Дисертації з теми "Bus stops"
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1
Mohamed, Hisham Fathima Faheema. "Modelling bus stop capacity for on-street, mid-block, off-line bus stops." Thesis, Queensland University of Technology, 2020. https://eprints.qut.edu.au/135968/1/Fathima%20Faheema_Mohamed%20Hisham_Thesis.pdf.
Анотація:
This thesis identified elements and processes that influence capacity of an on-street bus stop. Factors that affect capacity were quantified and a new mathematical model was developed to account for adjacent lane traffic flow rate, upstream average waiting time, degree of saturation of the adjacent lane and degree of saturation of the loading area. This research is an improvement of Transit Capacity and Quality of Service model and can be used to test a wide range of operational protocols, in terms of capacity.
2
Chan, Su-yee. "The value of real time information at bus stop in Hong Kong." Hong Kong : University of Hong Kong, 2002. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25263201.
3
Kim, Wonho. "An improved bus signal priority system for networks with nearside bus stops." Texas A&M University, 2004. http://hdl.handle.net/1969.1/1460.
Анотація:
Bus Signal Priority (BSP), which has been deployed in many cities around the world, is
a traffic signal enhancement strategy that facilitates efficient movement of buses
through signalized intersections. Most BSP systems do not work well in transit
networks with nearside bus stop because of the uncertainty in dwell time. Unfortunately,
most bus stops on arterial roadways are of this type in the U.S.
This dissertation showed that dwell time at nearside bus stops could be modeled
using weighted least squares regression. More importantly, the prediction intervals
associated with the estimate dwell time were calculated. These prediction intervals were
subsequently used in the improved BSP algorithm that attempted to reduce the negative
effects of nearside bus stops on BSP operations.
The improved BSP algorithm was tested on urban arterial section of Bellaire
Boulevard in Houston, Texas. VISSIM, a micro simulation model was used to evaluate
the performance of the BSP operations. Prior to evaluating the algorithm, the
parameters of the micro simulation model were calibrated using an automated Genetic
Algorithm based methodology in order to make the model accurately represent the
traffic conditions observed in the field.
It was shown that the improved BSP algorithm significantly improved the bus
operations in terms of bus delay. In addition, it was found that the delay to other
vehicles on the network was not statistically different from other BSP algorithms
currently being deployed. It is hypothesized that the new approach would be
particularly useful in North America where there are many transit systems that utilize
nearside bus stops in their networks.
4
Kwok, Kan-wah Steven, and 郭耿華. "Documenting the evolution of signage and shelters for buses in Hong Kong (1960s to 2000s)." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2012. http://hub.hku.hk/bib/B48345192.
Анотація:
Hong Kong has an extensive network of public bus services covering almost all areas of Hong Kong Island, Kowloon, New Territories and Lantau Island. It is doubtless that the long history and reliable public bus service for the general masses has helped make Hong Kong achieving a world-class efficient and comprehensive public transport network.
The operation of bus services can be traced back to the 1920's when, in 1921, the Vehicles and Traffic Regulation Ordinance set out the fares, stopping points and bus specifications for four bus routes serving Kowloon Peninsula. The first franchises were awarded in 1933 to China Motor Bus Company Ltd and Kowloon Motor Bus Company (1933) Limited (KMB). The third franchised bus company was New Lantao Bus Company (1973) Ltd which has operated franchised services on Lantau Island since 1979. In 1991 Citybus Limited, which since 1979 had operated a shuttle service for United Services Dockyard workers with a single bus and, later, some residential services, was granted a franchise for operating one Hong Kong Island bus route and further routes from 1993 and 1995. In 1998 CMB's history of operating bus services came to an end when New World First Bus Services Limited (NWFB) won the tender to operate 88 routes previously operated under CMB's franchise. However, with diverse and primarily private nature of bus operators, and the lack of motivation and hence regulations of any sort of the then colonial government and current SAR Government in mandating the documentation of bus-related relics and archive, there is no policy, mechanism or institution of any sort to provide records of history of this important form of public transit service in Hong Kong.
Streets are the foreground of our buildings and the backdrop to everyday lives and contain valuable cultural symbols. The number of signs, bollards and guardrails are increasing over the years, without intended coordination. This result in streetscape which is unsigtly and seemingly lacking character. The example of England in rediscovering and preserving the street character is noteworthy. Since England has launched campaign of “Save Our Streets”, every sign has been concerned in towns or villages, such as traditional traffic direction signs, or “fingerposts”, which are a cherished feature of the English countryside and suburbs. English Heritage has joined forces with the Department for Transport to call on local authorities to retain, repair and
reintroduce fingerposts where appropriate.
Back to Hong Kong, as time passed, some of the bus service companies which have witnessed the historic development of this important service have either closed down or changed their business direction. All of the historic information has been lost other than their financial report. Antique bus stop or signs were nowhere to be found. Those information may only gather from some of the bus fans’ collection.
To remedy such anomaly and loss of historic information, a designated library or museum should gather the history of bus services information at the past with easy public access. And instead of relying on the will and interest of individual companies, the government should at lead take the lead in coordinating such work.published_or_final_version
Conservation
Master
Master of Science in Conservation
5
Dehideniya, Udugamage Ranasinge Wathsala Jayanthi. "Saturation flow at a signalised intersection approach with a downstream bus stop and bicycle lane." Thesis, Queensland University of Technology, 2019. https://eprints.qut.edu.au/126795/1/Wathsala_Dehideniya%20Udugamage%20Ranasinge_Thesis.pdf.
Анотація:
As the demand for transit service rises, buses are more prevalent on roadways; hence, it is important to evaluate the impact of transit buses on the local traffic stream. This research employed a novel methodology to study the influence of offline bus stops on traffic flow rate at signalised intersections. The re-entry process of stopping buses at signalised intersections causes impact on general traffic flow. In the past, no study has been analysed the impact of a downstream, offline bus stop with adjacent bicycle lane upon traffic flow rate across the stop line at a signalised intersection. Data analysis confirmed that re-entering buses impacted the general traffic flow across the stop line more than the other events analysed. However, traffic flow returned to steady state after the second car crossed the stop line. An adjustment factor to traffic flow rate was developed to reflect the impact of the re-entering buses of the far-side off line bus stops at signalised intersections.
6
Yuksekol, Irem. "Evaluation Of Pedestrian Safety Around Bus Stops Using Geographic Information Systems." Master's thesis, METU, 2012. http://etd.lib.metu.edu.tr/upload/12614977/index.pdf.
Анотація:
Pedestrians are the most vulnerable road users in terms of traffic safety. Public transit users mostly have a pedestrian trip before and/or after the transit one. Thus, pedestrian activity is produced at transit stops naturally. The main focus of this study is pedestrian safety problems around transit stops, more specifically bus stops. The proposed methodology first includes Geographic Information Systems (GIS) analyses of the pedestrian safety along the study corridors and around bus stops on themthis enables determination of accident-prone corridor segments and bus stops, respectively. Later, two analyses are studied to understand their correlation. Finally, linear regression analyses are performed to find the significant factors affecting pedestrian safety. These analyses use parameters created in the GIS analyses in the first part, as well as others (i.e. built environment, traffic network, etc.) that have potential impact on pedestrian movement or safety. In corridor safety models, the number of pedestrian accidents or accident density (or some transformation of them) is used as the dependent variable
while it is selected as the total number of accidents within a selected buffer zone in the bus stop safety models. The case study corridors are selected based on the high density of pedestrian accidents in Ankara, including the Central Business District (CBD) and four main arterials serve from CBD to different regions. The bus stops on corridors with high motorized and pedestrian flows are found to be more critical than others.
7
Wu, Wanyang. "Optimization Models for Selecting Bus Stops for Accessibility Improvements for People with Disabilities." FIU Digital Commons, 2009. http://digitalcommons.fiu.edu/etd/224.
Анотація:
Bus stops are key links in the journeys of transit patrons with disabilities. Inaccessible bus stops prevent people with disabilities from using fixed-route bus services, thus limiting their mobility. The Americans with Disabilities Act (ADA) of 1990 prescribes the minimum requirements for bus stop accessibility by riders with disabilities. Due to limited budgets, transit agencies can only select a limited number of bus stop locations for ADA improvements annually. These locations should preferably be selected such that they maximize the overall benefits to patrons with disabilities. In addition, transit agencies may also choose to implement the universal design paradigm, which involves higher design standards than current ADA requirements and can provide amenities that are useful for all riders, like shelters and lighting. Many factors can affect the decision to improve a bus stop, including rider-based aspects like the number of riders with disabilities, total ridership, customer complaints, accidents, deployment costs, as well as locational aspects like the location of employment centers, schools, shopping areas, and so on. These interlacing factors make it difficult to identify optimum improvement locations without the aid of an optimization model. This dissertation proposes two integer programming models to help identify a priority list of bus stops for accessibility improvements. The first is a binary integer programming model designed to identify bus stops that need improvements to meet the minimum ADA requirements. The second involves a multi-objective nonlinear mixed integer programming model that attempts to achieve an optimal compromise among the two accessibility design standards. Geographic Information System (GIS) techniques were used extensively to both prepare the model input and examine the model output. An analytic hierarchy process (AHP) was applied to combine all of the factors affecting the benefits to patrons with disabilities. An extensive sensitivity analysis was performed to assess the reasonableness of the model outputs in response to changes in model constraints. Based on a case study using data from Broward County Transit (BCT) in Florida, the models were found to produce a list of bus stops that upon close examination were determined to be highly logical. Compared to traditional approaches using staff experience, requests from elected officials, customer complaints, etc., these optimization models offer a more objective and efficient platform on which to make bus stop improvement suggestions.
8
Li, Huan. "Assessment of an Optimal Bus Stop Spacing Model Using High Resolution Archived Stop-Level Data." PDXScholar, 2011. https://pdxscholar.library.pdx.edu/open_access_etds/244.
Анотація:
In practice, the design of bus routes and stop placement involves calculated trade-offs between service frequency, quality, and access. Increased stop density improves access but contributes to slow operating speeds and increased operating costs. In this thesis, a optimized bus stop spacing model is applied using the high resolution archived stop-level bus performance data from the Bus Dispatch System (BDS) provided by TriMet, the regional transit provider for the Portland metropolitan area. Two cost components are considered in the stop spacing model including passenger access cost and in-vehicle passenger stopping cost, and are combined and optimized to minimize total cost. A case-study is presented using one year's stop-level data from one bus route 19 in Portland, Oregon. The analysis considered both inbound and outbound stop spacing and determined the optimal average stop spacing based on an all-day, peak and off-peak time periods. Based on the analysis considering inbound trips over the entire day, the theoretical optimized bus stop spacing was about 1,200 feet, as compared to the current value of 890 feet. This paper also builds on the all day analysis and focuses on inbound and outbound trips during peak periods, resulting in optimized spacing of about 1,300 feet. The peak hour demand has a significant impact on the transit operation. A bus stop consolidation scheme is proposed for the analyzed bus route considering the peak hour transit demand. Finally, the thesis discusses trade-offs and presents an estimate of transit operating cost savings based on the optimized spacing. Given the growing availability of high-resolution archived data, the thesis illustrates that this modeling tool can be applied in a routine way across multiple routes as part of an ongoing service planning and performance measurement process.
9
Chan, Su-yee, and 曾淑儀. "The value of real time information at bus stop in Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2002. http://hub.hku.hk/bib/B3194565X.
10
Mendoza, Francis, Mayling Tong, Manuel Silvera, and Fernando Campos. "Microsimulation of Public Transport Stops for the Optimization of Waiting Times for Users Using the Social Force Model." Smart Innovation, Systems and Technologies, 2021. http://hdl.handle.net/10757/653780.
Анотація:
El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado.Cities in the world aim to ensure the mobility of people, through the implementation of efficient Integrated Transportation Systems (ITS). This aims to improve the transport of people, which guarantees that they can be mobilized safely and without delays in the terminals and bus stops of the public transport system. The present article proposes a design of public transport stops aimed at optimizing the waiting time of users when transferring from one bus to another. For the validity of the proposal, the social force model of the Vissim program was used, where the behavior of the users within the bus stops was reflected. The results showed that the waiting times in the calibrated and validated microsimulation model were optimized by approximately 20%, which generates an improvement in the efficiency of the public transport system.
Revisión por pares
11
Eranki, Anitha. "A model to create bus timetables to attain maximum synchronization considering waiting times at transfer stops." [Tampa, Fla.] : University of South Florida, 2004. http://purl.fcla.edu/fcla/etd/SFE0000225.
12
Silveira, Christopher. "User information and the bus stop: designs and applications in the United States and Canada." Thesis, Georgia Institute of Technology, 2013. http://hdl.handle.net/1853/47530.
Анотація:
Bus stops are interwoven into the urban landscape, providing direct access to the transit system and offering upfront information to users. This contact creates an ever-present opportunity for transit agencies to market their services to the public and attract ridership. The purpose of this thesis is to help transit agencies exploit this opportunity through the development and deployment of user information. The thesis examines how agencies are leveraging bus stop infrastructure in the United States and Canada. Site visits were conducted at twenty-nine transit agencies across the continent with observations photographed and processed into matrices. The photographs provide examples of innovative ways in which agencies have employed elements, while the matrices reveal the current state of the practice. The thesis concludes with recommendations for the conceptualization and development of bus stop signage that integrate many of these innovative elements as well as ADA regulations to improve user information at transit agencies.
The findings of this thesis may be of interest to transit agencies that are seeking to construct a new or improve upon an existing user information system as well as to those interested in or studying public transit, wayfinding, or environmental graphic design. While there exists a large degree of difference as to the level of information that is made available to users in different transit agencies, all agencies have room to improve.
13
Adama, Blekou. "Assessing the walking access to bus stops in Umeå urban area and the relationship with the socio-economic characteristics." Thesis, Umeå universitet, Kulturgeografi, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-148801.
Анотація:
To reduce greenhouse gas emissions in the atmosphere and protect the environment, Swedish cities are heavily invested in sustainable development by developing pedestrian roads and intensifying public transport. Their goal is to make the population less dependent on cars by facilitating accessibility to transit transport. The urban area of Umeå (Sweden), which is experiencing an annual increasing of it population due to urban development, includes 244 km of pedestrian or bike routes and an intensified bus network. The purpose of this paper is to evaluate the walking accessibility of the population at bus stops and to analyze the socio-economic relationship. The use of GIS tools allowed to calculate the proportion of the population and the houses around the bus stop, the average distance accessibility. The use of 3D allowed the observation of access constraints related to the topography and to calculate the slope. The use of the multiple regression model has analyzed the relationship between the shortest accessibility distance and the socio-economic factors that are the income, gender and age. The results show that the average distance of access to the bus stop is 186m. 99.2% of the population lives within 800m from the bus stops. The results of the regression showed that income is the main factor that pushes people to take the bus and live in certain types of housing. The observation of the 3d map and the calculation of the slope made it possible to know the neighborhoods established in the hill and whose residents are susceptible to spend more energy than the other inhabitant living on flat ground. The results mean that most people living in the urban area of Umeå have good access to the bus stop whatever the social group, the level of income and the type of housing.
14
Moore, Adam. "An Empirical Study of Particulate Matter Exposure for Transit Users at Bus Stop Shelters." PDXScholar, 2012. https://pdxscholar.library.pdx.edu/open_access_etds/870.
Анотація:
Congested traffic corridors in dense urban areas are key contributors to the degradation of urban air quality. While waiting at bus stops, transit patrons may be exposed to greater amounts of vehicle-based pollution, including particulate matter, due to their proximity to the roadway. Current guidelines for the location and design of bus stops do not take into account air quality or exposure considerations. This thesis provides a unique contribution to roadside air quality studies and presents an innovative method for the consideration of bus shelter placement. Exposure to roadside pollutants is estimated for transit riders waiting at three-sided bus stop shelters that either: 1) face roadway traffic, or 2) face away from roadway traffic. Shelters were instrumented with particulate matter monitoring equipment, sonic anemometers for wind speed and direction, and vehicle counters capable of categorizing vehicles by length. Temperature and relative humidity were gathered from a nearby monitoring station. Data were collected for two different days at three shelters during both the morning and afternoon peak periods for a total of eleven data periods. Bus shelter orientation is found to significantly affect concentration of four sizes of particulate matter: ultrafine particles, PM1, PM2.5, and PM10. Shelters with an opening oriented towards the roadway were observed to have significantly higher concentrations inside the shelter than outside the shelter. In contrast, shelters oriented away from the roadway were observed to have significantly lower concentrations inside the shelter than outside the shelter. The differences in average particulate matter concentrations are statistically significant across all four sizes of particulate matter studied. Additional correlation and linear regression investigation reveals interactions between particulate concentrations and built environment characteristics, vehicle flow, and weather conditions. Temperature and relative humidity played a large role in the diurnal variation of average concentration levels. In all instances, particulate concentrations were greater during the morning period, often substantially so. Particulate concentrations are shown to vary based on both wind speed and direction. Vehicle flow is correlated with particulate levels, though significance is not consistent. Lagged vehicle flow is demonstrated to be more consistently significant. Regression analysis suggests weather factors such as wind, temperature, and relative humidity explain roughly 70% of particulate variation, while vehicle flow explains less than 6%.
15
Atmodiwirjo, Paramita. "Multiple affordances of urban public places : a study of adolescents' use of bus stops for waiting and hanging out in Jakarta, Indonesia." Thesis, University of Sheffield, 2005. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.421134.
16
Lindén, Philip. "Improving accessibility to the bus service : Building an accessibility measurement tool in QGIS." Thesis, Umeå universitet, Institutionen för geografi, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-185145.
Анотація:
Satisfactory public transportation (PT) should enable people to reach attractive destinations and desired activities fast, comfortably, safely, and affordably. When PT fails to do so it will have negative effects on the overall accessibility in a society. Evaluating a PT system essentially means measuring to what extent the demand from the users is met, and for such an analysis understanding the concept of accessibility is paramount. Whether an individual will experience a high or a low level of accessibility will likely depend on their personal capabilities, as well as on the surrounding environment. Barriers obstructing an individual from using PT could for example be of physical of phycological nature or come in the shape of public space management disproportionally favoring certain groups of society. Low accessibility can thus be linked to social exclusion, since when a person cannot reach important destinations, their chances to participate in society will be subdued. To measure the accessibility of a PT system, and how a PT system affects the overall accessibility of a destination, it is common practice to use indicators that can represent different categories of social exclusion. This approach was the basis for constructing the performance measurement tool called Bus Stop Ranking Algorithm (BSRA) which was created in the QGIS application Graphical Modeler. BSRA calculates the usefulness of bus stops by counting the number of vulnerable groups, the number of workplaces, and the total population within comfortable walking distance from bus stops, as well as comparing travel times by car and bicycle from residential areas to important locations. The tool was ordered by a private PT company which will use it to make decisions regarding e.g., creating new bus stops, or for relocating, removing, or redesigning existing bus stops or bus routes. The Swedish municipality Lidingö was used as the study area to demonstrate how to use BSRA and how to interpret its output. Using equal weights for all indicators, it was discovered that 9 bus stops in the southern part of Lidingö could be regarded as particularly useful compared to the other 207 bus stops in the municipality. Variables such as the space-temporal component, i.e., changes during the day were not used. Socio economic factors such as segregation were also not highlighted, since all indicators had the same effect on the total scores. Adjusting the weights for some indicators could expose underlying dynamics affecting the total scores for the bus stops and help the PT company make design changes where they will be needed the most.
17
Trindade, Patricia Michele Pereira. "EFICIÊNCIA DAS PARADAS DE ÔNIBUS EM SANTA MARIA, RS, AVALIADO A PARTIR DE GEOPROCESSAMENTO." Universidade Federal de Santa Maria, 2014. http://repositorio.ufsm.br/handle/1/9404.
Анотація:
Coordenação de Aperfeiçoamento de Pessoal de Nível SuperiorIn this work we highlight the importance of urban planning, which finds in geoprocessing an ally to a spatial data analysis in the city. In this context, the objective of the present research is to analyze the suitability of the main bus stops in the urban transport in the city of Santa Maria. In order to achieve this goal, we have developed the following methodological steps: 1) bibliography review; 2) definition of the principal bus stops studied; 3) registration of the main bus stops; 4) after collected all bus stops, they were sent to the software ArcGIS Server Workgroup Standart 9.3; 5) it was drawn up a map for each bus routes containing the itinerary and its respective bus stops as well as the development of thematic maps with information about population density and income; 6) it was examined the infrastructure of each bus stop with the aim at classifying each bus stop according to the bibliography selected. In this sense, it was registered the following bus stops of the collective urban transport: Tancredo Neves, UFSM-Faixa Velha, Bombeiros-Faixa Velha, Santa Marta, Prado, Cohab Fernando Ferrari Faixa Nova e Faixa Velha, Alto da Boa Vista, 7 de Dezembro, UFSM-Faixa Nova, Tancredo Neves-Campus, Bombeiros-Faixa Nova, Camobi. As results, it was registered 347 bus stops and analyzed that most itineraries of bus stop routes are downtown and in East regions, demonstrating that the majority of people s displacement in those regions happens due to their jobs and studies. It was possible to find five sorts of bus stops: 29 bus stops with signposting and shelter, 139 with only shelter, 24 with shelter in bad conditions, 40 only with signposting and 115 with any identification. Considering the bibliography used in this research, 232 bus stops could be classified as formal bus stops and the rest of them as informal ones due to the fact that they did not present any kind of signposting. Taking into account physic aspects, 177 bus stops were classified as simple ones. Only 29 bus stops could be considered complete ones and in order to classify them as complex ones, they should have presented more equipment. Consequently, less than 1% of all bus stops analyzed presented all equipment. It is also important to highlight that the bus stops studied in this research with less infrastructure were located in areas of the city in which the responsible for the residence earns until 2 minimum wages. Bus stops with better structure presented only 8, 35% from the total amount of bus stops analyzed in the research.
No trabalho destaca-se a importância do planejamento do meio urbano, tal ação encontra no geoprocessamento um aliado para análise espacial de dados em uma cidade. Inserido neste contexto, o objetivo desta pesquisa foi analisar a adequabilidade das paradas de ônibus das principais linhas realizadas pelo transporte coletivo urbano na área urbana do Município de Santa Maria, RS. As etapas metodológicas: 1) revisão de bibliografia; 2) definição das linhas de ônibus que foram abordadas; 3) registro dos pontos de paradas de ônibus em campo; 4) após ter coletado todos os pontos de paradas de ônibus os mesmos foram importados no software ArcGIS Server Workgroup Standart 9.3; 5) foram elaborados mapas de cada uma das linhas de ônibus, constando o itinerário e suas respectivas paradas de ônibus, como também os mapas temáticos com informações sobre densidade populacional e renda; 6) foi analisada a infraestrutura de cada parada a fim de classifica-las de acordo com a bibliografia. Assim foram registradas as paradas de ônibus das seguintes linhas do transporte coletivo urbano: Tancredo Neves, UFSM-Faixa Velha, Bombeiros-Faixa Velha, Santa Marta, Prado, Cohab Fernando Ferrari Faixa Nova e Faixa Velha, Alto da Boa Vista, 7 de Dezembro, UFSM-Faixa Nova, Tancredo Neves-Campus, Bombeiros-Faixa Nova, Camobi. Desta forma, foram registradas 347 paradas de ônibus e constatou-se que a maioria dos itinerários das linhas de ônibus são no centro e região leste, destacando o maior deslocamento da população em direção a estas regiões por motivos de trabalho e estudos. Foram encontradas em campo cinco tipos de paradas, as quais são: 29 paradas com sinalização e abrigo, 139 com somente abrigo, 24 com abrigo em condições inadequadas, 40 somente com sinalização, e 115 nenhuma identificação. Considerando a bibliografia consultada 232 paradas podem ser classificadas paradas formais, as demais são consideradas paradas informais por não apresentarem nenhum tipo de sinalização. Quanto aos aspectos físicos são classificadas 177 paradas como simples. Apenas 29 paradas podem ser consideradas mais completas, no entanto para serem paradas complexas teriam que apresentar mais equipamentos. Desta forma menos de 1% das paradas apresentam todos os equipamentos. Destaca-se também que as paradas que apresentam menos infraestrutura estão localizadas em áreas da cidade em que o responsável por domicílio recebe até 2 salários mínimos. As paradas com a melhor infraestrutura representam somente 8,35% do total das paradas registradas em campo.
18
Ögren, Markus. "Tryggheten vid busshållplatsen : En studie om tryggheten vid busshållplatser i Umeås lokalbusstrafik." Thesis, Umeå universitet, Institutionen för geografi, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-184021.
Анотація:
The purpose of this study was to examine how the safety was regarded by the public at three differently located bus stops in Umeå’s local bus traffic. Umeå is in the context a medium sized town located in the northern of Sweden. The study was conducted through interviews at bus stops in three different locational districts within Umeå’s municipal borders. Vasaplan, Ålidhem and Röbäck. The bus stops differentiate from one another through means of population density, location, repute, and the availability of amenities in the area. A total of 38 recipients was interviewed at these bus stops, the questions asked to the recipients treated how the safety was perceived according to the time of the day at each location, if they had been exposed to or observed any alarming events at the bus stops as well as which attributes, they thought could increase or decrease said safety at the bus stop. The data has been analyzed through the theoretical approaches of grounded theory. The result concludes that there are differences in the perceived safety between the bus stops. Röbäck was in many regards considered the safest bus stop. Whereas the definition in the safety between Vasaplan and Ålidhem was more difficult to define. The result also contains the attributes which the recipients have opinionated contributed most to the safety at the bis stop in both a positive and a negative way. The safety at the bus stop was largely dependent upon the time of the day, as evenings were when most recipient felt unsafe in the transit environments.
19
Barthuly, Bryce Edward. "Spatial Analysis of Burglary and Robbery Crime Concentration Near Mass-Transit in Portland." PDXScholar, 2019. https://pdxscholar.library.pdx.edu/open_access_etds/5034.
Анотація:
The relationship between mass-transit and the concentration of burglary and robbery crimes is inconsistent within the available literature in environmental criminology. A number of studies have provided evidence of crime concentration at and near mass transit locations where paths intersect, referred to as a node. These empirical studies bring in environmental criminology theory with the idea that crime is clustered, and the pattern of the concentrations is substantially influenced by how and why people travel and move in a city. It is suggested that public transit allows for a large proportion of the population to move around the community along a restricted number of destinations and paths; therefore, this concentration of population frames opportunities, and increases overall concentrations of crime. Establishments and environments surrounding transit nodes may act as crime generators or attractors, as a high influx of people are drawn to the area via nearby transit services. More recent literature has identified contrasting results, finding that crime does not concentrate near mass transit areas. In some cases, transit facilities appear to act as protective nodes, with lower counts of crime occurring in and around these locales.
Given the conflicting results of existing research about crime at and near transit nodes, this study advances work in environmental criminology by analyzing the concentration of burglary and robbery events in Portland, Oregon. Recognizing that crime concentrations may vary depending on the level of analysis, this study explores crime concentrations at multiple levels of analysis. At the macro-level, this study examines burglaries and robberies across Portland as a whole to determine whether these events concentrate around mass transit nodes, when compared to other areas of the city. The meso-level examines within the broad category of mass transit, to explore whether burglary and robbery events cluster differently around different types of mass transit. Finally, the micro scale investigates the five highest-crime transit nodes to explore how burglary and robbery events concentrate in close proximity to these important locations. This study finds that while crime concentrates at higher levels surrounding mass transit nodes within Portland, the patterns of this concentration changes as the spatial level of analysis changes.
20
Salles, Lucio Salles de. "Short continuously reinforced concrete pavement design recommendations based on non-destructive ultrasonic data and stress simulation." Universidade de São Paulo, 2017. http://www.teses.usp.br/teses/disponiveis/3/3138/tde-20102017-082704/.
Анотація:
Four sections of continuously reinforced concrete pavement (CRCP) were constructed at the University of São Paulo campus in order to introduce this kind of pavement structure to Brazil\'s technical transportation community. Sections were designed as 50 m long concrete slab, short in comparison to traditional CRCP, in order to simulate bus stops and terminals - locations of critical interest for public infrastructure. The thesis presented herein concludes this research project initiated in 2010. As the initial goal of this study was the development of coherent, reliable and intuitive design recommendations for the use of CRCP technology in Brazil, a profound understating of its structural and performance peculiarities was needed. For that, the cracking process of the experimental CRCP sections was recorded over a span of seven years. Due to the sections\' short length and lack of anchorage, the experimental \"short\" CRCP presented a cracking behavior quite different than traditional CRCP. There were much less visible cracks than expected. To address this issue, a novel technology in ultrasonic non-destructive testing of concrete structures was applied. Through ultrasonic signal interpretation it was possible to discover several incipient non-visible cracks within the slabs - many of these became apparent on the slab surface in later crack surveys - and to characterize visible and non-visible cracks regarding crack depth. The updated crack map with non-visible cracks showed similarities with traditional CRCP. Additionally, the ultrasonic data analysis provided important information on thickness variation, reinforcement location and concrete condition that were applied in theoretical simulations (finite element software) of the short CRCP. Simulations were attempted considering different slab geometries, firstly with transverse cracks as joints with high load transfer efficiency (LTE) and secondly with a continuous slab without cracks or joints. The latter simulation was more accurate reaching a shift factor between field and simulated stresses in the order of 0.7 to 1.0. Deflection data and LTE analysis from cracks and panels in between cracks further attested the slab continuous behavior, which contradicts current CRCP design models and performance predictors. Furthermore, critical traffic and environmental loading conditions concerning Brazil\'s climate and bus traffic characteristics were investigated and related using a selected fatigue model resulting in design recommendations in a chart format for the short CRCP aimed at long-term projects for over 20 years of operation. The design chart was successfully applied to investigate three failures presented by the experimental short CRCP due to thickness deficiencies pointed out by the ultrasonic testing.Quatro seções de pavimento de concreto continuamente armado (PCCA) foram construídas no campus da Universidade de São Paulo, com o objetivo de introduzir esta estrutura, de reconhecido sucesso internacional, à comunidade técnica de engenharia de transportes brasileira. As seções foram projetadas com uma placa de concreto de 50 m de extensão, curta em comparação ao PCCA tradicional, com a finalidade de simular paradas e terminais de ônibus - locais de grande interesse para a infraestrutura pública. A tese aqui apresentada conclui este projeto de pesquisa iniciado em 2010. Como o objetivo inicial deste estudo foi o desenvolvimento de recomendações de projeto coerentes, confiáveis e intuitivas para a utilização do PCCA no Brasil, foi necessário um profundo entendimento de suas peculiaridades estruturais e de desempenho. Para isso, o processo de fissuração das secções experimentais foi acompanhado durante sete anos. Devido à curta extensão e falta de ancoragem das seções, o PCCA \"curto\" apresentou um padrão de fissuração diferente do PCCA tradicional com muito menos fissuras visíveis na superfície do que o esperado. Para abordar esta questão, uma nova tecnologia ultrassônica para ensaios não destrutivos de estruturas de concreto foi aplicada. Pela interpretação do sinal de ultrassom, foi possível descobrir várias fissuras incipientes (não visíveis) dentro das placas - muitas dessas foram observadas na superfície da placa em levantamentos de fissuras posteriores - e caracterizar fissuras visíveis e não-visíveis quanto à profundidade da fissura. O mapa de fissuração atualizado com fissuras não visíveis mostrou semelhanças com PCCA tradicional. Além disso, a análise dos dados de ultrassom forneceu informações importantes sobre a variação da espessura, localização da armadura longitudinal e condição do concreto, que foram aplicados em simulações teóricas (software de elementos finitos) do PCCA curto. Simulações foram propostas considerando diferentes geometrias, primeiramente com fissuras transversais como juntas com alta eficiência de transferência de carga (LTE) e posteriormente com uma placa contínua, sem fissuras ou juntas. Esta última simulação foi mais precisa alcançando um fator de conversão entre tensões de campo e simuladas na ordem de 0,7 a 1,0. Dados de deflexão e análise de LTE em fissuras e placas entre fissuras atestaram novamente o comportamento contínuo das placas, o que vai em contradição com os modelos atuais de dimensionamento e de previsão de desempenho para o PCCA. Ademais, o tráfego crítico e condições de carga ambiental correspondentes ao clima e tráfego de ônibus típicos brasileiros foram investigados e relacionados usando um modelo de fadiga resultando em recomendações de projeto para o PCCA de curta extensão sendo direcionado para projetos de longo prazo para mais de 20 anos de operação. O gráfico de projeto foi aplicado com sucesso para investigar três falhas apresentadas pelo PCCA curto experimental devido a deficiências de espessura apontadas pelo teste ultrassônico.
21
Atallah, Joelle. "Perceptions of Public Transportation with a focus on Older Adults." The Ohio State University, 2011. http://rave.ohiolink.edu/etdc/view?acc_num=osu1313172590.
22
Fernandez, Aguilera Rodrigo Eduardo. "Modelling bus stop interactions." Thesis, University College London (University of London), 2003. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.400504.
23
Mendoza, Mendoza Francis Vicente, and Culqui Alba Mayling Tong. "Optimización del transbordo entre paraderos tradicionales de transporte urbano. Caso: Intersección Av. Brasil y Av. Bolívar." Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2020. http://hdl.handle.net/10757/653392.
Анотація:
El objetivo de cada ciudad, en lo referente a la movilidad y transporte, es lograr un SIT (Sistema Integrado de Transporte). Actualmente, la ciudad de Lima se encuentra en una etapa de desarrollo con el objetivo de integrar diferentes medios de transporte tales como líneas de metro, metropolitano y corredores. Sin embargo, estos aún no logran funcionar como un solo sistema, por el contrario, cada uno funciona de manera independiente ya sea en sus tarifas y medios de pago, infraestructura y localización de paraderos. Esta situación conlleva a que los usuarios del transporte público, que requieren realizar transbordos, creen sus propias interconexiones como alternativa de optimización del tiempo promedio de recorrido para suplir las necesidades que aún no puede satisfacer el actual SIT. De esta manera, muchas personas crean patrones de transbordo que ponen en riesgo su seguridad pero que mediante un rediseño de los paraderos con enfoque intercambiador pueden impulsar a que los transbordos se realicen de manera eficiente.
En el presente trabajo se analizará la intersección de las Avenidas Brasil y Bolívar, ubicada en una zona comercial, mediante la simulación del modelo actual, calibrado y validado. Posteriormente, se propone una redistribución de espacios designados para paraderos y peatonales, además de una gestión de facilidades de intercambio, que reduzca el tiempo de realización de transbordos en un 15%.The objective of every city, with respect to mobility and transport, is to achieve an Integrated Transport System. Nowadays, the city of Lima is in a stage of development with the objective of integrate different means of transport such as metro lines, bus-metro and fast lane buses. However, these means cannot work as an only whole system, on the contrary, each of them works in an independent way regarding to their payment rates, infrastructure and locations of bus stops. This situation motivates the users of public transport to create their own interconnections as an alternative to reduce the average time of travel to supply the needs that haven't been satisfied by the actual Integrated Transport System. In this way, many users create patterns of pedestrian transfer that risk their security. Nevertheless, through a redesign of the bus stops with an intermodal view the vehicle transfer process can be improved to be practiced in a more efficient way. This thesis will analyze the intersection of Brazil and Bolivar Avenues, located in a commercial area, by simulating the current model, being calibrated and validated. Subsequently, it proposes a redistribution of designated spaces for whereabouts and pedestrians, in addition to a management of exchange facilities, which reduces the time of pedestrian transfer by 15%.
Tesis
24
Eliáš, Radim. "Modernizace silnice II/368 Moravská Třebová - průtah." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2018. http://www.nusl.cz/ntk/nusl-371813.
Анотація:
The aim of the diploma thesis is to create conditions for safe and continuous transit through the local road II / 368 Moravská Třebová. The thesis deals with the new design of the broad layout of the communication, the creation of a safe transfer of cyclists, the modification of all existing crossroads and the creation of new platforms for bus stops. Additionally, existing paved surfaces in the associated space of the local road are modified.
25
Salcedo, Milton A. "An Exploration Towards Form: A Photovoltaic Charging Station Design for Electric Scooters at Virginia Tech." Thesis, Virginia Tech, 2013. http://hdl.handle.net/10919/51164.
Анотація:
This project is a proposal on the versatile use of glass, its properties and technologies as well as its aesthetic qualities. A photovoltaic charging station for electric scooters is proposed for the Virginia Tech campus, combined with a bus shelter to allow mobility and integration of transportation.Master of Science
26
Cooper, Erin Marie. "PLANNING FOR STOP SPACING UNDER THE SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY BUS STOP CONSOLIDATION PROPOSAL." DigitalCommons@CalPoly, 2010. https://digitalcommons.calpoly.edu/theses/308.
Анотація:
The purpose of this report was to analyze the elements of a bus stop consolidation program for the San Francisco Municipal Transportation Agency (SFMTA). This research shows that increasing stop spacing distances increases walking distances, but in places with high transit and stop density, most access distances will not be beyond a five to ten minute walk. In general, European cities with high transit mode shares recommend stops every 1300 feet. American guidelines recommend stops between approximately 800 to 1300 feet. According to the literature review, fewer stops can lead to a more reliable service. Time savings on the route also translate into significant cost savings for the agency. This paper presents a methodology for creating stop elimination proposals based on factors such as ridership, transfer points, and existing bus shelters or infrastructure. Public input can help to determine which bus stops are key locations. This methodology was used to propose stop consolidation for one bus route in San Francisco: Route 1 California Inbound. The route was then evaluated based on information from the literature review. The yearly savings can be as much as $340,000 to $930,000 per route.
27
Rockström, Robin. "An engine start/stop strategy for a hybrid city bus." Thesis, KTH, Maskinkonstruktion (Inst.), 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-99956.
Анотація:
The heavy vehicle industry is constantly trying to improve fuel economy, reduce emissions and noise. The introduction of hybrid technology offers the possibility to take a big step forward in this area. One feature that the hybridization provides is to automatically turn off the combustion engine when it is not needed. This thesis work was performed at Scania CV AB and the aim was to evaluate if start/stop can be implemented into Scania’s series hybrid powertrain for city buses. The secondary aim was to develop a strategy for the start/stop function and implement it into the hybrid bus’s control system. Important factors to evaluate were the impact on the different auxiliary systems as well as the impact on fuel consumption, emissions and noise. The auxiliary system evaluation was a theoretical study where it was found that there are no immediate obstacles that would preclude a start/stop introduction. However, some potential limitations and a few long term impacts were brought to attention. The limitations imply that a start/stop frequency of 2 stops/km would be sustainable. In the theoretical evaluation it was also found that the fuel consumption would be reduced with approximately 4% for inner city driving conditions with the 2 stops/km limitation. It was also found that there is a potential to achieve up to 10% fuel savings if this limitation can be removed. The exhaust emissions are expected to be reduced in the same order of magnitude as the fuel economy. A strategy for the start/stop function was developed and realized to a function. The function was built in Matlab Simulink and implemented into a pre-existing model of the Hybrid Management System (HMS). It was found that most of the necessary input data for this function can be assessed in the bus’s CAN network and HMS system. A few additional inputs is however necessary to complete the function. The strategy included engine start where the generator in the hybrid powertrain is used for cranking of the engine. This part of the function was implemented and tested in the hybrid bus with good results. The tests showed that there is very good potential to achieve quick and comfortable starts. By means of a few minor modifications in the suggested control logic the engine restart time can be shortened to less than one second. The tests also showed that engine stops can be made quicker and smoother by applying a breaking torque during shut down.Den tunga fordonsindustrin försöker ständigt att förbättra bränsleekonomi, reducera emissionen och buller. Introduktionen av hybridteknik medför ett stort steg framåt i utvecklingen. En möjlighet som hybridiseringen erbjuder är att automatiskt stänga av förbränningsmotorn när den inte behövs. Examensarbetet utfördes på Scania CV AB och målet var att utvärdera hur vida det är möjligt att införa en start/stopp-funktion i Scanias seriehybriddrivlina för stadsbussar. Det sekundära målet var att föreslå en strategi för en sådan funktion och sedan implementera denna i hybridbussens kontrollsystem. Viktiga faktorer att ta hänsyn till var inverkan från start/stopp på bussens olika hjälpsystem samt inverkan på bränsleförbrukning, emissioner och buller. Inget direkt hinder mot att införa start/stopp kunde hittas. Dock har några potentiellt begränsande faktorer identifierats samt några faktorer där inverkan under en längre tid bör studeras. Den teoretiska studien fann att start/stopp frekvensen bör begränsas till 2 stopp/km. Studien fann också att en bränslebesparing på ca 4% då är möjlig för innerstadstrafik, men att det finns potential för upp till 10% besparing om begränsningen på start/stopp- frekvensen kan arbetas bort. Avgasemissionerna förväntas minska i samma storleksordning som bränsleförbrukningen. En strategi för start/stopp utvecklades och realiserades till en funktion. Funktionen byggdes i Matlab Simulink och implementerades sedan i en befintlig modell av hybriddrivlinans kontrollsystem. De flesta insignaler som är nödvändiga för denna funktion fanns att tillgå på CAN-nätverket samt internt i hybriddrivlinans kontrollenhet. Det är däremot nödvändigt att komplettera med ytterligare några få insignaler för att göra funktionen komplett. Strategin inkluderade även motorstart med en metod som utnyttjar hybridkretsens generator för att dra igång förbränningsmotorn. Denna del implementerades och utvärderades i buss med mycket goda resultat. Testen visade att det finns stor potential att göra starterna både snabba och komfortabla genom att använda denna metod. Återstartstiden för motorn kan förkortas till under en sekund. Testen visade även att motoravstängningarna kunde göras snabbare och mjukare genom att lägga på ett bromsande moment.
28
Evans, Gareth David. "The design and application of the stop-specific bus map." Thesis, University of Glasgow, 2010. http://theses.gla.ac.uk/2277/.
29
Schwarcz, Stacey. "Service design for heavy demand corridors : limited-stop bus service." Thesis, Massachusetts Institute of Technology, 2004. http://hdl.handle.net/1721.1/32415.
Анотація:
Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2004.Includes bibliographical references (leaves 109-110).
Many transit agencies run both limited-stop and local service along some of their heavy ridership corridors. The primary benefit of limited-stop bus service is higher speed which results in reduced running time and thus reduced travel time for passengers. This reduced travel time can improve the service quality for existing passengers and can increase ridership on the route and thus both passengers and the agency can benefit from limited- stop service. However, this strategy also results in increased access time, and in increased wait time for some passengers. This thesis develops a model to evaluate limited stop bus service and then applies the model to develop general design guidelines for limited-stop service. The model created evaluates a specific service configuration including both the local and limited-stop headways and stops. The model calculates travel times, and assigns existing demand to limited and local stops and to limited and local routes, based on minimum passenger (weighted) travel time. This assignment is applied at the origin-destination pair level. The model then calculates several measures of effectiveness, which are used to compare different configurations, including market share (local preferred, limited preferred, and choice passengers), stop and route assignment (number of passengers selecting the limited service stops and limited-stop service), net change in passenger travel time (weighted and un-weighted), and finally productivity (passengers per trip and per vehicle hour for the local and limited-stop service). The model was used to analyze two CTA cases: Western Avenue local Route 49 and limited-stop Route X49, and the Madison Avenue Route 20.
(cont.) The analysis of Western Avenue and Madison Avenue involved testing alternative frequency configurations; alternate stop spacing configurations were analyzed only for Madison Avenue. The specific findings on these routes show that the existing stop spacing on Route X49 is effective, but to improve the overall effectiveness of the route the limited-stop frequency share should be increased to at least 60% of all service on the corridor. Limited-stop service on Madison Avenue was found not to be effective under any configuration due to short trip lengths and evenly distributed demand along the route. The results of the analysis were used to develop two sets of guidelines: corridor (or route) potential for limited stop service and limited-stop service design. The corridor potential guidelines suggest that high concentrations of origins and destinations and long passenger trips are both critical to the effectiveness of limited-stop service. Additional factors that affect the corridor potential for limited-stop service are the existing headway and ridership and the potential for route level running time savings. Limited-stop service design guidelines were developed for setting stop spacing and frequency share. The stop spacing on the limited-stop service should be decided by placing stops at the highest demand points and at all transfer points, and is guided by the distribution of origins and destinations, with the goal of attaining a wide enough stop spacing to achieve significant route level travel time savings. One of the major findings of this thesis is that limited-stop service is generally most effective at greater than 50% frequency share.
by Stacey Schwarcz.
S.M.
30
Lan, Minxuan. "Examining the Impact of Bus Stop Location Change on Robbery." University of Cincinnati / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1460653399.
31
Donoughe, Kelly. "Applications of Connected Vehicle Technology to Address Issues of School Bus and School Bus Stop Safety." Diss., Virginia Tech, 2016. http://hdl.handle.net/10919/78732.
Анотація:
An analysis of crash data shows that the number of fatal school bus related crashes has remained nearly constant over the past ten years, despite an increase in available safety-improving technology. One of the main concerns related to school bus safety is the issue of illegally passing a stopped school bus. To improve safety around stopped school buses, this dissertation presents a Concept of Operations for a connected vehicle application to improve safety around stopped school buses using Dedicated Short Range Communication. The focus of this application is to increase awareness of stopped school buses or bus stops that are obscured from the driver's view. An on-road naturalistic driving experiment evaluated driver response to an in-vehicle message to warn drivers that they were approaching a school bus that was stopped around a curve. The dissertation concludes by using microsimulation to evaluate the impact of implementing specialized speed control algorithms to reduce vehicle speeds near bus stops along high speed roads. The simulation evaluated the effect of the reduce speed zone on travel time and emissions when the system was considered as a pre-timed speed limit and also when the system was modeled as a connected vehicle system.Ph. D.
32
Feng, Wei. "Analyses of Bus Travel Time Reliability and Transit Signal Priority at the Stop-To-Stop Segment Level." PDXScholar, 2014. https://pdxscholar.library.pdx.edu/open_access_etds/1832.
Анотація:
Transit travel time is affected by many factors including traffic signals and traffic condition. Transit agencies have implemented strategies such as transit signal priority (TSP) to reduce transit travel time and improve service reliability. However, due to the lack of empirical data, the joint impact of these factors and improvement strategies on bus travel time has not been studied at the stop-to-stop segment level.
This study utilizes and integrates three databases available along an urban arterial corridor in Portland, Oregon. Data sources include stop-level bus automatic vehicle location (AVL) and automatic passenger count (APC) data provided by the Tri-County Metropolitan Transportation District of Oregon (TriMet), the Sydney Coordinated Adaptive Traffic System (SCATS) signal phase log data, and intersection vehicle count data provided by the City of Portland. Based on the unique collection and integration of these fine granularity empirical data, this research utilizes multiple linear regression models to understand and quantify the joint impact of intersection signal delay, traffic conditions and bus stop location on bus travel time and its variability at stop-to-stop segments. Results indicate that intersection signal delay is the key factor that affects bus travel time variability. The amount of signal delay is nearly linearly associated with intersection red phase duration. Results show that the effect of traffic conditions (volumes) on bus travel time varies significantly by intersection and time of day.
This study also proposed new and useful performance measures for evaluating the effectiveness of TSP systems. Relationships between TSP requests (when buses are late) and TSP phases were studied by comparing TSP phase start and end times with bus arrival times at intersections. Results show that green extension phases were rarely used by buses that requested TSP and that most green extension phases were granted too late. Early green effectiveness (percent of effective early green phases) is much higher than green extension effectiveness. The estimated average bus and passenger time savings from an early green phase are also greater compared to the average time savings from a green extension phase. On average, the estimated delay for vehicles on the side street due to a TSP phase is less than the time saved for buses and automobiles on the major street.
Results from this study can be used to inform cities and transit agencies on how to improve transit operations. Developing appropriate strategies, such as adjusting bus stop consolidation near intersections and optimizing bus operating schedules according to intersection signal timing characteristics, can further reduce bus travel time delay and improve TSP effectiveness.
33
Wong, Alan. "Automating bus stop dwell time measurements for London buses using iBus." Thesis, University of Southampton, 2012. https://eprints.soton.ac.uk/348872/.
Анотація:
iBus is Transport for London (TfL)’s GPS-enhanced Automatic Vehicle Location System, which has been rolled out to the entire contracted fleet of over 8,500 buses across London, and resulted in efficiencies in fleet management, improvements in bus waiting times, and provided improved real-time information for passengers. The System resides on board each vehicle, as well as in operators’ bus garages and at the main TfL Control Centre, and records a number of on-street events relating to for example buses’ entry and exit into stop zones, when their doors opened and closed, and their location and speed in real-time. This information, which is collected in the ‘log’ files of every vehicle, provided an opportunity to develop further uses for the System, including an alternative method for measuring bus stop dwell times. Historically, dwell times in London have been obtained using manual road-side surveys, which are relatively expensive, and therefore occur infrequently. However, dwell times and their variability are important to bus operations, network planning and traffic management, and they can affect the ability of urban traffic control systems such as SCOOT to provide buses with priority at traffic signals, which reduces their effectiveness. An alternative method for measuring dwell times using iBus therefore offers many benefits for TfL, provided a process could be determined and largely automated, as the dwell values are not recorded directly by the System, which is relatively complex. A knowledge base of the bus log files therefore had to be developed, and was tested to allow different algorithms, flow charts and programs to be produced for deriving dwell times, based on a sequence of different vehicle speed, stop zone and door events. An experiment was also conducted to validate the dwell times obtained through this method against video data obtained of vehicles stopping on street, which showed a close match between when the vehicle speeds are zero and roadside dwell, although another method, using the duration between when doors opened and closed, provided a close approximation, particularly when an offset value is accounted for. The dwell times obtained through the ‘speed zero’ method in the experiment were then analysed, and this showed wide variations between different bus stops and routes, which are consistent with previous surveys in London, and suggests that generalised values of dwell are inadequate for most applications. The analysis also showed that the dwell time variation by time-of-day is more complex than a traditional morning and afternoon peak, which may reflect changes in ticketing, vehicle modernisation, and the demand made by different types of bus passengers in recent years.
34
Elsayed, Mohamed, and Erik Torstensson. "Two different bus stop layout designs : A traffic simulation study in Vissim." Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-170877.
Анотація:
Bicycles are one of the most efficient way to travel within short-distance trips due to its relatively low maintenance and operation costs (Gao, Liu, & Feng, 2012). Besides to their efficiency, bicycles provide more flexibility for their parking and its ease of use. With the increasing transportation demand in major cities, transportation authorities will encourage to use the bicycle more. However, accommodating bicycles would require physical road geometry modifications such as introducing dedicated bicycle-lanes. Cycling appears to be a sustainable form of transportation across virous countries in Europe, as a result the authorities are planning and implementing upgrades to make the transportation system safer, convenient and sustainable which is necessary to encourage more people to use bicycles as a form of transportation. This thesis is a case study which examines current traffic conditions on a bus stop at Långholmsgatan in the city of Stockholm, Sweden and evaluates the effects of different designs for bicycles and buses. At this bus stop in Långholmsgatan, the bicycle lane is located to the right of the traffic road and to the left of the bus stop in the upstream direction. Buses need to cross the bicycle lane in order to arrive and departure the bus stop. Consequently, a conflict will also be created between bicycles and buses that are crossing the bicycle lane. In this thesis, an alternative design is evaluated in which buses and bicycles are separated from each other. However, this will result in a new conflict between bicycles and pedestrians. These two designs are evaluated in terms of travel time and delay and the analysis was done using micro-simulation software VISSIM. The study shows that the current design at the bus stop of Långholmsgatan should be preferred over the alternative design when considering travel time and delay for bicycles. If buses should be considered, the alternative design should be preferred over the current design.
35
RYAN, PATRICK HAROLD. "WHEEZING IN INFANTS EXPOSED TO MOVING AND STOP/GO TRUCK AND BUS TRAFFIC." University of Cincinnati / OhioLINK, 2004. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1099601317.
36
Zhao, Yue. "THE STATISTICAL AND GEOGRAPHICAL ANALYSIS ON THE IMPACTS OF SOCIOECONOMIC CHARACTERISTICS ON BUS-STOP DAILY BOARDING IN RICHMOND CITY." VCU Scholars Compass, 2015. http://scholarscompass.vcu.edu/etd/4030.
Анотація:
At present, Richmond, Virginia only has bus transit services provided by the Greater Richmond Transit Company (GRTC) and primarily concentrated within the boundary of Richmond City. GRTC is impacted by both supply-side and demand-side factors, notably socioeconomic characteristics of bus riders, bus ridership is unevenly distributed across different bus stops.
This thesis will conduct statistical and geographical analysis on the impacts of socioeconomic characteristics on bus-stop daily boarding in Richmond City. The statistical analysis includes both correlation analysis and regression analysis, assuming one dependent variable (bus-stop daily boarding) and fourteen independent variables (most of which describe socioeconomic characteristics of bus riders) at aggregated census block group levels. The research concentrates on local bus routes and the block groups with local bus stops in Richmond. This empirical study aims to identify the significant factors impacting bus ridership and assess the bus service situation for affected block groups (under-served or over-served). The study outcomes, such as the number of bus lines as the most important factor impacting ridership, will have important implications for Richmond’s local transit planning and decision-making.
37
Guo, Jin. "A traffic behaviour study with particular reference to bus operations at the stop area with mixed traffic." Thesis, University of Westminster, 1996. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.296125.
38
Jepson, Dale. "Enhancing public transport operations on arterial roads." Thesis, Queensland University of Technology, 1998. https://eprints.qut.edu.au/36092/1/36092_Jepson_1998.pdf.
Анотація:
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.
39
Krejčí, Petr. "Přestupní uzel Brno - Merhautova." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2016. http://www.nusl.cz/ntk/nusl-240259.
Анотація:
The diploma thesis deals with the reconstruction of the intersection of streets Merhautova and Provazníkova in Brno in means of to establish a comfortable transit hub between all passing lines. The reconstruction of the intersection includes a proposal for new tram stops and adjustment of pedestrian routes allowing easy transfer between cruise lines, trolley buses and trams.
40
Rosell, Saenz De Villaverde Marc. "Bus platooning in high-demand corridors for different scenarios of vehicle automation." Thesis, KTH, Transportplanering, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-276835.
Анотація:
This bachelor degree project presents an extension of a base optimization model for a transit line which can be used to evaluate the efficiency of different configurations of a platoon with different scenarios of berths. Furthermore, different levels of autonomous vehicles are studied, three cases are presented. The first case implies that every vehicle has a driver, the second, semi-autonomous vehicles are used in the platoon which has a leading vehicle with driver. Then, the fully autonomous vehicles represent the last studied case. A new method to compute the service time in the stops which differentiate the time that passengers are boarding or alighting from delays or time lost in queues that may appear with an increasing demand is added to the base model. It is introduced also a two-step non-linear approach to the crowding factor that consider the sharp deterioration when the load factor of the bus is almost one. In this project the bus capacity has been considered as a variable to see if there is an optimum vehicle size that cover different values of demand. Numerical results are provided and the result show that vehicle platooning with equal number of vehicles than stop berths is always competitive in high-demands. Moreover, if semi-autonomous case is found the bus platooning gain effectiveness and is competitive with lower demand values. In the case of fully autonomous vehicles the gain of bus platooning is not as high as in the semiautonomous but has still an improvement and is competitive with medium demand values.
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Masnicová, Alžbeta. "Studie silnice I/69 Jasenná – Liptál." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2017. http://www.nusl.cz/ntk/nusl-265491.
Анотація:
The subject of this thesis is the extension of an existing road I/69 in the section Jasenná - Liptál with the climbing line and to secure the transport service at bus stops along the road. The road I/69 between the villages of Liptál and Jasenná has high elevation and inconvenient directional and height parameters. The basic objective of the study is to improve and increase comfort in this section. The work is editing width arrangements and takes to account connections of tertiary roads to the road I/69. In this work were created two variants with a width arrangement 12.5 and 13.5 meters.
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Szturc, Václav. "Rekonstrukce autobusového nádraží v Českém Těšíně." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2016. http://www.nusl.cz/ntk/nusl-240411.
Анотація:
The aim of the Diploma thesis is a study of the reconstruction of the bus station in the Český Těšín. This thesis deals with designing a suitable arrangement of bus stops. Part of the thesis are also adjustments to existing parking areas, adjustments of roads for pedestrians and a suitable proposal for the use of the remaining area.
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Bellini, Fabio Augusto Toscano. "Abrigos de ônibus em São Paulo: análise da produção recente." Universidade de São Paulo, 2008. http://www.teses.usp.br/teses/disponiveis/16/16134/tde-04032010-151030/.
Анотація:
Esta dissertação trata dos abrigos para usuários em pontos de parada de ônibus na cidade de São Paulo, que são popularmente conhecidos como abrigo de ônibus. Toma como exemplo a produção mais recente no município: os abrigos SP450 e Barbosa & Corbucci (B&C), implantados na gestão da prefeita Marta Suplicy - 2001-2004. Apresenta os abrigos enfocando seus aspectos de concepção, produção e implantação, e os analisa através de suas características de mobiliário urbano e as relações com o sistema de transporte público urbano. Ao observar sua inserção dentro do funcionamento do sistema de transporte e da situação política, evidenciam-se os desvios entre a concepção das propostas e a realidade de sua implantação. Conforme verificado na pesquisa realizada, o desenvolvimento de uma peça de mobiliário abrange uma ampla escala - desde o planejamento urbano até detalhamento de projeto - com interface em diversas áreas do conhecimento: design e produção, instalação e manutenção de peças e serviços, legislação, exploração econômica, gestão de espaço público, gestão de infra-estrutura urbana, entre outras. Longe de esgotar o tema, a pesquisa documenta a atual condição de permanência na cidade, fornecendo subsídios para desenvolvimentos complementares, e expõe algumas das condicionantes de concepção e produção de abrigos de ônibus urbanos, como equipamento para uso em espaço público.This work raises the formerly São Paulo city´s bus shelters. It starts with the most recent local production, developed in Marta Suplicy Mayor Management (2001-2004): SP450 and Barbosa & Corbucci bus shelters models. The text introduces the bus shelters focusing in the conception, production and installation aspects, and analyses them throughout your urban furniture characteristics and the bus system transportation relations. Looking inside the system transport management and the political situation, show up the differences between the original proposals and the real implementation. As verified, the urban space elements development reaches many scales - from urban planning until design detaliling - with interface in various fields: design and production, service installation and spare pieces maintenance conditions, legislation, economic exploitation, public space management, urban infrastructure management, among others. Without exhausting the theme, the research offers some outlines to the current situation - and provides subside for futures developments - and ask and expose some public space equipment conception and production limitations constraints, especially bus shelter´s guidelines.
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Hambrock, Jana-Christina. "Akzeptanz von Fernbushaltestellen in Routennähe mit direkter Anbindung an das Netz des ÖPNV – Eine Conjoint - Analyse." Master's thesis, Saechsische Landesbibliothek- Staats- und Universitaetsbibliothek Dresden, 2017. http://nbn-resolving.de/urn:nbn:de:bsz:14-qucosa-229421.
Анотація:
Seit der Liberalisierung im Jahr 2013 wächst die Anzahl der Fernbusfahrgäste immer weiter an. Durch ein vielfältiges Streckenangebot und günstige Ticketpreise erfreut sich der Fernbus immer größerer Beliebtheit und ist zu einer guten und umweltfreundlichen Alternative für Fernreisen geworden. Allerdings kann die Reisezeit bei den Angeboten der Konkurrenten wenig mithalten, was vor allem an der Lage der Haltestellen liegt. In dieser Arbeit wird mittels auswahlbasierter Conjoint-Analyse die Kundensicht zu Haltestellen in der Stadt und Hal-testellen in Routennähe untersucht. Dabei nehmen vor allem Reisezeit und Reisekosten Einfluss auf die Entscheidung. Sozioökonomische Merkmale von Kunden spielen nur eine untergeordnete Rolle. Es kann gezeigt werden, dass Haltestellen in Routennähe für Fernbusse eine ernstzunehmende Alternative darstellen, ungeachtet von der Länge der Strecke, solang eine gute Anbindung an das Netz des öffentlichen Nahverkehrs gegeben istSince the liberalisation in 2013, the amount of intercity bus users is continuously increasing. The concept of offering a large variety in routes as well as attractive pricing, helps intercity buses to a great popularity. Moreover, this option of traveling impresses with its eco-friendliness. Due to the location of the bus stops, the traveling time in intercity busses cannot keep up with the one of comparable competitors. Within this thesis, a selective conjoint analysis is conducted. The goal is to gain an insight on the option of potential customers towards bus stops within the city compared to their view of bus stops close to the traveling route. The decision is primarily based on travel costs and travel time whereas socioeconomic factors are only considered briefly. Concluding, bus stops close to the traveling route are an alternative choice for as long as they are located within reach of local public transportation
45
Kopuletá, Jitka. "Přestavba křižovatky „Semilaso“ v Brně Králově Poli." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2014. http://www.nusl.cz/ntk/nusl-226954.
Анотація:
The topic of my master´s thesis is the reconstruction of the intersection „Semilasso“ in Brno, Královo Pole. I´m designing a signalized transversal intersection of streets Palackého třída, Kosmova and Riegrova, which is a signifiant transfer junction of public transport. Altogether, there stop two tramlines, one trolleybus line and nine bus lines. The project merges the tram stops, directs the movement of pedestrians and lowers the intensity of car transportation heading to the city centre.
46
Abdrakhmanov, Rustem. "Sub-optimal Energy Management Architecture for Intelligent Hybrid Electric Bus : Deterministic vs. Stochastic DP strategy in Urban Conditions." Thesis, Université Clermont Auvergne (2017-2020), 2019. http://www.theses.fr/2019CLFAC020/document.
Анотація:
Cette thèse propose des stratégies de gestion de l'énergie conçues pour un bus urbain électrique hybride. Le système de commande hybride devrait créer une stratégie efficace de coordination du flux d’énergie entre le moteur thermique, la batterie, les moteurs électriques et hydrauliques. Tout d'abord, une approche basée sur la programmation dynamique déterministe (DDP) a été proposée : algorithme d'optimisation simultanée de la vitesse et de la puissance pour un trajet donné (limité par la distance parcourue et le temps de parcours). Cet algorithme s’avère être gourmand en temps de calcul, il n’a pas été donc possible de l’utiliser en temps réel. Pour remédier à cet inconvénient, une base de données de profils optimaux basée sur DP (OPD-DP) a été construite pour une application en temps réel. Ensuite, une technique de programmation dynamique stochastique (SDP) a été utilisée pour générer simultanément et d’une manière optimale un profil approprié de la vitesse du Bus ainsi que sa stratégie de partage de puissance correspondante. Cette approche prend en compte à la fois la nature stochastique du comportement de conduite et les conditions de circulations urbaines (soumises à de multiples aléas). Le problème d’optimisation énergétique formulé, en tant que problème intrinsèquement multi-objectif, a été transformé en plusieurs problèmes à objectif unique avec contraintes utilisant une méthode ε-constraint afin de déterminer un ensemble de solutions optimales (le front de Pareto).En milieu urbain, en raison des conditions de circulation, des feux de circulation, un bus rencontre fréquemment des situations Stop&Go. Cela se traduit par une consommation d'énergie accrue lors notamment des démarrages. En ce sens, une stratégie de régulation de vitesse adaptative adaptée avec Stop&Go (eACCwSG) apporte un avantage indéniable. L'algorithme lisse le profil de vitesse pendant les phases d'accélération et de freinage du Bus. Une autre caractéristique importante de cet algorithme est l’aspect sécurité, étant donné que l’ACCwSG permet de maintenir une distance de sécurité afin d’éviter les collisions et d’appliquer un freinage en douceur. Comme il a été mentionné précédemment, un freinage en douceur assure le confort des passagersThis PhD thesis proposes Energy Management Strategies conceived for a hybrid electrical urban bus. The hybrid control system should create an efficient strategy of coordinating the flow of energy between the heat engine, battery, electrical and hydraulic motors. Firstly, a Deterministic Dynamic Programming (DDP) based approach has been proposed: simultaneous speed and powersplit optimization algorithm for a given trip (constrained by the traveled distance and time limit). This algorithm turned out to be highly time consuming so it cannot be used in real-time. To overcome this drawback, an Optimal Profiles Database based on DP (OPD-DP) has been constructed for real-time application. Afterwards, a Stochastic Dynamic Programming (SDP) technique is used to simultaneously generate an optimal speed profile and related powersplit strategy. This approach takes into account a stochastic nature of the driving behavior and urban conditions. The formulated energy optimization problem, being intrinsically multi-objective problem, has been transformed into several single-objective ones with constraints using an ε-constraint method to determine a set of optimal solutions (the Pareto Front).In urban environment, due to traffic conditions, traffic lights, a bus encounters frequent Stop&Go situations. This results in increased energy consumption during the starts. In this sense, a relevant Eco Adaptive Cruise Control with Stop&Go (eACCwSG) strategy brings the undeniable benefit. The algorithm smooths speed profile during acceleration and braking phases. One more important feature of this algorithm is the safety aspect, as eACCwSG permits to maintain a safety distance in order to avoid collision and apply a smooth braking. As it was mentioned before, smooth braking ensures passengers comfort
47
Prax, Jakub. "Využití sběrnice I2C pro komunikaci s externím zařízením." Master's thesis, Vysoké učení technické v Brně. Fakulta elektrotechniky a komunikačních technologií, 2008. http://www.nusl.cz/ntk/nusl-217674.
Анотація:
This diploma paper deals with the data bus line I2C and a supportive demonstration tool for the subject Microprocessor technology taught at the Radioelectronics faculty. The data bus line I2C is convenient when short-distance data transmission with restricted spatial possibilities is required but high velocity of data transmission is not necessary. The tool is compiled in such a way that enables it to also perform other tasks apart from those dealing with the I2C data bus line. The data bus line in the tool is utilized for transmission of date, time, temperature, data for the D/A converter, data from and to the EEPROM memory and data to 16 bits expander.
48
Kong, Hui. "Understanding the Development and Design of Chinese Cities: Towards an Approach based upon the New Science for Cities." The Ohio State University, 2018. http://rave.ohiolink.edu/etdc/view?acc_num=osu1523922907224488.
49
Andrle, Tomáš. "Revitalizace centra obce Jinačovice." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2017. http://www.nusl.cz/ntk/nusl-265221.
Анотація:
The aim of diploma theses is the revitalization of the village center Jinačovice. The area is going to be directionally and altitudinally modified, also new latitudinal disposition is going to be proposed for most effective usage of street area in current dense development. During proposal is necessary to deal with safety of traffic and pedestrians. The part of the revitalization is going to be a proposal of sidewalks, parking lot and bus stop.
50
Kletschkus, Karsten [Verfasser], Matthias [Akademischer Betreuer] Stope, Matthias [Gutachter] Stope, and Harry [Gutachter] Scherthan. "Emission von ultravioletter Strahlung von 168 nm bis 275 nm (UVC) und Bildung von Stickoxiden bei der Verwendung eines Gerätes zur Erzeugung kalten physikalischen Plasmas / Karsten Kletschkus ; Gutachter: Matthias Stope, Harry Scherthan ; Betreuer: Matthias Stope." Greifswald : Universität Greifswald, 2020. http://d-nb.info/1220424811/34.