of Operating Subsidies in the Paratransit Sector." Transportation Research Record: Journal of the Transportation Research Board 1571, no. 1 (1997): 75–80. http://dx.doi.org/10.3141/1571-10.

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A multitude of studies in recent years have concluded that there are clear links between the amount of government subsidies and subsequent levels of transit performance and productivity. These studies have used data from fixed-schedule/fixed-route transit systems, largely ignoring the possibility of a different reaction of paratransit systems to the provision of operating subsidies. The effect of operating subsidies on the performance of paratransit systems is examined. The results indicate that subsidies from different sources (federal or state and local) have different directions and magnitudes of effects on the performance of different types of paratransit systems. Privately operated systems have been able to absorb and utilize subsidies in such a manner that has increased their performance, but the performance of publicly operated systems has generally decreased with the provision of subsidies. Finally, a drastic reduction in the levels of federal operating subsidies, a direction toward which the government is heading, will significantly and negatively affect the performance of paratransit systems.

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Perk, Victoria A., and Chandra Foreman. "Florida Metropolitan Planning Organization Reports on Transit Capacity and Quality of Service: First-Year Evaluation." Transportation Research Record: Journal of the Transportation Research Board 1841, no. 1 (2003): 128–34. http://dx.doi.org/10.3141/1841-14.

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As an application of the transit quality-of-service framework presented in the first edition of the Transit Capacity and Quality of Service Manual (TCQSM), the Florida Department of Transportation required all metropolitan planning organizations (MPOs) in the state where fixed-route transit service operates to analyze those services on the basis of the six measures identified in the TCQSM: service frequency, hours of service, service coverage, passenger loading, reliability (on-time performance and headway adherence), and transit versus automobile travel time. A first-year evaluation compiles the analyses provided by the participating MPOs and provides an assessment of the aggregate performance of the transit systems. A larger part of the study focused on the examination of the actual process used by the MPOs and transit systems to evaluate their services. Changes recommended to improve and refine the process for future years are presented, based on the first-time experiences of the MPOs. This evaluation serves as a model for other areas in the country interested in applying the customer-oriented assessment of transit based on the TCQSM.

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Godavarthy, Ranjit Prasad, Jeremy Mattson, and Elvis Ndembe. "Cost–Benefit Analysis of Rural and Small Urban Transit in the United States." Transportation Research Record: Journal of the Transportation Research Board 2533, no. 1 (2015): 141–48. http://dx.doi.org/10.3141/2533-16.

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The true value of transit systems in rural and small urban areas in the United States has been largely unmeasured, and there are often effects that go unidentified. Many studies have documented the benefits of urban transit systems with benefit–cost analysis. However, not many have looked into the benefits of transit in rural and small urban areas, where there is a great need for public transit, especially for transportation-disadvantaged individuals. This study focused on evaluating the qualitative and quantitative benefits of rural and small urban public transit systems and analyzed the benefit–cost ratio for rural and small urban transit areas for fixed-route and demand-response services in the United States. Data for rural and small urban transit systems from the national transit database (NTD) and rural NTD were used for calibrating the transit benefits and costs. Results were presented at a national level to show the effects of transit investments in rural and small urban areas nationally. Transit benefits in the United States for 2011 were found to be $1.6 billion for rural transit and $3.7 billion for small urban transit, not including the economic effects. Results showed a benefit–cost ratio of 2.16 for small urban transit and 1.20 for rural transit in the United States. Sensitivity analysis showed that increasing the percentage of forgone trips to 50%, increasing the cost of forgone medical and work trips by 25%, and increasing the percentage of medical trips to 30% substantially increased the total transit benefits by 88%, 20%, and 158%, respectively.

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Yan, Xiang, Xilei Zhao, Yuan Han, Pascal Van Hentenryck, and Tawanna Dillahunt. "Mobility-on-demand versus fixed-route transit systems: An evaluation of traveler preferences in low-income communities." Transportation Research Part A: Policy and Practice 148 (June 2021): 481–95. http://dx.doi.org/10.1016/j.tra.2021.03.019.

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Saddier, Simon, Zachary Patterson, Alex Johnson, and Natalie Wiseman. "Fickle or Flexible?" Transportation Research Record: Journal of the Transportation Research Board 2650, no. 1 (2017): 9–17. http://dx.doi.org/10.3141/2650-02.

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In many cities of the developing world, institutional public transportation is limited or nonexistent, and inhabitants have to rely on paratransit (informal or semiformal, non-fixed-route, nonscheduled transportation systems) for their travel. Although their flexibility and affordability offer clear advantages, these services are often criticized for their lack of reliability in terms of variations in travel time and waiting time. The body of work on paratransit and the work that characterizes paratransit as unreliable are almost exclusively based on self-reported or indirect data. Therefore the aim here is to fill a gap in the paratransit literature by applying concepts from the literature on transit quality of service to the field of informal transport. Indicators traditionally applied to formal transit systems are used to assess the level of reliability of paratransit services in a developing country. In addition, a new indicator is proposed to measure itinerary variations specific to paratransit. It is found that the most appropriate unit of analysis for such research is the station because operations on any given route are influenced by forces at the station level. The general level of variability measured through these indicators was less than expected. Although a wide range of situations was observed in this sample, most paratransit routes appeared to be relatively stable in Accra, Ghana.

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Périvier, Noémie, Chamsi Hssaine, Samitha Samaranayake, and Siddhartha Banerjee. "Real-time Approximate Routing for Smart Transit Systems." Proceedings of the ACM on Measurement and Analysis of Computing Systems 5, no. 2 (2021): 1–30. http://dx.doi.org/10.1145/3460091.

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We study real-time routing policies in smart transit systems, where the platform has a combination of cars and high-capacity vehicles (e.g., buses or shuttles) and seeks to serve a set of incoming trip requests. The platform can use its fleet of cars as a feeder to connect passengers to its high-capacity fleet, which operates on fixed routes. Our goal is to find the optimal set of (bus) routes and corresponding frequencies to maximize the social welfare of the system in a given time window. This generalizes the Line Planning Problem, a widely studied topic in the transportation literature, for which existing solutions are either heuristic (with no performance guarantees), or require extensive computation time (and hence are impractical for real-time use). To this end, we develop a 1-1/e-ε approximation algorithm for the Real-Time Line Planning Problem, using ideas from randomized rounding and the Generalized Assignment Problem. Our guarantee holds under two assumptions: (i) no inter-bus transfers and (ii) access to a pre-specified set of feasible bus lines. We moreover show that these two assumptions are crucial by proving that, if either assumption is relaxed, the łineplanningproblem does not admit any constant-factor approximation. Finally, we demonstrate the practicality of our algorithm via numerical experiments on real-world and synthetic datasets, in which we show that, given a fixed time budget, our algorithm outperforms Integer Linear Programming-based exact methods.

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Cortegoso Valdivia, Pablo, Karolina Skonieczna-Żydecka, Marco Pennazio, et al. "Capsule endoscopy transit-related indicators in choosing the insertion route for double-balloon enteroscopy: a systematic review." Endoscopy International Open 09, no. 02 (2021): E163—E170. http://dx.doi.org/10.1055/a-1319-1452.

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Abstract Background and study aims When capsule endoscopy (CE) detects a small bowel (SB) target lesion that may be manageable with enteroscopy, the selection of the insertion route is critical. Time- and progression-based CE indices have been proposed for localization of SB lesions. This systematic review analysed the role of CE transit indicators in choosing the insertion route for double-balloon enteroscopy (DBE). Methods A comprehensive literature search identified papers assessing the role of CE on the choice of the route selection for DBE. Data on CE, criteria for route selection, and DBE success parameters were retrieved and analyzed according to the PRISMA statement. Risk of bias was assessed through the STROBE assessment. The primary outcome evaluated was DBE success rate in reaching a SB lesion, measured as the ratio of positive initial DBE to the number of total DBE. Results Seven studies including 262 CEs requiring subsequent DBE were selected. Six studies used time-based indices and one used the PillCam Progress indicator. SB lesions were identified and insertion route was selected according to a specific cut-off, using fixed landmarks for defining SB transit except for one study in which the mouth-cecum transit was considered. DBE success rate was high in all studies, ranging from 78.3 % to 100 %. Six of seven studies were high quality. Conclusions The precise localization of SB lesions remains an open issue, and larger studies are required to determine the most accurate index for selecting the DBE insertion route. In the future, 3 D localization technologies and tracking systems will be essential to accomplish this tricky task.

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Hess, Daniel B., Brian D. Taylor, and Allison C. Yoh. "Light Rail Lite or Cost-Effective Improvements to Bus Service?" Transportation Research Record: Journal of the Transportation Research Board 1927, no. 1 (2005): 22–30. http://dx.doi.org/10.1177/0361198105192700103.

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Bus rapid transit (BRT) is growing rapidly in popularity because it is viewed widely as an efficient and effective means to improve both transit service and patronage. This paper argues that two distinct views of BRT are emerging: ( a) BRT as a new form of high-speed, rubber-tired, rail-like rapid transit and ( b) BRT as a cost-effective way to upgrade both the quality and image of traditional fixed-route bus service. These two views carry different price tags because the cost of planning, constructing, and operating BRT depends on the complexity of new service features and on rises for BRT that offer service characteristics approaching those of light rail. This study fills a gap in the literature on the costs of BRT by examining in detail component costs–-actual costs for recently implemented services and projected costs for planned new services–-for a sample of BRT systems in North American cities. The study examined BRT costs of 14 planned and recently opened BRT systems to determine how the wide range of BRT service and technology configurations affect costs. The study found that although some of the most successful and popular new BRT systems are high-quality services operating in mixed traffic and implemented at relatively low cost, most BRT projects on the drawing boards are more elaborate, more expensive systems than many currently in service. Most new BRT projects emphasize elaborate LRT-type improvements to lines and stations in one or a few corridors rather than less splashy improvements (such as next-bus monitors, signal preemption, queue-jump lanes, and so forth) affecting more lines and modes in local transit networks. Among the 14 systems examined here, most could be characterized as light rail lite.

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Shi, Hongguo, and Mingyao Gao. "Analysis of a Flexible Transit Network in a Radial Street Pattern." Journal of Advanced Transportation 2020 (January 17, 2020): 1–15. http://dx.doi.org/10.1155/2020/5379218.

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Traditional transit systems are usually composed of fixed routes and stops, which are suitable in densely populated areas. This paper presents a reformulation of the flexible transit model developed by Nourbakhsh and Ouyang (2012) to adapt it to many low demand cities in the world, especially those characterized by radial street patterns. Unlike traditional ones, buses of the proposed transit network are allowed to traverse in a predetermined service area and their precise trajectories hinge on the exact locations of passengers. To identify the optimal topology structure of the flexible transit system, continuous approximation approaches are developed to explore the optimal value of design parameters of the whole system, defining the optimal network layout through minimizing its objective function. To exhibit its advantages, numerical experiments are conducted to compare the flexible transit system with its two variants. The results show that the flexible transit system proposed in this paper outperforms the other two variants. The higher the access cost is, the more it would tilt towards the flexible transit system with a significant margin. Besides, the flexible transit system in a radial pattern competes more effectively than that in a grid structure. This is encouraging because the proposed transit system can be applied in a number of real-world cases.

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Nelson, David O., and Katherine K. O’Neil. "US Commuter Rail Renaissance: A 30-Year Progress Report." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 12 (2019): 596–605. http://dx.doi.org/10.1177/0361198119869571.

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In 1989 the first new US commuter railroad in living memory opened for business in South Florida running over a 41-mile route between Miami and Boca Raton. “Tri-Rail” quickly expanded to result in a 71-mile-long service that spanned three counties. Tri-Rail soon had a long string of imitators among other Sun Belt and western cities wrestling with highway congestion and a paucity of affordable fixed guideway transit options. New commuter rail services were started in other cities with no previous history of commuter rail service. Thirty years later, commuter rail service is now offered in 14 new US jurisdictions. Most had no previous experience with commuter service. The number of US commuter railroads has more than doubled in the last 30 years and the legacy systems have enjoyed a 50% growth in ridership. This paper reviews this remarkable success story, tracing the “New Start” commuter rail phenomenon while also reporting how the nine “Legacy” systems that were operating in 1988 have fared over the last 30 years. The paper uses the most recently published (2016) federally collected data to compare the New Start services with the older, and generally larger, legacy systems. 1987 also marked the US’s first competitively procured commuter rail service in Boston, soon followed by Miami in 1988. Today, 14 US commuter railroads are operated under the auspices of a competitively tendered procurement. Eleven other railroads are “owner operated” either by employees of the public agency sponsoring the service or by the private owner (freight railway) of the subject railway under the auspices of a negotiated service contract. This paper considers how this management innovation has worked out by comparing the economic performance of the “competitive contract” services with the “owner operators.”

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Alejandrino, Jonnel D., Ronnie S. Concepcion II, Vincent Jan D. Almero, et al. "Protocol-Independent Data Acquisition for Precision Farming." Journal of Advanced Computational Intelligence and Intelligent Informatics 25, no. 4 (2021): 397–403. http://dx.doi.org/10.20965/jaciii.2021.p0397.

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This paper proposes an optimal design of network and a routing mechanism that is independent from fixed protocols. It provides an optimized route for diversified mesh network, which can support interorganizational communication in a large-scale operation. Decentralization of the system ensures that every protocol acts independently and selects the best optimal path during transmission of data without modifying their architecture and technology. Incorporation of definite source configuration improves the mobility of the systems. Each sensor is individually processed to balance the data load and prevent congestion. Simple transmit-receive test is performed by circulating messages of increasing size between end sensors and network destination. The proposed technique is considered to be effective in terms of interoperability speed, data accuracy and bit error rate (BER) with an increment of 27.13%, 99.98%, and 15.12%, respectively. Finally, the test demonstrates its expediency in terms of adaptability and scalability.

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Iseki, Hiroyuki, Amy Ford, and Rachel J. Factor. "Contracting Practice in Fixed-Route Transit Service." Transportation Research Record: Journal of the Transportation Research Board 1927, no. 1 (2005): 82–91. http://dx.doi.org/10.1177/0361198105192700110.

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Contracting plays a significant role in U.S. public transit provision, but there is a gap between the majority of quantitative studies that report significant cost savings from contracting and the few qualitative studies that consider the political nature of an agency's decision about contracting. To fill this gap, the authors systematically examined agency decisions about contracting, by interviewing managers and directors at 13 California transit agencies. In interviews with agencies of various sizes and blends of contracted and in-house services, it was found that agencies have responded differently to fiscal pressures and to contracting as a provision strategy. Some have readily adopted contracting to provide all services, while others have used different strategies, such as part-time labor and varying wage scales, to enhance their cost-efficiency. Those responses are a result not just of economic analysis but also of the agency's institutional environment, relationship with its labor union, and the political and economic contexts in which it operates. This study broadens the current understanding of contracting as practiced by transit agencies today–-in particular, why agencies choose to contract or not and how agencies have used both contracting and other means to respond to financial pressure. The findings reemphasize that it is important for an individual transit agency to assess carefully its service lines and various measures of increasing cost-efficiency, and to maintain a cooperative relationship with its unions to determine an appropriate level of contracting for its own operating environment.

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Carleton, Phillip, Sylvan Hoover, Ben Fields, Matthew Barnes, and J. David Porter. "GTFS-Ride: Unifying Standard for Fixed-Route Ridership Data." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 12 (2019): 173–81. http://dx.doi.org/10.1177/0361198119851748.

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The rapid growth in the availability and utility of vast amounts of digital data is arguably one of the most significant technological developments in recent years. In public transit, many agencies utilize modern technologies to collect large amounts of data, whereas smaller agencies with fewer resources and less expertise still use more traditional, manual data collection methods. Regardless of their technological capabilities, transit agencies recognize that some amount of transit data is useful and required. To the best of our knowledge, no standard data description of detailed fixed-route ridership exists today in the United States, forcing transit agencies to develop their own system of collecting, storing, and analyzing ridership and related data. In response to this need, this research aimed at developing one of the first public transit ridership data standards for fixed-route services and to support and promote its adoption and use. The resulting standard, an extension to the General Transit Feed Specification (GTFS) data standard, is referred to as GTFS-ride. GTFS-ride is easy to understand, able to accommodate the complexities of larger transit agencies, and capable of establishing a strong connection to the state of a transit network as it existed when the ridership data was collected. The first complete draft of GTFS-ride was released on September 6, 2017. This paper explains the structure of the five files that compose GTFS-ride, introduces additional support elements developed to facilitate its promotion and adoption, and documents the lessons learned from pilot implementations of GTFS-ride at three Oregon public transit agencies.

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de Grange, Louis, Sebastián Raveau, and Felipe González. "A Fixed Point Route Choice Model for Transit Networks that Addresses Route Correlation." Procedia - Social and Behavioral Sciences 54 (October 2012): 1197–204. http://dx.doi.org/10.1016/j.sbspro.2012.09.834.

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25

Galíndez, Aníbal A., James F. McLaughlin, Callier Beard, and Gary S. Spivack. "Mobility Analysis of Transit Systems." Transportation Research Record: Journal of the Transportation Research Board 1604, no. 1 (1997): 69–82. http://dx.doi.org/10.3141/1604-09.

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In this era of scarce transportation resources, there is a need for analytical techniques to examine the effectiveness and efficiency of transportation programs. Since the pioneer work of Fielding et al., there have been many measurement schemes that have purported to assess the productivity of transit systems. This plethora of statistics has resulted in an information overload for policy makers and transit planners. The effectiveness and efficiency of transportation programs have been measured, with people flow used as the unit of analysis. The mobility index measures people flow in the transportation system as passenger miles carried per vehicle hour. The index is computed by multiplying average vehicle occupancy times passenger speed. A cost-efficiency comparison for regional transit services results when the mobility index for a transit project is matched against the demand and the price of the services. Thus, this methodology combines efficiency and effectiveness measures to evaluate transit services at the regional and transit agency levels. The analysis is also applicable to individual transit lines at both the macro level and the route or line segment level by time period. Analysis of the entire line uses passenger miles divided by bus miles as the measure of average vehicle occupancy. At the route or segment level, average vehicle occupancy is assessed through the load ratio, which is defined as patrons onboard divided by the number of available seats. Because of advances in computing technology, these utilization coefficients can be plotted by time of day at each transit stop. Nonproductive route segments or times at which the transit route can be restructured to increase productivity and mobility are indicated in these plots. The time and location performance graphs can also be used to plot schedule reliability and infer running time adequacy by location and time period that affects passenger speed. The methodology is unbiased with respect to the operator organizational structure, whether public or private, because people flow is the basis for evaluation. The mobility analysis can define operator efficiency in different demand markets. Thus, it can serve as an analytical tool for regionwide performance standards. Strategies to improve transit service delivery, particularly in areas of low or fluctuating demand, are also suggested.

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Qiu, Feng, Wenquan Li, and Ali Haghani. "A methodology for choosing between fixed-route and flex-route policies for transit services." Journal of Advanced Transportation 49, no. 3 (2014): 496–509. http://dx.doi.org/10.1002/atr.1289.

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Ramirez, Ana I., and Prianka N. Seneviratne. "Transit Route Design Applications Using Geographic Information Systems." Transportation Research Record: Journal of the Transportation Research Board 1557, no. 1 (1996): 10–14. http://dx.doi.org/10.1177/0361198196155700102.

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The design of public transportation networks is made difficult by a multitude of conflicting objectives. For example, networks designed to minimize travel time cannot be expected to maximize coverage and accessibility. Two simple methods for designing and improving public transportation routes with the aid of TransCAD, a geographic information system, are presented. The first method involves a direct demand model that uses readily available socioeconomic and demographic variables to compute a generalized impedance function, which subsequently is used to determine the best alignment for transit routes. The second uses rider origin and destination data (addresses) and TransCAD's address-matching capabilities to improve transit coverage to specific heavy-traffic locations such as universities and hospitals. The first method is illustrated using data from Logan, Utah—a newly urbanized community with a population of approximately 33,000 people and home to Utah State University, which, beginning in 1994, has had an annual enrollment of more than 16,000 students. Two alignments were determined for the same origin-destination pair. The first alignment represents the route established with the sole criterion of minimizing travel distance, and the second represents the route established with the criterion of minimizing the generalized impedance function. When the alignments are compared, the second is found to increase route coverage significantly, but at the expense of a slight increase in travel time.

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DiPetrillo, Stephanie, Andrea Lubin, Anastasia Loukaitou-Sideris, et al. "Improving Pathways to Fixed-Route Transit: Transit Agency Practices to Expand Access for All Users." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 8 (2018): 578–87. http://dx.doi.org/10.1177/0361198118769902.

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29

Jiang, Shixiong, Wei Guan, Liu Yang, and Wenyi Zhang. "Feeder Bus Accessibility Modeling and Evaluation." Sustainability 12, no. 21 (2020): 8942. http://dx.doi.org/10.3390/su12218942.

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To improve first/last mile travel services between metro stations and communities, this study modeled and analyzed four kinds of feeder bus operation strategies in terms of travel time and accessibility. The analytical modeling was used to compare the travel times and the simulation experiments were used to compare the accessibilities of different operation strategies. The results showed that when the ratio between length and width of study area increases, the number of stops for the fixed route transit with fixed stops will increase. When the travel demand is low, the demand responsive transit with separate routes has the highest accessibility. When the travel demand is high, the fixed route transit with fixed stops provides the highest accessibility. In addition, the ratio of flows in two passenger directions has different influences on the four operation strategies. This study can provide guidance for feeder bus operation to improve public transportation attraction.

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Franklin, Joel P., and Debbie A. Niemeier. "Discrete Choice Elasticities for Elderly and Disabled Travelers Between Fixed-Route Transit and Paratransit." Transportation Research Record: Journal of the Transportation Research Board 1623, no. 1 (1998): 31–36. http://dx.doi.org/10.3141/1623-05.

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In the current practice of mode-choice modeling, models typically focus on the more traditional choices, such as those between automobile, transit, and nonmotorized transportation. For most travelers these are, indeed, the most relevant modes. However, for some segments of the population, particularly the elderly, the choice is more limited. This study investigates the factors that affect the elderly and disabled travelers’ choice between public transit and paratransit. Data collected from the public transit service, Sacramento Regional Transit, and the paratransit service, Paratransit, Inc., in Sacramento, California, were used to develop a mode-choice model and to calculate elasticities of significant factors. Age was found to have an elastic effect, whereas the difference in fare had an inelastic effect.

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Chen, Shukai, and Daniel(Jian) Sun. "A multistate-based travel time schedule model for fixed transit route." Transportation Letters 11, no. 1 (2017): 33–42. http://dx.doi.org/10.1080/19427867.2016.1271546.

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Lim, Sol, and Clive D’Souza. "Wheeled Mobility Use on Accessible Fixed-Route Transit: A Field Study in Environmental Docility." International Journal of Environmental Research and Public Health 18, no. 6 (2021): 2840. http://dx.doi.org/10.3390/ijerph18062840.

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Multiple field studies provide qualitative accounts of usability barriers experienced by users of wheeled mobility devices on public transit. This study aimed to examine these usability barriers from the theoretical perspective of Environmental Docility by quantifying the relationship between functional capabilities of wheeled mobility device users and ingress–egress performance on accessible fixed-route transit vehicles in an urban setting. Twenty-eight wheeled mobility users each completed three trips on a predetermined route through the local public transit system. Ingress and egress times, user-reported usability ratings and open-ended comments were analyzed. Regression analyses indicated significant interactions between age and minimum parallel-park length on ingress and egress times. Specifically, lower functional capability reflected in older age and less maneuvering ability predicted decreased performance (longer ingress–egress times), indicating less adaptability to environmental demands and agreement with the Environmental Docility Hypothesis. Usability ratings and comments revealed difficulty with negotiating access ramps and turning maneuvers in the vehicle interior and in proximity to other passengers. Despite compliance with accessibility standards, current design of transit vehicles present substantial usability barriers for wheeled mobility users. Environmental Docility provides a theoretical basis to identifying modifiable factors related to person and environment for improving usability of public transit for people aging and/or with mobility impairments.

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Sachan, Anu, and Tom Mathew. "Integrated Multimodal Transit Route Network Design with Feeder Systems." Transportation Research Procedia 48 (2020): 756–63. http://dx.doi.org/10.1016/j.trpro.2020.08.077.

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Balog, John N., John B. Morrison, and Mark M. Hood. "Integration of Paratransit and Transit Services: Importance of Vehicle Transfer Requirements to Consumers." Transportation Research Record: Journal of the Transportation Research Board 1571, no. 1 (1997): 97–105. http://dx.doi.org/10.3141/1571-13.

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The integration of paratransit and transit services is necessary in order to fully achieve the requirements of the Americans with Disabilities Act. Many individuals with disabilities can use accessible fixed-route vehicles but do not because they are unable to get from their origin to an accessible bus stop. Using paratransit as a feeder service to the fixed-route system can minimize the total cost to the transit system of providing services to this segment of the population. It must be understood, however, that transferring patrons from one vehicle to another is undesirable to consumers. This is documented by the results of three studies covering a variety of locations across the United States. The surveys showed that a number of market categories of consumers ranked no transfers between vehicles as the No. 1 service feature that was necessary to attract them to the fixed-route system. Of 16 market categories, all determined no transfers to possess a positive utility for attracting them to fixed-route services. To satisfy consumer needs and to minimize costs to transit authorities, the negative characteristics of vehicle transfers must be mitigated through design. This can be done by providing timed transfers at designated points so that wait time is eliminated or minimized. Such transfer points must also be protected from the difficulties of poor weather conditions and must be well-lighted and secure. The provision of aids to assist in the transfer may also be necessary.

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O’Connell, Lenahan, Bruce Siria, and Ted Grossardt. "Bringing Fixed-Route Transit Service to Small Cities and Towns: Potential Contribution of Existing Demand-Response Brokerages." Transportation Research Record: Journal of the Transportation Research Board 1791, no. 1 (2002): 72–77. http://dx.doi.org/10.3141/1791-11.

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The possibility is suggested of adding fixed-route transit service to many of the nation’s small cities and towns by using some of the money currently devoted to the provision of client-oriented demand-response transit to fund the new service. This can be done, this study finds, with very little additional expense and no loss of necessary demand-response service. The creation of small fixed routes is feasible, when the demand-response system is organized across a region by a brokerage (i.e., an organization paid on a capitated basis that assigns eligible riders to transportation providers). Research shows that both brokerages and fixed routes tend to lower Medicaid transportation costs. The thesis is that these two efficiency enhancers can be combined effectively in some of the nation’s small towns and cities, whenever capitated brokerages can provide the administrative apparatus and much of the funding for the fixed route. This thesis is illustrated with the results of a study conducted in a Kentucky city of 27,000. It found that a substantial number of those currently riding in demand-response vehicles to which they are assigned by a broker could be shifted to a proposed fixed route. The new route would be operated by the broker with funds from the capitation payments. The study’s findings suggest that capitated brokerages may create an opportunity for many of the nation’s smaller cities to obtain a fixed-route bus service at a modest, or perhaps at even no, additional cost.

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Terry, Jacob, and Chris Bachmann. "Spatial Characteristics of Transit-Integrated Ridesourcing Trips and Their Competitiveness with Transit and Walking Alternatives." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 3 (2020): 329–40. http://dx.doi.org/10.1177/0361198120909842.

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Municipal transit agencies are exploring integrations with ridesourcing vehicles to extend the reach of their fixed-route transit networks. Ridesourcing integrations have been piloted in some regions, but these pilots tend not to be externally evaluated because of an inability to access the trip data. The primary objective of this research was to determine the types of trips passengers are taking through a transit-integrated ridesourcing pilot, and their competitiveness with transit and walking alternatives. The analysis focused on the 903 Flex pilot operated by the Region of Waterloo, Ontario, Canada. A set of 585 completed ridesourcing trips (rides) were studied and compared with the alternative transit and walking trips. Each ride was assigned a type, based on its proximity to transit and walking alternatives, for calculation and comparison of trip attributes. Terminology for types of rides is introduced and the categorization process applied to the ridesourcing pilot. Trip categories include: feeders, transit replacements, inconvenient trips, and remote trips. Results suggest that most trips in the study operated on an indirect feeder-like system (65%), which brought passengers between virtual ridesourcing stops and a transit stop, but not the transit stop closest to them. The alternative fixed-route transit trips mainly operated on 30-min headways, and alternative walking times were often long. The trips were found to mostly support or maintain transit usage, but the transit agency should be cautious of cases in which rides occur alongside transit (18%), instead of bringing people to it.

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Liu, G., and S. C. Wirasinghe. "A simulation model of reliable schedule design for a fixed transit route." Journal of Advanced Transportation 35, no. 2 (2001): 145–74. http://dx.doi.org/10.1002/atr.5670350206.

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38

Ren, Hualing, Ziyou Gao, William H. K. Lam, and Jiancheng Long. "Assessing the benefits of integrated en-route transit information systems and time-varying transit pricing systems in a congested transit network." Transportation Planning and Technology 32, no. 3 (2009): 215–37. http://dx.doi.org/10.1080/03081060903017077.

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39

Pashaie, Behruz, and Siamak A. Ardekani. "Network Design for Personalized Public Transit Service." Transportation Research Record: Journal of the Transportation Research Board 1791, no. 1 (2002): 67–71. http://dx.doi.org/10.3141/1791-10.

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Network design requirements for personalized public transit service are presented. This concept involves diverting buses from their fixed routes to pick up passengers in the vicinity of the route. The software developed for the Dallas Area Rapid Transit to implement this concept is also discussed. A Dallas bus route is used as the case study. The service corridor is defined to be one-third of a mile on each side of the route. The software uses the real-time bus location and the schedule adherence data from a satellite-based vehicle locator system. Once it is determined that a given service request can be filled, the program generates the best diversion path and the estimated time of arrival to the caller’s location. The software includes modules for logging incoming calls for service, identifying passenger locations, assessing feasibility of providing service, determining the best diversion path for passenger pickup, and assessing the effect of the diversion on the schedule. The network database includes street geometry (nodes and links); link volumes, capacities, and free-flow speeds; node turning prohibitions; bus stop and timepoint locations; and route schedule including available schedule slacks.

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Matisziw, Timothy C., Alan T. Murray, and Changjoo Kim. "Strategic route extension in transit networks." European Journal of Operational Research 171, no. 2 (2006): 661–73. http://dx.doi.org/10.1016/j.ejor.2004.09.029.

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Porcu, Fabio. "Assessing the Risk of Bus Crashes in Transit Systems." European Transport/Trasporti Europei 81, ET.2021 (2021): 1–14. http://dx.doi.org/10.48295/et.2021.81.4.

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Although public transport buses may be considered a safe transportation mode, bus safety is a crucial issue from the perspectives of operators, passengers and local authorities owing to the relevant implications it generates. Therefore, assessing the risk of crashes on bus routes may help improve the safety performance of transit operators. Much research has identified patterns of bus crashes to understand the effects of many factors on the frequency and the severity of them. Conversely, to the best of our knowledge, the research measuring the risk of crashes in bus transit networks is seldom faced. This paper adjusts existing methods to assess the safety on bus transit networks by the integration of safety factors, prediction models and risk methods. More precisely, first, the methodology identifies several safety factors as well as the exposure risk factors. Second, this methodology specifies the risk components in terms of frequency, severity and exposure factors that may affect bus crashes and models their relationships in a risk function. Third, this methodology computes the risk of crashes for each route and provides a ranking of safety performance. A real case study demonstrates the feasibility of this methodology using 3,457 bus crashes provided by a mid-sized Italian bus operator. This experiment shows that transit managers could adopt this methodology to perform an accurate safety analysis on each route. Moreover, this methodology could be implemented in a road traffic safety management system in order to evaluate the risk of crashes on routes, monitor the safety performance of each route and qualify each route according to recent safety norms.

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Yang, Jie, and Yangsheng Jiang. "Application of Modified NSGA-II to the Transit Network Design Problem." Journal of Advanced Transportation 2020 (August 1, 2020): 1–24. http://dx.doi.org/10.1155/2020/3753601.

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The transit network design problem involves determining a certain number of routes to operate in an urban area to balance the costs of the passengers and the operator. In this paper, we simultaneously determine the route structure of each route and the number of routes in the final solution. A novel initial route set generation algorithm and a route set size alternating heuristic are embedded into a nondominated sorting genetic algorithm-II- (NSGA-II-) based solution framework to produce the approximate Pareto front. The initial route set generation algorithm aims to generate high-quality initial solutions for succeeding optimization procedures. To explore the solution space and to have solutions with a different number of routes, a route set size alternating heuristic is developed to change the number of routes in a solution by adding or deleting one route. Experiments were performed on Mandl’s network and four larger Mumford’s networks. Compared with a fixed route set size approach, the proposed NSGA-II-based solution method can produce an approximate Pareto front with much higher solution quality as well as improved computation efficiency.

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Chakroborty, Partha, and Tathagat Wivedi. "Optimal Route Network Design for Transit Systems Using Genetic Algorithms." Engineering Optimization 34, no. 1 (2002): 83–100. http://dx.doi.org/10.1080/03052150210909.

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Walteros, Jose L., Andrés L. Medaglia, and Germán Riaño. "Hybrid Algorithm for Route Design on Bus Rapid Transit Systems." Transportation Science 49, no. 1 (2015): 66–84. http://dx.doi.org/10.1287/trsc.2013.0478.

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Frost, Karen, Gina Bertocci, and Sheryll Sison. "Ingress/Egress Incidents Involving Wheelchair Users in a Fixed-Route Public Transit Environment." Journal of Public Transportation 13, no. 4 (2010): 41–62. http://dx.doi.org/10.5038/2375-0901.13.4.3.

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Iseki, Hiroyuki. "Effects of contracting on cost efficiency in US fixed-route bus transit service." Transportation Research Part A: Policy and Practice 44, no. 7 (2010): 457–72. http://dx.doi.org/10.1016/j.tra.2010.03.003.

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Chang, Shyue Koong, and Wen-Jeng Yu. "Comparison of Subsidized Fixed- and Flexible-Route Bus Systems." Transportation Research Record: Journal of the Transportation Research Board 1557, no. 1 (1996): 15–20. http://dx.doi.org/10.1177/0361198196155700103.

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A comparison of subsidized fixed-route and flexible-route feeder bus systems is presented. Mathematical models are formulated to maximize welfare for the two feeder bus systems, subject to a subsidy constraint. Service-zone size, headway, and fare are the decision variables in the analyses. For subsidy operation it is demonstrated that the equilibrium demands for the two systems are different because of their specific service attributes, and that the optimal fare for a flexible-route system is generally higher than for a fixed-route system. The differences in welfare and fares between the two systems under different levels of subsidy for and different route length, service area, and travel speed are identified. Additional studies on integration or permitted competition for the two bus systems are also suggested.

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Lam, William H. K., and Jing Zhou. "Optimal Fare Structure for Transit Networks with Elastic Demand." Transportation Research Record: Journal of the Transportation Research Board 1733, no. 1 (2000): 8–14. http://dx.doi.org/10.3141/1733-02.

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A bilevel model is presented to optimize the fare structure for transit networks with elastic demand under the assumption of fixed transit service frequency. It is known that the transit fare structure has significant effects on passengers' demand and route choice behavior. The transit operator therefore should predict passengers' response to changing fare charges. A bilevel programming method is developed to determine the optimal fare structure for the transit operator while taking passengers' response into account. The upper-level problem seeks to maximize the operator’s revenue, whereas the lower-level problem is a stochastic user equilibrium transit assignment model with capacity constraints. A heuristic solution algorithm based on sensitivity analysis is proposed. Finally, a numerical example is given together with some useful discussion.

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Thompson, Gregory L. "Achieving Suburban Transit Potential: Sacramento Revisited." Transportation Research Record: Journal of the Transportation Research Board 1571, no. 1 (1997): 151–60. http://dx.doi.org/10.3141/1571-19.

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The research examines whether fixed-route transit can serve intrasuburban travel demand. With a direct demand model estimated with travel survey data from Sacramento, California, potential transit demand to destinations in suburbs is estimated, and the link from suburban areas of heavy demand to areas with relatively high demand for beginning trips is assessed. Next, a transit service improvement scenario is simulated to test the sensitivity of suburban transit accessibility to service change based on rail transit with timed-transfer bus connections. It is found that the existing system already carries more passengers within the suburbs than from the suburbs to downtown. Suburbs account for almost 60 percent of potential transit demand in the region, and there is potential for tapping more of it. Finally, typical transit improvements can substantially improve accessibility to potential suburban transit destinations from potential transit origins.

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Sumi, Tomonori, Yoshiji Matsumoto, and Yasuyuki Miyaki. "Departure time and route choice of commuters on mass transit systems." Transportation Research Part B: Methodological 24, no. 4 (1990): 247–62. http://dx.doi.org/10.1016/0191-2615(90)90001-f.

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