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Добірка наукової літератури з теми "Transit lanes"

Автор: Grafiati

Опубліковано: 10 грудня 2022

Оновлено: 29 січня 2023

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Статті в журналах з теми "Transit lanes"

Currie, Graham, and Herman Lai. "Intermittent and Dynamic Transit Lanes." Transportation Research Record: Journal of the Transportation Research Board 2072, no. 1 (January 2008): 49–56. http://dx.doi.org/10.3141/2072-06.

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He, Linghui, Dongyuan Yang, and Jian Li. "Improving the Service Quality of Public Transit with Exclusive Bus Lanes: A Perspective from Passenger Satisfaction." Journal of Advanced Transportation 2021 (October 7, 2021): 1–16. http://dx.doi.org/10.1155/2021/8599256.

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Exclusive bus lanes have been widely regarded as an effective way to promote bus priority and improve the service quality, while they have not attracted more passengers to travel by bus in China. Also, more attention is usually paid to the infrastructure and facilities of exclusive bus lanes, but not much attention is paid to the passenger satisfaction of public transit with them. Therefore, this paper studies how to improve the service quality of public transit with exclusive bus lanes from a perspective of passenger satisfaction. A Structural Equation Model (SEM) was developed to investigate the mechanism of relationships between passenger satisfaction and the factors influencing the service quality of public transit with exclusive bus lanes. A total of 2087 respondents from Shanghai, China, participated in this study. Also, a comparison model of different groups using public transit including captive riders, choice riders, and captive by choice riders was established. Results show that passengers were dissatisfied with the current service of public transit with bus lanes, while they would prefer to take buses in the near future. In addition, travel environment, facilities, and convenience, rather than operational efficiency, had significant effects on passenger satisfaction. Through the comparison model, it was found that choice and captive by choice users might prefer public transit with bus lanes and captive users might be unable to bear the financial burden of private motorized travel. “Crowdedness in the buses on bus lanes during peak hours” especially for choice riders and “driving stability” especially for captive riders were the improvement direction for attracting more passengers to travel by bus. The results and the proposed policies of this study can benefit for the planning and operations of exclusive bus lanes in Shanghai and other similar cities around the world.

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Basso, Leonardo J., and Hugo E. Silva. "Efficiency and Substitutability of Transit Subsidies and Other Urban Transport Policies." American Economic Journal: Economic Policy 6, no. 4 (November 1, 2014): 1–33. http://dx.doi.org/10.1257/pol.6.4.1.

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This paper analyzes the efficiency of and the substitutability between three urban congestion management policies: transit subsidization, car congestion pricing, and dedicated bus lanes. The model features user heterogeneity, cross-congestion effects between cars and transit, intertemporal and total transport demand elasticities, and is simulated using data for London, UK and Santiago, Chile. We find that the substitutability between policies is large and, in particular, the marginal contribution of increased transit subsidies, as other policies are implemented first, diminishes rapidly. Bus lanes are an attractive way to increase frequencies and decrease fares without injecting public funds. (JEL L92, L98, O18, R42, R48)

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Larson, David L. "Innocent, transit, and archipelagic sea lanes passage." Ocean Development & International Law 18, no. 4 (January 1987): 411–44. http://dx.doi.org/10.1080/00908328709545831.

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Taylor, Dean, and Hani Mahmassani. "Analysis of Stated Preferences for Intermodal Bicycle-Transit Interfaces." Transportation Research Record: Journal of the Transportation Research Board 1556, no. 1 (January 1996): 86–95. http://dx.doi.org/10.1177/0361198196155600111.

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One proposed means of increasing use of both transit and bicycles is to replace long automobile trips with “bike and ride” trips. In this study, a stated-preference survey was conducted using hypothetical scenarios within which respondents ranked their preferences for making a work trip by automobile only, park and ride, or bike and ride. The survey addressed numerous potential factors that might influence this choice, including three policy variables that were systematically varied in the scenarios: on-street bicycle facility type, bicycle parking facility type, and bicycle access distance to transit. The survey data are summarized and used to estimate discrete choice models. A nested logit choice model was developed as the preferred model. From this model, inferences are drawn about many factors. Conclusions are drawn about the three main policy variables. In short, the results support the notion that bicycle lockers are the preferred parking facility to increase bike and ride use. The results also indicate that bike lanes are superior to wide curb lanes as an incentive for casual and inexperienced cyclists, but that bike lanes and wide curb lanes are an identical incentive for experienced cyclists.

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

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Median bus lanes are an important element of bus rapid transit (BRT) systems, and can improve traffic operations by separating bus traffic from the traffic in general-purpose lanes. Thus, the operation of BRT systems with dedicated bus lanes is expected to reduce energy consumption and produce positive environmental impacts to a substantial degree. This study attempts to quantify the impacts for a corridor in Seoul, South Korea where frequent bus services are provided, using an integrated simulation tool composed of a microscopic traffic model and a vehicle emissions simulator. This approach has rarely been applied for evaluating the environmental benefits of BRT systems. Given a high volume of bus traffic, the simulation results reveal that corridor energy consumption can be reduced by 18.5% and emissions can be reduced by 19.3–31.4%, depending on the pollutant (CO, CO2, PM10, PM2.5, NOx). Vehicles in general-purpose lanes contribute 99.0% of the emissions reductions, with the remaining 1.0% contributed by transit buses. Considering that vehicles in general-purpose lanes represent 94% of corridor traffic, and provide 99.0% of the emission reduction contribution, the simulations suggest that median bus lanes benefit not only the bus operations, but also significantly improve the traffic flow in the general-purpose lanes, contributing to the overall corridor emissions reductions.

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Zhou, Guangwei, and Albert Gan. "Performance of Transit Signal Priority with Queue Jumper Lanes." Transportation Research Record: Journal of the Transportation Research Board 1925, no. 1 (January 2005): 265–71. http://dx.doi.org/10.1177/0361198105192500127.

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Queue jumper lanes are a special type of bus preferential treatment that allows buses to bypass a waiting queue through a right-turn bay and then cut out in front of the queue by getting an early green signal. The performance of queue jumper lanes is evaluated under different transit signal priority (TSP) strategies, traffic volumes, bus volumes, dwell times, and bus stop and detector locations. Four TSP strategies are considered: green extension, red truncation, phase skip, and phase insertion. It was found that queue jumper lanes without TSP were ineffective in reducing bus delay. Queue jumper lanes with TSP strategies that include a phase insertion were found to be more effective in reducing bus delay while also improving general vehicle operations than those strategies that do not include this treatment. Nearside bus stops upstream of check-in detectors were preferred for jumper TSP over farside bus stops and nearside bus stops downstream of check-in detectors. Through vehicles on the bus approach were found to have only a slight impact on bus delay when the volume-to-capacity (v/c) ratio was below 0.9. However, when v/c exceeded 0.9, bus delay increased quickly. Right-turn volumes were found to have an insignificant impact on average bus delay, and an optimal detector location that minimizes bus delay under local conditions was shown to exist.

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Pessaro, Brian, Katie F. Turnbull, and Carol Zimmerman. "Impacts to Transit from Variably Priced Toll Lanes." Transportation Research Record: Journal of the Transportation Research Board 2396, no. 1 (January 2013): 117–23. http://dx.doi.org/10.3141/2396-13.

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Bagloee, Saeed Asadi, Majid Sarvi, and Avishai Ceder. "Transit priority lanes in the congested road networks." Public Transport 9, no. 3 (April 5, 2017): 571–99. http://dx.doi.org/10.1007/s12469-017-0159-x.

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Levin, Michael W., and Alireza Khani. "Dynamic transit lanes for connected and autonomous vehicles." Public Transport 10, no. 3 (August 22, 2018): 399–426. http://dx.doi.org/10.1007/s12469-018-0186-2.

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Дисертації з теми "Transit lanes"

Brandão, Alessandra Soares. "Lands in transit." reponame:Repositório Institucional da UFSC, 2012. http://repositorio.ufsc.br/xmlui/handle/123456789/92912.

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Tese (doutorado) - Universidade Federal de Santa Catarina, Centro de Comunicação e Expressão, Programa de Pós-Graduação em Letras/Inglês e Literatura Correspondente, Florianópolis, 2009
Made available in DSpace on 2012-10-24T13:54:26Z (GMT). No. of bitstreams: 0
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.

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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.

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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.

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Higa, Caio Vinicius. "Políticas de transporte coletivo em São Paulo entre 2001 e 2010: meio ambiente construído, sistemas técnicos e organização dos serviços de transporte." Universidade de São Paulo, 2012. http://www.teses.usp.br/teses/disponiveis/8/8136/tde-15032013-113927/.

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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.

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Chum, Geoffrey Linus. "Potential shift from transit to single occupancy vehicle due to adaptation of a high occupancy vehicle lane to a high occupancy toll lane." [College Station, Tex. : Texas A&M University, 2007. http://hdl.handle.net/1969.1/ETD-TAMU-2469.

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Berry, Jessica R. "Bus on Shoulder: Local Assessment of Shoulder Transit Lane for Regional Buses in San Luis Obispo County." DigitalCommons@CalPoly, 2010. https://digitalcommons.calpoly.edu/theses/263.

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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.

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Frezza, T. "A comparison of observer repeatability and precision of sampling using two different fish habitat assessment methods in lakes, transect sampling and the littoral zone cruise." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 2001. http://www.collectionscanada.ca/obj/s4/f2/dsk3/ftp05/MQ57986.pdf.

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Lee, Kwang-Sub. "Modifying TRANSIMS (Transportation Analysis and Simulation) to Include Dynamic Value Pricing and Departure Time Choice." Diss., Virginia Tech, 2009. http://hdl.handle.net/10919/28063.

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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.

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Monteith, Peter Douglas. "The costs and benefits of exclusive transit lanes : a Winnipeg case study." 1986. http://hdl.handle.net/1993/22855.

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Goel, Rahul. "HOT Lane Policies and Their Implications." Thesis, 2010. http://hdl.handle.net/1969.1/ETD-TAMU-2010-05-7961.

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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.

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Zong-XianYe and 葉宗憲. "The Analysis of Safety Evaluation on Before and After Study for Bus Rapid Transit Exclusive Lanes." Thesis, 2015. http://ndltd.ncl.edu.tw/handle/59831648613512611671.

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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.

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Книги з теми "Transit lanes"

Rutherford, G. Scott. Transit implications of HOV facility design. [Olympia, Wash: Washington State Dept. of Transportation, 1996.

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Christiansen, Dennis L. Alternative mass transportation technologies technical data. College Station, Tex: Texas Transportation Institute, Texas A&M University System, 1985.

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Peterson, Richard L. Transitway conversion to rail transit guideways. College Station, Tex: Texas Transportation Institute, Texas A&M University System, 1986.

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San Francisco (Calif.). Transit Preferential Streets Committee. Transit preferential streets program: Program accomplishments, 1985-1988. [San Francisco, Calif: Dept. of City Planning, 1989.

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United, States Congress Senate Committee on Banking Housing and Urban Affairs. Bus rapid transit and other bus service innovations: Hearing before the Committee on Banking, Housing, and Urban Affairs, United States Senate, One Hundred Eighth Congress, first session, on the reauthorization of the Transportation Equity Act of the 21st Century, June 24, 2003. Washington: U.S. G.P.O., 2004.

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Christiansen, Dennis L. High-occupancy vehicle system development in the United States: A white paper. [Washington, D.C.?]: U.S. Dept. of Transportation, 1991.

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Christiansen, Dennis L. High-occupancy vehicle system development in the United States: A white paper. [Washington, D.C.?]: U.S. Dept. of Transportation, 1991.

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Christiansen, Dennis L. High-occupancy vehicle system development in the United States: A white paper. [Washington, D.C.?]: U.S. Dept. of Transportation, 1991.

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F, Turnbull Katherine. Investigation of land use, development, and parking policies to support the use of high-occupancy vehicles in Texas. College Station, Tex: Texas Transportation Institute, Texas A & M University System, 1995.

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Christiansen, Dennis L. High-occupancy vehicle system development in the United States: A white paper. [Washington, D.C.?]: U.S. Dept. of Transportation, 1991.

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Частини книг з теми "Transit lanes"

Köhler, Uwe. "Capacity of transit lanes." In Highway Capacity and Level of Service, 203–10. London: Routledge, 2021. http://dx.doi.org/10.1201/9780203751916-21.

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Ashri Prawesthi, Dharmaraty, and Lin Yola. "Pedestrian and Bicycle Lanes in Transit Oriented Development Area of Dukuh Atas, Jakarta." In Lecture Notes in Civil Engineering, 35–42. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-2329-5_5.

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Deng, Jun, and Liang Cui. "Isolated Transit Signal Priority Control Strategy Based on Lane-by-Lane Vehicle Detection Scheme." In Lecture Notes in Electrical Engineering, 639–51. Singapore: Springer Singapore, 2018. http://dx.doi.org/10.1007/978-981-10-7986-3_65.

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Huwaysh, Abdalraheem M., and Zuhair B. Hafi. "Development and Calibration of Transient Groundwater Flow Model for Al Kufrah Region, Southeast Libya." In Water Resources in Arid Lands: Management and Sustainability, 147–65. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-67028-3_12.

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Halyal, Shivaraj, Raviraj H. Mulangi, M. M. Harsha, and Himanshu Laddha. "Study on Travel Time Characteristics of Hubli-Dharwad Bus Rapid Transit System in Comparison with Heterogeneous Traffic Lane." In Recent Advancements in Civil Engineering, 701–12. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-4396-5_61.

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Resmi, T. R., Girish Gopinath, P. S. Sunil, M. Praveenbabu, and Rahul Rawat. "Isotope Hydrochemistry of Lakes and Transient Ponds of East Antarctica with Varying Degree of Environmental Condition." In Climate Change and Geodynamics in Polar Regions, 181–97. Boca Raton: CRC Press, 2022. http://dx.doi.org/10.1201/9781003284413-7.

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van der Burg, Martijn. "Introduction: Napoleonic Governance and the Integration of Europe." In Napoleonic Governance in the Netherlands and Northwest Germany, 1–22. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-66658-3_1.

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AbstractThis study is concerned with the ways in which the present-day Netherlands and Northwest Germany were integrated into the Napoleonic Empire, by replacing local institutions and traditional governing practices with French ones. This process of running the Empire is referred to as Napoleonic governance. Traditionally, little attention was given to the dynamics of French rule in conquered Europe. Nationalistic tendencies long obstructed a neutral view of Napoleon’s treatment of conquered Europe, certainly when it came to the Dutch and Northwest German regions. It was assumed French reforms were accepted unconditionally by local populations. Recent research shows that in newly acquired lands, officials often had to proceed differently. However, the northern periphery of the Napoleonic Empire is not yet fully explored. The premise of this study is that a (trans)regional perspective can lead to new interpretations. Napoleonic governance is analyzed by distinguishing between the phases of conquest, incorporation, and integration. In a broader sense, the study aims to gain a better understanding of the difficulties that have been inherent to workings of the Napoleonic Empire.

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Boudette, Eugene L., Gary M. Boone, and Richard Goldsmith. "Day 4: The Precambrian Chain Lakes massif and an adjacent Cambrian to Lower Ordovician ophiolite-melange-flysch succession." In Northern Appalachian Transect: Southeastern Quebec, Canada Through Western Maine, U.S.A.; Quebec City, Canada to Portland, Maine, July 20–26, 1989, 28–38. Washington, D. C.: American Geophysical Union, 1989. http://dx.doi.org/10.1029/ft358p0028.

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Hancock, James F. "The Spanish build their empire." In Spices, scents and silk: catalysts of world trade, 235–46. Wallingford: CABI, 2021. http://dx.doi.org/10.1079/9781789249743.0018.

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Abstract The chapter summarizes the Spanish conquests and navigation. It also provides a brief summary of how Ferdinand Magellan found another route to the Pacific and the Moluccas, which led to the signing of Treaty of Tordesillas. This divided any newly discovered lands between Spain and Portugal along a Meridian west of the Cape Verde Islands, but no line of demarcation had been set on the other side of the world. This meant that both countries could lay claim to the Spice Islands, as long as Portugal travelled there from the east and Spain from the west. After Magellan's conquest, the Spanish explore the Pacific, which gave them control over the Pacific countries including the Philippines. The chapter also discusses how the charting of 'Urdaneta's Route' made possible a trans-Pacific galleon trade and the profitable colonization of the Philippines and other Latin American countries. Soon ships were travelling regularly from Manila to New Spain. A complex trade network evolved that was truly global in nature. Into Manila would flow spices from the Moluccas and silk and porcelain from China. These would be shipped across the Pacific by the Spanish to Acapulco, a journey of four to six months. The silver came from Potosí, Bolivia where hundreds of thousands of enslaved Incan lives were sacrificed by the Spanish to extract that silver from the bowels of the earth. The mines became the centre of Spanish wealth and were the reason Spain remained powerful during the colonial period. From 1556 to 1783, they extracted some 45,000 tons of silver from these mines. Aside from these, is the silk production as New Spain had a native mulberry tree called the Morera criolla. The Spanish finished their conquest by 1521 and by 1523, the first silkworm eggs had been exported to Mexico. Finally, the chapter closes how England, by means of American privateers, fought off Portugal and Spain.

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Willoughby, Christopher Ronald. "The Challenge of Achieving Sustainable Mobility in the Cities of South Asia." In E-Planning and Collaboration, 1555–74. IGI Global, 2018. http://dx.doi.org/10.4018/978-1-5225-5646-6.ch073.

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The world's countries have committed to assure by 2030 reliable mobility to all, even in the largest cities. Review of experience of three fastest-growing cities in South Asian countries underlines reforms that will need to be applied very widely: more private-vehicle restrictions in dense zones, and reservation of some road-lanes for bus use; rapid expansion of metro/bus systems, with service franchises subject to periodic open competition; integration of land-use and transport planning, at street and city level; active collaboration of the planners with developers and builders; activation of competitive building of affordable housing; radical improvement of land market functioning; modernization of traditional building-height restrictions to encourage greater variation, against appropriate payment to the state; increased provision and maintenance of pedestrian and bicycle infrastructure and safety; and consideration of tolling use of private vehicles for journeys that would otherwise be undertaken by mass transit.

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Тези доповідей конференцій з теми "Transit lanes"

Yu, Liu, Lei Yu, and Xumei Chen. "Benefit Analysis on Bus Rapid Transit Exclusive Lanes." In First International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2007. http://dx.doi.org/10.1061/40932(246)413.

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Chen, X. M., L. Yu, L. Yu, and S. X. Guo. "Impacts of Exclusive Lanes and Signal Priority on Bus Rapid Transit Effectiveness." In First International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2007. http://dx.doi.org/10.1061/40932(246)60.

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Yang, Han, Chen Qian, Linghui He, Zhengyu Duan, and Dongyuan Yang. "Modeling customer satisfaction of bus transit with bus lanes based on ordinal regression." In 2020 7th International Conference on Information Science and Control Engineering (ICISCE). IEEE, 2020. http://dx.doi.org/10.1109/icisce50968.2020.00176.

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Wright, Kenneth J., Milos P. Vasiljevic, and Preston D. Vineyard. "Design for Future Transit Rail Maximizes Benefits from Initial Investment for the Gov. Mario M. Cuomo Bridge." In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.0615.

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The new Governor Mario M. Cuomo Bridge spans the Hudson River between Rockland and Westchester Counties in southern New York. A key design criterion was to accommodate various modes of transportation in the future. This paper discusses how the bridges will accommodate dedicated bus rapid transit lanes as well as the potential future construction of a transit bridge between the structures without installing additional foundations in the river. The transit bridge would require significant rail construction on either side of the river to provide viable connections to existing rail lines, making it prohibitively expensive. The transit bridge will fit between the two highway bridges and carry two rail lines. We will explain how the highway bridges will accommodate the future rail bridge without providing needless excess capacity into the piers and foundations built under this design-build contract.

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Arzaki, Muhammad, Yanti Rusmawati, Anggita Karlinda Kusnadi, and Sarah Andianti Atmawardhana. "Reasoning about Traffic Signals Controller for Intersection with Contraflow Lanes for Bus Rapid Transit Using Linear-time Temporal Logic." In 2018 International Conference on Advanced Computer Science and Information Systems (ICACSIS). IEEE, 2018. http://dx.doi.org/10.1109/icacsis.2018.8618179.

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Barbosa, Fábio C. "Monorail Technology Review - a Medium Capacity Transit Solution for Space Constrained Urban Environments - a Technical and Operational Review." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58382.

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Abstract The growing mobility demand on large and medium world’s cities has been continually pressing transport authorities and urban planners to provide transit solutions with the required capacity, reliability & service level, safety and affordability. Matching all these requirements in a dense and constrained urban environment has not been an easy task, as the higher capacity solutions (i.e. rapid rail transit - RRT) often face technical (alignment constraints) and/or funding issues, while lower capacity solutions (both light rail transit - LRT and Bus Rapid Transit - BRT) generally face capacity and reliability constraints. While the former — generally underground — might counteract alignment and public utilities infrastructure incompatibilities, the latter often faces space (traffic interference), reliability and environmental constraints, that ultimately results in a constrained capacity and an unsatisfying service level. Monorail technology is a transport system whose vehicles run on or suspended from a single track or beam, which is usually on an elevated and segregated structure. This technology was initially utilized to provide passenger transportation solutions for amusement parks and convention centers, but has now become a mature medium capacity transit solution for high density areas in cities around the world. Given its aerial concept, generally running above or bellow linear beams and, hence, above the ground, its structure is generally supported on vertical columns (poles), spaced up to 30 m (98.4 ft) along its alignment, requiring a reduced right of way (RoW), compared to conventional alternatives, which ultimately enables it to be fit in the median strip between the opposite lanes in the road system. Moreover, given the monorail’s technology vertical (grade) and horizontal (curve radius) alignment flexibility, it is able to provide medium capacity & high service level transit solutions, with a reduced land expropriation requirement, compared to the traditional transit solutions. Furthermore, its segregated right of way, associated with a driverless approach, makes feasible the use of smaller headways, with an inherent operational flexibility, in terms of capacity and service level, with lower operational costs. Monorail operational features — generally running on rubber tires in contact with concrete or steel structures — provide a smooth and externally silent ride, for both passengers and the neighborhood. Moreover, the lighter vehicles allow the possibility of both a lighter support infrastructure and an improved energy performance. Finally, different from the bulky and noisy elevated rail structures, the monorail’s elevated structure is thin and light, which ultimately avoids the well known shadow effect, allowing an aesthetic friendly (or less intrusive) structure, to cope with the urban environment. This work presents an overview of the monorail technology, with a review of its technical and operational features, based on the current available technical literature, highlighting the strengths and weaknesses of this promising technology for transit applications. The work also presents case studies, reporting some of the well known and successful monorail projects implemented around the world.

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Spoth, Thomas, and Seth Condell. "The 200 Year Bridge - The New Goethals Bridge as a Roadmap." In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.0202.

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The Port Authority of New York and New Jersey has completed the replacement of the congested and functionally obsolete Goethals Bridge, a circa 1928 steel cantilever truss bridge, with a dual-span modern cable-stayed bridge connecting Elizabeth, New Jersey and Staten Island, NY. Designed as a 150 year service life structure, the newly opened crossing paves the way towards achieving the possibility of a 200 year bridge, both in material durability, structural redundancy / resilience, and modal flexibility.The new crossing features three eastbound and three westbound lanes plus a 3 m wide shared use path (SUP) for bicycles and pedestrians. To accommodate future expansion, the superstructure of the cable stayed spans is designed to receive steel framing to support a variety of possible transit options including light rail, while the substructure need not be strengthened for this future load. With a 274 m main span, the new crossing provides a significant maritime navigational improvement over the original 205 m steel truss span.Herein we focus on the strategic application of corrosion protection strategies to achieve the long service life in a competitive bid environment, structural benefit of the design as relates to resiliency, modal flexibility, and operational redundancy to withstand extreme events.

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Ganendra, Dennis, Azmar Bin Embi, and Pradip Kumar Biswas. "Planning, Design and Construction of Elevated Guideway of Kelana Jaya (KLJ LRT) Extension Project and Challenges & Lessons Learnt." In IABSE Conference, Kuala Lumpur 2018: Engineering the Developing World. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2018. http://dx.doi.org/10.2749/kualalumpur.2018.0259.

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Building a transportation infrastructure for fast growing city like Petaling Jaya (considered twin city with Kuala Lumpur), Malaysia is always challenging and difficult works. One of the major infrastructure projects, the 17 km long elevated guideway which form the extension of Kelana Jaya Light Rail Transit (KLJ LRT) i.e Putra line is opened for service since 30th June 2016. The elevated viaduct was designed to build extensively using precast technique. The time efficient proven technique of span by span precast segmental construction along with some crossings with precast balanced cantilever construction was implemented for the project. Cast-in-situ box girder and precast U-beams with in-situ deck were also used for bifurcation and pocket track areas. Majority of the stations (9 out of 12) for KLJ LRT Extension are island platform stations and this has major impacts on interface in constructions, time and cost. The requirement of island platform station was one of the main criteria for the operator i.e RapidKL which is part of Prasarana.Curved and skewed alignment over major 6 lanes highways and commuter lines necessitates a span as large as 100 m with 3 span balanced cantilever structure. Prestressed pier column were introduced due to space constraint. Precast split segments were also introduced to overcome difficulties in handling and delivery of deeper segments.This paper describes the design scheme and contractual set up of guideway structures and presents an overview of construction and also related issues, incidents etc.

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Zhao, Chao, and Jiahao Wu. "Transit Mixed Lane Management with Congestion Fee Based Control Technology Study: A New HOT Transit Lane Method." In 17th COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2018. http://dx.doi.org/10.1061/9780784480915.391.

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Wu, Peng, Feng Chu, Ada Che, and Qin Shi. "A bus lane reservation problem in urban bus transit network." In 2014 IEEE 17th International Conference on Intelligent Transportation Systems (ITSC). IEEE, 2014. http://dx.doi.org/10.1109/itsc.2014.6958149.

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Звіти організацій з теми "Transit lanes"

Arhin, Stephen, Babin Manandhar, Kevin Obike, and Melissa Anderson. Impact of Dedicated Bus Lanes on Intersection Operations and Travel Time Model Development. Mineta Transportation Institute, June 2022. http://dx.doi.org/10.31979/mti.2022.2040.

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Over the years, public transit agencies have been trying to improve their operations by continuously evaluating best practices to better serve patrons. Washington Metropolitan Area Transit Authority (WMATA) oversees the transit bus operations in the Washington Metropolitan Area (District of Columbia, some parts of Maryland and Virginia). One practice attempted by WMATA to improve bus travel time and transit reliability has been the implementation of designated bus lanes (DBLs). The District Department of Transportation (DDOT) implemented a bus priority program on selected corridors in the District of Columbia leading to the installation of red-painted DBLs on corridors of H Street, NW, and I Street, NW. This study evaluates the impacts on the performance of transit buses along with the general traffic performance at intersections on corridors with DBLs installed in Washington, DC by using a “before” and “after” approach. The team utilized non-intrusive video data to perform vehicular turning movement counts to assess the traffic flow and delays (measures of effectiveness) with a traffic simulation software. Furthermore, the team analyzed the Automatic Vehicle Locator (AVL) data provided by WMATA for buses operating on the study segments to evaluate bus travel time. The statistical analysis showed that the vehicles traveling on H Street and I Street (NW) experienced significantly lower delays during both AM (7:00–9:30 AM) and PM (4:00–6:30 PM) peak hours after the installation of bus lanes. The approximation error metrics (normalized squared errors) for the testing dataset was 0.97, indicating that the model was predicting bus travel times based on unknown data with great accuracy. WMATA can apply this research to other segments with busy bus schedules and multiple routes to evaluate the need for DBLs. Neural network models can also be used to approximate bus travel times on segments by simulating scenarios with DBLs to obtain accurate bus travel times. Such implementation could not only improve WMATA’s bus service and reliability but also alleviate general traffic delays.

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DeRobertis, Michelle, Christopher E. Ferrell, Richard W. Lee, and David Moore. City Best Practices to Improve Transit Operations and Safety. Mineta Transportation Institute, April 2021. http://dx.doi.org/10.31979/mti.2021.1951.

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

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Sriraj, P. S. Public Transit to Public Lands: The Nature Express. Tampa, FL: University of South Florida, May 2017. http://dx.doi.org/10.5038/cutr-nctr-rr-2017-04.

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Kodupuganti, Swapneel R., Sonu Mathew, and Srinivas S. Pulugurtha. Modeling Operational Performance of Urban Roads with Heterogeneous Traffic Conditions. Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2021.1802.

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The rapid growth in population and related demand for travel during the past few decades has had a catalytic effect on traffic congestion, air quality, and safety in many urban areas. Transportation managers and planners have planned for new facilities to cater to the needs of users of alternative modes of transportation (e.g., public transportation, walking, and bicycling) over the next decade. However, there are no widely accepted methods, nor there is enough evidence to justify whether such plans are instrumental in improving mobility of the transportation system. Therefore, this project researches the operational performance of urban roads with heterogeneous traffic conditions to improve the mobility and reliability of people and goods. A 4-mile stretch of the Blue Line light rail transit (LRT) extension, which connects Old Concord Rd and the University of North Carolina at Charlotte’s main campus on N Tryon St in Charlotte, North Carolina, was considered for travel time reliability analysis. The influence of crosswalks, sidewalks, trails, greenways, on-street bicycle lanes, bus/LRT routes and stops/stations, and street network characteristics on travel time reliability were comprehensively considered from a multimodal perspective. Likewise, a 2.5-mile-long section of the Blue Line LRT extension, which connects University City Blvd and Mallard Creek Church Rd on N Tryon St in Charlotte, North Carolina, was considered for simulation-based operational analysis. Vissim traffic simulation software was used to compute and compare delay, queue length, and maximum queue length at nine intersections to evaluate the influence of vehicles, LRT, pedestrians, and bicyclists, individually and/or combined. The statistical significance of variations in travel time reliability were particularly less in the case of links on N Tryon St with the Blue Line LRT extension. However, a decrease in travel time reliability on some links was observed on the parallel route (I-85) and cross-streets. While a decrease in vehicle delay on northbound and southbound approaches of N Tryon St was observed in most cases after the LRT is in operation, the cross-streets of N Tryon St incurred a relatively higher increase in delay after the LRT is in operation. The current pedestrian and bicycling activity levels seemed insignificant to have an influence on vehicle delay at intersections. The methodological approaches from this research can be used to assess the performance of a transportation facility and identify remedial solutions from a multimodal perspective.

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Johnston, Morgan, Sung-Chan Kim, and Mary Allison. Mobile Harbor, Alabama navigation study : ship simulation report. Engineer Research and Development Center (U.S.), October 2021. http://dx.doi.org/10.21079/11681/42300.

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Mobile Bay is a large estuary located in the southwest corner of Alabama, which connects to the Gulf of Mexico. Mobile Harbor contains the only port in the state that supports ocean-going vessels. Some of the larger vessels calling on the port experience transit delays and limited cargo capacity, so a study was conducted by the US Army Corps of Engineers, Mobile District (CESAM), and the Alabama State Port Authority to investigate channel improvements. In 2017, the US Army Engineer Research and Development Center (ERDC) assisted CESAM in screening proposed deepening and widening alternatives in Mobile Bay by completing a Feasibility Level Ship Simulation (FLSS) study using the ERDC Ship/Tow Simulator. These lower-resolution databases from the FLSS study were used as a foundation to complete a more robust navigation study in 2020 to test the proposed modifications to Mobile Harbor. During this study, three main areas were focused on: a bend easing, a passing lane, and a turning basin. Testing of the proposed design was evaluated over the course of 2 weeks with eight pilots. Assessment of the proposed modifications was accomplished through analysis of ship simulations completed by experienced local pilots, discussions, track plots, run sheets, and final pilot surveys.

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Baragar, W. R. A. Geological trans-sections of the Cape Smith Belt in the Nuvilik Lakes map area, Quebec (NTS 35-G). Natural Resources Canada/ESS/Scientific and Technical Publishing Services, 2017. http://dx.doi.org/10.4095/300550.

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Skulski, T., R. H. Rainbird, E. C. Turner, R. Meek, A. Ielpi, G. P. Halverson, W J Davis, J. Mercadier, E. Girard, and C. C. Loron. Bedrock geology of the Dismal Lakes-lower Coppermine River area, Nunavut and Northwest Territories: GEM-2 Coppermine River Transect, report of activities 2017-2018. Natural Resources Canada/ESS/Scientific and Technical Publishing Services, 2018. http://dx.doi.org/10.4095/313404.

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Chechel, A. P. Problems of protection and rational use of lakes - coolers of thermal power plants (on the example of Lake Kenon, Trans-Baikal Territory). Международный журнал прикладных и фундаментальных исследований, 2018. http://dx.doi.org/10.18411/vfhb-249-60.

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Atkinson, Dan, and Alex Hale, eds. From Source to Sea: ScARF Marine and Maritime Panel Report. Society of Antiquaries of Scotland, September 2012. http://dx.doi.org/10.9750/scarf.09.2012.126.

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The main recommendations of the panel report can be summarised under four headings: 1. From Source to Sea: River systems, from their source to the sea and beyond, should form the focus for research projects, allowing the integration of all archaeological work carried out along their course. Future research should take a holistic view of the marine and maritime historic environment, from inland lakes that feed freshwater river routes, to tidal estuaries and out to the open sea. This view of the landscape/seascape encompasses a very broad range of archaeology and enables connections to be made without the restrictions of geographical or political boundaries. Research strategies, programmes From Source to Sea: ScARF Marine and Maritime Panel Report iii and projects can adopt this approach at multiple levels; from national to site-specific, with the aim of remaining holistic and cross-cutting. 2. Submerged Landscapes: The rising research profile of submerged landscapes has recently been embodied into a European Cooperation in Science and Technology (COST) Action; Submerged Prehistoric Archaeology and Landscapes of the Continental Shelf (SPLASHCOS), with exciting proposals for future research. Future work needs to be integrated with wider initiatives such as this on an international scale. Recent projects have begun to demonstrate the research potential for submerged landscapes in and beyond Scotland, as well as the need to collaborate with industrial partners, in order that commercially-created datasets can be accessed and used. More data is required in order to fully model the changing coastline around Scotland and develop predictive models of site survival. Such work is crucial to understanding life in early prehistoric Scotland, and how the earliest communities responded to a changing environment. 3. Marine & Maritime Historic Landscapes: Scotland’s coastal and intertidal zones and maritime hinterland encompass in-shore islands, trans-continental shipping lanes, ports and harbours, and transport infrastructure to intertidal fish-traps, and define understanding and conceptualisation of the liminal zone between the land and the sea. Due to the pervasive nature of the Marine and Maritime historic landscape, a holistic approach should be taken that incorporates evidence from a variety of sources including commercial and research archaeology, local and national societies, off-shore and onshore commercial development; and including studies derived from, but not limited to history, ethnology, cultural studies, folklore and architecture and involving a wide range of recording techniques ranging from photography, laser imaging, and sonar survey through to more orthodox drawn survey and excavation. 4. Collaboration: As is implicit in all the above, multi-disciplinary, collaborative, and cross-sector approaches are essential in order to ensure the capacity to meet the research challenges of the marine and maritime historic environment. There is a need for collaboration across the heritage sector and beyond, into specific areas of industry, science and the arts. Methods of communication amongst the constituent research individuals, institutions and networks should be developed, and dissemination of research results promoted. The formation of research communities, especially virtual centres of excellence, should be encouraged in order to build capacity.

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Pyle, L. J., and C. R. Barnes. Upper Cambrian to Lower Silurian stratigraphy of a Macdonald Platform-Kechika Trough-Cassiar Terrane transect, Ware, Tuchodi Lakes, Kechika, and Cry Lake map areas (94-F, K, L, 104-P), northeastern British Columbia. Natural Resources Canada/ESS/Scientific and Technical Publishing Services, 2017. http://dx.doi.org/10.4095/299864.

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