Relevant bibliographies by topics / Bus stops

Academic literature on the topic 'Bus stops'

Author: Grafiati
Published: 4 June 2021
Last updated: 5 March 2023

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Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Journal articles on the topic "Bus stops":

1

Carr, Robert. "Soviet Bus Stops." International Journal for the History of Engineering & Technology 86, no. 2 (July 2, 2016): 248–49. http://dx.doi.org/10.1080/17581206.2016.1223946.

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Zhuk, Mykola, Volodymyr Kovalyshyn, and Volodymyr Hilevych. "Forecasting of urban buses dwelling time at stops." Transport technologies 2020, no. 2 (November 9, 2020): 44–56. http://dx.doi.org/10.23939/tt2020.02.044.

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Intelligent Transport Systems in urban conditions is one of the solutions to reduce congestion of vehicles and the amount of harmful emissions. An important component of ITS is the assessment of the duration of a public transport trip. It is necessary to focus on the study of the duration of the bus (the duration of traffic between stops and the dwelling time). In this paper, the authors focused on determining the dependence of the duration of buses at stops depending on the demand of passengers. The dwelling time of buses at stops is not considered independent of the duration of the journey. The duration of the bus is the periods of time when the buses wait at the stops, and the travel time, which is the duration of the bus between each two stops. The study was conducted on the bus route #3A in Lviv. To determine the dwelling time of the bus at stops, it is necessary to take into account information about passengers and the trajectory of buses. The obtained data can increase the accuracy of forecasting in different traffic situations in comparison with the most modern methods.
3

Nain, S. H., and J. B. Murdoch. "Lighting for Bus Stops." Journal of the Illuminating Engineering Society 26, no. 1 (January 1997): 90–100. http://dx.doi.org/10.1080/00994480.1997.10748170.

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Ding, Haoyang, Wei Wang, Tianming Luo, Zhen Yang, Ye Li, and Zhibin Li. "Cellular Automata Based Modeling for Evaluating Different Bus Stop Designs in China." Discrete Dynamics in Nature and Society 2015 (2015): 1–10. http://dx.doi.org/10.1155/2015/365412.

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A cellular automaton model is proposed to simulate mixed traffic flow composed of motor vehicles and bicycles near bus stops. Three typical types of bus stops which are common in China are considered in the model, including two types of curbside bus stops and one type of bus bay stops. Passenger transport capacity of three types of bus stops, which is applied to evaluate the bus stop design, is calculated based on the corresponding traffic flow rate. According to the simulation results, the flow rates of both motor vehicles and bicycles exhibit phase transition from free flow to the saturation one at the critical point. The results also show that the larger the interaction between motor vehicle and bicycle flow is near curbside bus stops, the more the value of saturated flows drops. Curbside bus stops are more suitable when the conflicts between two flows are small and the inflow rate of motor vehicles is low. On the contrary, bus bay stops should be applied due to their ability to reduce traffic conflicts. Findings of this study can provide useful suggestions on bus stop selection considering different inflow rate of motor vehicles and bicycles simultaneously.
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Zhang, Jian, Zhibin Li, Fangwei Zhang, Yong Qi, Wenzhu Zhou, Yong Wang, De Zhao, and Wei Wang. "Evaluating the Impacts of Bus Stop Design and Bus Dwelling on Operations of Multitype Road Users." Journal of Advanced Transportation 2018 (December 10, 2018): 1–10. http://dx.doi.org/10.1155/2018/4702517.

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On urban streets with bus stops, bus arrivals can disrupt traffic flows in the neighboring areas. Different stop designs have distinct influences on the road users. This study aims to evaluate how different types of bus stops affect the operations of vehicles, bicycles, and buses that pass by. Four types of stops that differ in geometric layout are examined. They are termed the shared bike/bus (Type 1), separated shared bike/bus (Type 2), vehicle/bus with inboard bike lane (Type 3), and bus bay with inboard bike lane (Type 4). Data are collected from eight sites in two cities of China. Results of data analysis show that different bus stop designs have quite different impacts on the neighboring traffic flows. More specifically, Type 3 stops create the least bicycle delay but the largest vehicle delay. Type 4 stops have the least impact on bicycle and vehicle operations, but occupy the most road space. Traffic operations are less affected by Type 1 stops than by Type 2 stops. Policy suggestions are discussed regarding the optimal design of bus stops that minimizes the total vehicle delay of all modes.
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Dashdamirov, Fuad. "Modeling of buses operation at stops with intensive use." InterConf, no. 27(133) (November 20, 2022): 342–52. http://dx.doi.org/10.51582/interconf.19-20.11.2022.031.

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City bus routes often use joint stops on certain streets. To reduce the delay time of buses at stops where several bus routes pass, it is important to coordinate the schedules of the routes. The article proposes the use of agent-based simulation to describe the operation of bus routes at the same stop. After determining the location of frequently used bus stops, a logical diagram of the movement of buses at one of these stops in the city of Baku is displayed using the Anylogic 8.7.7 software. Options for entering bus movement parameters in different ways are considered.
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Iqbal, Razi, and Muhammad Usman Ghani. "Intelligent Bus Stops in the Flexible Bus Systems." Journal of Engineering Science and Technology Review 7, no. 4 (October 2014): 59–65. http://dx.doi.org/10.25103/jestr.074.10.

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Yu, Qian, and Tiezhu Li. "Evaluation of bus emissions generated near bus stops." Atmospheric Environment 85 (March 2014): 195–203. http://dx.doi.org/10.1016/j.atmosenv.2013.12.020.

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Galdi, Michael, and Paporn Thebpanya. "Optimizing School Bus Stop Placement in Howard County, Maryland." International Journal of Applied Geospatial Research 7, no. 1 (January 2016): 30–44. http://dx.doi.org/10.4018/ijagr.2016010103.

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In the current system, school bus stops in Howard County, Maryland are manually placed along the school bus routes based on safety, cost-efficiency, and many other variables. With such liberal placement, bus stops are sometimes placed unnecessarily. This issue is prevalent in many school districts and often results in needlessly close bus stop proximity. In this study, the authors implemented a GIS-based heuristic to assist school officials in optimizing their districts bus stop placement. They also estimated the proportion of county-wide bus stops that could be eliminated by this approach. Following the constraints determined by State and local guidelines, the ArcGIS Network Analyst Extension was used to identify unnecessary bus stops across the study area. The initial output was re-evaluated by school officials in order to determine if those bus stops would be eliminated. The results indicate that approximately 30% of the existing bus stops were marked as “candidates for elimination” by the GIS process. After a review of these candidates, it was determined that at least 15% of the total school bus stops could be eliminated. Statistical estimates lent credence to the benefit of a re-evaluation of these bus stops. The method developed in this study can easily be replicated. Hence, it may inspire other school systems to exercise the same approach. Additionally, the results provide a gateway for future studies in examining more efficient school bus routes with less travel time, as well as investigating how much the carbon footprint of school bus fleets can be reduced.
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Luo, Qingyu, Tianyao Zheng, Wenjing Wu, Hongfei Jia, and Jin Li. "Modeling the effect of bus stops on capacity of curb lane." International Journal of Modern Physics C 29, no. 03 (March 2018): 1850022. http://dx.doi.org/10.1142/s0129183118500225.

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With the increase of buses and bus lines, a negative effect on road section capacity is made by the prolonged delay and queuing time at bus stops. However, existing methods of measuring the negative effect pay little attention to different bus stop types in the curb lanes. This paper uses Gap theory and Queuing theory to build models for effect-time and potential capacity in different conditions, including curbside bus stops, bus bays with overflow and bus bays without overflow. In order to make the effect-time models accurate and reliable, two types of probabilities are introduced. One is the probability that the dwell time is less than the headway of curb lane at curbside bus stops; the other is the overflow probability at bus bays. Based on the fundamental road capacity model and effect-time models, potential capacity models of curb lane are designed. The new models are calibrated by the survey data from Changchun City, and verified by the simulation software of VISSIM. Furthermore, with different arrival rates of vehicles, the setting conditions of bus stops are researched. Results show that the potential capacity models have high precision. They can offer a reference for recognizing the effect of bus stops on the capacity of curb lane, which can provide a basis for planning, design and management of urban roads and bus stops.
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Journal articles Dissertations / Theses Books

Dissertations / Theses on the topic "Bus stops":

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Mohamed, Hisham Fathima Faheema. "Modelling bus stop capacity for on-street, mid-block, off-line bus stops." Thesis, Queensland University of Technology, 2020. https://eprints.qut.edu.au/135968/1/Fathima%20Faheema_Mohamed%20Hisham_Thesis.pdf.

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This thesis identified elements and processes that influence capacity of an on-street bus stop. Factors that affect capacity were quantified and a new mathematical model was developed to account for adjacent lane traffic flow rate, upstream average waiting time, degree of saturation of the adjacent lane and degree of saturation of the loading area. This research is an improvement of Transit Capacity and Quality of Service model and can be used to test a wide range of operational protocols, in terms of capacity.
2

Chan, Su-yee. "The value of real time information at bus stop in Hong Kong." Hong Kong : University of Hong Kong, 2002. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25263201.

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Kim, Wonho. "An improved bus signal priority system for networks with nearside bus stops." Texas A&M University, 2004. http://hdl.handle.net/1969.1/1460.

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Bus Signal Priority (BSP), which has been deployed in many cities around the world, is a traffic signal enhancement strategy that facilitates efficient movement of buses through signalized intersections. Most BSP systems do not work well in transit networks with nearside bus stop because of the uncertainty in dwell time. Unfortunately, most bus stops on arterial roadways are of this type in the U.S. This dissertation showed that dwell time at nearside bus stops could be modeled using weighted least squares regression. More importantly, the prediction intervals associated with the estimate dwell time were calculated. These prediction intervals were subsequently used in the improved BSP algorithm that attempted to reduce the negative effects of nearside bus stops on BSP operations. The improved BSP algorithm was tested on urban arterial section of Bellaire Boulevard in Houston, Texas. VISSIM, a micro simulation model was used to evaluate the performance of the BSP operations. Prior to evaluating the algorithm, the parameters of the micro simulation model were calibrated using an automated Genetic Algorithm based methodology in order to make the model accurately represent the traffic conditions observed in the field. It was shown that the improved BSP algorithm significantly improved the bus operations in terms of bus delay. In addition, it was found that the delay to other vehicles on the network was not statistically different from other BSP algorithms currently being deployed. It is hypothesized that the new approach would be particularly useful in North America where there are many transit systems that utilize nearside bus stops in their networks.
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Kwok, Kan-wah Steven, and 郭耿華. "Documenting the evolution of signage and shelters for buses in Hong Kong (1960s to 2000s)." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2012. http://hub.hku.hk/bib/B48345192.

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Hong Kong has an extensive network of public bus services covering almost all areas of Hong Kong Island, Kowloon, New Territories and Lantau Island. It is doubtless that the long history and reliable public bus service for the general masses has helped make Hong Kong achieving a world-class efficient and comprehensive public transport network. The operation of bus services can be traced back to the 1920's when, in 1921, the Vehicles and Traffic Regulation Ordinance set out the fares, stopping points and bus specifications for four bus routes serving Kowloon Peninsula. The first franchises were awarded in 1933 to China Motor Bus Company Ltd and Kowloon Motor Bus Company (1933) Limited (KMB). The third franchised bus company was New Lantao Bus Company (1973) Ltd which has operated franchised services on Lantau Island since 1979. In 1991 Citybus Limited, which since 1979 had operated a shuttle service for United Services Dockyard workers with a single bus and, later, some residential services, was granted a franchise for operating one Hong Kong Island bus route and further routes from 1993 and 1995. In 1998 CMB's history of operating bus services came to an end when New World First Bus Services Limited (NWFB) won the tender to operate 88 routes previously operated under CMB's franchise. However, with diverse and primarily private nature of bus operators, and the lack of motivation and hence regulations of any sort of the then colonial government and current SAR Government in mandating the documentation of bus-related relics and archive, there is no policy, mechanism or institution of any sort to provide records of history of this important form of public transit service in Hong Kong. Streets are the foreground of our buildings and the backdrop to everyday lives and contain valuable cultural symbols. The number of signs, bollards and guardrails are increasing over the years, without intended coordination. This result in streetscape which is unsigtly and seemingly lacking character. The example of England in rediscovering and preserving the street character is noteworthy. Since England has launched campaign of “Save Our Streets”, every sign has been concerned in towns or villages, such as traditional traffic direction signs, or “fingerposts”, which are a cherished feature of the English countryside and suburbs. English Heritage has joined forces with the Department for Transport to call on local authorities to retain, repair and reintroduce fingerposts where appropriate. Back to Hong Kong, as time passed, some of the bus service companies which have witnessed the historic development of this important service have either closed down or changed their business direction. All of the historic information has been lost other than their financial report. Antique bus stop or signs were nowhere to be found. Those information may only gather from some of the bus fans’ collection. To remedy such anomaly and loss of historic information, a designated library or museum should gather the history of bus services information at the past with easy public access. And instead of relying on the will and interest of individual companies, the government should at lead take the lead in coordinating such work.
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Conservation
Master
Master of Science in Conservation
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Dehideniya, Udugamage Ranasinge Wathsala Jayanthi. "Saturation flow at a signalised intersection approach with a downstream bus stop and bicycle lane." Thesis, Queensland University of Technology, 2019. https://eprints.qut.edu.au/126795/1/Wathsala_Dehideniya%20Udugamage%20Ranasinge_Thesis.pdf.

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As the demand for transit service rises, buses are more prevalent on roadways; hence, it is important to evaluate the impact of transit buses on the local traffic stream. This research employed a novel methodology to study the influence of offline bus stops on traffic flow rate at signalised intersections. The re-entry process of stopping buses at signalised intersections causes impact on general traffic flow. In the past, no study has been analysed the impact of a downstream, offline bus stop with adjacent bicycle lane upon traffic flow rate across the stop line at a signalised intersection. Data analysis confirmed that re-entering buses impacted the general traffic flow across the stop line more than the other events analysed. However, traffic flow returned to steady state after the second car crossed the stop line. An adjustment factor to traffic flow rate was developed to reflect the impact of the re-entering buses of the far-side off line bus stops at signalised intersections.
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Yuksekol, Irem. "Evaluation Of Pedestrian Safety Around Bus Stops Using Geographic Information Systems." Master's thesis, METU, 2012. http://etd.lib.metu.edu.tr/upload/12614977/index.pdf.

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Pedestrians are the most vulnerable road users in terms of traffic safety. Public transit users mostly have a pedestrian trip before and/or after the transit one. Thus, pedestrian activity is produced at transit stops naturally. The main focus of this study is pedestrian safety problems around transit stops, more specifically bus stops. The proposed methodology first includes Geographic Information Systems (GIS) analyses of the pedestrian safety along the study corridors and around bus stops on them
this enables determination of accident-prone corridor segments and bus stops, respectively. Later, two analyses are studied to understand their correlation. Finally, linear regression analyses are performed to find the significant factors affecting pedestrian safety. These analyses use parameters created in the GIS analyses in the first part, as well as others (i.e. built environment, traffic network, etc.) that have potential impact on pedestrian movement or safety. In corridor safety models, the number of pedestrian accidents or accident density (or some transformation of them) is used as the dependent variable
while it is selected as the total number of accidents within a selected buffer zone in the bus stop safety models. The case study corridors are selected based on the high density of pedestrian accidents in Ankara, including the Central Business District (CBD) and four main arterials serve from CBD to different regions. The bus stops on corridors with high motorized and pedestrian flows are found to be more critical than others.
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Wu, Wanyang. "Optimization Models for Selecting Bus Stops for Accessibility Improvements for People with Disabilities." FIU Digital Commons, 2009. http://digitalcommons.fiu.edu/etd/224.

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Bus stops are key links in the journeys of transit patrons with disabilities. Inaccessible bus stops prevent people with disabilities from using fixed-route bus services, thus limiting their mobility. The Americans with Disabilities Act (ADA) of 1990 prescribes the minimum requirements for bus stop accessibility by riders with disabilities. Due to limited budgets, transit agencies can only select a limited number of bus stop locations for ADA improvements annually. These locations should preferably be selected such that they maximize the overall benefits to patrons with disabilities. In addition, transit agencies may also choose to implement the universal design paradigm, which involves higher design standards than current ADA requirements and can provide amenities that are useful for all riders, like shelters and lighting. Many factors can affect the decision to improve a bus stop, including rider-based aspects like the number of riders with disabilities, total ridership, customer complaints, accidents, deployment costs, as well as locational aspects like the location of employment centers, schools, shopping areas, and so on. These interlacing factors make it difficult to identify optimum improvement locations without the aid of an optimization model. This dissertation proposes two integer programming models to help identify a priority list of bus stops for accessibility improvements. The first is a binary integer programming model designed to identify bus stops that need improvements to meet the minimum ADA requirements. The second involves a multi-objective nonlinear mixed integer programming model that attempts to achieve an optimal compromise among the two accessibility design standards. Geographic Information System (GIS) techniques were used extensively to both prepare the model input and examine the model output. An analytic hierarchy process (AHP) was applied to combine all of the factors affecting the benefits to patrons with disabilities. An extensive sensitivity analysis was performed to assess the reasonableness of the model outputs in response to changes in model constraints. Based on a case study using data from Broward County Transit (BCT) in Florida, the models were found to produce a list of bus stops that upon close examination were determined to be highly logical. Compared to traditional approaches using staff experience, requests from elected officials, customer complaints, etc., these optimization models offer a more objective and efficient platform on which to make bus stop improvement suggestions.
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Li, Huan. "Assessment of an Optimal Bus Stop Spacing Model Using High Resolution Archived Stop-Level Data." PDXScholar, 2011. https://pdxscholar.library.pdx.edu/open_access_etds/244.

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In practice, the design of bus routes and stop placement involves calculated trade-offs between service frequency, quality, and access. Increased stop density improves access but contributes to slow operating speeds and increased operating costs. In this thesis, a optimized bus stop spacing model is applied using the high resolution archived stop-level bus performance data from the Bus Dispatch System (BDS) provided by TriMet, the regional transit provider for the Portland metropolitan area. Two cost components are considered in the stop spacing model including passenger access cost and in-vehicle passenger stopping cost, and are combined and optimized to minimize total cost. A case-study is presented using one year's stop-level data from one bus route 19 in Portland, Oregon. The analysis considered both inbound and outbound stop spacing and determined the optimal average stop spacing based on an all-day, peak and off-peak time periods. Based on the analysis considering inbound trips over the entire day, the theoretical optimized bus stop spacing was about 1,200 feet, as compared to the current value of 890 feet. This paper also builds on the all day analysis and focuses on inbound and outbound trips during peak periods, resulting in optimized spacing of about 1,300 feet. The peak hour demand has a significant impact on the transit operation. A bus stop consolidation scheme is proposed for the analyzed bus route considering the peak hour transit demand. Finally, the thesis discusses trade-offs and presents an estimate of transit operating cost savings based on the optimized spacing. Given the growing availability of high-resolution archived data, the thesis illustrates that this modeling tool can be applied in a routine way across multiple routes as part of an ongoing service planning and performance measurement process.
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Chan, Su-yee, and 曾淑儀. "The value of real time information at bus stop in Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2002. http://hub.hku.hk/bib/B3194565X.

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Mendoza, Francis, Mayling Tong, Manuel Silvera, and Fernando Campos. "Microsimulation of Public Transport Stops for the Optimization of Waiting Times for Users Using the Social Force Model." Smart Innovation, Systems and Technologies, 2021. http://hdl.handle.net/10757/653780.

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El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado.
Cities in the world aim to ensure the mobility of people, through the implementation of efficient Integrated Transportation Systems (ITS). This aims to improve the transport of people, which guarantees that they can be mobilized safely and without delays in the terminals and bus stops of the public transport system. The present article proposes a design of public transport stops aimed at optimizing the waiting time of users when transferring from one bus to another. For the validity of the proposal, the social force model of the Vissim program was used, where the behavior of the users within the bus stops was reflected. The results showed that the waiting times in the calibrated and validated microsimulation model were optimized by approximately 20%, which generates an improvement in the efficiency of the public transport system.
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Books on the topic "Bus stops":

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Gomi, Tarō. Bus stops. San Francisco: Chronicle Books, 1988.

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Gomi, Taro. Bus stops. San Francisco: Chronicle Books LLC, 2011.

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Gomi, Tarō. Bus stops. San Francisco: Chronicle Books, 2000.

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Vrabec, Jan. Zastávky. Praha: Grada Publishing, 2018.

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Boyle, Daniel K. Better On-Street Bus Stops. Washington, D.C.: Transportation Research Board, 2015. http://dx.doi.org/10.17226/22175.

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J, Vélez Manuel. Bus stops and other poems. San Diego: Calaca Press, 1998.

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Executive, Strathclyde Passenger Travel, ed. Your city centre bus stops. 5th ed. Glasgow: Travel Centre, 1987.

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Institute, Texas Transportation, and Texas A. and M. Research Foundation., eds. Guidelines for the location and design of bus stops. Washington, DC: National Academy Press, 1996.

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Lothar, Romain, ed. Busstops. Hannover: Th. Schäfer, 1994.

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Alvarez, Joaquim. The bus. New York: Scholastic, 2007.

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Book chapters on the topic "Bus stops":

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Shashi Kumar, C., Venkat Charan, K. R. Suhas Gowda, N. Sushmitha Gowda, and M. R. Sowmya. "Smart Bus Stop Reminder with Connected Bus Stops." In Emerging Research in Computing, Information, Communication and Applications, 663–77. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-1342-5_51.

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Stare, Sven, and Agneta Ståhl. "A Bus System with Elevated Bus Stops." In Mobility and Transport for Elderly and Disabled Persons, 711–20. London: Routledge, 2022. http://dx.doi.org/10.4324/9781315075525-76.

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Makimura, K., T. Nakamura, T. Ishigami, and R. Imai. "Assessment of Traffic Bottlenecks at Bus Stops." In Public Transport Planning with Smart Card Data, 225–44. Taylor & Francis Group, 6000 Broken Sound Parkway NW, Suite 300, Boca Raton, FL 33487-2742: CRC Press, 2016. http://dx.doi.org/10.1201/9781315370408-16.

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Pavlyuk, Dmitry. "Spatial Allocation of Bus Stops: Advanced Econometric Modelling." In Advances in Intelligent Systems and Computing, 331–39. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-19216-1_31.

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Leprêtre, Florian, Cyril Fonlupt, Sébastien Verel, and Virginie Marion. "Combinatorial Surrogate-Assisted Optimization for Bus Stops Spacing Problem." In Lecture Notes in Computer Science, 42–52. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-45715-0_4.

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Tubis, Agnieszka, Emilia Skupień, and Mateusz Rydlewski. "Method of Evaluating Bus Stops Based on Safety Aspects." In Lecture Notes in Networks and Systems, 69–81. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-71771-1_5.

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Qin, Zhaohong, Nan Li, and Xiacheng Song. "Research on Improved Design of Bus Stops in Xiamen." In Proceedings of the 2nd International Conference on Culture, Design and Social Development (CDSD 2022), 519–27. Paris: Atlantis Press SARL, 2023. http://dx.doi.org/10.2991/978-2-38476-018-3_60.

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yongzheng, Kang, Chang aixin, and Zhao zhen. "Optimization Research of Bus Stops that Are Based on Berths." In Proceedings of the 2015 International Conference on Electrical and Information Technologies for Rail Transportation, 391–97. Berlin, Heidelberg: Springer Berlin Heidelberg, 2016. http://dx.doi.org/10.1007/978-3-662-49370-0_41.

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Geedipally, Srinivas. "Effects of Bus Stops on Pedestrian Safety at Signalized Intersections." In Proceedings of the Sixth International Conference of Transportation Research Group of India, 131–44. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-4204-4_8.

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Ray, Teo Hong, Danish Uzair B. Abdul Hamid Khan Surattee, and A. Muhammed Madhih. "Investigating the Air Quality in Bus Stops Using IoT-Enabled Devices." In IRC-SET 2018, 111–21. Singapore: Springer Singapore, 2019. http://dx.doi.org/10.1007/978-981-32-9828-6_10.

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Conference papers on the topic "Bus stops":

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Kamal, Miraal, Manal Atif, Hafsa Mujahid, Tamer Shanableh, A. R. Al-Ali, and Ahmad Al Nabulsi. "IoT Based Smart Bus Stops." In 2019 3rd International Conference on Smart Grid and Smart Cities (ICSGSC). IEEE, 2019. http://dx.doi.org/10.1109/icsgsc.2019.00-27.

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Prandi, Catia, Valentina Nisi, and Nuno Nunes. "Bus Stops as Interactive Touchpoints." In CHItaly '17: 12th Biannual Conference of the Italian SIGCHI Chapter. New York, NY, USA: ACM, 2017. http://dx.doi.org/10.1145/3125571.3125593.

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Gasserm G, N. Bird, O. Masoud, and N. Papanikolopoulos. "Human activities monitoring at bus stops." In IEEE International Conference on Robotics and Automation, 2004. Proceedings. ICRA '04. 2004. IEEE, 2004. http://dx.doi.org/10.1109/robot.2004.1307134.

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Xu, Zhi, Vincent Kwami Akpakli, and Xiao-Kuan Yang. "A Study on the Bus Delay Model at Bus Stops." In Ninth International Conference of Chinese Transportation Professionals (ICCTP). Reston, VA: American Society of Civil Engineers, 2009. http://dx.doi.org/10.1061/41064(358)430.

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Garg, Nandani, Gitakrishnan Ramadurai, and Sayan Ranu. "Mining bus stops from raw GPS data of bus trajectories." In 2018 10th International Conference on Communication Systems & Networks (COMSNETS). IEEE, 2018. http://dx.doi.org/10.1109/comsnets.2018.8328278.

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Rajput, Pruthvish, and Manish Chaturvedi. "Automatic Detection of Bus-stops and Bus-crowdedness using Crowdsourced Data." In 2019 IEEE Intelligent Transportation Systems Conference - ITSC. IEEE, 2019. http://dx.doi.org/10.1109/itsc.2019.8917008.

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Xin, Guangzhao, Wei Wang, Xuewu Chen, Yanjie Ji, and Jinlin Chen. "Evaluation of Travel Time at Conventional Bus Stops." In 14th COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2014. http://dx.doi.org/10.1061/9780784413623.299.

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Liu, Jian-rong, Wei Deng, and Fu-jun Yi. "Passenger Boarding and Alighting Times at Bus Stops." In 11th International Conference of Chinese Transportation Professionals (ICCTP). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41186(421)273.

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Ohmori, Nobuaki, Takashi Omatsu, Shuichi Matsumoto, Kenji Okamura, and Noboru Harata. "Passengers' Waiting Behavior at Bus and Tram Stops." In Sixth International Conference of Traffic and Transportation Studies Congress (ICTTS). Reston, VA: American Society of Civil Engineers, 2008. http://dx.doi.org/10.1061/40995(322)48.

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Stojaspalová, Zdeňka. "Distance of bus stops from junctions: Simulation assessment." In The 33rd European Modeling & Simulation Symposium. CAL-TEK srl, 2021. http://dx.doi.org/10.46354/i3m.2021.emss.011.

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Reports on the topic "Bus stops":

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Arhin, Stephen. Predicting Acceptable Wait Times for Patrons at Transit Bus Stops by Time of Day. Mineta Transportation Institute, October 2019. http://dx.doi.org/10.31979/mti.2019.1801.

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Arhin, Stephen, Babin Manandhar, Hamdiat Baba Adam, and Adam Gatiba. Predicting Bus Travel Times in Washington, DC Using Artificial Neural Networks (ANNs). Mineta Transportation Institute, April 2021. http://dx.doi.org/10.31979/mti.2021.1943.

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Washington, DC is ranked second among cities in terms of highest public transit commuters in the United States, with approximately 9% of the working population using the Washington Metropolitan Area Transit Authority (WMATA) Metrobuses to commute. Deducing accurate travel times of these metrobuses is an important task for transit authorities to provide reliable service to its patrons. This study, using Artificial Neural Networks (ANN), developed prediction models for transit buses to assist decision-makers to improve service quality and patronage. For this study, we used six months of Automatic Vehicle Location (AVL) and Automatic Passenger Counting (APC) data for six Washington Metropolitan Area Transit Authority (WMATA) bus routes operating in Washington, DC. We developed regression models and Artificial Neural Network (ANN) models for predicting travel times of buses for different peak periods (AM, Mid-Day and PM). Our analysis included variables such as number of served bus stops, length of route between bus stops, average number of passengers in the bus, average dwell time of buses, and number of intersections between bus stops. We obtained ANN models for travel times by using approximation technique incorporating two separate algorithms: Quasi-Newton and Levenberg-Marquardt. The training strategy for neural network models involved feed forward and errorback processes that minimized the generated errors. We also evaluated the models with a Comparison of the Normalized Squared Errors (NSE). From the results, we observed that the travel times of buses and the dwell times at bus stops generally increased over time of the day. We gathered travel time equations for buses for the AM, Mid-Day and PM Peaks. The lowest NSE for the AM, Mid-Day and PM Peak periods corresponded to training processes using Quasi-Newton algorithm, which had 3, 2 and 5 perceptron layers, respectively. These prediction models could be adapted by transit agencies to provide the patrons with accurate travel time information at bus stops or online.
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Jacobsen, Nils. Linjebussens vekst og fall i den voksende byen: en studie av bybussenes geografiske kvalitet Stavanger – Sandnes 1920 – 2010. University of Stavanger, November 2019. http://dx.doi.org/10.31265/usps.244.

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Linear city bus services are facing increased challenges from city growth. Increased number of inhabitants on increasing acres of built-up areas, makes it demanding to maintain adequate bus services within reasonable catchment areas. Number of departures per hour give a partial description of the bus service quality. Number of departures give reference to the time aspect of bus service quality, but say nothing about the geographical aspect. What part of the entire line network is within reach of direct bus service when frequencies are limited? To address the geographical aspect of bus service quality, the term network ratio is introduced. The term Network Ratio (NR) signifies what part of the entire line network is within reach of direct bus service to or from a certain place in the network. Network Ratio is given as a mathematical term whereby direct bus lines are calculated as a percentage of the entire network. The character and development of Network Ratio in a specific city is illustrated through an analysis of the urban growth of line network and built-up areas in the twin cities of Stavanger and Sandnes. The analysis is covering the period 1920 – 2000 in intervals of 20 years from the first bus lines were established in the urban area. Year 2010 is also included due to major changes implemented right after the turn of the millennium. Development show there is a close relation between bus network and built-up areas. When areas are being built, bus lines follow. The initial fase 1920 – 40 with extensive development of bus lines combined with some areal growth, is followed by a fase of consolidation 1940 – 60. The latter period is characterized by moderate areal growth, extended lines reducing network ratios, and increasing frequencies on the best bus lines. Extensive areal growth in the following period 1960 – 80, implies increased number of bus lines. As a consequence network ratios as well as frequencies are falling in the entire network. In 1960 certain lines had developed as much as 6 departures per hour, while maximum bus line frequency in 1980 has diminished to 2. New bus service development is introduced in the following period between 1980 and 2000. Numerous bus companies are united, and a more comprehensive planning of bus services are applied. The number of bus lines is stabilized at about 40, the fall in network ratio is reduced, and certain lines develop 4 departures per hour. Parallell to the bus development, growth of built-up areas is slowing down due to increased urban renewal with higher densities within built-up areas. In the period 2000 – 2010 new efforts are given to the development of bus services. Development of Network Ratio takes a new direction: The length of network links with high NR is increasing, while links with very low NR are diminishing. Number of bus lines is decreasing, and by 2010 almost 50% of the bus lines are served with 4 departures or more. Passenger comfort is improved in buses as well as on bus stops, and low floor buses are introduced to ease accessibility. Bus service quality is further developed after 2010. Digital services are introduced including digital ticketing, bus service information and real-time information on internet. In addition real-time information is presented at high frequency bus stops through visual screen and auditory speaker. Inside the buses name of next stop is given on screen and through loudspeaker. Further development of the bus services, should include improved Network Ratios in the entire network, as well as increased frequencies on major bus corridors. The latter is a task not only for the bus service planners, but just as well for the city planners and politicians in collaboration with the developers implementing urban density and allocation of important destinations. A last, but not least, objective for bus service development will be to improve punctuality and total travel time. Today a considerable proportion of city bus services are delayed in car traffic congestions. This is occurring especially on main streets and during rush hours. A set of different solutions are needed to address this question: 1. Dedicated bus streets (including car access to limited addresses) 2. Bus lines through local streets in concentrated housing, office and shopping areas. 3. Dedicated bus lane on main streets where possible. 4. Car traffic regulations on main streets without space for extra bus lane. As an overall vision, we need to cultivate the word of Flemming Larsen: urban growth as pearls on a string, as shown in fig. 13 and fig. 14.
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Chandra, Shailesh, and Vivek Mishra. Optimizing Multimodal Transportation Access to Support Commuting Among Low-Income Transit Riders with Social Distancing. Mineta Transportation Institute, March 2022. http://dx.doi.org/10.31979/mti.2022.2140.

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During the COVID-19 pandemic, LA Metro has encouraged social distancing among passengers—especially at stations of high-demand routes—and has increased fixed-route transit (FRT) services. However, potential impacts of social distancing on the performance of FRT services remain mostly unknown. This research evaluates the accessibility of FRT buses with social distancing using the ridership data collected on four FRT routes: 105, 108, 111, and 115 of the LA Metro's A Line stations located in low-income neighborhoods. This research shows that social distancing of six feet can impact FRT's accessibility to destination stations, and maximum accessibility is achieved only for a certain number of stops served—which is less than the current number of stops served. The FRT routes 105, 108, 111 and 115 have maximum accessibility with social distancing for the number of stops served equal to 65, 52, 52 and 50, respectively. The methodology used in this research can help decision-makers understand how FRT bus frequencies are impacted by social distancing measures, and the results can guide the transit authorities developing FRT service among low-income commuters during and after the pandemic.
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Atkinson-Palombo, Carol, Rosalie Ray, and Norman Garrick. Transit Oriented Development for a More Climate Resilient Connecticut: Challenges and Opportunities in Fairfield and New Haven Counties. UConn Connecticut Institute for Resilience and Climate Adaptation, June 2021. http://dx.doi.org/10.56576/bjsz6468.

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Over the past decade, Connecticut has made a strong push for transit-oriented development (TOD). In some parts of the state, however, TOD is as much returning to past forms of urbanism as building anew, as cities along the Metro-North New Haven Main Line were largely developed before the car. Using a mixed methods approach of document review, stakeholder interviews, and geospatial analysis, we studied challenges and obstacles to TOD along the Metro-North New Haven Main Line. Several station areas, TOD zones, and track sections are within CIRCA's 1% 2050 flood projections for sea level rise. While none of the top 200 bus stops are among the 192 CT Transit stops in the flood zone, 45 federally subsidized affordable housing complexes included in the National Housing Preservation Database (NHPD) are within 60-ft of the 1% flood in 2050. This project produced a detailed geodatabase of land use around transit stations; assessment of obstacles and potential of TOD, and best practices recommendations.
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DeRobertis, Michelle, Christopher E. Ferrell, Richard W. Lee, and David Moore. City Best Practices to Improve Transit Operations and Safety. Mineta Transportation Institute, April 2021. http://dx.doi.org/10.31979/mti.2021.1951.

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Public, fixed-route transit services most commonly operate on public streets. In addition, transit passengers must use sidewalks to access transit stops and stations. However, streets and sidewalks are under the jurisdiction of municipalities, not transit agencies. Various municipal policies, practices, and decisions affect transit operations, rider convenience, and passenger safety. Thus, these government entities have an important influence over the quality, safety, and convenience of transit services in their jurisdictions. This research identified municipal policies and practices that affect public transport providers’ ability to deliver transit services. They were found from a comprehensive literature review, interviews and discussions with five local transit agencies in the U.S., five public transportation experts and staff from five California cities. The city policies and practices identified fall into the following five categories: Infrastructure for buses, including bus lanes, signal treatments, curbside access; Infrastructure for pedestrians walking and bicycling to, and waiting at, transit stops and stations; Internal transportation planning policies and practices; Land development review policies; Regional and metropolitan planning organization (MPO) issues. The understanding, acknowledgment, and implementation of policies and practices identified in this report can help municipalities proactively work with local transit providers to more efficiently and effectively operate transit service and improve passenger comfort and safety on city streets.
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Niles, John, and J. M. Pogodzinski. TOD and Park-and-Ride: Which is Appropriate Where? Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2021.1820.

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Despite the sharp drop in transit ridership throughout the USA that began in March 2020, two different uses of land near transit stations continue to be implemented in the United States to promote ridership. Since 2010, transit agencies have given priority to multi-family residential construction referred to as transit oriented development (TOD), with an emphasis on housing affordability. In second place for urban planners but popular with suburban commuters is free or inexpensive parking near rail or bus transit centers, known as park-and-ride (PnR). Sometimes, TOD and PnR are combined in the same development. Public policy seeks to gain high community value from both of these land uses, and there is public interest in understanding the circumstances and locations where one of these two uses should be emphasized over the other. Multiple justifications for each are offered in the professional literature and reviewed in this report. Fundamental to the strategic decision making necessary to allocate public resources toward one use or the other is a determination of the degree to which each approach generates transit ridership. In the research reported here, econometric analysis of GIS data for transit stops, PnR locations, and residential density was employed to measure their influence on transit boardings for samples of transit stops at the main transit agencies in Seattle, Los Angeles, and San José. Results from all three cities indicate that adding 100 parking spaces close to a transit stop has a larger marginal impact than adding 100 housing units. Previous academic research estimating the higher ridership generation per floor area of PnR compared to multi-family TOD housing makes this show of strength for parking an expected finding. At the same time, this report reviews several common public policy justifications for TOD as a preferred land development emphasis near transit stations, such as revenue generation for the transit agency and providing a location for below-market affordable housing where occupants do not need to have a car. If increasing ridership is important for a transit agency, then parking for customers who want to drive to a station is an important option. There may also be additional benefits for park-and-ride in responding to the ongoing pandemic.
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Bartholomew, Keith, Ja Kim, Divya Chandrasehkar, Reid Ewing, Arlie Adkins, and Samuel Jensen. The Role of Bus Stop Features in Facilitating Accessibility. Transportation Research and Education Center (TREC), 2020. http://dx.doi.org/10.15760/trec.254.

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Suksawang, Nakin. Analysis of Movable Bus Stop Boarding and Alighting Area. Tampa, FL: University of South Florida, May 2013. http://dx.doi.org/10.5038/cutr-nctr-rr-2013-10.

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Mason, Dyana, and Miranda Menard. The Impact of Ride Hail Services on the Accessibility of Nonprofit Services. Transportation Research and Education Center (TREC), 2021. http://dx.doi.org/10.15760/trec.260.

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Nonprofit organizations are responsible for providing a significant level of human services across the United States, often in collaboration with government agencies. In this work, they address some of the most pressing social issues in society – including homelessness, poverty, health care and education. While many of these organizations consider location and accessibility crucial to supporting their clients – often locating services near bus or train stops, for example – little is known about the impact of new technologies, including ride hail services like Lyft and Uber, on nonprofit accessibility. These technologies, which are re-shaping transportation in both urban and suburban communities, are expected to dramatically shift how people move around and the accessibility of services they seek. This exploratory qualitative study, making use of interviews with nonprofit executives and nonprofit clients, is among the first of its kind to measure the impact of ride hail services and other emerging technologies on community mobility and accessibility.

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