Dissertations / Theses on the topic 'Transit lanes'

Tese (doutorado) - Universidade Federal de Santa Catarina, Centro de Comunicação e Expressão, Programa de Pós-Graduação em Letras/Inglês e Literatura Correspondente, Florianópolis, 2009
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Esta tese investiga uma série de filmes latino-americanos recentes, Y tu Mamá También, Diários de Motocicleta, Cinema, Aspirinas e Urubus, O caminho das Nuvens, O céu de Suely, and El Camino de San Diego que gravitam ao redor de questões como viagem, deslocamento, movimento. Tais filmes respondem ao impulso transnacional corrente e constroem o trânsito e uma crítica da (i)mobilidade. Tais trabalhos imaginam e (re)desenham construtos históricos e novas subjetividades na experiência da errância que ocorre nas corrosivas tensões de inclusão e exclusão. Assim, esses filmes sugerem uma nocção de (i)mobilidade que é simultaneamente movimento física entre locais - sinônimo de viagem, por exemplo - e um movimento politicamente carregado. As implicações políticas são múltiplas políticas, implicando uma reconsideração de noçoes como casa, nomadismo e pertencimento. Na trajetória nomádica desses filmes a força desterritorializadora do cinema constrói afiliações e oferece um espaço transnacional, transcultural e translocal para imaginar a política de dispersão na América Latina de nossos tempos.

Bus priority treatments such as busways, bus lanes and bus priority at traffic signals are all utilised in Australian metropolitan areas. These treatments are designed to reduce the travel time for buses and make this transportation mode more efficient and attractive. The common applications of such treatments for Australian conditions are assessed in this research to identify the travel time impacts of introducing bus priority. This will assist in the selection of bus priority measures on arterial roads for Australian conditions. The methodology applied here entails the identification of optimum conditions for using typical bus priority treatments. This research identifies the number of bus passengers necessary to justify various forms of bus priority treatments with varying traffic conditions. The traffic conditions modelled varied from low through to high degree of saturation for general purpose traffic on the road network. The resultant analyses demonstrated that as the degree of saturation increases, higher numbers of bus passengers are necessary to justify reducing the capacity by introducing bus priority. It is concluded however that an economic analysis using travel time costs should not be the only criteria used to identify the appropriate bus priority treatment. It is suggested that bus priority should be part of an overall traffic management approach in conjunction with cost disincentives to cars and appropriate marketing for public transport. The current trends in bus priority treatments are addressed by considering a case study for the Gold Coast Highway located on Queensland's Gold Coast. This work provides an evaluation of bus priority treatments and conditions for justification for such measures. The research summarises the impact of introducing bus lanes, transit lanes, bus priority at traffic signals and improved passenger information and ticketing systems for the Gold Coast Highway. The analysis indicates that journey time saving for buses of up to 20 percent may be achieved with these bus priority treatments.

A presente pesquisa analisará as características das políticas de transporte coletivo no Município de São Paulo, entre os anos de 2001 e 2010. Partindo do entendimento do modelo de desenvolvimento urbano vigente, o qual priorizou o transporte privado sobre rodas, individual, além de um perfil sócio-espacial segregador procuraremos definir quais foram as principais ações realizadas neste setor, considerando: a evolução histórica das políticas de transporte a partir do início do século XX; principais políticas públicas de transporte a partir de 2001 (implementações de corredores de ônibus, integração de modais, implantação de bilhete único etc); análise das repercussões destas políticas na dinâmica concreta da mobilidade urbana. Também pretendemos interpretar as relações das administrações municipais que governaram a cidade nesse período (gestão Marta Suplicy 2001 - 2004 - gestão José Serra/Gilberto Kassab 2005 - 2008 - e gestão Gilberto Kassab 2009 - 2010) com os principais agentes urbanos envolvidos (elite política municipal, empresários e empreendedores urbanos, sociedade civil e usuários de transportes públicos e privados, principalmente) e outros grupos de interesse, analisando de que maneira e por meio de quais instrumentos as políticas públicas de mobilidade urbana foram desenvolvidas.
This research aims to analyze the characteristics of collective transportation policies in São Paulo, between 2001 and 2010. Based on the understanding of the current urban development model, which gave priority to individual and private transport on wheels, as well as a socio-spatial segregated role - we will try to define what were the main actions undertaken in this sector, considering: the historical evolution of transport policies from the early twentieth century, major public transport policy since 2001 (implementation of bus corridors, modal integration, implementation of the Bilhete Único ticket etc.), analysis of the impact of these policies on the dynamics of the urban mobility. We also intend to interpret the relationships between the municipal administrations that governed the city during this period (governments of Suplicy - 2001 2004, Serra / Gilberto Kassab - 2005 2008, and Gilberto Kassab - from 2009 to 2010) with the main agents involved with the urban dynamics (municipal political elite, businessmen and urban entrepreneurs, civil society and users of public and private transport, mainly) and other interest groups, analyzing how and through which instruments the urban mobility public policies have been developed.

The study looks at the applicability of integrating a Bus Only Shoulder (BOS) into the intermittently congested segment of US 101 in southern San Luis Obispo County. Policy, infrastructure and implementing criteria derived from case studies in Minnesota, Florida and California (San Diego) and the 2007 California Decision Document on BOS are applied to conditions in the region. One measure of performance, time savings, is projected to 2025 to determine the value of integrating the program by that horizon year. Given the substantial potential for time savings in that future year, recommendations are made to create the appropriate policy and infrastructure environment for the program.

Value pricing is now an accepted strategy for congestion and demand management in metropolitan areas. Along with alternate congestion management strategies, many transportation agencies have started looking at value pricing as a method to help financial shortfalls of new congestion management projects. Value pricing allows revenue collected from toll facilities to reduce operational concerns with underutilized High Occupancy Vehicle (HOV) facilities and relieves environmental concerns by reducing travel demand. Recently, transportation agencies have become increasingly interested in a high-occupancy toll (HOT) lane value pricing system with time-dependent tolls or dynamic tolls that change by the congestion level. However, there is a lack of proper travel demand forecasting tools that can evaluate and determine the impacts of pricing on travelersâ decision in relation to congestion. The current methods use aggregated and zonal based approaches that lack the capability of tracing individual travelers through the supply network in order to capture his/her travel decisions as it pertains to the estimated cost for toll usage. The conventional models do not consider individual traveler socio-economic characteristics, particularly the heterogeneous value of time (VOT). TRANSIMS (Transportation Analysis Simulation System) differs from current travel demand forecasting methods in its underlying concepts and structure. These differences include a consistent and continuous representation of time, a detailed representation of persons and households, time-dependent routing, and a person-based Microsimulator. The TRANSIMS Microsimulator is the only simulation tool that maintains the identity of the traveler throughout the simulation and is capable of accessing the database of each individual (e.g., income, age, trip purpose). It traces the movement of people as well as vehicles on a second-by-second basis. Although TRANSIMS environment has significantly improved over the past few years, there are still issues that need to be improved upon including: the pricing of a HOT lane with dynamic tolls and the rescheduling of activities (i.e., departure time choice model) in response to network conditions. The primary objectives of this study are to improve functions of TRANSIMS by modifying source codes in order to utilize non-linear, individual VOT function in route choice of a HOT lane value pricing system, to implement 15-min dynamic tolls that vary by level of service (i.e., volume/capacity ratio) in the HOT lane(s) and to develop departure time choice model. Testing the proposed methodologies using real-world data as case studies and evaluating the impacts of dynamic tolls and/or departure time choice model are other objectives of this study. The test site of the HOT lane system is a segment of I-5 northbound from Hwy 217 to I-405 near the central business district (CBD) in Portland metropolitan region, Oregon. The experimental analyses of the application of dynamic tolls and individual VOT demonstrate the feasibility of the proposed simulation methodology. The outputs from the microscopic analysis clearly indicate the effectiveness of the analysis in scrutinizing travelersâ route choice behavior based on different socio-economic and travel characteristics when different toll rates are applied. The effects of individual VOT on route choice are consistent with intuition; that is, travelers with higher VOTs are more likely to choose the HOT lane(s). In addition, the impacts of various tolls on route choice are analyzed on the basis of socio-economic and trip characteristics of each traveler. In addition to the development of the dynamic value pricing along with individual VOT, the departure time choice model is also developed. The proposed method is a post-processing of route choice and represents a sequential decision making process of travelers who want to depart early or late based on congestion, individual attributes and activity characteristics. This paper presents the results of a departure time choice model and its impacts on a HOT lane system using Portland, Oregon as a case study. The results show that 13.9% of households did change their departure time because of congestion and/or tolls.
Ph. D.

High-Occupancy toll (HOT) lanes allow lower-occupant vehicles (LOVs) to use a HOV lane for a fee, while maintaining free travel to qualifying HOVs. HOT lanes are gaining interest throughout the country as a strategy for meeting multiple performance objectives in congested urban freeway corridors. Currently there are ten fully operational HOT lanes around the country in seven different states and this research examined the nine of them (excluding I-35 W). Even with only a handful of operational HOT lane projects, there is great diversity in terms of HOT lane design and operations. With HOT lane implementation there are many issues, including: toll rates, vehicle occupancy requirement, number of access points, and safety. This research examined (i) the different factors which lead to the development of the HOT lanes in their respective corridors (ii) the objectives of the HOT lanes (iii) changes made in the corridor due to HOT lane implementation (iv) the different impacts of the HOT lanes and (v) the extent to which the objectives of the HOT lanes were achieved. Using three pairs of HOT lanes with similar design and operational characteristics, comparisons were made to examine the impacts of the similar HOT lanes in two different corridors. With the strict registration requirement for HOV3+ on the I-95 Express Lanes there were indications that some carpoolers broke up in to lower occupancy vehicles. Tolled access for HOV2s on I-95 as well as the SR 91 Express Lanes resulted in lower usage of the Express Lanes by the HOV2s (fewer than 30 percent of the total corridor HOV2s) as compared to a conventional HOV lane (60 percent) where HOV2 access is free. The effect of availability of transit on the HOT lanes can also be seen from SR 91 as compared to I-95. On SR 91, the Express bus does not use the Express Lanes and there was almost no change in its ridership after the Express Lanes were implemented. However, on I-95, the Express bus uses the Express Lanes and travel time of buses decreased by 17 minutes due to Express Lanes implementation. The Express bus ridership also increased by 30 percent. On the SR167 and I-25 HOT lanes, the exogenous factors like gas prices and economic recession seemed to influence the usage of the HOT lanes. In both the HOT Lanes, carpool usage was positively correlated to the gasoline prices. On I-25, the increasing unemployment rate coincided with the decreasing toll paying travelers. On SR 167 there were also indications of mode shifts among the transit, carpool and toll paying SOVs due to fluctuating gas prices. With declining gas prices, the transit and carpool usage went down while toll paying users increased. An inverse relationship between the convenience of access points and the safety perceived by the HOT lane users was found. For example, I-15 Express Lanes in Salt Lake City reduced the access points from unrestricted with the previous HOV lanes to limited with the Express Lanes. As a result, more predictable merging led to an increase in the perceived safety of the Express lanes as well as the speed of the corridor. On the other hand, some carpoolers mentioned not using the Express Lanes anymore because of access inconvenience. The access inconvenience was also mentioned by previous carpoolers in HOV lanes on I-95 as one of the reasons for not using the Express Lanes. These findings underscore the importance of outreach programs during the planning process of the HOT lanes to minimize the confusion among the previous users of the HOV lanes and spreading awareness among them regarding the increased safety benefits.

碩士
國立成功大學
交通管理科學系
103
Bus Rapid Transit is the key policy of the government to solve the public transportation problem in Taichung area for many years. The setting up of BRT lanes can enhance operational efficiency of bus, because it can improve reliability and quality of bus service, and also help reducing operating costs. Though BRT lanes can solve traffic conflict of bus and motorcycle when bus want to approach the bus stop. There are still many problem cannot be expected during planning and pilot phase. Therefore, we discuss for the influences on road safety before and after the BRT lanes set up in this study. First, we have to understand the category of bus lanes and compare their advantages and disadvantages. We will know traffic accident trends and collision patterns before and after setting up BRT lanes by analyze the accident data. Through advance postmortem analysis, We can know that if BRT lanes changed accident vehicles, location, and collision types. Next, we tried to analyze traffic accident data summarized the main cause of the accidents by Logistic Regression Model. Last, according this study, we want to provide some reference to government, helping to improve traffic accidents on Taiwan Boulevard and the building of BRT road network. According to this research result, the setting up of Taichung BRT lanes really makes influence on Taiwan Boulevard, and it changes collision patterns and accident characteristics. In this data, the number of accident increased in every month during the same period. The main cause of the accident are mostly ‘did not pay attention to the road ahead of the vehicle’ or ‘did not keep a safety distance or spacing. Moreover, in collision patterns, rear-end collision is most notable of all. The government should set up some policy to improve traffic safety.

碩士
國立臺灣大學
土木工程學研究所
99
Exclusive bus lane could effectively enhance the efficiency of bus operation, and divert the mixed traffic to reduce the rate of accident. While the demand in exclusive bus lane is growing along with urban development, bus lane capacity gradually could not satisfy the demand, and then the insufficient capacity causes the phenomenon of bus queues. It has been recognized that bus rapid transit (BRT) could be one of the alternatives to increase the operation efficiency and service quality of the exclusive bus lane. Exclusive bus lane has been considered as Pre-BRT system. It has the features of low investment cost, short construction period, high operation performance, and flexible service routes. This study aims to develop an analytic model to explore cost and benefits of exclusive bus lane and BRT and their comparative advantages. Taipei Jen-Eye Exclusive Bus Lane has been used as the case study. It is shown that comparatively small benefit could be obtained by transforming the exclusive bus lane into a BRT system. It is mainly due to a short corridor. It is also shown from the sensitivity analysis that there is a threshold for obtaining significant benefits by the transforming the bus lane into BRT. Mathematical model developed and results of numerical case shown in this study can be used for planning guideline of BRT system.

碩士
國立交通大學
交通運輸研究所
88
The research is aimed to compare light rail transit and exclusive bus lane based on two items, the cost and the performance. The systematic and operational characteristics in running a light rail transit is taken into account in estimating the input and output quantity of the system. Reasonable cost per unit is substituted for such purpose to get the construction and operation cost of the system. The finding is then compared with Taipei Bus Routes'' existing operational costs.On the performance aspect, the research attempts to evaluate the impacts that both transportation modes could have on its respective users and non-users, based on information obtained from the actual application of the two systems in both the domestic and international regions.Finally, the research compares the applicability of light rail transit and exclusive bus lane from the point of views of operator, the government and the whole system. Operators are found to support the exclusive bus lane, which has a lower cost per kilometer compared with the light rail. It''s noted that bus lanes incur no additional construction costs for bus operators, but could lower the operational costs of bus systems, hence generating more revenues for the operators.Similar results were found when evaluating from the point of view of the government. Light rail transit, though might help to improve public transport service and cut down air pollution, poses the threat of worsening existing road traffic and spoiling the city image. On top of that, the construction cost for light rail transit is relatively higher than that of the exclusive bus lane, which could help upgrade existing bus service level and improve road traffic on the whole. Hence, the government will favor the bus lane over the light rail.From the overall point of view of the whole system, light rail transit is preferred to exclusive bus lane when the transit volume exceeds 8,550 passengers per direction per hour, with the passenger-kilometer cost of light rail transit found lower than the exclusive bus lane''s.On the performance aspect, light rail transit beats exclusive bus lane in terms of service level, transportation capacity, and operating speed, besides improving the air quality. The conclusion is that exclusive bus lane will only provide short-term solution to existing traffic problems, but could not improve the public transportation service and air quality in the long run. Therefore, from the overall point of view of our society, construction of light rail transit is more beneficial plan in the long run.

碩士
長榮大學
土地管理與開發研究所(在職專班)
94
Conflict is being perceived and accepted as inevitable in a stressful engineering project. Therefore, the sources of conflict should be identified and the corresponding appropriate resolutions should be applied. When conflict is appropriately managed, it could be constructive and even add substantial value to an organization. This study examines the use of different conflict resolutions in actual case study that is conflict management in acquisition of lands for mass rapid transit project. Conflict management concepts, techniques and tools and their use to improve project team’s efficiency and effectiveness have been studied.

碩士
國立交通大學
交通運輸研究所
88
Most local governments of major cities in Taiwan are aggressively planning to build mass rapid transit. It is believed to be the solution of the heavy traffic. However,the high costs and long construction periods make some local governments tend to choose light rail transit. Basically, the light rail transit and exclusive bus lane operating in Taipei are very similar in the aspect of type. Here, this research mainly focuses on comparing the performance of the light rail transit and the exclusive bus lane in terms of the capacity and the operation speed. The research first projects the capacity and operation speed of each mode, and then compares and analyzes the relationship in between. In the past, there were several researches about capacity of exclusive bus lane. Now, the research is to select the most appropriate one and applies it to the calculation. The same method is used to do the operation speed estimation. As for the light rail transit, a system simulation method is used to estimate all activities during the operation process. And then, the output is used for comparison. After the comparison, the capacity of exclusive bus lane is 9803 passengers per hour. It''s a little bit higher than that of the 6-axis light rail transit under partial priority(9720 passengers per hour). However, when exclusive bus lane reaches it''s capacity, the operation speed is only 8.18 kilometer per hour. It''s much slower than all kinds of light rail transit system at full capacity. As a result, if we want to increase the capacity of exclusive bus lane by shortening the headway of buses, a serious delay will probably occur. On the other hand, it will not be of the same problem in light rail transit system because of the block signaling. Finally, the relationship between the capacity and operation speed is analyzed, and then, conclusion and suggestions for this study are outlined.

Smart Growth is a comprehensive approach to planning that aims to shape more compact and well-connected communities across the United States. Among its principles are leveraging existing infrastructure, developing around transit, providing a mix of housing types and price ranges, and increasing community participation in the planning process. However, research suggests the comprehensive approach at times obscures potential tensions between these principles, in particular when Smart Growth principles are applied to a specific property. This is the case in Austin, Texas’ Lamar/Justin Lane TOD, where the City of Austin is currently evaluating development scenarios for a publicly-owned 5.6 acre parcel located within the TOD area. How equity and access is addressed in Smart Growth comes to fore in conversations between the City and affluent, neighborhood residents. This report examines the history of Smart Growth, reviews its implementation in cities across the U.S., and considers how the City of Austin may learn from other cities.
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