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Journal articles on the topic 'Bus transit systems'

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Published: 25 July 2024
Last updated: 26 July 2024

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1

Mishalani, Rabi G., Sungjoon Lee, and Mark R. McCord. "Evaluating Real-Time Bus Arrival Information Systems." Transportation Research Record: Journal of the Transportation Research Board 1731, no. 1 (January 2000): 81–87. http://dx.doi.org/10.3141/1731-10.

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Real-time transit passenger information systems are intended to improve the level of service provided by transit agencies. For example, passengers are given real-time information on the expected arrival times of buses on various routes at bus stops. These real-time systems reflect emerging applications in public transit, and methods to evaluate their benefits are limited. An evaluation method is presented that focuses on the potential benefits of bus arrival information systems to passengers waiting at bus stops. Passenger arrivals and transit bus operations are modeled as a stochastic system in which the operator uses real-time bus location data to provide bus arrival-time information that maximizes passengers' utilities. Simulation results reveal the nature of the dependence of system benefits on the type of real-time data available to the operator and the bus operations characteristics. An application to an existing bus transit system demonstrates the feasibility of the developed method and its role in assessing the value of real-time bus arrival information systems to passengers.
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2

Allen, Douglas A., and Gary D. Hufstedler. "Bus-and-Rail and All-Bus Transit Systems." Transportation Research Record: Journal of the Transportation Research Board 1986, no. 1 (January 2006): 126–36. http://dx.doi.org/10.1177/0361198106198600116.

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3

Ding, Yuqing, Steven I.-Jy Chien, and Noreen A. Zayas. "Simulating Bus Operations with Enhanced Corridor Simulator: Case Study of New Jersey Transit Bus Route 39." Transportation Research Record: Journal of the Transportation Research Board 1731, no. 1 (January 2000): 104–11. http://dx.doi.org/10.3141/1731-13.

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The corridor simulator (CORSIM)-based microscopic program, which can simulate realistic bus operations, has been enhanced with some newly developed features; these are validated. Transit operations-related data for New Jersey Transit Bus Route 39 were collected to assess the reliability of the enhanced CORSIM program. On the basis of the mean average percentage error and the root mean square error, this study demonstrated that simulation output can represent realistic bus operations, such as the disruptions of transit headways caused by ridership fluctuations at bus stops and delays at intersections. The proposed program provides a potential basis for evaluating advanced transit management and control strategies and real-time transit traveler information systems in the advent of advanced public transportation systems.
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Porcu, Fabio. "Assessing the Risk of Bus Crashes in Transit Systems." European Transport/Trasporti Europei 81, ET.2021 (March 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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5

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 (August 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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Lang, Hong, Shiwen Zhang, Kexin Fang, Yingying Xing, and Qingwen Xue. "What Is the Impact of a Dockless Bike-Sharing System on Urban Public Transit Ridership: A View from Travel Distances." Sustainability 15, no. 14 (July 8, 2023): 10753. http://dx.doi.org/10.3390/su151410753.

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Recently, the rapid development of the bike-sharing system (BSS) has dramatically influenced passengers’ travel modes. However, whether the relationship between the BSS and public transit is competitive or complementary remains unclear. In this paper, a difference-in-differences (DID) model is proposed to figure out the impact of the dockless BSS (DBSS) on bus ridership. The data was collected from Shanghai, China, which includes data from automatic fare collection (AFC) systems, automatic vehicle location (AVL) systems, DBSS transaction data, and point-of-interest (POI) data. The research is based on the route-level, and the results indicate that shared bikes have a substitution impact on bus ridership. Regarding all the travel distance, each shared bike along the route leads to a 0.39 decrease in daily bus ridership on the weekdays, and a 0.17 decrease in daily bus ridership on the weekends, respectively, indicating that dockless shared bikes lead to a stronger decrease in bus ridership on weekends compared to weekdays. Additionally, the substitution effects of shared bikes on bus ridership gradually decays from 0.104 to 0.016 in daily bus ridership on weekends, respectively, with the increase in the travel distance within 0–3 km. This paper reveals that the travel distance of passengers greatly influences the relationship between the DBSS and public transit on the route level.
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7

Hyland, Michael F., and Hani S. Mahmassani. "Analytical Five-Phase Bus Rapid Transit Traffic Flow Model." Transportation Research Record: Journal of the Transportation Research Board 2533, no. 1 (January 2015): 134–40. http://dx.doi.org/10.3141/2533-15.

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Bus rapid transit (BRT) systems are becoming increasingly popular in cities worldwide because of their ( a) efficiency and reliability advantages over traditional bus service and ( b) cost advantages over rail transit systems. As transportation decision makers consider the implementation and planning of BRT systems, it is important that they be able to analyze different operational components of these systems. This paper describes an analytical five-phase BRT traffic flow model that is able to model the movement of a bus throughout an entire BRT corridor and network. The five-phase model includes ( a) a queuing model to determine the time a bus spends waiting for access to the loading area, ( b) an access time model to determine the time that it takes a bus to access a loading area position from the queue when a loading position becomes available, ( c) a nonlinear dwell time model to determine the time that a bus spends at a loading area position, and ( d and e) a two-part model of the following behavior of buses between bus stations, dependent on whether there is a bus between the following bus and the approaching station. The five-phase BRT traffic flow model provides a comprehensive modeling framework for a networkwide simulation of a separate right-of-way BRT system. The model builds on research in the areas of car-following (and more recently bus-following) models, dwell time models, and bus station queuing models.
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8

Vint, M. K., and D. B. Gilmore. "Simulation of transit bus regenerative braking systems." Mathematics and Computers in Simulation 30, no. 1-2 (February 1988): 55–61. http://dx.doi.org/10.1016/0378-4754(88)90104-8.

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9

Hensher, David A., and Thomas F. Golob. "Bus rapid transit systems: a comparative assessment." Transportation 35, no. 4 (March 12, 2008): 501–18. http://dx.doi.org/10.1007/s11116-008-9163-y.

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10

Hensher, David A., and Zheng Li. "Ridership drivers of bus rapid transit systems." Transportation 39, no. 6 (February 23, 2012): 1209–21. http://dx.doi.org/10.1007/s11116-012-9392-y.

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11

Fernandez, Rodrigo, and Rosemarie Planzer. "On the capacity of bus transit systems." Transport Reviews 22, no. 3 (January 2002): 267–93. http://dx.doi.org/10.1080/01441640110106328.

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12

Shyue Koong Chang and Paul M. Schonfeld. "Multiple period optimization of bus transit systems." Transportation Research Part B: Methodological 25, no. 6 (December 1991): 453–78. http://dx.doi.org/10.1016/0191-2615(91)90038-k.

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13

Purifoye, Gwendolyn Y. "Transporting Urban Inequality through Public Transit Designs & Systems." City & Community 16, no. 4 (December 2017): 364–68. http://dx.doi.org/10.1111/cico.12266.

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Four large, and often overflowing, dumpsters are situated at one of the more than dozen bus stops at the Chicago Transit Authority's (CTA) Red Line 95th Street/Dan Ryan train station. This station is on the city's far south side and the ridership on the buses that board and disembark there and the train is predominantly minority. On a warm or hot day, the smell of bus engines and dumpster contents fill the waiting areas. One 28–year–old Black male passenger (BMP) noted, as he stood at one of the nearly one dozen (no seating available) bus stops at the station, “In the summer it's really horrible because of the smells, flies, and bees.” He also added that as far as he could remember “they've [the bus stop dumpsters] been here my whole life” (June 2012). His experience at the south end of this train line, which also has a majority minority ridership, is starkly different from the waiting experiences on the far north end of the same line, Howard Street, where the ridership is diverse (with a large white ridership). The north end station is surrounded by shops and restaurants, more open waiting spaces, and places to sit to wait for buses that travel through the adjoining bus depot. There are no bus stop benches at the south end station, even though there are over a dozen buses that use that station's depot.
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14

Ghanim, Mohammad S., Francois Dion, and Ghassan Abu-Lebdeh. "The impact of dwell time variability on transit signal priority performance." Canadian Journal of Civil Engineering 41, no. 2 (February 2014): 154–63. http://dx.doi.org/10.1139/cjce-2012-0306.

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Transit signal priority (TSP) is an operational control strategy that provides preferential treatments for transit vehicles at signalized intersections. Many transit agencies are currently considering the implementation of priority systems providing buses with preferential treatments at signalized intersections. While studies have demonstrated potential bus delay reductions, none has attempted to identify the problems posed by variable dwell times at bus stops. This study identifies the impacts of variable dwell times on the efficiency of transit signal priority systems. Results also show that, in general, variable dwell times negatively affect the TSP performance. However, and contrary to expectations, a number of scenarios with variable dwell times resulted in lower average bus delays than scenarios with fixed dwell times. These results are attributed to changes in progression and bus arrival patterns under variable dwell times resulting in an increasing number of buses arriving close enough to benefit from preferential treatments.
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15

Diaz, Roderick B., and Donald C. Schneck. "Bus Rapid Transit Technologies in the Americas: An Overview." Transportation Research Record: Journal of the Transportation Research Board 1731, no. 1 (January 2000): 3–9. http://dx.doi.org/10.3141/1731-01.

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Results from a survey of international bus rapid transit (BRT) systems reveal a wide range of technology options for implementing a BRT system. Eight BRT systems (seven existing and one under development) in North and South America demonstrate innovative applications of five bus technology components—vehicles, guideways and stations, control systems (dispatching and signaling), fare systems, and passenger information systems. These innovative applications, combined with fundamental changes in operating plans and the customer interface, provide a mode distinct from conventional bus transit. This preliminary phase of the survey found that guideway improvements are the most common strategy to move from conventional to rapid transit service. Innovations in vehicle design, control system technology, and fare system technology are also commonly used. All the surveyed systems demonstrate isolated innovation in passenger information systems technology. These technology applications were primarily directed toward improving the speed, reliability, and user-friendliness of service.
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16

Reilly, Jack M. "Transit Service Design and Operation Practices in Western European Countries." Transportation Research Record: Journal of the Transportation Research Board 1604, no. 1 (January 1997): 3–8. http://dx.doi.org/10.3141/1604-01.

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Fundamental transit service design in a number of small cities in Western Europe, which have reputationally good transit systems, is discussed. This work was the result of a transit study tour sponsored by the Transit Cooperative Research Program of TRB. Key differences between transit design practice in Europe and the United States include longer distances between stops, superior customer information at bus stops, more frequent service, and downtown schedule coordination in the European systems. The combination of low-floor buses, off-board fare collection, long distances between stops, and multiple boarding doors on buses enables these systems to carry a large number of customers without deteriorating schedule speed. Several transit systems have used imaginative methods of providing service in low-density markets such as sparsely settled areas and evening and weekend transit service. These include the use of group taxis that travel between downtown and bus stops in the rest of the city. Compared with U.S. transit systems of comparable size, European transit systems are more technology driven. Even small cities have traffic-signal preemption systems, schedule adherence systems, and off-board electronic fare collection technology. Possible application of some of these techniques to transit practice in the United States is discussed.
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17

Levinson, Herbert S., Samuel Zimmerman, Jennifer Clinger, and James Gast. "Bus Rapid Transit: Synthesis of Case Studies." Transportation Research Record: Journal of the Transportation Research Board 1841, no. 1 (January 2003): 1–11. http://dx.doi.org/10.3141/1841-01.

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Bus rapid transit systems have grown in popularity in recent years. Spurred by federal initiatives, the spiraling cost of rail transit, and market realities, a growing number of cities have installed or are planning bus rapid transit (BRT). There is a synthesis of current experience, drawing on ongoing research conducted in a project for TCRP. The nature of BRT is described; where it operates; key features, such as running ways, stations, vehicles, intelligent transportation systems, and service patterns; performance in ridership, travel times, and land development; and the emerging implications for new systems. It is important to match transit markets to rights-of-way; achieve benefits in speed, reliability, and identity; minimize adverse impacts to street traffic, property access, and pedestrians; and obtain community support throughout an open planning process.
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18

Rey, Joel R., Dennis Hinebaugh, and Jose Fernandez. "Analysis of Florida Transit Bus Crashes." Transportation Research Record: Journal of the Transportation Research Board 1791, no. 1 (January 2002): 26–34. http://dx.doi.org/10.3141/1791-05.

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Through its National Center for Transit Research, and under contract with the Florida Department of Transportation, the Center for Urban Transportation Research (CUTR) was tasked with reviewing a sample of data on transit bus crash occurrence from selected Florida transit systems. The purpose of this review is to analyze changes in crash occurrence over time in relation to the effectiveness of training programs and capital safety improvements in reducing bus crashes. To this end, CUTR conducted two case studies utilizing occurrence data from Hillsborough Area Regional Transit Authority in Tampa (which implemented a refresher training course for bus operators) and LYNX Transit in Orlando (which replaced standard rear-end brake lights and turn signal and emergency flasher lights with high-density LED lights). The case studies examined the effect that these two particular safety campaigns had on postimple-mentation bus crash occurrence for the two properties. In addition to the promotion of safety, it is anticipated that this effort will be a preliminary step in the process of establishing a general list of safety campaigns, along with related costs and “rule of thumb” occurrence prevention effectiveness levels for each. A list of this nature will aid transit systems in Florida, the United States, and elsewhere in the selection of safety campaigns that will meet financial and safety goals.
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Deb, Kalyanmoy, and Partha Chakroborty. "Time Scheduling of Transit Systems With Transfer Considerations Using Genetic Algorithms." Evolutionary Computation 6, no. 1 (March 1998): 1–24. http://dx.doi.org/10.1162/evco.1998.6.1.1.

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Scheduling of a bus transit system must be formulated as an optimization problem, if the level of service to passengers is to be maximized within the available resources. In this paper, we present a formulation of a transit system scheduling problem with the objective of minimizing the overall waiting time of transferring and nontransferring passengers while satisfying a number of resource- and service-related constraints. It is observed that the number of variables and constraints for even a simple transit system (a single bus station with three routes) is too large to tackle using classical mixed-integer optimization techniques. The paper shows that genetic algorithms (GAs) are ideal for these problems, mainly because they (i) naturally handle binary variables, thereby taking care of transfer decision variables, which constitute the majority of the decision variables in the transit scheduling problem; and (ii) allow procedure-based declarations, thereby allowing complex algorithmic approaches (involving if then-else conditions) to be handled easily. The paper also shows how easily the same GA procedure with minimal modifications can handle a number of other more pragmatic extensions to the simple transit scheduling problem: buses with limited capacity, buses that do not arrive exactly as per scheduled times, and a multiple-station transit system having common routes among bus stations. Simulation results show the success of GAs in all these problems and suggest the application of GAs in more complex scheduling problems.
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Day, Kristen, Lawrence Loh, Ryan Richard Ruff, Randi Rosenblum, Sean Fischer, and Karen K. Lee. "Does Bus Rapid Transit Promote Walking? An Examination of New York City’s Select Bus Service." Journal of Physical Activity and Health 11, no. 8 (November 2014): 1512–16. http://dx.doi.org/10.1123/jpah.2012-0382.

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Background:Cities across the U.S. and internationally are adopting Bus Rapid Transit to improve transit services for residents. Features of Bus Rapid Transit include fewer stops, dedicated bus lanes, and expedited systems for boarding busses, compared with regular bus service. This study examines whether Bus Rapid Transit (BRT) ridership is associated with increased rates of walking, because of the greater distance between BRT stops compared with regular bus service.Methods:Surveys were conducted with riders of local and BRT buses for New York City’s M15 Select Bus Service line. Surveys examined bus ridership, health status and physical activity, walking rates, and demographic information.Results:BRT riders reported walking approximately half a block more than did local bus riders. The average number of blocks walked decreased for BRT riders who previously used the subway before the implementation of the BRT.Conclusions:BRT may be a useful tool to support walking for some groups. Depending on where it is implemented, BRT may also be associated with reduced walking among users who switch to BRT from other active transportation modes. Future research should examine associations between walking and BRT ridership with a larger sample and more sites.
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De Souza Oliveira, Elenice, Braulio Figueiredo Alves da Silva, Pietra Raissa Silva, Ana Marcela Ardila Pinto, and Elisa Dilly Generoso Macedo. "Perception of safety in Public Transport in Brazil." International Journal of Law and Public Administration 5, no. 2 (December 6, 2022): 1. http://dx.doi.org/10.11114/ijlpa.v5i2.5812.

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This current study examines the perception of safety on the public bus transit system in a large Brazilian metropolis. Using a web-based survey, the study reached a convenient sample of bus users of a local university who were victims and witnesses to crime in two different types of local bus transit environments - the BRT MOVE - a modern bus system and its opposing counterpart - the conventional bus system. Research questions investigate whether or not riders’ perception of safety is influenced by the presence of mechanisms of control and surveillance on buses. Using a linear regression model, this study hypothesizes that the perception of safety among victims and/or witnesses to crime varies according to exposure to risk in different bus transit systems. Limitations of the results were addressed and reliability and validity issues were reviewed. This study demonstrates the relevance of different types of risk factors on riders’ perception of safety on buses, bus stops, and stations. This contributes to widening the range of public transit safety solutions in Brazil.
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Gómez, Fidel, and Juan Pablo Bocarejo. "Accident Prediction Models for Bus Rapid Transit Systems." Transportation Research Record: Journal of the Transportation Research Board 2512, no. 1 (January 2015): 38–45. http://dx.doi.org/10.3141/2512-05.

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This research sought to model traffic accidents in the bus rapid transit (BRT) system in Bogotá, Colombia. For each BRT station, 35 variables related to system flows, infrastructure, service, surroundings, and socio-economic context were tested. After a selection process, a set of 11 explanatory variables was obtained and used in the development of generalized linear models (Poisson and negative binomial models) and a neural network model. The results showed that the neural network model had better predictability indicators than did those obtained by the Poisson and negative binomial models. Additionally, the negative binomial regression model did not produce better predictions than did the Poisson regression model. Finally, a scenario analysis was developed from the most relevant variables: bus flow, number of accesses, and proximity to at-grade vehicular intersections.
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Périvier, Noémie, Chamsi Hssaine, Samitha Samaranayake, and Siddhartha Banerjee. "Real-time Approximate Routing for Smart Transit Systems." ACM SIGMETRICS Performance Evaluation Review 49, no. 1 (June 22, 2022): 73–74. http://dx.doi.org/10.1145/3543516.3460096.

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The advent of ride-hailing platforms such as Lyft and Uber has revolutionized urban mobility in the past decade. Given their increasingly important role in today's society, recent years have seen growing interest in integrating these services with mass transit options, in order to leverage the on-demand and flexible nature of the former, with the sustainability and cost-effectiveness of the latter. Our work explores a set of operational questions that are critical to the success of any such integrated marketplace: Given a set of trip requests, and the ability to utilize ride-hailing services, which mass-transit routes should the transit agency operate? How frequently should it operate each route? And how can ride-hailing trips be used to both help connect passengers to these routes, and also cover trips which are not efficiently served by mass transit? We study these under a model in which a Mobility-on-Demand provider (the platform ) has control of a vehicle fleet comprising both single-occupancy and high-capacity vehicles (e.g., cars and buses, respectively). The platform is faced with a number of trip requests to fill during a short time window, and can service these trip requests via different trip options : it can dispatch a car to transport the passenger from source to destination; it can use a car for the first and last legs of the trip, and have the passenger travel by bus in between; or it can use more complicated trips comprising of multiple car and bus legs. Given a set of rewards for matching passengers to trip options, and costs for operating each line (i.e., a bus route and associated frequency), the goal of the platform is to determine the optimal set of lines to operate (given a fixed budget for opening lines), as well as the assignment of passengers to trip options utilizing these lines, in order to maximize the total reward. We refer to this as the Real-Time Line Planning Problem (RLpp). We first demonstrate the computational limits of RLpp by showing that no constant-factor approximation is possible if we relax either one of two assumptions: (i) access to a pre-specified set of feasible lines, and (ii) no bus-to-bus transfers. These assumptions are practically motivated and common in the literature, but our work is the first to formally demonstrate their necessity.
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Xia, Xiao Mei, and Xiao Dan Ma. "Evaluation Index System of Urban Rail and Bus Transfer Integration." Applied Mechanics and Materials 505-506 (January 2014): 809–12. http://dx.doi.org/10.4028/www.scientific.net/amm.505-506.809.

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Integration is not only the main content of development of urban passenger transport system, but also the urgent need to raise the level of public transport services and enhance the attractiveness of public transport. Thus coordination of urban rail transit and conventional bus transit systems is an inherent requirement of implementation of public transport priority development strategy. In the context of rapid development of rail transit in domestic cities, after summarizing the theory and practice of integration of urban rail and conventional bus transit, this paper analyzed the meanings and levels as well as the evaluation method of coordination between urban rail system and conventional bus system. On the basis of analysis, the evaluation indexes of coordination between urban rail system and bus system from institutional, technological and economic views are defined. After that, an evaluation index system of integration level of urban rail network and conventional bus network was set up.
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Schumann, John. "Assessing Transit Changes in Columbus, Ohio, and Sacramento, California." Transportation Research Record: Journal of the Transportation Research Board 1930, no. 1 (January 2005): 62–67. http://dx.doi.org/10.1177/0361198105193000108.

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This paper compares the changes experienced by transit systems in two state capitals of similar size: Columbus, Ohio, and Sacramento, California. Over the past two decades, Sacramento added a light rail transit (LRT) starter line and experienced significant ridership growth on its multimodal rail and bus system, while Columbus remained all-bus and experienced a decline in patronage. Reasons underlying the divergent performances of these two systems are analyzed and discussed. It is concluded that, in Sacramento, willing political leadership took good advantage of a one-time opportunity for federal funding to build an LRT starter line; that adding LRT made transit more visible and effective and encouraged voter approval of additional local operating and capital funding; and that all of this resulted in a synergy that attracted more riders to the total LRT and bus transit system and led to extension of the rail system to a third corridor in 2003. Although planning for LRT was begun in Columbus during these same years, a serious interruption in the flow of local funds hampered transit development, required cuts in bus service, and prevented development of that region's planned LRT line. Columbus currently has an LRT project in preliminary engineering, and recent reports suggest a consensus to proceed may be emerging.
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Bo, Kun, Jing Teng, Cen Zhang, and Dahai Han. "Commuting in the Storm: Adaptation of Transit Riders and Measures for Transit Operator—A Case in Shanghai." Journal of Advanced Transportation 2021 (March 24, 2021): 1–15. http://dx.doi.org/10.1155/2021/6622461.

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Adverse weather has been recognized as an important factor to affect travelers’ activity plans in departure time, transport mode, route taken, or cancellation. In the storm, road waterlogging degrades the capacity of road networks and the service quality of transit systems, which further may affect the supply and demand for transit. Based on a typical case in Shanghai that commuters have no easy access to metro service, this paper aims to explore how transit passengers adapt to different situations in the storm and what emergency plans should be taken accordingly. Derived from the revealed preference (RP) and stated preference (SP) survey results for experienced transit commuters, a nested logit (NL) model was developed to describe the travel behavior of transit commuters. Six alternatives, Direct Bus, Bus + Bus, Metro, Bus + Metro, Taxi, and Cancel Trip, and three storm scenarios were set for transit commuters in this case. Estimated parameters indicate that, in storm weather, crowdedness is less considered by transit commuters, and transfer times, walking time, in-vehicle time, and waiting time have negative effects on the selection of the corresponding alternative, whereas the impact of taxi fare is positive since the higher fare is usually accompanied by worse weather and traffic condition. Sensitivity analysis shows that walking time to metro station, in-vehicle time, and waiting time at a bus stop are the most critical factors leading to transit ridership reduction in the storm. According to this, three possible plans for the transit operator, shuttle bus to the metro station (P1), information announcement (P2), and route adjustment (P3), are simulated and compared. We recommend adopting P2, P2 + P3, and P1 + P2 + P3 in turn with the increase of road waterlogging. These findings have important practical implications for developing transit emergency management plans and serve as references for the transit agencies and operators.
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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 (June 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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Senthamilarasi, C., D. V. Soundari, B. Vidhya, and R. Karthikeyan. "A Real Time Transit Tracker for College Bus." Journal of Computational and Theoretical Nanoscience 16, no. 2 (February 1, 2019): 521–24. http://dx.doi.org/10.1166/jctn.2019.7762.

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Unusual and unexpected conditions on the roads affect the smooth operation of the organizational bus systems and the movement of vehicles. Also, everyday problems such as traffic congestion, unexpected delays and irregular vehicle dispatching times take place. As a result of which students and staffs of an organization get affected and they inevitably have to wait for the arrival of their respective bus. A student or a staff waiting for the college bus may want to enquire about the current location of the college bus. This inconvenience can be avoided by introducing Android based bus tracking system which helps to retrieve the location coordinates of the college bus. The main aim of this Android application is to track the college bus which would give the location of bus with the help of Google map and help the users to plan their way to reach their college on time. This application is highly used by the students and staffs of educational institutions since the android mobiles have become common used and it is an easy way of tracking the buses.
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Kim, Wonho, and L. R. Rilett. "Improved Transit Signal Priority System for Networks with Nearside Bus Stops." Transportation Research Record: Journal of the Transportation Research Board 1925, no. 1 (January 2005): 205–14. http://dx.doi.org/10.1177/0361198105192500121.

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Transit signal priority (TSP), which has been deployed in many cities in North America and Europe, is a traffic signal enhancement strategy that facilitates efficient movement of transit vehicles through signalized intersections. Most TSP systems, however, do not work well in transit networks with nearside bus stops because of the uncertainty in bus dwell time. Unfortunately, most bus stops on U.S. arterial roadways are nearside ones. In this research, weighted-least-squares regression modeling was used to estimate bus stop dwell time and, more important, the associated prediction interval. An improved TSP algorithm that explicitly considers the prediction interval was developed to reduce the negative impacts of nearside bus stops. The proposed TSP algorithm was tested on a VISSIM model of an urban arterial section of Bellaire Boulevard in Houston, Texas. In general, it was found that the proposed TSP algorithm was more effective than other algorithms because it improved bus operations without statistically significant impacts on signal operations.
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Pei, Yulong, and Wanjiao Wang. "Analysis of Multi-Modal Public Transit Competing Relationships and Evolutionary Mechanisms in Cities in Cold Regions." Applied Sciences 14, no. 7 (March 23, 2024): 2702. http://dx.doi.org/10.3390/app14072702.

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In order to reveal the characteristics of the competition and cooperation of multi-modal public transportation in the cities of cold areas and to study the competitive relationship of multi-modal public transportation in cold areas, the urban public transportation system in cold areas is divided into three sub-systems, namely, conventional buses, urban mass transit, and cabs, to analyze the competitive relationship and evolution mechanism of multi-modal public transportation in cities of cold areas. We construct a multi-modal public transit Lotka–Volterra competitiveness model, considering that conventional buses and urban mass transit are mainly dominant in urban public transit systems in cold regions, and introduce the competitive influence effect coefficients and cooperative influence effect coefficients to analyze the mechanism of the evolution of the competitiveness between conventional buses and urban mass transit. The data on traffic supply and demand and travel of the Harbin bus system, a typical city in China, are collected, and the simulation analysis of multi-modal competing relationship and evolution mechanism of conventional bus and urban mass transit competition is carried out, respectively, with Harbin as the research object. The results show that the constructed model can better describe the multi-modal bus competition relationship and evolution mechanism.
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Luo, Gang, Haoxuan Kuang, Dongran Zhang, Kunxiang Deng, and Jun Li. "A Dual-View Approach for Multistation Short-Term Passenger Flow Prediction in Bus Transit Systems." Journal of Advanced Transportation 2023 (December 9, 2023): 1–14. http://dx.doi.org/10.1155/2023/2009635.

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Timely and accurate prediction of bus passenger flow plays a crucial role in uncovering real-time traffic demand, presenting an essential and formidable challenge in the realm of bus scheduling and management. The extensive application of deep learning methods in transit passenger flow prediction can be attributed to their exceptional ability to effectively capture spatiotemporal features, resulting in superior performance. However, prevailing deep learning models in transit passenger flow prediction tend to ignore the data enhancement. Additionally, the predominant focus on a single station in the prediction task presents challenges in effectively capturing the spatiotemporal features of the entire network. A model named TSD-ST is proposed to better accomplish the task of predicting short-term transit passenger flow at multistation. The TSD-ST model leverages time series decomposition for data enhancement. Simultaneously, in addition to considering the adjacency graph, the similarity of all the stations of the entire transit network is also considered and uses multigraph convolution and graph fusion modules. This approach enables the TSD-ST model to effectively capture spatiotemporal dependencies. Experiments based on real-world bus transit datasets confirm that the TSD-ST model shows better performance in prediction tasks at 30-min, 60-min, and 90-min time scales, with an average improvement of 21.87%. The effectiveness of each component has been verified through ablation experiments.
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Nuzzolo, Agostino, and Antonio Comi. "Dynamic Optimal Travel Strategies in Intelligent Stochastic Transit Networks." Information 12, no. 7 (July 13, 2021): 281. http://dx.doi.org/10.3390/info12070281.

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This paper addresses the search for a run-based dynamic optimal travel strategy, to be supplied through mobile devices (apps) to travelers on a stochastic multiservice transit network, which includes a system forecasting of bus travel times and bus arrival times at stops. The run-based optimal strategy is obtained as a heuristic solution to a Markovian decision problem. The hallmarks of this paper are the proposals to use only traveler state spaces and estimates of dispersion of forecast bus arrival times at stops in order to determine transition probabilities. The first part of the paper analyses some existing line-based and run-based optimal strategy search methods. In the second part, some aspects of dynamic transition probability computation in intelligent transit systems are presented, and a new method for dynamic run-based optimal strategy search is proposed and applied.
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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 (January 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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Schipper, Lee, and Lew Fulton. "Making Urban Transit Systems Sustainable Around the World: Many Birds with One Bus?" Transportation Research Record: Journal of the Transportation Research Board 1791, no. 1 (January 2002): 44–50. http://dx.doi.org/10.3141/1791-07.

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Urban transport in most cities around the world is developing in an unsustainable fashion, as reflected by rapid growth in traffic congestion and air pollution driven by individual motorization. Strengthened bus systems, built on rapid bus corridors, and improved bus technologies could play an important role in putting cities on a more sustainable path. Results and some of the main messages are presented from a recent study at the International Energy Agency, Paris, which has assessed the situation in a number of the largest cities in the developing world, while also drawing on experience from several cities in the developed world. A principal finding is that buses tend to carry a large share of travelers but contribute only a small part of total traffic and pollution. Also, although bus ridership is declining in many cities, new types of bus systems are emerging that offer the potential to reverse these trends and have done so in several cities (e.g., Curitiba, Brazil, and Bogota, Columbia). Advanced bus propulsion systems, that is, fuel cell and hybrid buses running on a variety of fuels, could eventually provide substantial relief from busrelated pollution problems. However, in developing countries, spending scarce funds for cleaning up the emissions from present technologies, along with developing improved bus systems that enhance traffic flow, would provide far more relief in the near-term than spending on a few advanced technology buses. Both paths must be followed, but the latter must not obscure the former. Conditions necessary for bus systems to prosper are discussed and, in conclusion, recent promising developments are highlighted.
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Chen, Xumei, Lei Yu, Guohua Song, and Chenyang Xian. "Comparative Study of Emissions from Bus Rapid Transit and Conventional Bus Systems." Transportation Research Record: Journal of the Transportation Research Board 2277, no. 1 (January 2012): 11–20. http://dx.doi.org/10.3141/2277-02.

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Kim, Daejin, Joonho Ko, Xiaodan Xu, Haobing Liu, Michael O. Rodgers, and Randall Guensler. "Evaluating the Environmental Benefits of Median Bus Lanes: Microscopic Simulation Approach." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 4 (March 21, 2019): 663–73. http://dx.doi.org/10.1177/0361198119836982.

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Median bus lanes are an important element of bus rapid transit (BRT) systems, and can improve traffic operations by separating bus traffic from the traffic in general-purpose lanes. Thus, the operation of BRT systems with dedicated bus lanes is expected to reduce energy consumption and produce positive environmental impacts to a substantial degree. This study attempts to quantify the impacts for a corridor in Seoul, South Korea where frequent bus services are provided, using an integrated simulation tool composed of a microscopic traffic model and a vehicle emissions simulator. This approach has rarely been applied for evaluating the environmental benefits of BRT systems. Given a high volume of bus traffic, the simulation results reveal that corridor energy consumption can be reduced by 18.5% and emissions can be reduced by 19.3–31.4%, depending on the pollutant (CO, CO2, PM10, PM2.5, NOx). Vehicles in general-purpose lanes contribute 99.0% of the emissions reductions, with the remaining 1.0% contributed by transit buses. Considering that vehicles in general-purpose lanes represent 94% of corridor traffic, and provide 99.0% of the emission reduction contribution, the simulations suggest that median bus lanes benefit not only the bus operations, but also significantly improve the traffic flow in the general-purpose lanes, contributing to the overall corridor emissions reductions.
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Murray, John, Qiang Wu, Jo Anne G. Balanay, and Sinan Sousan. "Assessment of PM2.5 Concentration at University Transit Bus Stops Using Low-Cost Aerosol Monitors by Student Commuters." Sensors 24, no. 14 (July 12, 2024): 4520. http://dx.doi.org/10.3390/s24144520.

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Particulate matter of 2.5 µm and smaller (PM2.5) is known to cause many respiratory health problems, such as asthma and heart disease. A primary source of PM2.5 is emissions from cars, trucks, and buses. Emissions from university transit bus systems could create zones of high PM2.5 concentration at their bus stops. This work recruited seven university students who regularly utilized the transit system to use a low-cost personal aerosol monitor (AirBeam) each time they arrived at a campus bus stop. Each participant measured PM2.5 concentrations every time they were at a transit-served bus stop over four weeks. PM2.5 concentration data from the AirBeam were compared with an ADR-1500 high-cost monitor and EPA PM2.5 reference measurements. This methodology allowed for identifying higher-than-average concentration zones at the transit bus stops compared to average measurements for the county. By increasing access to microenvironmental data, this project can contribute to public health efforts of personal protection and prevention by allowing individuals to measure and understand their exposure to PM2.5 at the bus stop. This work can also aid commuters, especially those with pre-existing conditions who use public transportation, in making more informed health decisions and better protecting themselves against new or worsening respiratory conditions.
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Deng, Yiling, and Yadan Yan. "Evaluating Route and Frequency Design of Bus Lines Based on Data Envelopment Analysis with Network Epsilon-Based Measures." Journal of Advanced Transportation 2019 (May 26, 2019): 1–12. http://dx.doi.org/10.1155/2019/5024253.

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Increasing the efficiency of bus transit remains to be a challenge of urban transportation. Since the optimization of bus routes and their frequencies is significant for transit efficiency, this study aims to develop two data envelopment analysis (DEA) models using network epsilon-based measures (NEBMs). The first NEBM model adopts twelve indicators to evaluate the rationality of the route network design; the second NEBM model uses nine indicators to evaluate the efficiency of the frequency setting. Both NEBM models can simultaneously consider radial and nonradial inputs and outputs and dig into details of the “input/output transformation box.” Finally, the bus transit system of Nanjing in China is used as a case study. Results show that the overall efficiency of network route design is higher than that of frequency setting. According to comparisons between descriptive statistics of the top and bottom performers, inefficiency causes of bottom performers are identified and corresponding improvement measures are suggested. The proposed models are helpful for the development of bus transit systems and can be applied on a yearly/monthly basis.
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40

Harmatuck, Donald J. "Cost Functions and Efficiency Estimates of Midwest Bus Transit Systems." Transportation Research Record: Journal of the Transportation Research Board 1932, no. 1 (January 2005): 43–53. http://dx.doi.org/10.1177/0361198105193200106.

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Short-run variable cost functions are estimated with the use of a sample of 68 bus systems in the U.S. Midwest operating in the 1996 to 2002 period. Variable costs are specified as functions of outputs, input prices, bus stocks, and network size. Various output, input price, network, capacity, and disturbance specifications are examined. The cost functions are estimated with the use of ordinary least squares, switching regression, seemingly unrelated regression, and stochastic frontier cost models. The results indicate constant returns with vehicle outputs, increasing returns with passenger outputs, inelastic input demands, and substantial technical efficiencies that vary by firm and by state.
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Zhang, Bo, Weidong Li, Nicholas Lownes, and Chuanrong Zhang. "Estimating the Impacts of Proximity to Public Transportation on Residential Property Values: An Empirical Analysis for Hartford and Stamford Areas, Connecticut." ISPRS International Journal of Geo-Information 10, no. 2 (January 20, 2021): 44. http://dx.doi.org/10.3390/ijgi10020044.

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Public transit infrastructure may increase residential property values by improving accessibility and reducing commute expenses in urban areas. Prior studies have investigated the impacts of the proximity to public transportation on property values and obtained mixed conclusions. Many of these studies were focused on one transit mode for a single city. In this study, a hedonic pricing model is constructed to investigate the impacts of commuter rail/Bus Rapid Transit (BRT) and bus lines separately in two different areas: the Stamford area (Stamford–Darien–New Canaan) and the Hartford area (Hartford–West Hartford–East Hartford), Connecticut. Comparison of the results from Ordinary Least Square and Geographically Weighted Regression (GWR) indicates that estimation accuracy can be improved by considering local variation. Results from GWR show that impacts of proximity to bus and rail/BRT on property values vary spatially in the Hartford area. Negative impacts of bus stops are found in downtown Hartford and positive impacts in the west and east sides of Hartford. Impacts from rail/BRT are relatively minor compared with bus lines, partly due to the relatively recent launching of the BRT and Hartford rail line. In contrast, most properties in the Stamford area show appreciation towards rail service and depreciation to bus service. This study reveals the roles of different public transit systems in affecting residential property values. It also provides empirical evidence for future transit-oriented development in this region for uplifting the real estate market.
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42

Yin, Yafeng, Mark A. Miller, and Avishai (Avi) Ceder. "Framework for Deployment Planning of Bus Rapid Transit Systems." Transportation Research Record: Journal of the Transportation Research Board 1903, no. 1 (January 2005): 11–19. http://dx.doi.org/10.1177/0361198105190300102.

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Bus rapid transit (BRT) systems combine vehicles, stations, running ways, and intelligent transportation system elements into a fully integrated system with a unique identity. It has great flexibility in incremental deployment of these BRT elements. Proposed is a deployment planning framework that provides, in a sequence of steps, a general structure for optimal deployment of BRT systems. This framework and its formulation, once operationalized, would provide transit agencies a practical tool for determining the optimal deployment strategy or strategies given budgetary, institutional, and other types of constraints associated with the corridor for which they have decided to deploy BRT. A case study example is provided to illustrate how the proposed framework would be used.
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Lin, Wei-Hua, and Vijaybalaji Padmanabhan. "Simple Procedure for Creating Digitized Bus Route Information for Intelligent Transportation System Applications." Transportation Research Record: Journal of the Transportation Research Board 1791, no. 1 (January 2002): 78–84. http://dx.doi.org/10.3141/1791-12.

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The development of procedures for creating bus route information is discussed as part of a Global Positioning System (GPS)–based bus inventory database in urban transit systems for intelligent transportation system applications. In the past, bus route information was usually entered into the database through geographic information system tools. Procedures involved in data entry were often very tedious. This study utilizes GPS technology to automate the process of generating data inventory for bus route information. An efficient algorithm was developed in this study for capturing the route information on the basis of a sequence of vehicle location data. The algorithm can be readily implemented with computer programs. The route information obtained from the algorithm is compared with the field bus trajectory data collected in Blacksburg, Virginia. In particular, comparison was made for different digitizing intervals and different bus routes. The results show that the route map created is sufficiently accurate for many applications. The route map information obtained from this study is particularly useful for the development of transit information systems to ( a) predict arrival time of the next bus and ( b) track schedule adherence of individual buses.
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44

Wang, Sishen, Hao Wang, Pengyu Xie, and Xiaodan Chen. "Life-Cycle Assessment of Carbon Footprint of Bike-Share and Bus Systems in Campus Transit." Sustainability 13, no. 1 (December 25, 2020): 158. http://dx.doi.org/10.3390/su13010158.

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Low-carbon transport system is desired for sustainable cities. The study aims to compare carbon footprint of two transportation modes in campus transit, bus and bike-share systems, using life-cycle assessment (LCA). A case study was conducted for the four-campus (College Ave, Cook/Douglass, Busch, Livingston) transit system at Rutgers University (New Brunswick, NJ). The life-cycle of two systems were disaggregated into four stages, namely, raw material acquisition and manufacture, transportation, operation and maintenance, and end-of-life. Three uncertain factors—fossil fuel type, number of bikes provided, and bus ridership—were set as variables for sensitivity analysis. Normalization method was used in two impact categories to analyze and compare environmental impacts. The results show that the majority of CO2 emission and energy consumption comes from the raw material stage (extraction and upstream production) of the bike-share system and the operation stage of the campus bus system. The CO2 emission and energy consumption of the current campus bus system are 46 and 13 times of that of the proposed bike-share system, respectively. Three uncertain factors can influence the results: (1) biodiesel can significantly reduce CO2 emission and energy consumption of the current campus bus system; (2) the increased number of bikes increases CO2 emission of the bike-share system; (3) the increase of bus ridership may result in similar impact between two systems. Finally, an alternative hybrid transit system is proposed that uses campus buses to connect four campuses and creates a bike-share system to satisfy travel demands within each campus. The hybrid system reaches the most environmentally friendly state when 70% passenger-miles provided by campus bus and 30% by bike-share system. Further research is needed to consider the uncertainty of biking behavior and travel choice in LCA. Applicable recommendations include increasing ridership of campus buses and building a bike-share in campus to support the current campus bus system. Other strategies such as increasing parking fees and improving biking environment can also be implemented to reduce automobile usage and encourage biking behavior.
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Hidalgo, Dario, and Pierre Graftieaux. "Bus Rapid Transit Systems in Latin America and Asia." Transportation Research Record: Journal of the Transportation Research Board 2072, no. 1 (January 2008): 77–88. http://dx.doi.org/10.3141/2072-09.

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Hook, Walter, Chris Kost, Ulises Navarro, Michael Replogle, and Bernardo Baranda. "Carbon Dioxide Reduction Benefits of Bus Rapid Transit Systems." Transportation Research Record: Journal of the Transportation Research Board 2193, no. 1 (January 2010): 9–16. http://dx.doi.org/10.3141/2193-02.

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47

Bocarejo, Juan Pablo, Juan Miguel Velasquez, Claudia Andrea Díaz, and Luis Eduardo Tafur. "Impact of Bus Rapid Transit Systems on Road Safety." Transportation Research Record: Journal of the Transportation Research Board 2317, no. 1 (January 2012): 1–7. http://dx.doi.org/10.3141/2317-01.

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48

Lindau, Luis Antonio, Dario Hidalgo, and Adriana de Almeida Lobo. "Barriers to planning and implementing Bus Rapid Transit systems." Research in Transportation Economics 48 (December 2014): 9–15. http://dx.doi.org/10.1016/j.retrec.2014.09.026.

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49

Poku-Boansi, Michael, and Greg Marsden. "Bus rapid transit systems as a governance reform project." Journal of Transport Geography 70 (June 2018): 193–202. http://dx.doi.org/10.1016/j.jtrangeo.2018.06.005.

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50

Hensher, David A., and Zheng Li. "Erratum to: Ridership drivers of bus rapid transit systems." Transportation 39, no. 6 (May 26, 2012): 1223–24. http://dx.doi.org/10.1007/s11116-012-9416-7.

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