Dissertations / Theses: 'Public transportation engineering'

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Alobaid, Naif. "Mass Public Transportation System Riyadh, Saudi Arabia." Digital Commons at Loyola Marymount University and Loyola Law School, 2007. https://digitalcommons.lmu.edu/etd/341.

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Webb, Valerie (Valerie Nichole). "Customer loyalty in the public transportation context." Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/58083.

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Thesis (S.M. in Transportation)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2010.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 125-128).
Public transportation agencies, much like other service industries, have a constant churn of their customer base. New customers are entering and current customers are defecting every day. Traditionally, efforts to increase this customer base have focused on attracting more first-time users. However, preventing the loss of customers to competitive modes, such as the auto, has many added benefits that are not often realized. Loyal customers provide recommendations to others, increase and diversify their use of the service, and do not require the acquisition costs associated with new customers. This study aims to develop a strategy to identify the key drivers of customer loyalty to public transportation agencies, using the Chicago Transit Authority (CTA) as a case study. Once these influencing factors have been identified for the general population, loyalty differences between key market segments can be tested and analyzed. Based on these results, specific areas of service provision can be targeted for improvement and marketing campaigns can be developed so that customer segments can be targeted based on which areas are most important to them. Factor analysis and structural equation modeling were used to create a customer loyalty model for the CTA. Factors identified as contributing to a rider's loyalty were problem experience, perceptions of service quality', service value, perceptions of CTA, and customer satisfaction.
(cont.) The results for the general population showed that the average customer bases their decision to continue to use the service in the future fairly evenly on perceptions of service quality, service value, and customer satisfaction with the remaining two factors playing only indirect roles. The most important factor for a customer to recommend the service to others is their perceptions Qf service quality. The model results were then applied to key market segmentations (captive vs. choice riders, riders with low vs. high accessibility to transit, and bus riders vs. rail riders) using ANOVA, MIMIC, and multiple group analysis. It was found that captive riders are highly sensitive to problem experience; they report experiencing more problems and those problems more strongly influence the rest of the loyalty model. Riders with high accessibility generally rate all model factors higher than those with low accessibility and are, in turn, more loyal. Finally, bus riders' loyalty is more highly affected by their perceptions of service quality which could stem from the unpredictability of bus service resulting from exogenous factors. By developing a more thorough understanding of what keeps their customers coming back, public transportation agencies can more effectively use their limited resources by growing a base of loyal customers, and in turn, increasing their revenues.
by Valerie Webb.
S.M.in Transportation

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Chakour, Vincent. "An economic analysis of public transportation in Montréal." Thesis, McGill University, 2013. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=119540.

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A recurring issue is that of increased car dependence in major North American cities. Policy makers are challenged to find new and innovative solutions to counter the negative externalities of this personal vehicle dependence. For instance, the air pollution and greenhouse gas emissions resulting from private vehicular travel is of a particular concern for the health and safety of future generations. Moreover, the prevalence of sub-urban life in North American cities in the recent years has resulted in increased private vehicle usage while reducing public transportation systems usage. A well planned and efficient public transportation system can provide equitable service and accessibility to the population as well as contributing to the reduction of air pollution and GHG emissions. An effective solution lies in transit agencies and government implementing policies that maximize transit use and minimize car dependence. Not surprisingly, many urban regions are enhancing public transportation infrastructure to address the private vehicle use challenge. A number of research efforts have been focussing on understanding individual behavioral challenges in using transit while several other studies have examined the factors affecting transit operations. These studies provide important information to local agencies and transit agencies to enhance public transit services and operations. This thesis is a collection of three distinct studies, each relating to public transportation issues from different perspectives. The first study examines individual home to work/school commute patterns in Montreal, Canada with an emphasis on the transit mode of travel. The overarching theme of this research is to examine the effect of the performance of the public transportation system on commuter travel mode and transit route choice (for transit riders) in Montreal. We investigate two specific aspects of commute mode choice: (1) the factors that dissuade individuals from commuting by public transit and (2) the attributes that influence transit route choice decisions (for those individuals who commute by public transit). The second study is an effort to develop a framework for a better understanding of commuter train users' mode and station choice behavior. Typically, mode and station choice for commuter train users is modeled as a hierarchical choice with mode being considered as the first choice in the sequence. This research proposes a latent segmentation based approach to relax the hierarchy. In particular, this innovative approach simultaneously considers two segments of station and access mode choice behavior: Segment 1 - station first and mode second and Segment 2 – mode first and station second. The allocation to the two segments is achieved through a latent segmentation approach that determines the probability of assigning the individual to either of these segments as a function of socio-demographic variables, level of service (LOS) parameters, trip characteristics, land-use and built environment factors, and station characteristics. Finally, the third study draws attention to the spatial characteristics affecting transit ridership. An analysis of bus stop level boarding and alighting is undertaken by developing ordered response models of the bus stop specific boarding and alighting by time of day. The analysis quantifies the influence of various exogenous factors including public transit accessibility indices (number of bus/metro/train stops around each stop, length of bus/metro/train lines, length of exclusive bus lanes), infrastructure attributes (road length by functional classification, bike lane lengths, distance to central business district, CBD), and land use measures (number of parks and their areas, residential area, number of commerces and their area, government and institutional area, resource and industrial area, and population density).
Un obstacle récurrent est celui de la dépendance automobile. Les dirigeants ont le défi de trouver de nouvelles solutions et innovation afin de contrer les effets négatifs de cette dépendance. La pollution atmosphérique ainsi que les gaz à effet de serre (GES) provenant du haut taux d'utilisation automobile sont des enjeux importants pour la santé et sécurité des générations à suivre. De plus, l'expansion rapide des banlieues dans les villes nord-américaines encourage la surutilisation de l'automobile tout en diminuant l'usage du transport en commun. Un réseau efficace et une bonne planification d'un système de transport collectif peut offrir un service équitable et accessible à la population tout en contribuant à la diminution de la pollution atmosphérique et émissions de GES. Une piste intéressante en guise de solution est d'implanter des politiques vertes visant à augmenter l'achalandage du transport en commun et diminuer la dépendance automobile. Sans surprise, plusieurs régions métropolitaines cherchent à améliorer leur service et l'infrastructure du transport collectif afin d'offrir une alternative viable au transport privé. Une multitude d'étude cherchent à mieux comprendre les comportements individuels portant à l'utilisation du transport en commun tandis que d'autres se concentrent plutôt sur le côté opérationnel. Ces études sont d'une importance primordiale, puisque l'information obtenue peut être utilisée par les agences de transport pour optimiser leur service. Cette thèse est un recueil de trois études distinctes, dans laquelle le thème du transport en commun est abordé en différentes perspectives. La première étude examine les déplacements domicile-travail et domicile-école à Montréal, avec une emphase particulière sur le transport collectif. Le thème global de cette recherche est d'examiner l'effet de la performance du transport en commun sur le choix modal et choix de route (pour utilisateurs de transport en commun) d'un individu. Deux aspects du choix modal sont examinés : (1) les facteurs qui dissuadent un individu d'opter pour le transport collectif et (2) les caractéristiques qui influences le choix de la route empruntée (pour les déplacements en transport en commun). Ensuite, la deuxième étude vise à développer une structure ayant pour but de mieux comprendre le choix modal et le choix de gare pour les utilisateurs de trains de banlieues. Ces choix sont typiquement modélisés de manière hiérarchique, dans laquelle le mode d'accès se trouve à être le premier choix dans la séquence. Cette étude propose une approche basée sur la segmentation latente permettant une relaxation de cette hiérarchie. En fait, cette approche innovatrice prend en considération simultanément deux segments des choix de gare et mode d'accès : Segment 1- La gare est choisie avant le mode d'accès et Segment 2 – l'inverse. L'approche de segmentation latente permet détermine la probabilité d'appartenir à l'un ou l'autre des segments pour chaque individu en fonction de données sociodémographiques, du niveau de service du réseau, des caractéristiques de déplacements, des facteurs de l'aménagement de l'espace urbain ainsi que les particularités des gares. La troisième et dernière étude porte une attention particulière au lien entre l'espace urbain et l'achalandage. Une analyse des montées et des descentes à chaque arrêt d'autobus sur l'île de Montréal est effectuée à l'aide d'un modèle à réponse ordonnée pour différentes périodes de la journée. Cette analyse quantifie l'influence d'une multitude de facteurs exogènes autour de chaque arrêt, dont des indices d'accessibilité du transport collectif, l'infrastructure (présence d'autoroutes, artères et de piste cyclable ainsi que la distance au centre-ville) et l'aménagement urbain (nombre de parcs et leurs superficies, nombre de commerces et leurs superficies, les zones résidentielles, les zone industrielles et la densité de la population).

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Lam, Chi Fun Jimmy. "The application of information technologies to public transportation." Thesis, Massachusetts Institute of Technology, 1994. http://hdl.handle.net/1721.1/38024.

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Cao, Siyuan M. Eng Massachusetts Institute of Technology, Andrew O'Connor, and Brenda Were. "Improving public transportation to Boston Logan International Airport." Thesis, Massachusetts Institute of Technology, 2013. http://hdl.handle.net/1721.1/82806.

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Thesis (M. Eng.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2013.
Cataloged from PDF version of thesis.
Includes bibliographical references.
Boston Logan International Airport is the largest airport in New England and the 1 9 th busiest airport in the United States, serving 29.3 million passengers (arrivals and departures) in 2012. There are approximately 36,900 inbound air passenger trips and 9,000 inbound employee trips to Logan Airport daily. As a result of the limited parking supply at Logan Airport (parking is capped at 20,938 spaces by the Department of Environmental Protection's parking freeze), physical capacity constraints, limited roadway capacity and congestion on airport roadways, it is critical to improve public transportation to Logan Airport to increase the transit mode share. This study evaluates how public transportation to Logan Airport can be improved with particular consideration of travel demand market segments, the user friendliness of the services, the needs and jurisdiction of stakeholder agencies (Massport, the MBTA and MassDOT), existing transportation and land use plans within the study area and user and agency costs. A review of existing travel demand to Logan Airport and the operation of existing transit services is provided, leading to an assessment of potential improvements. The major potential areas of improvement analyzed in this paper are airport signage, wayfinding and curbside layout, Massport public transportation services (such as the airport shuttles and Logan Express bus service), potential new vehicle technologies for the Silver Line, operational improvements to the Silver Line, infrastructure improvements at D Street and the South Boston Transitway, and future transit connections to Worcester and Chelsea. The main areas where Massport, MassDOT and the MBTA should invest their resources in the short-term to improve public transportation to Logan Airport are: - Decreasing the running time of the Silver Line through operational improvements and infrastructure upgrades at D Street and the Transitway - Providing free outbound trips for the Silver Line, Blue Line and Logan Express - Improving the ease of transferring to transit at Logan Airport - Introducing new transit services to Chelsea and Worcester.
by Siyuan Cao, Andrew O'Connor, Brenda Were.
M.Eng.

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Baykut, Levent. "Opportunities for Lean Enterprise in Public Regional Transportation." Cleveland State University / OhioLINK, 2010. http://rave.ohiolink.edu/etdc/view?acc_num=csu1280952397.

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Kessler, Matthew L. "How Transportation Network Companies Could Replace Public Transportation in the United States." Scholar Commons, 2017. http://scholarcommons.usf.edu/etd/7045.

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The quantity of cell phone applications or mobile apps have seen an upsurge at an exponential rate in under a decade. Many have been created for a variety of industries, including transportation. The advent and subsequent commercialized implementation of near-instant transport by a middleman-type of app is now known as a Transportation Network Company or TNC. Examples of the more renowned TNCs are Uber, Lyft and Sidecar. In recent years, TNCs have cultivated a tremendous following, to the degree of taxicab desertion. Moreover, the massive success of TNCs led to expansion of its capacities into public transportation. The TNC’s expeditious popularity has garnered the attention of government and transit agencies. Without fail, TNCs can complement, supplement or compete with transit. However, sparsely has there been any deep discussion about a TNC potentially supplanting transit. The aim of this paper is to show how TNCs could replace public transportation in the United States if subsidized at the same level of transit agencies. Austin, Texas was analyzed as the case study city. A comparison of subsidization between Austin’s transit agency: Cap Metro, the local TNCs, and on a national aggregate level was conducted. The evidence herein clearly shows that TNCs are highly competitive when in revenue service operating at full capacity, potentially replacing public transportation.

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Alghwiri, Alaa Ali. "INTELLIGENT PUBLIC TRANSPORTATION SYSTEM PLATFORM IN A UNIVERSITY SETTING." University of Akron / OhioLINK, 2017. http://rave.ohiolink.edu/etdc/view?acc_num=akron1543919012077744.

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Lau, Samuel W. 1969. "Strategies for improving jitneys as a public transportation mode." Thesis, Massachusetts Institute of Technology, 1997. http://hdl.handle.net/1721.1/43540.

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Gómez, Gélvez Julián Andrés. "Integration of public transportation systems : the case of Gipuzkoa, Spain." Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/60801.

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Thesis (S.M. in Transportation)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2010.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 121-122).
This thesis studies the integration of public transportation systems, focusing on the development of strategies to implement such goal for networks operated by different service agencies. A literature review on public transportation integration is initially presented, its main conclusion being that, even though many studies have identified a range of integration practices, only a few describe strategies to implement and materialize them in a multi agency context. The province of Gipuzkoa, in the Basque Country of Spain, is used as a case study to develop strategies which facilitate integration among different transit agencies. After describing the current services of the different agencies, two specific cases of integration are analyzed: fare integration between interurban and urban bus services in Donostia-San Sebastian and connectivity improvements between rail and bus services. The first case is analyzed quantitatively in great detail, given the availability of smartcard data describing the current utilization of the systems. This critical component of the work was possible thanks to the fare media integration agreement reached previously by the two agencies. The processing of the data on the use of the smartcard, reveals that not only transferring passengers are benefiting from the integration, which was the original intent of the agreement. In fact, regular urban passengers are also migrating to the interurban card due to a supposedly higher user convenience. Given the revenue sharing agreement subscribed by the two agencies, this migration implies unexpected high costs for the interurban agency. Since this agreement could obstruct further integration improvements, alternative agreements are proposed and evaluated. A recommendation is made for a new agreement that would lead to either reduced or free transfers without imposing high cost on either agency, while increasing their incentive to pursue further integration practices. In the second case, a connectivity improvement plan between rail and bus services is proposed. This plan prioritizes the available connectivity improvements not only according to their cost-benefit ratio, as the process regularly used by a single agency, but also with respect to whether the improvement could be implemented by a single agency or whether it requires inter agency negotiations. Further research on integration is proposed for Gipuzkoa based on the expected future integration of rail services into the current smartcard used in the bus system.
by Julián Andrés Gómez Gélvez.
S.M.in Transportation

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Morgan, Daniel J. (Daniel John) 1977. "A microscopic simulation laboratory for advanced public transportation system evaluation." Thesis, Massachusetts Institute of Technology, 2002. http://hdl.handle.net/1721.1/84807.

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Zhou, Tianli Ph D. Massachusetts Institute of Technology. "Network design for integrated vehicle-sharing and public transportation service." Thesis, Massachusetts Institute of Technology, 2015. http://hdl.handle.net/1721.1/99570.

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Thesis: S.M. in Transportation, Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2015.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 81-83).
Vehicle sharing services have become a major urban transportation mode. One-way vehicle sharing service facilitates access to public transportation systems, thereby addressing the first and last mile challenges and creating an integrated vehicle-sharing and public transportation network providing origin-to-destination service. In this thesis we provide models and methods for design one-way vehicle-sharing networks. The location of one-way vehicle sharing stations strongly influence the level of travel time savings achieved by the users of the system. Our goal, then, is to select station locations so as to maximize the connectivity with the public transportation system, increase the accessibility to the urban area, reduce travel times, reduce congestion, and reduce emissions. We select a certain number of stations to install from a set of candidates whose locations are predetermined. In Chapter 2, we review existing literature in which the objective is to minimize total user travel cost. In Chapter 3, we propose a new model with the objective to design a network such that more users experience travel time savings that are sufficiently large to elicit mode shifts to the integrated public transportation option. We develop a decomposition procedure to solve our model and propose cut generation methods to expedite the solution process. Computational results in Chapter 4 show that our algorithm reduces solution times, while increasing the number of travelers who can experience travel time savings of significance by using our newly designed network. In Chapter 5, we propose a heuristic method to generate a network design with (near-) minimal total travel cost. Our decomposition method that searches in a neighborhood around the known best design, and changes the neighborhood center when improved solution are identified or expands the neighborhood if no better solution is found. Computational results show that our algorithm finds improved solutions, compared to existing approaches, for large-scale networks with imposed limits on computation time. In Chapter 6, we conclude the thesis and provide future research guidance.
by Tianli Zhou.
S.M. in Transportation

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Blampied, Nigel Bryan. "Parametric Functions for Conceptual and Feasibility Estimating in Public Highway Project Portfolios." Thesis, University of California, Berkeley, 2019. http://pqdtopen.proquest.com/#viewpdf?dispub=13423137.

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Owners face challenges in setting priorities between potential projects to maintain, rehabilitate, and improve their infrastructure. The estimated cost of each potential project is a factor that owners use in setting priorities between projects and in developing their long-term maintenance and construction project portfolio. Owners face a dilemma: considerable effort is needed to develop accurate estimates of the cost of each project, but this effort will be wasted if the particular project is not selected for the long-term plan. They therefore need estimating methods that will enable them to develop reasonably accurate early stage cost estimates without an excessive amount of effort. These early stage estimates are ?conceptual cost estimates? and ?feasibility cost estimates.? This research examines the tools that are available to owners for performing early stage cost estimates for infrastructure projects. It then compares alternative parametric functions that could be used for that purpose, using data from public agencies in California. These functions are the linear parametric, common exponential parametric, and modified Cobb-Douglas exponential parametric models. This research tests the models on 1 common type of project, pedestrian access facility projects on highways. In the United States (US) these projects result, directly and indirectly, from the Americans with Disabilities Act (ADA) that Congress passed in 1990. On highways, they produce three types of improvement: 1. wheelchair ramps at street corners to allow people in wheelchairs to cross streets at designated pedestrian crossings, 2. wheelchair-accessible sidewalks, and 3. audible signals at signalized intersections to inform visually impaired people when a pedestrian signal is in their favor. The author developed a data set of 39 pedestrian access facility projects on state highways in California, used multiple regression analysis to find 4 best-fit versions of each of the 3 functions (i.e., 12 alternatives in all), and evaluated them using the Choosing By Advantages (CBA) method. The author then benchmarks the preferred state highway cost estimating model identified in the CBA against 10 city-street pedestrian access facility projects that had been completed by 4 cities in the San Francisco Bay Area. He finds a significant difference between the state highway project cost data and the city street project cost data, and further rationalizes that these differences have their roots in both the contracting methods used by the agencies and the fact that Caltrans prepares detailed designs while cities do only minimal design. The data suggests that there is an opportunity to increase output and lower the costs of pedestrian access projects (and perhaps other types of highway projects as well) by decreasing the Caltrans design effort and transferring more of the design effort and consequent risk to contractors. This could be tested through experimentation on selected pedestrian access facility installations. This dissertation contributes to knowledge by providing a review of the place of conceptual and feasibility estimating both with respect to the overall project timeline and with respect to the methods used. It provides specific examples of the use of the various classes of estimates in the development of highway projects, and it provides a synthesis of the research on conceptual and feasibility estimating methods, most notably of parametric estimating. It then provides specific examples of parametric estimates on pedestrian access projects on California State Highways and in San Francisco Bay Area cities. Finally, it unveils the successful use by Bay Area cities of a minimal amount of design when developing design-bid-build contracts for pedestrian access facilities. The dissertation aims to provide an approach that could be used both for project-by-project conceptual estimating prior to the start of work on highway projects and for evaluating the overall credibility of the estimates on large portfolios of highway projects.

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Wong, Albert Shing Fai. "The role of new technology in improving data collection for public transportation." Thesis, Massachusetts Institute of Technology, 1997. http://hdl.handle.net/1721.1/43314.

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Harrison, Kevin. "Measuring Access to Employment to Guide and Evaluate Public Transit Service Planning in New Orleans." ScholarWorks@UNO, 2016. http://scholarworks.uno.edu/td/2256.

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New software and technology is making it easier than ever before for public transportation planners to evaluate how quickly residents can reach jobs and other destinations. Because in the past it was difficult to measure access to opportunities, these concepts remained primarily in the theoretical and academic realms of research. This thesis reviews methods that could be used to evaluate routine bus service improvements and performs a comparative analysis of different methods in the context of New Orleans. There are many different variables in how the analysis could be performed, but this thesis focuses on the role that time of day plays in analyzing service changes. The results show that accessibility can be a very useful metric to evaluate the effectiveness of transit service changes. It goes on to explore techniques that could assist transit planners and schedulers to identify service gaps and prioritize service changes.

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Cheemakurthy, Harsha. "Efficient commuter craft for urban waterborne public transportation." Licentiate thesis, KTH, Marina system, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-287834.

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There has been a recent surge in interest in waterborne public transportation (WPT). Publictransport providers (PTP) are seeing its potential in complementing the existing transportnetwork and alleviating urban traffic congestion and pollution. But the adoption of WPTtoday is challenging due to a series of technical and implementation challenges. Thesechallenges include ferry procurement practices, local legislation and policies andenvironmental factors like winter ice. Several of these challenges can be alleviated if efficientferries can be made accessible off-the-shelf with a low manufacturing time and cost. Thethesis focuses on developing such a ferry concept based on modular design whose overalldimensions are standardized and internal arrangement is customizable towards operationalrequirements, with a focus towards sustainable and safe operations in ice.Starting with the characterization of WPT, ferry routes are broadly classified into three types.These routes are described with an operational requirements framework considering allrelevant stakeholder expectations. Then, overall dimensions of vessels representative ofWPT are deduced. Using these dimensions to standardize the overall dimensions, a modularferry concept is developed as an assembly of modules and submodules. The modules arepresented as standardized units having fixed dimensions and interfaces whose internalarrangements can be tailored to meet operational requirements. Design standardizationlowers costs and manufacturing time while internal customization favours tailoring the ferryconcept. One challenge associated with this for the PTP is the difficulty in choosingappropriate modules among multiple alternatives. This is overcome through thedevelopment of a ranking and selection method which benchmarks competing designs andhelps in decision making.In terms of technical challenges for the developed ferry concept, cities like Stockholmexperience freezing of water bodies during winter months. For reliable year-roundoperations that are safe and sustainable in terms of economy and environment, there is aneed for the development of lightweight and robust ice going hulls. This thesis lays thefoundation for the development of such hulls by studying the prevalent ice data and proposesa probabilistic method for estimating the design ice pressures.One must rely on probabilistic methods since most experimental studies are based on seaice whose mechanical properties are different from freshwater ice, which is typical for WPT.Traditionally, classification society rules like the Finnish Swedish Ice Class Rules are usedfor first year light ice conditions which were developed for the Baltic Sea consideringicebreaker vessels. They work well in ensuring a safe design, but their performance forfreshwater ice, applied to commuter ferries have not been tested. Therefore, a probabilisticapproach is adopted where the unknown parameters are incorporated as random variables.The probabilistic method reduces the hull-ice interaction to a pressure and contact-arearelationship. With arctic datasets that closely match WPT conditions as the parent dataset,the probabilistic method is calibrated with exposure conditions for WPT to give the designpressure-area curve. The different uncertainties arising from operations in ice are studied using a statistical tool and the leading source of uncertainty is attributed to ice-loadprediction methods. This establishes the need for more robust methods for prediction of iceloads so that a lightweight, yet robust hull may be designed which is efficient in terms of fueleconomy and emissions.WPT presents a tremendous opportunity in complementing the existing transport network.With careful design and development of the modular ferry concept and its technicalchallenges, it would be easier for PTPs to adopt WPT globally.
De senaste decenniet har intresset ökat för kollektivtrafik på vatten (WPT).Kollektivtrafikleverantörer ser potential att minska trängsel och utsläpp och tillförakapacitet genom att utnyttja de urbana vattenvägarna. Men realiseringen har utmaningar,så väl tekniska som relaterade till regelverk och systempraxis. Dessa omfattar inköp av färjoroch upphandling av vattenburen trafik, lokal lagstiftning och policyer, miljöfaktorer ochdessutom isen vintertid. Flera av dessa utmaningar kan hanteras om effektiva färjor kangöras lättillgängliga med kort tillverkningstid till ett pris i paritet med övrig kollektivtrafik.Avhandlingen fokuserar på att utveckla ett färjekoncept baserat på modulär design medövergripande, standardiserade, dimensioner och med möjlighet att anpassa inredningenefter operativa krav.Efter karaktäriseringen av WPT klassificeras färjerutter i tre kategorier. Dessa rutterbeskrivs i ett operativt ramverk som beaktar relevanta intressenters förväntningar. Därefterbestäms de övergripande dimensionerna för WPT fartyg. Baserat på dessa utvecklas ettmodulärt färjekoncept som en sammansättning av moduler och delmoduler. Modulerna harstandarddimensioner och gränssnitt så att arrangemang kan skräddarsys för att uppfyllaaktuella operativa krav. En utmaning med det modulära färjekonceptet är svårigheten attbedöma vilken kombination av moduler som är bäst när det finns många möjligakombinationer som uppfyller en kravprofil. För att hantera detta utvecklas en rankningsochurvalsmetod för att kunna jämföra konkurrerande lösningar och därmed ge stöd i valetav design.En teknisk utmaning i städer som Stockholm är isen vintertid. För tillförlitlig trafik, åretrunt, som är både säker och hållbar, ekonomiskt och miljömässigt, finns det ett behov avutveckling av lätta och starka skrov som tål att operera i is. Avhandlingen närmar sigutvecklingen av sådana skrov genom att föreslå lämpliga isdata och en sannolikhetsbaseradmetod för att uppskatta dimensionerande isbelastningar.Is för nordiska WPT förhållanden är vanligtvis sötvattensis, vars mekaniska egenskaperskiljer sig från havsis. De flesta studier som beskriver isegenskaper är experimentella ochbaserade på havsis där man måste förlita sig på probabilistiska metoder för att ta hänsyn tillosäkerheter. Traditionellt används regler från klassificeringssällskap, som de finsk-svenskaisklassreglerna FSICR för första års isförhållanden vilket utvecklats för Östersjön ochisbrytande fartyg. Reglerna fungerar för att säkerställa en säker konstruktion men hur välde är anpassade för att dimensionera effektiva pendelfärjor i sötvattenis har inte utretts. Iavhandlingen antas ett probabilistiskt tillvägagångssätt där de okända parametrarna antassom slumpmässiga variabler. Den probabilistiska metoden förenklar interaktionen mellanskrov och is till ett förhållande mellan tryck och kontaktyta. Med publicerad data, som näramatchar WPT-förhållanden, som bas, kalibreras den probabilistiska metoden tillexponeringsförhållanden för WPT för att formulera den dimensionerande tryck-kurvan. Deolika osäkerhetsfaktorerna vid operation i is studeras med statistisk analys som visar att denfrämsta källan till osäkerhet är just förutsägelsen av isbelastningen. Detta fastställer behovet av mer robusta metoder för förutsägelse av isbelastningar så att ett lätt, men ändå starktskrov kan utformas som är effektivt med avseende på bränsleekonomi och utsläpp.WPT ger stora möjligheter att komplettera ett befintligt kollektivtrafik nätverk. Mednoggrann design och tillämpning av det modulära färjekonceptet kan det bli enklare att tatillvara möjligheterna runt om i världen.

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Schofield, Mark L. 1973. "Evaluating the costs and benefits of increased funding for public transportation in Chicago." Thesis, Massachusetts Institute of Technology, 2004. http://hdl.handle.net/1721.1/28631.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2004.
Includes bibliographical references (p. 117-119).
(cont.) off-peak ridership, is at or slightly below break-even with respect to net benefits if the CTA cost structure and tax source of subsidy remains unchanged. In order to justify any significant additional long-term funding for the purpose of growing ridership, the CTA should make operational changes to lower its costs and should seek additional funding from sources with lower societal costs.
The Chicago Transit Authority (CTA) faces an immediate financial crisis and a long-term struggle to maintain its role as a meaningful transportation provider in Chicago. Political and financial constraints will induce significant ridership losses in the near term unless additional operating funds are made available. Moreover, even if funding for current fares and service levels is maintained, the CTA risks a continuing decline in market share unless additional action is taken. This thesis investigates the costs and benefits of increased funding for the Chicago Transit Authority under various scenarios. First, it examines historical and political factors that have created the current tenuous environment for public transportation in Chicago. Then, it establishes a framework for assessing the potential effects of increased funding. A distinction is emphasized between measures that are internal to the agency, such as cost-effectiveness, and external measures of benefit to riders and the region. A simplified, strategic cost-benefit framework is outlined, focusing on three major benefit categories that drive political decision-making: transit rider mobility (or generalized cost), congestion mitigation, and regional air quality. Examination of the likely near-term effects of the financial crisis shows that additional funding is clearly justified in order to avoid the projected fare increases and ridership losses, even when the costs of public funding are included. However, achieving additional ridership growth through endogenous agency action is more difficult. It could be achieved through fare reductions, but political constraints make such a move unlikely. A straightforward expansion of service, even if targeted at buses and more responsive
by Mark L. Schofield.
S.M.

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Sheikh, Mikael. "Approaches to customer information for public transportation : application to the San Juan Metropolitan Area." Thesis, Massachusetts Institute of Technology, 1998. http://hdl.handle.net/1721.1/46246.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 1998.
Includes bibliographical references (p. 227-232).
This thesis considers inadequate customer information as a factor contributing to poor public transportation utilization. The goal is to identify what issues transit decision-makers should consider in identifying weaknesses in existing customer information provision, and in defining a customer information strategy to improve upon these weaknesses. To begin, key concepts in public transportation information and its provision are identified from existing literature on the topic. An analytical framework is then developed for evaluating customer information methods, both pre- and post-implementation. This evaluation has three components: method use, benefit, and cost. The evaluation framework is then used as a foundation in formulating a formal decision-making process. Five cases of customer information methods and strategies are studied, both as a demonstration of the ideas developed and to summarize particularly interesting customer information initiatives. The cases studied are the London Transport Countdown and Hampshire County STOPWATCH real-time bus arrival time display systems, both in the UK; the GoTIC integrated information system architecture in Gothenburg, Sweden; four regional information systems in the San Francisco Bay Area; and a general review of transit customer information in Hong Kong. Several key lessons arise from the case analyses. There are significant challenges to providing customer information when transit service is privately operated with little or no regulation, however the government can play a significant role in this. Regional government is particularly appropriate for integrating information about multiple regional transit services. Indeed, integrated advanced technologies can simplify the process of collecting information from multiple transit providers, and allow efficient use of collected information by disseminating it to different segments of the public via a variety of methods. All five cases use the World Wide Web, although each for slightly different purposes, and it is seen as a valuable, cost-effective media for promoting transit service. Real-time customer information at bus stops is successful in terms of benefit to passengers, although technical issues make reliability and accuracy a concern and require considerable technical support resources. The details of the project environment has an impact on the success of such initiatives, particularly the distinction between publicly operated, tendered, and deregulated transit service. The knowledge learned from this research is then applied to the San Juan Metropolitan Area. An evaluation of existing customer information is performed. From this, goals for improvement are identified and a series of recommendations given. It is suggested that a strong focus be placed on the largely ignored owner-operated poiblico van service. Basic, traditional forms of information must be provided accurately and consistently, and should be integrated across all transit modes. Finally, a regional strategy should be developed to leverage the "new age" in public transportation in San Juan that culminates with the introduction of Tren Urbano heavy rail service in 2001. However, the issues of customer information budgeting, further research into customer needs, prioritization of alternatives, and possible changes to the public transportation institutional structure need to be considered in detail by decision-makers in the region.
by Mikael Sheikh.
S.M.

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Dodder, Rebecca Susanne. "Air quality and Intelligent Transportation Systems : understanding Integrated Innovation, Deployment and Adaptation of Public Technologies." Thesis, Massachusetts Institute of Technology, 2006. http://hdl.handle.net/1721.1/37969.

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Thesis (Ph. D.)--Massachusetts Institute of Technology, Engineering Systems Division, 2006.
Includes bibliographical references (p. 454-472).
During the past two decades, Intelligent Transportation Systems (ITS) have provided transportation organizations with increasingly advanced tools both to operate and manage systems in real-time. At the same time, federal legislation has been tightening the linkages between state and local transportation investments and metropolitan air quality goals. In this context, ITS seems to represent a case of the potential synergies - or so-called "win-win" outcomes - that could be realized for the dual policy goals of air quality and mobility. If the various public sector organizations responsible for air quality and transportation could cooperate in deploying, assessing and further adapting these new technologies to take advantage of these synergies, they could achieve a "sustainable use" of ITS. However, looking beyond ITS and air quality, these issues point to broader questions of how to appropriately manage technology and its impacts on society, specifically those technologies deployed by the public sector. In particular, how does the public sector innovate and deploy technologies in ways that maximize the benefits, and minimize or avoid the negative impacts? In order to examine this phenomenon, this thesis takes the example of ITS and air quality to develop and test a broader framework of Integrated Innovation, Deployment and Adaptation of Public Technologies (IIDAPT).
(cont.) In this thesis, we define and articulate a framework for IIDAPT, and identify testable conditions that make IIDAPT either more or less likely to occur. We identify seven conditions - based in the literature of political science, organizational theory, and public administration - that should, in theory, influence the ability of public agencies to achieve synergies for multiple policy goals through technology deployment. Having developed a theoretical framework for the conditions that influence IIDAPT, we then test those conditions using five U.S. cities - Los Angeles, Houston, Boston, Orlando, and Tulsa - as case studies in ITS and air quality. We then extend the framework to a non-US case, Mexico City, in order to further test the IIDAPT framework and to identify possible changes at the federal and local level to better align ITS deployments with both mobility and air quality goals in Mexico City. This research explains some interesting outcomes in terms of failures by public sector agencies to take advantage of new, lower cost ITS technologies that can provide multiple benefits for both mobility and air quality. We find that "cheap" solutions, such as ITS rather than conventional infrastructure, are not always in an agency's interests, as defined by the agency.
(cont.) Specifically, we found that lower-cost innovations may compete with an agency's or elected official's priorities for certain categories of investment, by undermining the ability to build up the case for that investment. The overarching conclusion, is that the possibilities for synergies (or "win-win" outcomes) must be defined, not according to the stated policy objectives or mission of the public sector agencies, but according to the underlying interests and agendas of agencies, which may, or may not align with the public interest. We also found that new information on the impacts of new ITS technologies on air quality does not generally lead to adaptation in the application of those technologies either to reduce negative impacts or to provide additional benefits for air quality. Even where evaluations of air quality impacts were required, those assessments were not well integrated into the process of technology deployment and later adaptation in the use of those technologies. Indeed, new information that can change the perception of possible mutual benefits is not always welcomed by agencies, and assessment methodologies will tend to reflect existing agency preferences. However, there were reasons for optimism.
(cont.) We found that in response to an increasingly "severe" air quality problem (as defined by federal regulations), local agencies are in fact experimenting with the use of ITS to achieve air quality benefits as well as mobility benefits. Furthermore, by creating the Congestion Mitigation and Air Quality (CMAQ) program, a dedicated federal funding source for non-traditional transportation investments (such as ITS) with air quality benefits, agencies were provided with the resources and additional motivation to seek out and deploy ITS technologies with air quality benefits. To conclude this work, we highlight possible areas of future theory development for IIDAPT, and point to additional technology and policy domains where the IIDAPT framework can be applied and tested.
by Rebecca Susanne Dodder.
Ph.D.

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Limsawasd, Charinee. "Maximizing Environmental Sustainability and Public Benefits of Highway Construction Programs." FIU Digital Commons, 2016. http://digitalcommons.fiu.edu/etd/2488.

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Transportation agencies face a challenging task to repair damaged roads in an aging transportation network with limited funding. In addition, the funding gap is forecasted to continue widening, which has direct impacts on the performance of surface transportation networks and the nation’s economy in the long run. Recently, transportation agencies were required by a newly enacted law to include national performance-based goals, such as environmental sustainability, in their programming and planning efforts for highway repair and rehabilitation. Therefore, the current practice in the area of highway rehabilitation planning is inadequate to handle this task and new practices are needed to improve the performance of transportation networks while maintain the national goal of maximizing environmental sustainability. Accordingly, this dissertation presents an innovative environmental-based decision-support model for planning highway construction programs. The model is developed in three main parts that are designed to: (1) model total vehicle fuel consumption and public benefits/costs of traveling on transportation networks; (2) evaluate the economic and environmental impacts of highway rehabilitation efforts; and (3) develop a multi-objective optimization model to identify and evaluate highway rehabilitation program(s) that are capable of simultaneously minimizing environmental impact and maximizing public benefits of rehabilitation decisions. First, mathematical models were developed to facilitate estimating the total vehicle fuel consumption and public benefits/cost for road users at the network-level. These models are deigned to estimate vehicle fuel consumption rate, tire depreciation cost, and vehicle repair and maintenance cost rate, in terms of major vehicle–road interaction factors, such as vehicle type, speed, and pavement conditions. The developed and statistically validated models are then used to estimate total vehicle fuel consumption and public benefits/costs at the network-level. Second, a new model was developed for evaluating the impact of decision making in highway rehabilitation efforts on greenhouse gas emissions and public travel costs. The model has the capabilities of: (1) identifying candidate rehabilitation treatment alternatives for damaged or aging pavement; (2) evaluating the impact of these treatments on pavement performance; (3) estimating network fuel consumption due to highway rehabilitation decisions; (4) estimating additional public costs as a result of travel-delay during road construction operations; and (5) evaluating the impact of rehabilitation efforts on public benefits expressed as expected savings in road user costs. Third, a multi-objective optimization model was developed to search for and identify highway rehabilitation programs that are capable of minimizing environmental impact in terms of CO2 emissions while maximizing public benefits under budget constraints. This newly developed model enables planners and decision makers to design and implement highway rehabilitation programs that are cost-effective and environmentally-conscious.

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Hesen, Anneloes 1979. "Performance indicators to evaluate the effectiveness of structural reform of the Chicago public transportation system." Thesis, Massachusetts Institute of Technology, 2004. http://hdl.handle.net/1721.1/27013.

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Thesis (S.M.)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program; and, (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2004.
Includes bibliographical references (p. 92-95).
This thesis anticipates the need for structural change within public transportation systems and the need for clear goals and indicators relating to structural reform to provide real time course correction and periodic evaluation of goal achievement. The research is applied to the Chicago public transportation system because this system is currently experiencing problems and structural reform may be considered in the (near) future. Also, because structural change should deal with problems experienced in a particular system, performance should be evaluated primarily within that system over time and, physical and socioeconomic differences among regions make it difficult to compare systems across metropolitan areas. Literature review indicates that the focus of transit agencies is shifting from design standards to indicators that include a customer perspective. Main stakeholders to be represented in the performance indicators are discussed and the concept of triple sustainability is introduced in the need for indicators that reflect long-term changes in system usage or condition. Also, issues are listed that should be considered when narrowing down and refining potential indicators into a reasonable number of readily measured indicators. The electric utility sector is introduced to find potential lessons of what has worked, and what has failed, that may assist public transportation institutional structure reform. Data sources, both national and international, are studied and the advantages and disadvantages of each are discussed. The history of the Chicago public transportation system demonstrates that tension has always existed between the city and the suburbs and illustrates the importance of political power, governance, and financing. The current
(cont.) system and its problems are described after which three solutions for structural reform are suggested, ranging form the current structure to major reform. A framework with triple sustainability, governance and finance is identified, which leads to identification of performance indicators to evaluate the effectiveness of structural reform of the Chicago public transportation system. These indicators are tested against the changes that occurred over the 25 past years as well as the possible problems anticipated over the next 10 years, to "proof" their usefulness.
by Anneloes Hesen.
S.M.

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Duff-Riddell, W. R. (Wayne Russell). "A computerised decision support system for the implementation of strategic logistics management optimisation principles in the planning and operation of integrated urban public transport." Thesis, Stellenbosch : Stellenbosch University, 2001. http://hdl.handle.net/10019.1/52067.

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Thesis (PhD)--University of Stellenbosch, 2001.
ENGLISH ABSTRACT: Public and private transport system planning and operation have tended to be fragmented functions. In particular, public transport is often planned and operated independently of the "private" transport system. South African government policy now requires that comprehensive, strategic transport plans be prepared by metropolitan transport authorities. These plans are expected to conform to national strategic objectives as well as including local current and longterm objectives. This planning is required in the environment of a multi-modal, multi-operator, public-private partnership scenario that is new for most of the role players. The lack of experience is accompanied by a lack of any existing model for dealing with this scenario. This dissertation describes such a model. The model is based on the principles of strategic logistics management commonly employed in commerce and industry, including service-oriented industries. The modelling process is thus based on achieving a combination of customer service and long-term objectives. The model comprises a number of separate components and steps: • A transport network model (Emme/2). ~ A multi-class, generalised-cost assignment of private and public transport demand onto a network, modified to be modeless to the public transport users, is performed. This assignment allows for the imposition of generalised-cost reflecting urban-planning objectives in addition to more conventional costs such as travel cost. In this assignment, the interaction of public and private transport is accounted for and results in an associated modal choice. ~ A series of single-class generalised-cost assignments is then used to "focus" public transport demand to create corridors of demand adequate to justify public transport routes. This process can be enhanced to develop a design promoting switching from private to public transport. It also allows for multi-period route design. ~ The results of this modelling process are output to a text file and then subject to the processes described below. The results of these processes are then input into the network model where a standard transit assignment is performed and used to modify the proposed lines and update the network design data with respect to boardings and alightings at nodes. This information is used to design fixed infrastructure. • A Microsoft Access database and route extraction program. );> The network model data is drawn into the database where it is subject to a route extraction program that converts the assignment results from the network model into a set of mode specific potential public transport route definitions. These route definitions are based on paths of maximum demand. The extraction process is controlled by parameters specified by the planner, such as minimum route lengths and the demand level for various categories of service. );> After route extraction, vehicle allocation, and transit assignment, the database provides details of the boardings and alightings and number and details of transit lines using each node and link in the network. This data is used to design fixed infrastructure. • A Microsoft Excel spreadsheet vehicle operating cost model. );> For each vehicle type, the operating cost given the anticipated vehicle mileage and operating speed is determined. This is used to guide the choice of vehicles for different routes. • A Lingo goal-programming model. );> The potential routes and the available or potential fleet are subjected to a goalprogramme in which the optimum choice of vehicle allocation is determined. The allocation parameters can be controlled by the planner. These parameters may include costs, energy, fuel consumption, and vehicle and route limitations amongst others. Multiperiod design is included in the modelling process so that the optimum design may be for the operating period, daily, or weekly cycle. The modelling process provides two main outputs: • A set of fully described and costed transit lines ill terms of both routing and vehicle allocation. These transit line definitions can be output to the level of driver instructions if necessary. • Details of the type and location of infrastructure to be provided on the network.
AFRIKAANSE OPSOMMING: Openbare en private vervoerstelsel-beplanning en -bedryf IS geneig om gefragmenteerde funksies te wees. Dit is veral waarneembaar in die openbare vervoerstelsels waarvan die beplanning en bedryf onafhanklik van die "private" vervoerstelsels plaasvind. Die beleid van die Suid-Afrikaanse regering vereis dat omvattende strategiese vervoerplanne deur die metropolitaanse vervoer owerhede voorberei word. Daar word van hierdie planne verwag om aan die nasionale strategiese doelwitte, asook die plaaslike bestaande en langtermyn doelwitte te voldoen. Hierdie beplanning word vereis deur 'n omgewing wat nuut is vir die meeste rolspelers en bestaan uit multi-modale, multi-operateur en openbare-private vennootskap scenario's. Die tekort aan ondervinding gaan gepaard met 'n tekort aan 'n bestaande model wat gebruik kan word om hierdie scenario's te hanteer. So 'n model word deur hierdie verhandeling beskryf. Die model is gebasseer op die beginsels van strategiese logistieke bestuur wat algemeen gebruik word in die handel en industrie, insluitende die diens-georïenteerde industrieë. Die modelleringsproses wil dus 'n kombinasie van diens aan kliënte en langtermyn doelwitte bereik. Die model bestaan uit onderskeie komponente en stappe: • 'n Vervoernetwerkmodel (Emmel2) }i;> 'n Multi-klas, veralgemeende-koste toedeling van private en openbare vervoeraanvraag op 'n netwerk, aangepas om modusloos te wees vir die openbare vervoergebruiker, word uitgevoer. Hierdie toedeling laat nie net die heffing van meer konvensionele kostes, soos reiskoste toe nie, maar ook veralgemeende kostes wat staatsbeplarmingsdoelwitte reflekteer. In hierdie opdrag word die interaksie van openbare- en private vervoer ondersoek waarvan die uiteinde 'n geassosieerde modale keuse is. }i;> 'n Reeks enkelklas veralgemeende koste toedelings word dan gebruik om op openbare vervoeraanvraag te fokus en daardeur korridors van aanvraag, wat gepas is om openbare vervoerroetes te regverdig, te skep. Hierdie proses kan verfyn word om 'n plan te ontwikkel wat die verskuiwing van private vervoer na openbare vervoer sal bevorder. Dit laat ook die ontwerp van multi-periode roetes toe. }i;> Die resultate van hierdie modelleringsproses word uitgevoer na 'n tekslêer en dan aan die prosesse, wat hier onder beskryf word, onderwerp. Die resultate van hierdie prosesse word dan ingevoer in die netwerkmodel waar 'n standaard publieke vervoertoedeling uitgevoer word. Dit word dan gebruik om die voorgestelde roetes te wysig en die netwerk data, met betrekking tot die aantal persone wat op en af klim by nodes, op te dateer. Hierdie inligting word gebruik vir die ontwerp van infrastrukture. • 'n Microsoft Access databasis en roete-ontrekkingsprogram );> Die netwerkmodel data word in die databasis ingetrek waar dit aan 'n roeteontrekkingsprogram onderwerp word. Hierdie program skakel die toedelingsresultate van die netwerkmodel om na 'n stel potensiële modus spesifieke openbare vervoerroete definisies. Hierdie roete definisies word gebasseer op paaie van maksimum aanvraag. Die ontrekkingsproses word deur parameters, soos minimum lengte van roetes en die vlak van aanvraag van verskeie kategorieë van diens, wat deur die beplanner gespesifiseer word, gekontroleer. );> Na die ontrekking van roetes, voertuigtoekenning en vervoertoedeling, voorsien die databasis besonderhede van die aantal persone wat op en af klim asook die aantal en details van vervoerroete wat elke node en skakel in die netwerk gebruik. Hierdie data word gebruik om infrastrukture te ontwerp. • 'n Microsoft Excel sigblad voertuig bedryfskoste model )i> Vir elke tipe voertuig word die bedryfskoste, volgens die verwagte afstand en spoed van die spesifieke voertuig, bepaal. Die resultate word gebruik om die keuse van voertuie vir verskillende roetes te bepaal. • 'n Lingo doelprogrameringsmodel );> Die potensiële roetes en die beskikbare of potensiële vloot word onderwerp aan 'n doelprogram waarin die optimum keuse van voertuigtoekenning bepaal word. Die toekenningsparameters kan deur die beplanner gekontroleer word. Die parameters kan onder andere kostes, energie, brandstofverbruik en voertuig- en roete beperkings, insluit. Multi-periode ontwerp is ingesluit in die modelleringsproses sodat die optimum ontwerp vir die bedryfsperiode, daaglikse of weeklikse siklusse, kan wees. Die modelleringsproses lewer twee hoofuitkomste: • 'n Stel volledig beskrywende en koste berekende vervoerroete wat, indien nodig, na die vlak van bestuurder instruksies, uitgevoer kan word. • Details van die tipe en plek van infrastruktuur wat benodig word deur die netwerk.

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Tuttle, Stephen B. (Stephen Bradford). "Exploring the spatial implications of capacity constraints in public transportation systems : a scenario-based analysis of London." Thesis, Massachusetts Institute of Technology, 2014. http://hdl.handle.net/1721.1/95574.

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Thesis: S.M. in Transportation, Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2014.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 151-154).
In growing regions with large public transportation systems, the distribution of available capacity can affect where development occurs and determine which users and land uses suffer from further crowding. However, analyzing the spatial relationship between available capacity and economic impacts may not be straightforward, and common modeling practice can bias results. Improved modeling practice that more realistically includes capacity and crowding effects has the potential to better predict the benefits of new transportation investments and land use densification strategies. A series of conventional and innovative techniques, based on static assignment, is applied in three planning scenarios to explore the spatial distribution of disbenefits from crowding in London's public transportation system. The featured scenario examines the crowding relief on existing commuter lines from the opening of a parallel high-speed rail (HSR) line. A sketch assignment model is developed in TransCAD to demonstrate the potential of common modeling practice to bias travel cost estimates, thereby distorting economic predictions. Conventional methods for enforcing capacity constraint, such as controlling vehicle loading through a link-based penalty, are shown to bias predictions of which users and land uses suffer from crowding. Second, the organized application of select link analysis is found to contribute to a better understanding of which transportation investments and land uses exacerbate crowding problems and which transportation facilities and land uses are vulnerable to crowding problems. Finally, the proposed high-speed rail line is found to reduce crowding on existing commuter lines, thereby improving the development potential of adjacent land uses. This research aims to highlight certain aspects of the spatial relationship between capacity constraints and economic impacts in large public transportation systems. However, further model refinements, sensitivity tests, and empirical validation are needed to substantiate the initial findings. This research explores only a subset of the potential service challenges from crowding. An enhanced static assignment model or dynamic assignment model could be applied to model these omitted service challenges and develop more robust conclusions.
by Stephen B. Tuttle.
S.M. in Transportation

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Khani, Alireza. "Models and Solution Algorithms for Transit and Intermodal Passenger Assignment (Development of FAST-TrIPs Model)." Diss., The University of Arizona, 2013. http://hdl.handle.net/10150/306074.

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In this study, a comprehensive set of transit, intermodal and multimodal assignment models (FAST-TrIPs) is developed for transportation planning and operations purposes. The core part of the models is a schedule-based transit assignment with capacity constraint and boarding priority. The problem is defined to model the system performance dynamically by taking into account the scheduled transit service and to model user behavior more realistically by taking into account capacity of transit vehicles and boarding priority for passengers arriving early to a stop or a transfer point. An optimization model is proposed for both deterministic and stochastic models, which includes a penalty term in the objective function to model the boarding priority constraint. The stochastic model is proposed based on logit route choice with flexibility on the level of stochasticity in route choice. Optimality conditions show that the models are consistent with network equilibrium and user behavior. An extension of the optimization models is proposed for multimodal assignment problem, in which the transit and auto networks interact dynamically. To solve the proposed models, since the penalty term is non-linear and makes the model an asymmetric nonlinear optimization model with side constraints, a simulation-based approach is developed. The solution method incorporates the path assignment models and a mesoscopic transit passenger simulation in conjunction with Dynamic Traffic Assignment (DTA) models. The simulation model can capture detailed activities of transit passengers and determines the nonlinear penalty explicitly by reporting passengers' failure to board experience. Therefore, the main problem can be solved iteratively, by solving a relaxed problem and simulating the transit network in each iteration, until the convergence criterion is met. The relaxed problem is a path generation model and can be either a shortest/least-cost path or a logit-based hyperpath in the schedule-based transit network. An efficient set of path models are developed using Google's General Transit Feed Specification (GTFS) files, taking into account the transit network hierarchy for computational efficiency of the model. A multimodal assignment model is also developed by integration of the proposed transit assignment model with DTA models. The model is based on simulation and is able to capture the effect of transit and auto mode on each other through an iterative solution method and feedback loop from the transit assignment model to the DTA models. In the multimodal assignment model, more realistic transit vehicle trajectories are generated in the DTA models and are used for assigning transit passengers to transit vehicles. In an application of the multimodal assignment, intermodal tours are modeled considering the timing of auto trips and transit connections, the schedule-based transit network, and the constraint on park-n-ride choice in a tour. The model can simulate the transit, auto, and intermodal tours together with high resolution and realistic user behavior.

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Malek, Ramtin. "Lean principles application in public-private partnership project procurement." Bowling Green State University / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=bgsu1394924437.

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Venkatanarasimhan, Aravind, and Saivenkat Cherukuri. "Diffusion of Electric Busses for Public Transportation : A Case Study in Three Indian Municipalities." Thesis, Högskolan i Halmstad, Akademin för ekonomi, teknik och naturvetenskap, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:hh:diva-37308.

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INTRODUCTION: In India, internal combustion (IC) engines are the main concern, due to the exhaustion of natural fossil fuelled buses. These are the three major factors which is considered as an urgency to find an alternate solution. First, the energy and emission trends from transports. Second, efficient urban infrastructures, such as mass transit system. Third, the policies to adopt the cleaner and efficient technologies such as electric vehicles and other available alternate fuels. This made the Indian government to think about adopting electric vehicles as a mode of public transportation. PURPOSE: By initiating the use of electric buses this thesis will assist the three state transport corporations in India who are willing to initiate use of electric bus by overcoming their barriers. Furthermore, this research will be an implication for automotive industries in India towards their diffusion of electric buses. FRAMEWORK: Electric buses usage has been a major part of this diffusion process where it helped the authors to analyse how important it is. Adding to this the different perceived attributes of innovation from Rogers model has been analysed in this research to find out the different factors affecting towards the diffusion of electric buses. METHODOLOGY: This study uses the case study method to study the diffusion of electric buses in three municipalities. Primary data has been gathered through semi-structured interviews with representatives from the municipalities and suppliers. In Addition, secondary data, such as press releases from the municipalities and suppliers, has been collected CONCLUSION: It is been concluded that the adoption of electric buses is one of the major solution which will help the country carbon emission rate to go low with the technicalities involved in the electric buses. In addition to that if the private and municipality transports plan to expand their fleet of electric buses, complexity and nature of social system are the one of the major attributes which should be considered initially during the diffusion of electric buses. LIMITATIONS: This research has a limit in the role of internal organisation (Government or Companies) of the municipalities, supplier’s business model, policy related issues between the municipality and the government has not been analysed. All these limitations in turn is a future research for the further researchers.

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Mucci, Richard A. "TRANSPORTATION NETWORK COMPANIES: INFLUENCERS OF TRANSIT RIDERSHIP TRENDS." UKnowledge, 2017. https://uknowledge.uky.edu/ce_etds/61.

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The major transit systems operating in San Francisco are San Francisco Municipal (MUNI), Bay Area Rapid Transit (BART), and Caltrain. The system of interest for this paper is MUNI, in particular the bus and light rail systems. During the past decade transit ridership in the area has experienced diverging growth, with bus ridership declining while rail ridership is growing significantly (Erhardt et al. 2017). Our data show that between 2009 and 2016, MUNI rail ridership increases from 146,000 to 171,400, while MUNI bus ridership decreases from 520,000 to 450,000. Direct ridership models (DRMs) are used to determine what factors are influencing MUNI light rail and bus ridership. The DRMs predict ridership fairly well, within 10% of the observed change. However, the assumption of no multi-collinearity is voided. Variables, such as employment and housing density, are found to be collinear. Fixed-effects panel models are used to combat the multi-collinearity issue. Fixed-effects panel models assign an intercept to every stop, so that any spatial correlation is removed. A transportation network company, Uber and Lyft, variable is introduced (TNC) to the panel models, to quantify the effect they have on MUNI bus and light rail ridership. The addition of a TNC variable and elimination of multi-collinearity helps the panel models predict ridership better than the daily and time-of-day DRMs, both within 5% of the observed change. TNCs are found to complement MUNI light rail and compete with MUNI buses. TNCs contributed to a 7% growth in light rail ridership and a 10% decline in bus ridership. These findings suggest that the relationship TNCs have with transit is complex and that the modes cannot be lumped together.

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Dziekan, Katrin. "Ease-of-Use in Public Transportation : A User Perspective on Information and Orientation Aspects." Doctoral thesis, Stockholm : Department of Transport and Economics, Royal Institute of Technology, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4696.

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Blackman, Lora B. (Lora Beth). "Older adult perceptions of transit security and their utilization of public transportation : ridership strategies for the elderly on Tren Urbano." Thesis, Massachusetts Institute of Technology, 2000. http://hdl.handle.net/1721.1/80941.

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Kalita, Neelnayana. "Comparison of Control Strategies for Greenhouse Gas Emissions from Public Transit Buses in Ohio and its Climatic Implications." University of Toledo / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1470140810.

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Gandham, Tanvi. "The Need for Enhanced Physical Infrastructure in the United States." Scholarship @ Claremont, 2018. http://scholarship.claremont.edu/cmc_theses/1761.

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Zhou, Gordon. "Machine Learning-Based Cost Predictive Model for Better Operating Expenditure Estimations of U.S. Light Rail Transit Projects." Thesis, The George Washington University, 2021. http://pqdtopen.proquest.com/#viewpdf?dispub=28157527.

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Inaccurate forecasts of operating expenditures during the planning phase for new Light Rail Transit (LRT) projects in the United States underestimated future costs by up to 45% (Pickrell, 1989). When operating expenditures exceeded projected levels, local transit agencies often reduced public transit services to operate within their respective annual budgets. Therefore, it is imperative for transit agencies to produce reasonably accurate planning estimates to secure sufficient funding to support future operations, maintenance, and service delivery associated with LRT systems. The research aimed to develop a more accurate LRT operating expenditure predictive model to be used during the planning stage. Traditional statistical analysis and various machine learning-based algorithms were utilized with input from 22 LRT systems in the United States spanning between 2008 to 2018 from various U.S. governmental public databases. This praxis extended the current state of practice that relied primarily on sum of unit-cost estimates (also known as the unit-cost method) which generally failed to produce accurate forecasts due to lack of engineering details at the planning stage. Existing research attempted to develop regression-based methodologies using system-based attributes but did not substantially increase prediction accuracy from using the unit-cost method. The research improved current practices and research by having developed a more accurate and replicable machine learning-based predictive model using available geographic, socio-economic and LRT system-related variables.

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Urtasun, López Marc. "Analysis of Autonomous Buses impact on transportation between Stockholm’s universities." Thesis, KTH, Transportplanering, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-256474.

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The city of Stockholm is developing fast and its population is strongly growing,new solutions for urban mobility must be found. Implementations in the publictransport network are needed and the use of automated buses is a present topicfor efficient and sustainable transportation. The Vetenskapsstaden area has threeof the main university campus coexisting, this leads to a generation of campusto-campus trips which creates an impact in the Stockholm’s public transport.The unique environment and singular users arise the aim to execute a potentialsolution to release ridership from the public transport network. This thesisanalyzes and evaluates whether a new automated bus line is needed or not inthe studied area. A cost model will study the proposed solutions through therated decision variables: frequency and capacity, commercial speed and differentrates of demand. The relative efficiency of the proposed implementations isstudied compared with the costs of the current public transport modes used inthe area. Numerical analysis and results are given for two different scenarios:implementing one bus line connecting the three campuses or three lines betweencampuses. The former scenario shows to be more sensitive to the studied variablesand presents higher costs whereas the second-option costs have a robust responseand lower overall price evaluation. For both infrastructure models, the rateof demand is crucial to evaluate the advantages of a potential solution. Theestablished method and criteria contributes to a better understanding of theimpact of autonomous buses to low-demand analytic models.

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Kocak, Talha Kemal. "Investigating Air Pollution and Equity Impacts of a Proposed Transportation Improvement Program for Tampa." Scholar Commons, 2019. https://scholarcommons.usf.edu/etd/7832.

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Transportation infrastructure is important for human mobility and population well-being. However, it can also have detrimental impacts on health and equity, including through increased air pollution and its unequal social distribution. There is a need for better understanding of these impacts and for better approaches that improve health and equity outcomes of transportation planning programs. In this study, we are investigating the air pollution and health equity impacts of an ongoing large-scale metropolitan transportation improvement program, Tampa Bay Next (TBNext). Specific objectives are: 1) to characterize and quantify the air pollution levels and population exposures resulting from the roadway expansion currently planned under TBNext, and 2) to identify key attributes that could improve health and equity consideration in TBNext and similar programs. Using a multi-component modeling system that combines agent-based travel demand simulation with air pollution dispersion estimation, we simulated population exposures to oxides of nitrogen (NOx) resulting from two scenarios: one with the proposed TBNext lane expansions and one without it. To elucidate potential impacts on equity, including disparities in exposure for low-income and minority groups, the distribution of exposure among the population was compared using three measures of inequality. Additionally, through document review, we also performed a qualitative analysis of the TBNext program from a Health in All Policies (HiAP) perspective. Results from the modeling component indicate that the proposed lane scenario increased the number of vehicles, NOx emission rates, NOx concentration, and block group NOx exposure densities in downtown Tampa and its surrounding neighborhoods during the morning and evening rush hours. However, the proposed lanes also caused a decrease in the simulated total emissions and the daily average NOx concentration in Hillsborough County. The average individual-level NOx exposure also decreased, but disparities in exposure for minority and the below-poverty population groups increased in the proposed lane scenario. Results of the HiAP analysis suggest that health and equity should be priorities in major policies and programs such as transportation improvement programs. Multi-sectoral collaboration that provides benefit for all parties and stakeholders is also essential to improve the health and equity outcomes. Furthermore, health departments and public health agencies should be included in the transportation decision-making process. Finally, improving active transportation modes was commonly found in HiAP case studies to promote public health and equity in transportation planning programs. Evaluation of TBNext transportation improvement program from the HiAP perspective show that health consideration was not one of the priorities in the program. However, the Florida Department of Transportation (FDOT) frequently engaged with stakeholders in community meetings throughout the recent development process of the program. Additionally, FDOT and local governments addressed some inequity issues as a response to public concerns. Through assessment of a real case study, the results of this study contribute to the body of knowledge on the air quality and equity impacts of large-scale transportation improvement programs. Further, they suggest that air quality assessments and equity analyses should be conducted in more detail than what the law currently requires for transportation programs. Lastly, this study also shows that the HiAP paradigm could promote health and equity outcomes of transportation improvement programs.

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Nelson, Joshua S. "Stuck with the bill, but why? : an analysis of the Portuguese public finance system with respect to surface transportation policy and investments." Thesis, Massachusetts Institute of Technology, 2008. http://hdl.handle.net/1721.1/44371.

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Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning; and, (S.M. in Transportation)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2008.
Includes bibliographical references (p. 129-140).
Despite decentralization progress in other sectors, the Portuguese central government maintains significant administrative and fiscal power over national and sub-national surface transportation operations and infrastructure. This thesis provides a global view of the state of surface transportation in Portugal through an analysis of both the nation's public finance and transportation finance systems as well as a discussion of specific surface transportation systems. It reveals that national and sub-national governments in Portugal are collectively pursuing an unsustainable transportation finance policy that places a significant burden on the public finance system, unfairly privileges the nation's metropolitan areas, and enables a costly and highly politicized tug-of-war between central government and sub-national governments with respect to public transportation investments.
by Joshua S. Nelson.
S.M.in Transportation
M.C.P.

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Wang, Yuxuan. "A Methodology for Identifying Inconsistencies Between Scheduled and Observed Travel and Transfer Times using Transit AVL data: Framework and Case Study of Columbus, OH." The Ohio State University, 2020. http://rave.ohiolink.edu/etdc/view?acc_num=osu1593636407701171.

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Maher, Elizabeth. "INVESTIGATION OF ENVIRONMENTAL CADMIUM SOURCES IN EASTERN KENTUCKY." UKnowledge, 2018. https://uknowledge.uky.edu/mng_etds/41.

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Utilizing data collected by the University of Kentucky Lung Cancer Research Initiative (LCRI), this study investigated potential mining-related sources for the elevated levels of cadmium in Harlan and Letcher counties. Statistical analyses for this study were conducted utilizing SAS. A number of linear regression models and logarithmic models were used to evaluate the significance of the data. The linear regression models consisted of both simple and multivariate types, with the simple models seeking to establish significance between the potential sources and urine cadmium levels and the multivariate models seeking both to identify any statistically significant linear relationships between source types as well as establish a relationship between the potential source and the urine cadmium levels. The analysis began by investigating which ingestion method caused the increased levels of cadmium exposure. The analysis included ingestion through water sources and inhalation of dust. Of these two, dust showed the higher level of correlation. The second step was to analyze a number of sources of dust, particularly those related to mining practices in the area. These included the proximity to the Extended Haul Road System, secondary haul roads, rail roads, and processing plants. Of the variables in the analysis, Extended Haul Roads, secondary haul roads, and rail roads showed no correlation, and only the proximity to processing plants showed statistical significance.

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Carstens, Kevin Reid. "Enhancing Capacity and Managing Demand to Increase Short-Term Throughput on the San Francisco-Oakland Bay Bridge." DigitalCommons@CalPoly, 2016. https://digitalcommons.calpoly.edu/theses/1674.

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While there are many proposals for fixing congestion between San Francisco and Oakland in California by adding a new bridge or tube, these solutions will take decades to implement even though a solution is needed now. This thesis assesses sixteen different strategies for reducing congestion in the short-term in the four categories of improving transit, promoting carpooling, implementing intelligent transportation systems practices, and incentivizing alternatives to using the Bay Bridge. Top priorities include HOV improvements on the West Grand Avenue and Powell Street onramps, altering WestCAT Lynx and BART transit services, partnering with rideshare apps to increase transit station accessibility (last mile problem), partnering with vanpool/minibus apps, promoting carpooling and implementing a citizen report system for carpool violators, shifting corporate cultures away from requiring employees to drive and drive alone, and lastly, altering land-use planning practices. To reach this conclusion, an inventory of current proposals and relevant research was compiled. Ridership and capacity data for the various modes of transportation across the bay were assessed for shortfalls and opportunities. Through this research and its resultant conclusions, focus can be placed on the best strategies to pursue in the near-term, while the Bay Area waits on a second bridge or tube in the long-term.

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Struwig, Claudia Bernadine. "A stepwise approach towards achieving a multimodal platform within the context of the CoCT’s land transport networks." Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/80001.

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Thesis (MScEng)--Stellenbosch University, 2013.
ENGLISH ABSTRACT: The importance of transport should not be underestimated. Transport progresses a person’s quality of life: it connects people to one another and provides access to work, services and recreational opportunities. However, post-apartheid South Africa is unfortunately still faced with a legacy of segregation. While the less-privileged, who mostly live at the fringe of Central Business Districts (CBDs), are captive users of public transport, the private vehicle trend, under the privileged, is becoming more evident. This research project thus proposes that a balanced and integrated sustainable transport system be promoted. That is, one that will aid South Africa in growing and improving its general socio-economical status by providing all its citizens with (equal) access to a balanced transport network. It is believed that, if a multimodal system is promoted, the deficiencies of the current heterogeneous non-integrated systems may be overcome. Therefore, if South Africa’s transport network is augmented with a multimodal platform, the nation will be able to move its citizens effectively and efficiently, without jeopardising the economy, social matters and the environment, today and in the future. Moreover, South Africa will also have the necessary stimulus to utilise the already available resources at its disposal by working together as ‘one’. This research project thus stipulates a (generic) sequential approach needed in achieving an integrated (sustainable) public transport system. The goal of this research project is to create awareness of the benefits that may arise from, and the implementation steps required in obtaining, such a multimodal platform. The focus area for researching the proposition made herein is the City of Cape Town’s (CoCT’s) land transport networks. The City has a management facility, with resultant transport data repository, known as the Transport Management Centre (TMC). This TMC is regarded as one of the finest state of the art facilities in the world and the features thereof offer a sufficient base and point of departure for the promotion of a multimodal transport system. By conducting research in this field, the following portraying aspects, needed for the realisation of the proposition made herein, were found. Firstly, in order to obtain an integrated sustainable transport system, the appropriate Intelligent Transport Systems (ITS) need to be integrated. It is believed that, if an intelligent transport scheme, grounded on ITS applications, is advocated, the City will be in the position to more effectively monitor what is going on, to more accurately predict what might happen in the future, and to manage its transport system proactively on an area-wide basis. Secondly, in order to meet the integration requirements imposed by multimodal transport, a centralised database needs to be created. With such a database in place, information sharing across all modes of private- and public land transport, and thus also between the investors or the operators, will be possible. An example of such a database was developed in Microsoft Access and the modes considered therein are: MyCiti, Metrorail and Golden Arrow Bus Service (GABS). The data stored in this database is historic, but the incorporation of real time information was also catered for. Thirdly, it is believed that the success of the City’s transport system, and the development of a multimodal system, is dependent on the provision of an efficient Advanced Traveller Information System (ATIS). The idea is to promote multimodal transport as a convenient transit option by providing travellers with information on journey planning that aims to counteract their reluctance to change. In order to develop such a multimodal Journey Planner (JP), the unimodal networks considered herein were combined into a supernetwork on which Dijkstra’s Shortest Path Algorithm was applied. This algorithm was programmed in Microsoft Excel’s Visual Basic for Applications (VBA) and it incorporates the following user criteria: the origin, the destination, the user’s mode preference, and the user’s optimisation preference of either time or distance. In conclusion, it can be argued that, with information becoming such a vital commodity in everyday life, the catering for informed travellers are the key to successful future transport services. If travellers are informed about the transport networks’ performance, a positive attitude is fostered. Moreover, by providing travellers with information on journey planning, their feelings of uncertainty and fear of the unknown, that are present in (especially) public transport services, may be neutralised. This information will give the public carte blanche to make decisions that give them the perception of having more ‘control over their lives’. Therefore, if a multimodal JP that can be accessed from one portal is created, people’s inclination to acquire more information will be met. And as a result, traversing in an integrated manner may become the norm.
AFRIKAANSE OPSOMMING: Die belangrikheid van vervoer mag nie onderskat word nie. Vervoer speel ’n belangrike rol in die bevordering van ’n persoon se lewenskwaliteit: dit verbind mense met mekaar en verskaf toegang tot die werksplek, diensteverskaffers, en vryetydsbesteding. Post-apartheid Suid-Afrika is egter nog steeds vasgevang in ’n nalatenskap van rasseskeiding. Die minderbevoorregtes, wat meestal aan die buitewyke van die stad woon, is geforseerde gebruikers van openbare vervoer, terwyl die neiging (onder die bevoorregtes) om privaatvoertuie te gebruik, aan die toeneem is. Hierdie navorsingsprojek beveel dus aan dat ’n gebalanseerde, geïntegreerde en volhoubare vervoerstelsel bevorder moet word. ’n Sodanige stelsel sal help om die sosio-ekonomiese status van Suid-Afrika te bevorder. Dít kan net bereik word as alle landsburgers gelyke toegang tot ’n gebalanseeerde vervoernetwerk het. As ’n multimode-stelsel dus bevorder word, kan die tekortkominge van die huidige heterogene, nie-geïntegreerde stelsels oorkom word. Indien Suid-Afrika se vervoernetwerk ’n multimodale platform het, kan die landsburgers effektief en doeltreffend vervoer word sonder om die ekonomie, sosiale aangeleenthede of omgewing, tans en in die toekoms, in gedrang in te bring. Suid-Afrika sal boonop, met so ’n platform in plek, ook die nodige stimulus hê om die bestaande hulpbronne optimaal te gebruik. Hierdie navorsingsprojek verskaf ’n (generiese) in-volgorde-benadering om ’n volhoubare, geïntegreerde openbare vervoerstelsel daar te stel. Die doel is om bewustheid van die voordele wat uit ’n multimodale platform spruit, sowel as die nodige stappe vir die uitvoering daarvan, te kweek. Die fokusarea van die navorsing is die Stad van Kaapstad se land-vervoernetwerke. Die Stad het ’n beheerfasiliteit waar vervoerdata versamel word. Dit staan bekend as die vervoer-beheersentrum (TMC: Transport Management Centre). Hierdie fasiliteit word as toonaangewend in die wêreld beskou. Die kenmerkende eienskappe van hierdie fasiliteit bied verder ook ’n goeie vertrekpunt vir die bevordering van ’n multimodale stelsel. Die navorsing in hierdie veld het die volgende bydraende faktore, wat benodig word om die voorstelling te realiseer, geïdentifiseer. In die eerste plek moet die intelligente vervoerstelsels (ITS: Intelligent Transport Systems) geïntegreer word om ’n geïntegreerde volhoubare vervoerstelsel daar te stel. Indien ’n intelligente vervoerskema, gebaseer op tegnologiese inisiatiewe, aangemoedig word, sal die Stad van Kaapstad in die posisie wees om sy vervoerstelsel pro-aktief te bestuur deur meer effektief te monitor wat aangaan en meer akkuraat te voorspel wat in die toekoms mag gebeur. Tweedens moet daar ’n gesentraliseerde databasis geskep word. Met hierdie databasis sal die nodige integrasievereistes vir ’n multimodale vervoerstelsel, bereik word. Inligting kan dan gedeel word tussen privaat- en openbare landvervoer, asook tussen die beleggers en die operateurs van die verskillende vervoermodusse. ’n Voorbeeld van so ’n databasis is in Microsoft Access geskep en die modusse wat deel daarvan uitmaak, is: MyCiti, Metrorail en Golden Arrow Bus Services (GABS). Die data wat hierin vervat is, is histories, maar daar is vir intydse inligting voorsiening gemaak. In die derde plek is die sukses van die Stad van Kaapstad se vervoerstelsel en die ontwikkeling van ’n multimodale stelsel afhanklik van die daarstelling van ’n effektiewe, gevorderde inligtingsstelsel vir pendelaars (ATIS: Advanced Traveller Information Systems). Die idee is om ’n multimodale vervoerstelsel as ’n gerieflike opsie onder pendelaars te bevorder. Dit kan bereik word deur inligting rakende reisbeplanning aan pendelaars daar te stel. Met die verkryging van sodanige kennis sal die pendelaar se weerstand teen verandering ook afneem. Om so ’n multimodale reisbeplanner (JP: Journey Planner) te ontwikkel, is die eenmodaal-netwerke gekombineer om ’n supernetwerk te skep. Dijkstra se algoritme is op die supernetwerk toegepas. Die algoritme is in Microsoft Excel se VBA (Visual Basic for Applications) geprogrammeer en dit bevat die volgende gebruikerskriteria, nl. die begin- en eindpunt, die gebruiker se modes-voorkeur en die gebruiker se gekose optimeringsvoorkeur van tyd of afstand. Ten slotte kan gesê word dat inligting ’n groot rol in die mens se daaglikse lewe en aktiwiteite speel. Daar kan dus geredeneer word dat die sleutel tot suksesvolle vervoerdienste daarin lê om vir ingeligte pendelaars voorsiening te maak. As pendelaars ingelig is oor die stand van die vervoernetwerk maak dit hul houding meer positief. Verder, as pendelaars ook inligting oor reisbeplanning het, kan dit hul gevoel van onsekerheid en vrees jeens (veral) openbare vervoer teenwerk. Met al hierdie inligting tot sy beskikking kan ’n persoon dus sy eie keuses maak en dit lei daartoe dat die persoon meer in beheer voel. As ’n multimodale JP geskep word, voed dit die mens se begeerte vir meer inligting. En met ’n sodanige JP in plek, kan geïntegreerde pendel moontlik die norm word.

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Emenhiser, Nicholas Ian. "Best Practices in Public-Private Partnership Strategies for Transit-Oriented Development." The Ohio State University, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=osu1462966898.

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Marais, Andre Louis. "Developing an alternative approach to mode choice modelling with the application of modelling Gautrain patronage." Thesis, Stellenbosch : Stellenbosch University, 2014. http://hdl.handle.net/10019.1/86475.

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Thesis (MScEng)--Stellenbosch University, 2014.
ENGLISH ABSTRACT: Mode choice modelling is an important and versatile tool that can aid decision makers with transit related strategies and scenario planning. The traditional approach to modelling public transport is labour intensive and requires many resources. The expensive nature of developing mode choice models can also act as a deterrent for developing a model. Not having access to a functional mode choice model can force decision makers to make important decisions without having access to proper information. There is therefore a need to provide a simplified solution for developing a functional mode choice model that can be developed and maintained with fewer resources. This research project explores the possibility of developing a simplified alternative approach to public transport modelling that can model mode choice behaviour with the same degree of accuracy as traditional models. The modelling steps employed in this research project were the typical four step demand modelling approach, but the principles employed differ slightly. The focus area of this research project is the development of simplified utility functions and the calibration thereof. Typical mode choice models coincide with many assumptions, variations and uncertainties. In this research project the proposed utility functions are simplified by incorporating most of the assumptions and intangible components of the utility function into a single station to station specific calibration factor. The hypothesis is that a simplified alternative approach to the utility functions can still provide a model that is purpose built and functional. The application of the proposed mode choice model is to model the mode choice between the Gautrain and private vehicles as the major mode of transport.

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Case, Robert B. "The role of proximity in reducing auto travel| Using VMT to identify key locations for development, from downtown to the exurbs." Thesis, Old Dominion University, 2013. http://pqdtopen.proquest.com/#viewpdf?dispub=3569941.

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The purpose of this dissertation is to discover the VMT impact of each level of proximity in order to help government identify key locations for housing development, and thereby lower VMT and reduce dependence on foreign oil. By discovering the VMT impact of each level of proximity, this dissertation provides a) the first known means of calculating the proximity-based VMT benefit of subject locations by individual proximity level, and b) the new finding that it is likely that high VMT benefit can be achieved at moderate proximity levels acceptable to many households, enabling representative governments to be politically successful while promoting housing in locations that will lower the average VMT of the population.

After discussing the impetus for the work, this dissertation presents a theory of the determinants of VMT, searches the literature for appropriate techniques for empirical analysis of the proximity-VMT relationship, and presents results of the empirical research to be expected based on the presented theory and literature.

Empirical efforts are used to discover VMT impact by proximity level using three differing measures of proximity: density, distance-threshold-based total opportunities, and centrality. In the first effort, national data is used to discover VMT impact by proximity level, for both population and employment density. In order to determine the role played by alternative modes in the VMT-density curves of the first effort, the second effort uses national data to discover the impact of each level of density on usage of alternative modes. In the third and final effort, data from Hampton Roads, Virginia, are used to discover the VMT impact of each level of opportunity and centrality.

Governments can apply the discovered VMT impact of each level of proximity—via a described "VMT Benefit Technique"—to accurately determine the VMT benefit of a given location, and use the VMT benefits of a set of candidate areas to select key locations for development.

In addition, the discovered VMT impact of each level of proximity informs the key hypothesis of this dissertation that there exists a sweet spot on the VMT-proximity curve that has high VMT benefit and a proximity level acceptable to many households. Although the hypothesis tests indicate that it is not certain that the sweet spot exists, the mean coefficients of the models indicate that it is likely that the sweet spot exists, i.e. that there are high-VMT-benefit proximity levels acceptable to many households. The overall implication of this is that representative governments in the U.S. who promote housing development at these moderate levels of proximity will not only lower average VMT in the short term, but they will not be punished politically for doing so, and therefore may be successful in thereby lowering average VMT in the long term.

In summary, the dissertation provides encouragement to governments hoping to lower average VMT and an accurate method of calculating VMT for choosing SGAs with which to actually lower average VMT. It is hoped that this combination will help U.S. governments become independent of foreign oil.

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Bleich, Nicholas F. "USING ARCHIVED TRANSIT DATA TO ANALYZE THE EFFECT OF RAINFALL ON TRANSIT PERFORMANCE MEASURES AT THE ROUTE LEVEL." DigitalCommons@CalPoly, 2015. https://digitalcommons.calpoly.edu/theses/1396.

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This study investigates the effect of rainfall on transit performance measures at the route level in the Puget Sound region of Washington State. Transit agencies are required to report certain performance metrics to the Federal Transit Administration (FTA), but performance measures can also be used to evaluate service and provide customers with information regarding the transit system. Using a three-year sample of archived automatic vehicle location (AVL) and hydrologic data the relationships between ridership, travel time, delay, and rainfall were investigated. The analysis of daily ridership and rainfall resulted in no statistically significant results, however, the results are supported by the existing research in this field. There was a generally negative trend in ridership with respect to rainfall. The analysis of travel time and rainfall did not result in the expected outcome. It was hypothesized that travel time would vary with rainfall, but that was not always the case. During many rainfall events the travel time remained average. The analysis of delay and rainfall shows that the impact of rainfall on delay is more complex than assumed. The delay during dry trips was different than the delay during light and moderate rain, but during heavy rain the statistical different disappeared. These results, implications for transit operators, and future research opportunities are discussed.

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Chin, Nora. "Investigating the Correlation between Freeway Service Levels and Freeway Service Patrol Assists." DigitalCommons@CalPoly, 2015. https://digitalcommons.calpoly.edu/theses/1453.

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The Bay Area Metropolitan Transportation Commission’s (MTC) Freeway Service Patrol’s highway motorist response service is reporting a reduction in their service levels. We analyze the relationship between the reduction in the Bay Area Freeway Service Patrol’s (FSP) motorist assists and changes in vehicle miles traveled (VMT), California Highway Patrol (CHP) reported incidents, and cover research on the impact of new and old vehicle fleet turnover. VMT and CHP incidents have differential effects on FSP assists. Although incidents occurring on freeways with high traffic flows tend to cause more congestion, the trend in local VMT along Bay Area freeway corridors does not share a strong correlation with FSP assists. Through a chi-square test, bivariate correlation and cross tabulation, we can see a relationship and pattern between FSP assists, incidents and VMT. Further analysis into the dispersion of assists, incidents and VMT show that the distribution of the FSP assists over CHP reported incidents is not perfectly equal. By analyzing VMT, CHP reported incidents and research around new vehicle fleet turnover affecting FSP assisted-incidents, Metropolitan Transportation Commission staff can systematically improve the FSP operational model; strategize ways to improve service on needier freeway corridors, while reducing unnecessary service in other regions.

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Ettefagh, Mahsa. "Effects of Real-time Passenger Information Systems on Perceptions of Transit Services: Investigations of The Ohio State University Community." The Ohio State University, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=osu1366318693.

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Ramirez-Bernal, Maria Fernanda. "How effective will a BRT system going to be in Santiago de Chile? Case studies." Cincinnati, Ohio : University of Cincinnati, 2008. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1203610888.

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Thesis (Master of Community Planning)--University of Cincinnati, 2008.
Advisor: David Edelman J. (Committee Chair); Christopher Auffrey (Committee Co-Chair) Title from electronic thesis title page (viewed May 8, 2008). Includes abstract. Keywords: BRT; public transportation; transportation systems; Curitiba; Brazil; Bogota; Colombia; Santiago de Chile; Chile; developing countries Includes bibliographical references.

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Iversen, John, and Adam Nilsson. "Effektivare kollektivtrafik genom interaktiva DRT-tjänster." Thesis, Malmö universitet, Fakulteten för teknik och samhälle (TS), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:mau:diva-20303.

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Ökad miljömedvetenhet, växande klimatpåverkan och en fortsatt teknologisk utveckling gör att demand responsive transportation (DRT), ses som ett allt mer attraktivt alternativ till traditionell kollektivtrafik för att resa hållbart. Den här uppsatsen undersöker vilka skillnader det finns med DRT-implementationer på landsbygd jämfört med i stadsmiljö, samt vilken roll interaktivitet mellan operatör och resenär kan spela för ett DRT-systems effektivitet.För att svara på detta används en systematisk litteraturstudie och två fallstudier. Resultaten visar att DRT generellt lämpar sig bättre för landsbygd än i stadsmiljö och att DRT fungerar bättre som ett komplement till traditionell kollektivtrafik än som ersättning av den. DRTs potentiella roll i samhället och möjliga framtida forskningsriktningar presenteras och diskuteras.
An increased awareness of environmental issues, climate changes and a continuing technological development makes demand responsive transportation (DRT) a more likely and attractive option for public transportation. This paper examines the differences between various DRT implementations in rural areas compared to cities. It also examines what role interacitivity can play to increase a DRT-systems efficiency.To answer this, a systematic literature review is conducted along with two case studies. The results show that DRT is generally more suited to rural areas compared to cities. It also shows that DRT works better as a complement to public transport, rather than a replacment of it.The potential role of DRT in a society and future research matters are presented and discussed.

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48

Aldgård, Wiklund Fredrik. "Medborgarens roll vid planering av kollektivtrafik – en fallstudie om BRT i Helsingborg." Thesis, Malmö universitet, Fakulteten för kultur och samhälle (KS), 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:mau:diva-23607.

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Kollektivtrafik är en stor del av mångas vardag och en självklar del av staden. Internationellforskning visar att möjligheten för medborgare att delta i kollektivtrafikplaneringen är tämligenlåg. Däremot saknas det kunskap kring hur detta ser ut i Sverige. Syftet med denna studie varatt öka kunskapen kring hur medborgardeltagande kan se ut inom planeringen avkollektivtrafik. Studien syftade även till att skapa en förståelse för hur planering av kollektivtrafiksker i praktiken. För att undersöka detta har en fallstudie av bussprojektet HelsingborgsExpressen iHelsingborg genomförts. Genom en analys av policydokument och intervjuer medtjänstepersoner har det skapats en nyanserad bild av HelsingborgsExpressen samtmedborgardeltagande inom kollektivtrafik.Studien visar att kollektivtrafikplanering utgår från en rationell planeringsmodell som följertydliga planeringsprinciper för att bidra till uppsatta mål. Målet om en ökad andelkollektivtrafikresenärer förekommer ofta inom denna diskurs. Planeringsprocessen förHelsingborgsExpressen har i mångt och mycket liknat detta tillvägagångssätt. Studien visardock att det inom HelsingborgsExpressen till viss del skett en kombination av rationell ochkommunikativ planering. I planeringen genomfördes en dialog på stadsdelen Råå där syftet varatt få reda på hur medborgarna ställde sig till tre olika alternativ för bussens sträckning. Studienvisar också på att en dialog inom kollektivtrafikplanering kan syfta till att informeramedborgare, få tillgång till den lokala kunskapen samt som ett verktyg för en ökad inkluderingav medborgarna. Inom HelsingborgsExpressen framgår det att medborgarnas lokala kunskapär betydelsefull, däremot finns det tvivelaktigheter angående hur kunskapen har använts samtvilken betydelse den har haft i den beslutsfattande processen.
Public transportation is an essential part of many people’s everyday life and a natural segmentof the city. Research outside Sweden shows that the possibility for citizens to participate withinthe planning of public transportation is rather limited. There is a lack of knowledge whetherthis statement applies to a Swedish context or not. The purpose of this study was to contributewith knowledge and understanding to the discourse of citizen participation and the planning ofpublic transportation in Sweden. This has been achieved by a case study of a Bus RapidTransportation project called HelsingborgsExpressen (The Helsingborg Express) in the southernpart of Sweden. A content analysis and interviews with planners has resulted in a nuancedpicture of HelsingborgsExpressen and citizen participation within the public transportationplanning.The study shows that the planning of public transportation is based around a rational planningdiscourse that follows established planning principles and set goals. The goal of a redoubledmarket share for the public transportation occurs frequently within the discourse in question.The planning process for HelsingborgsExpressen is, in many regards, an example of this. Withinthe planning, one opportunity for citizen participation occurred in the district Råå. The purposeof this citizen participation was to let people prioritize amongst three possible routes for the bus.The study also shows that citizen participation within the planning of public transportation canbe used to inform the citizens, access their local knowledge as well as a tool for including thecitizens to a greater extent. Within HelsingborgsExpressen, the study shows that the citizens’local knowledge is valuable, but the question regarding how this local knowledge has been usedin the decision-making process still exists.

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Gentek, Anna. "Activity Recognition Using Supervised Machine Learning and GPS Sensors." Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-295600.

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Human Activity Recognition has become a popular research topic among data scientists. Over the years, multiple studies regarding humans and their daily motion habits have been investigated for many different purposes. This fact is not surprising when we look at all the opportunities and applications that can be applied and utilized thanks to the results of these algorithms. In this project we implement a system that can effectively collect sensor data from mobile devices, process it and by using supervised machine learning successfully predict the class of a performed activity. The project was executed based on datasets and features extracted from GPS sensors. The system was trained using various machine learning algorithms and Python SciKit to guarantee optimal solutions with accurate predictions. Finally, we applied a majority vote rule to secure the best possible accuracy of the activity classification process. As a result we were able to identify various activities including walking, cycling, driving and public transportation methods bus and metro with 90+% accuracy.
Att utföra aktivitetsigenkänning på människor har blivit ett populärt forskningsämne bland datavetare, där flertalet studier rörande människor och deras dagliga rörelsevanor undersökts för många olika syften. Detta är inte förvånande när man ser till de möjligheter och användningsområden som kan tillämpas och utnyttjas tack vare resultaten från dessa system. Detta projekt går ut på att implementera ett system som mha samlad sensordata från mobila enheter, kan bearbeta den och genom s.k övervakad maskininlärning med goda resultat bestämma den aktivitet som utförts. Projektet genomfördes baserat på dataset och egenskaper extraherade från GPS-data. Systemet tränades med olika maskininlärningsalgoritmer genom Python SciKit för att välja den bäst lämpade metoden för detta projekt. Slutligen tillämpade vi majority votemetoden för att säkerställa bästa möjliga noggrannhet i aktivitetsklassificeringsprocessen. Resultatet blev ett system som framgångsrikt kan identifiera aktiviteterna gå, cykla, köra bil samt med ett ytterligare fokus på kollektivtrafikmetoderna buss och tunnelbana, med en noggrannhet på över 90%.
Kandidatexjobb i elektroteknik 2020, KTH, Stockholm

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McNamara, Maureen. "Measuring and Analyzing Accessibility to Green-Blue Areas and Public Transportation : A study of Stockholm’s progress in achieving the United Nations Agenda 2030’s SDG 11." Thesis, KTH, Hållbar utveckling, miljövetenskap och teknik, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-254364.

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The rapid urbanization of populations from rural areas to cities calls for more sustainable focused urban planning to combat the negative effects of urban sprawl. The United Nations’ Agenda 2030 includes the 17 Sustainable Development Goals (SDGs) and 169 targets that aim to unite both developed and developing countries in transforming humanity and the planet for a more sustainable future. One of these goals is SDG 11, making cities and human settlements inclusive, safe, resilient and sustainable. A large part in achieving the targets of SDG 11 is measuring the current access urban residents have to things such as public green-blue spaces as well as public transportation. This thesis will aim to study Stockholm’s achievement of SDG 11 sub-targets 11.2 and 11.7 of Agenda 2030. In order to meet this aim, the following objectives will be pursued. The first objective is to study the degree to which Stockholm County currently has universal access to green-blue areas and public transportation by conducting a GIS-based analysis. The second objective is to improve our understanding of the socio-economic status of residents who have and do not have accessibility to green-blue areas and public transportation by statistically analyzing correlations between environmental and socio-economic indicators. The methodology included qualitative methodologies such as a literature review, interviews and collaborative focus group meetings with Södertörnsanalysen as well as quantitative methodologies such as spatial analysis and statistical analysis. The results show that while Stockholm has impressively high accessibility for its residents, it has yet to meet Agenda 2030 SDG 11targets 11.2 and 11.7 because the accessibility was not universal. The results also found that people with lower income, people who own their flats/homes and people with children have higher accessibility to green areas. It was also shown that people with higher income, people who rent their flats/homes and have no children have higher access to public transportation.This result can be expected as the bulk of people with higher incomes are living in the innercity where they have high access to urban services and rail stops, but not necessarily green areas. It is important to state that at 300 m from residencies, both access to green areas and access to public transportation is almost 100%. At 500 m from residencies, access to blueareas is close to 35 %, which is not almost complete, but still a high percentage since access to blue areas is a bit of a luxury. This thesis ultimately demonstrates the importance of understanding environmental and socio-economic indicators in urban planning especially if the goals of Agenda 2030 are to be met. This thesis also took steps towards building a methodology for quantifying accessibility and it is recognized that further studies can be conducted to further contribute to sustainable urban planning and development.
Den snabba urbaniseringen där människor flyttar från landsbygden till städer kräver en mer hållbar stadsplanering för att bekämpa de negativa effekterna av stadsutbredningen. FN:sAgenda 2030 innehåller 17 mål för hållbar utveckling (Sustainable Development Goals, SDG) och 169 delmål som syftar till att förena både utvecklade och utvecklingsländer i att omvandla mänskligheten och planeten för en mer hållbar framtid. Ett av dessa mål är SDG 11, vilket ska göra städer och mänskliga bosättningar inkluderande, säkra, resilient och hållbara. En stor del i att uppnå målen med SDG 11 handlar om den nuvarande tillgången stadsborna har till bland annat offentliga gröna och blå ytor samt kollektivtrafik. Arbetet syftar till att studera Stockholms måluppfyllelse när det gäller SDG 11 delmål 11.2 och 11.7 i Agenda 2030. Föratt mäta uppfyllelsen av dessa delmål har studien följande mål. Det första målet är att studera i vilken grad Stockholms län idag har allmän tillgång till gröna och blå områden och kollektivtrafik genom att genomföra en GIS-baserad analys. Det andra målet är att förbättra vår förståelse för den socioekonomiska statusen hos boende som har respektive inte har tillgång till gröna och blå områden och kollektivtrafik genom att statistiskt analysera sambandet mellan miljöinriktade och socioekonomiska indikatorer. Metoden innefattade kvalitativa metoder som litteraturöversikt, intervjuer och samverkande fokusgruppsmöten med Södertörnsanalysen samt kvantitativa metoder som rumslig analys och statistisk analys. Resultaten visar att medan Stockholm har imponerande hög tillgänglighet för sina invånare, har det ännu inte uppfyllt Agenda 2030 SDG 11 mål 11.2 och 11.7 eftersom det visades att tillgängligheten inte var universell. Resultaten visar också att personer med lägre inkomst, personer som äger sina lägenheter/hem och personer med barn har högre tillgänglighet till grönområden. Det visades också att personer med högre inkomst, personer som hyr sina lägenheter/hem och inte har barn har högre tillgång till kollektivtrafik. Detta resultat kan förväntas eftersom en stor andel personer med högre inkomster bor i innerstaden där de har hög tillgång till kollektivtrafik och urban service, men inte nödvändigtvis grönområden. På ett avstånd av 300 m från bostäder, är både tillgång till grönområden och tillgång tillkollektivtrafik nästan 100 %. Vid ett avstånd av 500 m från bostäder är tillgången till blåområden nära 35 % vilket är långt ifrån alla, men fortfarande en hög andel eftersom tillgång till vattenområden och stränder kan ses som lite av en lyx. Denna studie visar dessutom vikten av att förstå miljö- och socioekonomiska indikatorer i stadsplaneringen, särskilt om målen i Agenda 2030 ska uppfyllas. Denna studie tog också initiativ till att bygga en metod för att kvantifiera tillgängligheten, medan vidare studier behöver genomföras för att ytterligare bidra till stadsplanerings- och utvecklingssektorn.

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Dissertations / Theses on the topic 'Public transportation engineering'

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