Статті в журналах: "Transit lanes"

1

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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2

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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3

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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4

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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5

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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6

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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7

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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8

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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9

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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10

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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11

Harrison, John A., Thomas R. Cooper, Lina Lawrence, Bryan Williams, Charity Duran Ketchum, and John Sleavin. "Integration of Light Rail on the I-90 Floating Bridge across Lake Washington." Transportation Research Record: Journal of the Transportation Research Board 2607, no. 1 (January 2017): 74–81. http://dx.doi.org/10.3141/2607-10.

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Installing light rail transit across a floating roadway bridge presents many unique challenges, foremost of which is how to design the multidimensional moving joints at both ends of transition spans between the fixed and floating structures. A technical solution to this technical challenge has been proposed, analyzed, modeled, designed, and prototype tested in the context of the East Link Extension, a light rail transit project being carried out by Central Puget Sound Regional Transit Authority (Sound Transit). Described are the planning, execution, and results of a full-scale prototype testing program of the proposed Curved Element Supported Rail (CESuRa) Track Bridge System, based on the relationship of curved rail supports in two independent planes that adjust in response to the movements of the Interstate 90 (I-90) Bridge. The prototype CESuRa track bridges performed as expected; the information gathered and lessons learned will greatly benefit the final design, the production track-bridge fabrication, and the installation process. Also discussed is the anticipated performance of these track bridges on the I-90 structure in conjunction with the proposed direct fixation track system, fixed rail anchors, and sliding rail expansion joints to be strategically located across the 1.1-mi I-90 Bridge. Built in 1989, the I-90 Bridge is the fifth-longest floating bridge in the world and carries three westbound and two reversible lanes of traffic between Seattle and Mercer Island, Washington. The bridge will be reconfigured to carry four westbound lanes, and the reversible lanes will be converted to light rail transit.

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12

Yue, Chen, Yang, and Ye. "Threshold Determination for Sharing Bus Rapid Transit–Exclusive Lanes with Conventional Buses." Sustainability 11, no. 17 (August 23, 2019): 4592. http://dx.doi.org/10.3390/su11174592.

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Sharing bus rapid transit (BRT) exclusive lanes with conventional buses is being considered to solve the problem of low utilization rate of BRT-exclusive lanes. However, the quantitative conditions and threshold that determine when to share need to be study. This paper took the common section of BRT and conventional bus lines as its research object. Practical investigation was conducted to analyze shared characteristics from multiple perspectives and explore influencing factors and mechanisms for sharing implementation. Based on the survey results, analytical models were established to quantify the influencing factors from three perspectives of road section, intersection, and bus stop. We selected departure volume of conventional buses as a threshold index and then summarized the constraints and the calculation process of sharing threshold. Finally, numerical examples of different scenarios were used to verify the feasibility and effectiveness of the method. The operation efficiency of the road section on exclusive lanes was the constraint on the lower limit of the shared threshold, while the upper limit was constrained by queuing probability or bus operation time under different intersections and stop spacing, which can provide reference for the shared setting of exclusive bus lanes.

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13

Cai, Hong Zhou, Shou Feng Ma, and Li Wei. "Application of VISSIM in Public Transit Facilities Analysis and Evaluation." Applied Mechanics and Materials 361-363 (August 2013): 2293–96. http://dx.doi.org/10.4028/www.scientific.net/amm.361-363.2293.

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The level of service and efficiency of public transit facilities affect the functions of urban transportation. VISSIM as a microscopic simulation software is conducted to model the operation processes of public transit facilities in the Huayuan intersection located in Tianjin city of China. Three problems are found in this study as following: seriously mutual interference between buses and cars nearby the transit facilities, deficient capacity of left-turn lanes, serious delay at the intersection including buses and cars. Some improved measures are proposed to solve these problems in the research such as changing the location of bus stops, placing bus priority signs and adding lanes. These measures compose three improved schemes. The effects of these schemes are compared from travel times, delay, queue length and bus waiting time. The simulating results show that these schemes can effectively increase the speed of buses and reduce their delay at the intersection.

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14

Hao, Yanxi, Jing Teng, Yinsong Wang, and Xiaoguang Yang. "Increasing Capacity of Intersections with Transit Priority." PROMET - Traffic&Transportation 28, no. 6 (December 21, 2016): 627–37. http://dx.doi.org/10.7307/ptt.v28i6.1999.

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Dedicated bus lane (DBL) and transit signal priority (TSP) are two effective and low-cost ways of improving the reliability of transits. However, these strategies reduce the capacity of general traffic. This paper presents an integrated optimization (IO) model to improve the performance of intersections with dedicated bus lanes. The IO model integrated geometry layout, main-signal timing, pre-signal timing and transit priority. The optimization problem is formulated as a Mix-Integer-Non-Linear-Program (MINLP) that can be transformed into a Mix-Integer-Linear-Program (MILP) and then solved by the standard branch-and-bound technique. The applicability of the IO model is tested through numerical experiment under different intersection layouts and traffic demands. A VISSIM micro simulation model was developed and used to evaluate the performance of the proposed IO model. The test results indicate that the proposed model can increase the capacity and reduce the delay of general traffic when providing priority to buses.

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15

SALDANHA, JOHN P., DAWN M. RUSSELL, and JOHN E. TYWORTH. "A Disaggregate Analysis of Ocean Carriers' Transit Time Performance." Transportation Journal 45, no. 2 (2006): 39–60. http://dx.doi.org/10.2307/20713633.

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Abstract This study provides a disaggregate analysis of ocean carrier speed and reliability. The findings produce direct evidence that dramatic differences in carrier transit time and transit time reliability, also referred to collectively as transit time performance, prevail across major trade lanes. These results bring attention to transit time performance, which previous studies have shown to receive little attention from shippers, especially for ocean carrier selection. Differences in transit time performance impact not only shippers' carrier selection decisions, but also their development of effective international ocean transportation strategies. Liner ocean carriers can also use these results as a benchmark to judge how well they perform relative to the competition.

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16

SALDANHA, JOHN P., DAWN M. RUSSELL, and JOHN E. TYWORTH. "A Disaggregate Analysis of Ocean Carriers' Transit Time Performance." Transportation Journal 45, no. 2 (2006): 39–60. http://dx.doi.org/10.5325/transportationj.45.2.0039.

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Abstract This study provides a disaggregate analysis of ocean carrier speed and reliability. The findings produce direct evidence that dramatic differences in carrier transit time and transit time reliability, also referred to collectively as transit time performance, prevail across major trade lanes. These results bring attention to transit time performance, which previous studies have shown to receive little attention from shippers, especially for ocean carrier selection. Differences in transit time performance impact not only shippers' carrier selection decisions, but also their development of effective international ocean transportation strategies. Liner ocean carriers can also use these results as a benchmark to judge how well they perform relative to the competition.

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17

Xu, Fei Fei, Yu Chuan Du, and Li Jun Sun. "Struggle for Survival: The Status Quo for Shanghai’s Bus Lane System." Applied Mechanics and Materials 641-642 (September 2014): 901–5. http://dx.doi.org/10.4028/www.scientific.net/amm.641-642.901.

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This paper provides the opportunity to present the performance evaluation results of Shanghai’s bus lane system in 2012. The evaluation results show that development of Shanghai’s bus lane system has fallen into a dilemma. The effectiveness of bus lanes was presenting a descending tendency. The average travel speed of bus lanes was only 14.6km/h, which was lower than the baseline of Shanghai’s transit metropolis construction targets. “Empty lane syndrome” existed in three newly implemented bus lanes. After 2010 Shanghai Expo, no new bus lane was built and the construction of bus lane came to a standstill. Lax enforcement resulted in high violation rates, which significantly reduced bus speed. Due to the increasing congestion in general purpose lanes and underutilization of bus lanes, attitudinal survey results revealed a negative public sentiment towards bus lanes. The grim situation urges a transition to sustainable development of bus lanes, namely, back to way to seek for efficiency and quality instead of blindly expansion.

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18

Johnston, Robert A., Shengyi Gao, and Michael J. Clay. "Modeling Long-Range Transportation and Land Use Scenarios with Citizen-Generated Policies in the Sacramento, California, Region." Transportation Research Record: Journal of the Transportation Research Board 1902, no. 1 (January 2005): 99–106. http://dx.doi.org/10.1177/0361198105190200112.

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The Sacramento, California, region has been engaged in an innovative long-range visioning process in 2004 and 2005; the regional transportation planning agency is defining and modeling several 50-year growth scenarios. The authors worked with environmental and social equity citizens’ groups to define policies that would reduce emissions, serve lower-income travelers better, and preserve habitats and agricultural lands in the region. The citizens’ groups rejected the new freeways planned for the region as well as the substantial freeway widenings for high-occupancy vehicle lanes. In addition, they defined a more ambitious transit system, involving new bus rapid transit lines and shorter headways for all rail and bus service. This transit-only plan was modeled by itself and along with a land use policy for an urban growth boundary and a pricing policy for higher fuel taxes and parking charges for work trips. A new version of the MEPLAN model was used to simulate these scenarios over 50 years, and findings about total travel, mode shares, congestion, emissions, land use changes, and economic welfare of travelers are described.

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19

Gupta, Shiva Prakash, and Tanka Nath Dhamala. "An FPTAS for Quickest Multi-commodity Contraflow Problem with Asymmetric Transit Times." Journal of Institute of Science and Technology 27, no. 1 (June 30, 2022): 101–7. http://dx.doi.org/10.3126/jist.v27i1.46666.

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One of the challenges in operations research is to route numerous commodities from particular supply locations to the corresponding demand points across the lanes of a network infrastructure while maintaining capacity restrictions. The quickest multi-commodity flow problem would be one of those that reduces the time it takes to complete the process. Reorienting lanes toward demand sites can increase outbound lane capacity. The quickest multi-commodity contraflow problem is NP-hard computationally. We use a ∆-condensed time-expanded graph to propose an FPTAS for this problem by including the lane reversal technique. We look into asymmetric transit times on anti-parallel arcs to address the unequal road conditions and flow dependency.

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20

Newmark, Gregory. "HOT for Transit? Transit’s Experience of High-Occupancy Toll Lanes." Journal of Public Transportation 17, no. 3 (September 2014): 97–114. http://dx.doi.org/10.5038/2375-0901.17.3.7.

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21

Lin, Ciyun, and Bowen Gong. "Transit-Based Emergency Evacuation with Transit Signal Priority in Sudden-Onset Disaster." Discrete Dynamics in Nature and Society 2016 (2016): 1–13. http://dx.doi.org/10.1155/2016/3625342.

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This study presents methods of transit signal priority without transit-only lanes for a transit-based emergency evacuation in a sudden-onset disaster. Arterial priority signal coordination is optimized when a traffic signal control system provides priority signals for transit vehicles along an evacuation route. Transit signal priority is determined by “transit vehicle arrival time estimation,” “queuing vehicle dissipation time estimation,” “traffic signal status estimation,” “transit signal optimization,” and “arterial traffic signal coordination for transit vehicle in evacuation route.” It takes advantage of the large capacities of transit vehicles, reduces the evacuation time, and evacuates as many evacuees as possible. The proposed methods were tested on a simulation platform with Paramics V6.0. To evaluate and compare the performance of transit signal priority, three scenarios were simulated in the simulator. The results indicate that the methods of this study can reduce the travel times of transit vehicles along an evacuation route by 13% and 10%, improve the standard deviation of travel time by 16% and 46%, and decrease the average person delay at a signalized intersection by 22% and 17% when the traffic flow saturation along an evacuation route is0.8<V/C≤1.0andV/C>1.0, respectively.

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22

Truong, Long T., Graham Currie, Mark Wallace, and Chris De Gruyter. "Does Combining Transit Signal Priority with Dedicated Bus Lanes or Queue Jump Lanes at Multiple Intersections Create Multiplier Effects?" Transportation Research Record: Journal of the Transportation Research Board 2647, no. 1 (January 2017): 80–92. http://dx.doi.org/10.3141/2647-10.

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An extensive body of literature deals with the design and operation of public transport (PT) priority measures. However, there is a need to understand whether providing transit signal priority with dedicated bus lanes (TSPwDBL) or transit signal priority with queue jump lanes (TSPwQJL) at multiple intersections creates a multiplier effect on PT benefits. If the benefit from providing priority together at multiple intersections is greater than the sum of benefits from providing priority separately at each of those individual intersections, a multiplier effect exists. This paper explores the effects of providing TSPwDBL or TSPwQJL at multiple intersections on bus delay savings and person delay savings. Simulation results reveal that providing TSPwDBL or TSPwQJL at multiple intersections may create a multiplier effect on one-directional bus delay savings, particularly when signal offsets provide bus progression for that direction. The multiplier effect may result in a 5% to 8% increase in bus delay savings for each additional intersection with TSPwDBL or TSPwQJL. A possible explanation is that TSPwDBL and TSPwQJL can reduce the variations in bus travel times and thus allow signal offsets—which account for bus progression—to perform even better. Furthermore, results show little evidence of the existence of a multiplier effect on person delay savings, particularly for TSPwQJL with offsets that favor person delay savings. A policy implication of these findings is that considerable PT benefits can be achieved by providing both time and space priority in combination on a corridorwide scale.

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23

Shu, Shijie, Jing Zhao, and Yin Han. "Novel Design Method for Bus Approach Lanes with Bus Guidance and Priority Controls for Prioritizing Through and Left-Turn Buses." Journal of Advanced Transportation 2019 (March 6, 2019): 1–15. http://dx.doi.org/10.1155/2019/2327876.

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Transit priority is a useful way of improving transit operations in urban networks. However, the through and left-turn buses are rarely prioritized simultaneously at isolated intersections in the existing studies. This paper presents a variable bus approach lane design with a bus guidance and priority control model, which can reduce the delay of both the through and left-turn buses. The variable bus approach lanes can be dynamically used for the through and left-turn buses during the various periods of a signal cycle by the integrated design of geometric layouts and signal timing. A detailed bus guidance and priority control optimization model is formulated to guide the buses entering the appropriate bus approach lanes, and it provides optimal signal priorities for buses. The effectiveness of the proposed method is validated by a case study and numerical experiments. The results show that, on average, the total passenger delay can be reduced by 5% for every 30 veh/h and 40 veh/h increase in the volume of through buses and left-turn buses, respectively. Moreover, a comparison between the proposed method and the conventional transit priority method reveals that significant improvements can be made in reducing delays using the proposed method even at intersections with high degree of the saturation.

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24

Cherry, Christopher R., Eric Tang, Elizabeth Deakin, and Alexander Skabardonis. "Analysis of Freeway Improvements for Express Bus Service." Transportation Research Record: Journal of the Transportation Research Board 1925, no. 1 (January 2005): 256–64. http://dx.doi.org/10.1177/0361198105192500126.

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In many urban areas, high-occupancy vehicle (HOV) lanes have been provided to permit carpools and express buses to bypass congestion and offer a significant travel time advantage to commuters willing to share a ride or take transit. In many locations, however, HOV lanes are incomplete because of difficulties in securing right-of-way or funding. In other locations, because existing HOV lanes are underutilized, express buses are undersubscribed, or both, questions about their value arise. In this research it is shown how a PARAMICS microscopic traffic simulation model can be used to analyze proposed HOV lanes and their effects on express bus operation along an urban freeway corridor. A PARAMICS application is developed for Interstate 580 in the San Francisco Bay Area and used to test alternative ways of providing HOV lanes. The performance of the corridor is evaluated under plausible scenarios of traffic growth. Traffic simulation models are usually used for detailed operations management. The case study shows that traffic simulation can be an effective preliminary planning and scenario testing tool for evaluating the likely performance of an infrastructure or operations improvement on express bus service.

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25

Patankar, Vaishali M., Rakesh Kumar, and Geetam Tiwari. "Impacts of Bus Rapid Transit Lanes on Traffic and Commuter Mobility." Journal of Urban Planning and Development 133, no. 2 (June 2007): 99–106. http://dx.doi.org/10.1061/(asce)0733-9488(2007)133:2(99).

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26

Lv, Ding, Qunqi Wu, Bo Chen, and Yahong Jiang. "Research on Decision Evaluation Model of HOV Lane Setting." Scientific Programming 2021 (November 28, 2021): 1–15. http://dx.doi.org/10.1155/2021/1688824.

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In order to achieve the purpose of improving the travel efficiency of commuters in the periphery of the city, expanding the beneficiary groups of urban rail transit, and alleviating urban road traffic congestion, when planning and setting up HOV in the periphery of the city, it is necessary to analyze the feasibility of HOV lane setting from both the demand conditions and the setting conditions. This paper combines machine learning to construct a decision-making evaluation model for HOV lane setting and studies the optimal layout model and algorithm of HOV lanes in service rail transit commuter chain. The setting, planning, and layout of HOV lanes are a two-way interactive process of traveler's path selection and designer's road planning. Finally, after the model is constructed, the performance of the system model is verified. The results show that the system studied in this paper can be used for traffic data and lane planning analysis. Therefore, in the process of urban operation, the HOV model constructed in this paper is mainly used to alleviate urban traffic and improve urban operation efficiency.

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27

Swisher, Myron, William L. Eisele, David Ungemah, and Ginger Daniels Goodin. "Life-Cycle Graphical Representation of Managed High-Occupancy Vehicle Lane Evolution." Transportation Research Record: Journal of the Transportation Research Board 1856, no. 1 (January 2003): 161–67. http://dx.doi.org/10.3141/1856-17.

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High-occupancy vehicle (HOV) lanes usually go through an evolution of stages in their life cycle. The typical evolution includes changes in demand levels from several modes including 2+ or 3+ carpools and vanpools, transit, and general-purpose vehicles. To ensure adequate usage, most facilities have started out with a designation of HOV2+. In some cases, over time, HOV2 volumes have exceeded the capacity of the facility, which has caused delays for transit vehicles. Therefore, there is an inevitable need for managing the hierarchy of facility users over time. A graphical tool is presented that indicates the life span of a managed HOV lane, and it can be applied to a variety of existing and planned managed HOV lane projects. The graphic was used in Colorado, Florida, and Texas in communicating the managed lane concept to transportation professionals. Further, the graphic was used to explain the historical operation of a managed HOV lane facility and the likely progression if current management policies remain in effect, based on experiences in similar facilities. Alternative management strategies can also be evaluated and compared with the graphical tool. The graphical representation of this managed HOV lane concept is anticipated to be valuable for transportation professionals in many areas (e.g., highway, tolling, and transit) in presenting and understanding operating scenarios for managed lanes over time and how they meet the goals of the facility. Applications of the life-cycle graphic to various facilities in the United States are also presented.

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28

DeCorla-Souza, Patrick. "Trade-Off for Road Pricing between Transportation Performance and Financial Feasibility." Transportation Research Record: Journal of the Transportation Research Board 1932, no. 1 (January 2005): 23–32. http://dx.doi.org/10.1177/0361198105193200104.

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This study estimates the transportation performance and financial impacts of express toll (ET) lane and high-occupancy toll (HOT) lane concepts, with and without new bus rapid transit (BRT) service. Estimates are made for a prototypical suburban transportation corridor in a major metropolitan area with the use of the Spreadsheet Model for Induced Travel Estimation, Managed Lanes (SMITE-ML), which was enhanced to analyze the conventional build concept with no priced lanes. The analysis demonstrates that in a typical case a HOT alternative may mitigate congestion more cost-effectively than an ET alternative. Combining BRT with ET may make this alternative much more effective, perhaps more effective than a HOT alternative with no BRT. BRT increases the benefits and economic efficiency of both ET and HOT alternatives, but it reduces financial feasibility because of the need for public tax support for transit. ET alternatives tend to be more financially feasible than HOT alternatives primarily because of the additional revenues generated from tolls; under this alternative, HOVs are not exempt from tolls. These conclusions hold up for the case study corridor even under extreme assumptions with regard to demand elasticity and value of time.

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29

Shahin, M. Y., James A. Crovetti, and Kurt A. Keifer. "Assessing Impact of Bus Traffic on Pavement Maintenance Costs: City of Los Angeles." Transportation Research Record: Journal of the Transportation Research Board 1853, no. 1 (January 2003): 29–36. http://dx.doi.org/10.3141/1853-04.

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Engineers for the city of Los Angeles have observed that lanes carrying Mass Transit Authority (MTA) bus traffic deteriorate at a faster rate than similar lanes without bus traffic. The increased rate of deterioration results in greater maintenance costs in these lanes. To properly apportion the increased maintenance costs, city engineers need an objective method for quantifying the impact of MTA bus traffic. Multiple evaluation techniques are presented that may be used to quantify the effect of buses in terms of increased deterioration rates and greater rehabilitation costs. State-of-the-art techniques that use the results of deflection testing and pavement condition surveys are presented. Data collection procedures, methods for condition and structural analyses, and life-cycle costing procedures are provided. A case study that uses data collected from the city is presented. This study indicates an average yearly additional maintenance cost of $800 per lane-mile caused by MTA bus traffic, excluding associated costs for curb and gutter or maintenance hole adjustments.

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30

Lee, Kwan-Hyeong. "A Study on Distance Measurement Module for Driving Vehicle Velocity Estimation in Multi-Lanes Using Drones." Applied Sciences 11, no. 9 (April 25, 2021): 3884. http://dx.doi.org/10.3390/app11093884.

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A method of estimating driving vehicle information usually uses a speed gun and a fixed speed camera. Estimating vehicle information using the speed gun has a high risk of traffic accidents by the operator and the fixed speed camera is not efficient in terms of installation cost and maintenance. The existing driving vehicle information estimation method can only measure each lane’s driving vehicle information, so it is impossible to measure multi-lanes simultaneously with a single measuring device. This study develops a distance measurement module that can acquire driving vehicle information in multi-lanes simultaneously with a single system using a drone. The distance measurement module is composed of two LiDAR sensors to detect the driving vehicle in one lane. The drone is located above the edge of the road and each LiDAR sensor emits the front/rear point of the road measuring point to detect the driving vehicle. The driving vehicle velocity is estimated by detecting the driving vehicle’s detection distance and transit time through radiation, with the drone LiDAR sensor placed at two measurement points on the road. The drone LiDAR sensor radiates two measuring points on the road and estimates the velocity based on driving vehicle’s detection distance and driving time. As an experiment, the velocity accuracy of the drone driving vehicle is compared with the speed gun measurement. The vehicle velocity RMSE for the first and second lanes using drones is 0.75 km/h and 1.3 km/h, respectively. The drone and the speed gun’s average error probabilities are 1.2% and 2.05% in the first and second lanes, respectively. The developed drone is more efficient than existing driving vehicle measurement equipment because it can acquire information on the driving vehicle in a dark environment and a person’s safety.

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31

Schofer, Joseph L., and Edward J. Czepiel. "Success Factors and Decision Issues for High-Occupancy Vehicle Facilities." Transportation Research Record: Journal of the Transportation Research Board 1711, no. 1 (January 2000): 13–22. http://dx.doi.org/10.3141/1711-03.

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Factors affecting success of high-occupancy vehicle (HOV) lanes are explored. An earlier study was conducted to support future HOV choices in Chicago, which has no such facilities, in part because of concerns about risks and possible negative outcomes. HOV facility performance characteristics were assembled and updated. Comparisons of closed and operating HOV lanes, as well as case studies, highlighted the importance of HOV lane utilization as a success factor and suggested 800 to 1,000 HOVs per lane-hour as typical of the success-failure boundary. A number of key factors in the HOV planning and decision process were explored. HOV lanes were found to be generally favorable for transit; flexibility of access restrictions (such as occupancy requirements and tolling options) makes it feasible to assure acceptable lane utilization levels; HOV2+ seems to be the access restriction most feasible in typical markets; evidence on formation of new carpools is mixed (this question warrants more study); lane addition rather than conversion is usually essential for feasibility; and organized opposition to HOV lanes demands careful planning and promotion of utilization. Criteria for identification of more promising HOV facility locations are provided.

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32

Mandelzys, Michael, and Bruce Hellinga. "Transit “Pass-Through” Lanes at Freeway Interchanges: A Life-Cycle Evaluation Methodology." Journal of Public Transportation 12, no. 4 (December 2009): 71–91. http://dx.doi.org/10.5038/2375-0901.12.4.5.

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33

Zhou, Guangwei, and Albert Gan. "Design of Transit Signal Priority at Signalized Intersections with Queue Jumper Lanes." Journal of Public Transportation 12, no. 4 (December 2009): 117–32. http://dx.doi.org/10.5038/2375-0901.12.4.7.

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34

Mesbah, Mahmoud, Majid Sarvi, Graham Currie, and Mahmoud Saffarzadeh. "Policy-Making Tool for Optimization of Transit Priority Lanes in Urban Network." Transportation Research Record: Journal of the Transportation Research Board 2197, no. 1 (January 2010): 54–62. http://dx.doi.org/10.3141/2197-07.

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35

Kurczyński, D., P. Łagowski, T. Stańczyk, E. Szumska, A. Zuska, P. Grabski, M. Jaśkiewicz, and R. Jurecki. "Study of lateral acceleration of a Ford Transit car on various road surfaces." IOP Conference Series: Materials Science and Engineering 1247, no. 1 (July 1, 2022): 012010. http://dx.doi.org/10.1088/1757-899x/1247/1/012010.

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Abstract The measurement of car acceleration in time can be used to assess driving styles and safety behaviours of drivers. The values of lateral acceleration of the car can be an indication of the driver’s aggressive driving style and tendency for risky behaviour. If the lateral acceleration is too high, it may affect the car’s stability and potentially cause it to roll over. The paper outlines the results of the lateral acceleration analysis of a Ford Transit car driving in a circle and in the attempt to change two driving lanes. The tests were conducted in driving practice areas. Measurements were taken for the test vehicle driving in circles with maximum attainable velocity, and changing two driving lanes with pre-specified velocity. The tests were conducted on asphalt and concrete surfaces, in dry, wet and icy conditions. The purpose of the tests was to determine the maximum lateral acceleration of the analysed vehicle. The impact of the surface condition on the lateral acceleration of the test vehicle was also determined. The obtained results can be used as threshold values to assess driving style, and to analyse causes of accidents taking into consideration the condition of the road surface.

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36

Hu, Wei-Chun, Shashidhar Siddagangaiah, Chi-Fang Chen, and Nadia Pieretti. "Impact of Vessel Transit on Vocalizations of the Taiwanese Humpback Dolphin." Diversity 14, no. 6 (May 26, 2022): 426. http://dx.doi.org/10.3390/d14060426.

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Recent offshore windfarm development has led to increased vessel traffic in the Eastern Taiwan Strait, which is part of the habitat of the critically endangered Taiwanese humpback dolphin (Sousa chinensis taiwanensis). However, data on possible effects on the behavior of this endemic subspecies are lacking to date. In this study, we observed Taiwanese humpback dolphins’ acoustic behavior associated with shipping noise and analyzed their whistles and clicks before, during, and after vessel transit. Before vessel transit, the median rate of dolphin whistles and clicks was 100 and 1550 counts per minute, which significantly reduced to less than 8 and 170 counts per minute during and after vessel transit. Dolphins produced significantly shorter whistles during (0.07 s) and after (0.15 s) vessel transit. The vocalizing behavior of the Taiwanese humpback dolphin may be affected by vessel transit, which, if sustained, could possibly influence the individual communication and feeding success of the population. Implementing measures such as re-routing of the vessel lanes and regulating the speed of the vessel traffic in the habitat are proposed to overcome the influence of vessel noise on Taiwanese humpback dolphins.

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37

Ferguson, Beth, and Angela Sanguinetti. "FACILITATING MICROMOBILITY FOR FIRST AND LAST MILE CONNECTION WITH PUBLIC TRANSIT THROUGH ENVIRONMENTAL DESIGN: A CASE STUDY OF CALIFORNIA BAY AREA RAPID TRANSIT STATIONS." Proceedings of the Design Society 1 (July 27, 2021): 1577–86. http://dx.doi.org/10.1017/pds.2021.419.

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AbstractMicromobility has the potential to reduce greenhouse gas emissions, traffic congestion, and air pollution, particularly when replacing private vehicle use in conjunction with public transit for first- and last-mile travel. The design of the built environment in and around public transit stations plays a key role in the integration of public transit and micromobility. This research presents a case study of rail stations in the California Bay Area, which are in the operation zone of seven shared micromobility operators. Nineteen stations and their surroundings were surveyed to inventory design features that could enable or constrain use of micromobility for first- and last-mile access. Shared mobility service characteristics, crime records, and connections to underserved communities were also documented. Key design solutions were identified based on the findings, including protected bike lanes, increased shared bike and scooter fleet size and service area, and clear signage indicating parking corral and docking points.

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38

Sultana, Selima, Hyojin Kim, Nastaran Pourebrahim, and Firoozeh Karimi. "Geographical Assessment of Low-Carbon Transportation Modes: A Case Study from a Commuter University." Sustainability 10, no. 8 (August 1, 2018): 2696. http://dx.doi.org/10.3390/su10082696.

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This case study examines the geographic variation in students’ low-carbon transportation (LCT) modes to a commuter university campus. Three major goals are accomplished from this research: (1) identifying commuting zones for the bicycling, walking, and transit mode choice for UNCG students; (2) understanding whether the real vs. perception of space can be predictive to mode choice; and (3) understanding the relative importance of demographic, psychological, and logistic factors on students’ mode choice, using a suite of variables developed in multiple fields. Our analyses support the assertion that various physical, demographic, and psychological dimensions influence LCT mode choice. While the presence of sidewalks is conducive to walking, the distance, either perceived or actual, within 1.61 km from UNCG is the most important factor for walking mode share. The bicycling commute is not associated with either the distance or presence of bicycle lanes, while transit ridership most likely increases if students live >8 km from the UNCG campus with the nearest bus stop within 1 km from home. Given the limited bicycle lanes in Greensboro, students who commute to campus by bicycle are resilient to unfavorable bicycle conditions by sharing the road with cars and adjusting their travel routes. Our findings also concur with previous studies showing that bicycle commuters are disproportionately represented by self-identified whites while bus riders are disproportionately comprised of self-identified non-whites. Our analyses support Greensboro’s current planning and policy emphasis on low-carbon travel behaviors via equitable and safe transit-oriented multi-modal infrastructures, and suggest that UNCG should utilize its influence to advocate and further facilitate these ongoing efforts.

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39

Desta, Robel, and János Tóth. "Competence of Bus Rapid Transit Systems Coupled with Transit Signal Priority at Signalized Junctions." Transport and Telecommunication Journal 23, no. 1 (February 1, 2022): 81–92. http://dx.doi.org/10.2478/ttj-2022-0008.

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Abstract One of the primary causes of poor public transport performance is delays at intersections. Among the efficient and sustainable solutions to boost mass transportation performance, Bus Rapid Transit (BRT) consists of infrastructures integrating dedicated bus lanes and smart operational service with different ITS technologies like Transit Signal Priority (TSP). This research studies the competence of buses operating on junctions of the BRT corridor where they have Signal Priority on the dedicated lane. The studied intersection is located around the center of the Addis Ababa BRT-B2 line, which is relatively gentle grade and characterized by the high traffic and pedestrian volume. Microscopic models were created for the chosen intersection, along with possible calibration and validation; moreover, a statistical comparison was performed to evaluate different scenarios with the goal of displaying the deployment benefits. To assess the performance of BRT buses and their overall influence on general traffic, scenarios with and without TSP were evaluated. PTV VISSIM and the VisVAP add-on simulation program were used to examine TSP alternatives. Incorporating TSP reduced the travel time by up to 4.78% in the priority direction, the average travel speed increased by 7.25%, and the queue length also reduced by a maximum of 6%, whereas in the non-priority direction, the queue length increased by a maximum of 2.5%. Moreover, the overall average passenger delay has reduced by an average amount of 15%. One of the simplest ways to improve transit performance could be signal priority strategies, which has a minor influence on the general traffic.

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40

Currie, Graham. "Using a Public Education Campaign to Improve Driver Compliance with Streetcar Transit Lanes." Transportation Research Record: Journal of the Transportation Research Board 2112, no. 1 (January 2009): 62–69. http://dx.doi.org/10.3141/2112-08.

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41

Abolfazlzadeh, Maziar, Mohammad Rahmaninezhad Asil, Zeynab Mohammadi3, and Mohammad Reza Ghanbari Tamrin. "Accident Hotspot Detection of Exclusive Bus Transit Lanes (Case Study: City of Rasht)." COMPUTATIONAL RESEARCH PROGRESS IN APPLIED SCIENCE & ENGINEERING 8, S1 (2022): 1–4. http://dx.doi.org/10.52547/crpase.8.2226.

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42

Zhou, Guangwei, Albert Gan, and Xiaoxia Zhu. "Determination of Optimal Detector Location for Transit Signal Priority with Queue Jumper Lanes." Transportation Research Record: Journal of the Transportation Research Board 1978, no. 1 (January 2006): 123–29. http://dx.doi.org/10.1177/0361198106197800116.

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43

Chen, Xiangdong, Xi Lin, Fang He, and Meng Li. "Modeling and control of automated vehicle access on dedicated bus rapid transit lanes." Transportation Research Part C: Emerging Technologies 120 (November 2020): 102795. http://dx.doi.org/10.1016/j.trc.2020.102795.

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44

Reynolds, Timothy J. "Cincinnati’s New Riverfront Transit Center: Unique Approach to Serving the Midwest’s Largest Sports and Entertainment Venue." Transportation Research Record: Journal of the Transportation Research Board 1735, no. 1 (January 2000): 84–90. http://dx.doi.org/10.3141/1735-11.

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The Southwest Ohio Regional Transit Authority of Cincinnati is developing the new Riverfront Transit Center to serve special events and attractions that are being developed along the city’s central riverfront. The $42 million facility is scheduled to be fully operational in 2003. The two stadiums are part of an ambitious riverfront renewal plan that will result in the Midwest’s largest sports and entertainment complex. The facility also will feature two new stadiums for professional baseball and football, an existing indoor arena, a new 14-ha (35-acre) festival park and concert venue, and the Freedom Center, a major museum commemorating the Underground Railroad. The Riverfront Transit Center is an integral part of the redesign of a 1.6-km (1-mi) segment of Interstate 71, which currently separates downtown Cincinnati from the Ohio River. The facility will include 20 sawtooth bus bays and two passing lanes to allow the movement of 20,000 passengers/h. By 2010, an estimated 375,000 passengers/year will use the transit center. In addition to being used for special events, the facility will be used on a daily basis by charter buses serving the Freedom Center.

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45

Day, Kristen, Lawrence Loh, Ryan Richard Ruff, Randi Rosenblum, Sean Fischer, and Karen K. Lee. "Does Bus Rapid Transit Promote Walking? An Examination of New York City’s Select Bus Service." Journal of Physical Activity and Health 11, no. 8 (November 2014): 1512–16. http://dx.doi.org/10.1123/jpah.2012-0382.

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Background:Cities across the U.S. and internationally are adopting Bus Rapid Transit to improve transit services for residents. Features of Bus Rapid Transit include fewer stops, dedicated bus lanes, and expedited systems for boarding busses, compared with regular bus service. This study examines whether Bus Rapid Transit (BRT) ridership is associated with increased rates of walking, because of the greater distance between BRT stops compared with regular bus service.Methods:Surveys were conducted with riders of local and BRT buses for New York City’s M15 Select Bus Service line. Surveys examined bus ridership, health status and physical activity, walking rates, and demographic information.Results:BRT riders reported walking approximately half a block more than did local bus riders. The average number of blocks walked decreased for BRT riders who previously used the subway before the implementation of the BRT.Conclusions:BRT may be a useful tool to support walking for some groups. Depending on where it is implemented, BRT may also be associated with reduced walking among users who switch to BRT from other active transportation modes. Future research should examine associations between walking and BRT ridership with a larger sample and more sites.

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46

Shu, Shijie, Jing Zhao, and Yin Han. "Signal Timing Optimization for Transit Priority at Near-Saturated Intersections." Journal of Advanced Transportation 2018 (July 11, 2018): 1–14. http://dx.doi.org/10.1155/2018/8502804.

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Transit signal priority is a useful way to improve transit operations in urban networks. Most of the existing studies have been conducted in conditions with low saturation to avoid the detrimental effects of vehicles without priority. However, from the public transit point of view, it is more meaningful to assign transit signal priority when the degree of the saturation intersections is high. This study proposes a signal control model for transit signal priority to minimize the overall delay at near-saturated intersection. The delay increment is calculated in three scenarios for buses and private vehicles according to the dissipation time of the vehicular queue. A set of constrains are set up to avoid queue overflows and to ensure the rationalization of the signal timing. The proposed control model is tested based on a case study and numerical experiments. The results show that the proposed model can reduce the total person delay at near-saturated intersections. The length of priority time, degree of saturation, and number of lanes are the three main influencing factors. More than 6% reductions in person delay can be obtained for undersaturated intersections when the priority time is less than 5 s. Moreover, even when the intersection saturation is 0.95, the bus signal priority can be applied if only the priority time is less than 5 s.

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47

Plant, Glen. "The Collision Avoidance Regulations as a Regulator of International Navigation Rights: Underlying Principles and their Adequacy for the Twenty-first Century." Journal of Navigation 49, no. 3 (September 1996): 377–93. http://dx.doi.org/10.1017/s0373463300013606.

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The high seas freedom of navigation, and the lesser rights of transit, archipelagic sea lane and innocent passage applicable in straits used for international navigation, archipelagic sea lanes and the territorial sea respectively, have been said to embrace two notions: ‘one is the right to make progress over the surface of the sea, the other is the duty to make progress only in an orderly way, as to speed, steering, lights and so on – the manner of operation of the right’.

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Hoonsiri, Chinnawat, Siriluk Chiarakorn, and Vasin Kiattikomol. "Using Combined Bus Rapid Transit and Buses in a Dedicated Bus Lane to Enhance Urban Transportation Sustainability." Sustainability 13, no. 6 (March 10, 2021): 3052. http://dx.doi.org/10.3390/su13063052.

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Combined bus rapid transit and buses in a dedicated bus lane (CBBD) is a measure that bus rapid transit (BRT) operators implement to reduce overlapping routes between BRT and fixed-route buses. The CBBD measure can combine the passengers of both systems on the same route, which helps increase passenger demand for the BRT, and reduce fuel consumption and emissions from utilizing the exclusive lanes for the combined route. However, the CBBD could affect some bus and BRT passengers in terms of either losing or gaining travel time-saving benefits depending on their travel pattern. This research proposed a methodology to determine the travel distance initiating disadvantage for BRT passengers (DDB) to justify the potential success of the CBBD operations. The number of passengers gaining a benefit from the CBBD was sensitive to the distance between the CBBD stops and the operational period of the CBBD. The CBBD reform would be beneficial to transit agencies to improve the travel time of passengers and be able to promote environmental sustainability for the public transportation system in urban cities.

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Wu, Kan, and S. Ilgin Guler. "Optimizing Transit Signal Priority Implementation along an Arterial." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 20 (August 1, 2018): 215–27. http://dx.doi.org/10.1177/0361198118790324.

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Transit signal priority (TSP) is a common method of providing priority to buses at signalized intersections. The implementation of TSP can affect travel time of cars traveling in the same, opposite, and cross directions. The bus delay savings and car travel-time impacts are not expected to increase linearly when considering multiple intersections along an arterial. This paper quantifies the influence of TSP on arterials with dedicated bus lanes considering an arterial-wide approach utilizing variational theory. Existing tools were modified to quantify the change in capacity along an arterial where TSP was implemented and it was shown that this effect was negligible. In addition, the bus delay savings and cross-street capacity losses were determined. Case studies provided insights into the influence of TSP among different network homogeneities and bus frequencies. Using these tools, an optimization framework was developed to determine where to implement TSP along an arterial to maximize the marginal benefits, or minimize marginal costs. In addition, a comparison of evaluating an arterial as a sum of isolated intersections as opposed to evaluating an arterial as a whole is presented. This analysis indicates the necessity of the arterial-based method in considering TSP impacts along corridors.

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Priestnall, Graham. "The Regimes of Archipelagic Sea Lanes Passage and Straits’ Transit Passage – Similarities and Differences." Maritime Studies 1997, no. 96 (September 1997): 1–12. http://dx.doi.org/10.1080/07266472.1997.10878494.

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