The intermittent bus lane signals setting within an area
Intermittent Bus Lane (IBL) used for bus priority is a lane in which the status of a given section changes according to the presence or not of a bus in its spatial domain: when a bus is approaching such a section, the status of that lane is changed to BUS lane, and after the bus moves out of the section, it becomes a normal lane again, open to general traffic. Therefore when bus services are not so frequent, general traffic will not suffer much, and bus priority can still be obtained. This measure can be operating at a single city block, but if all related control parameters along bus lines are considered together, more time gains can be obtained. In this paper, the basic structure and operation of IBL around a single intersection are briefly introduced, then the construction of an objective function and its relationships with the related priority control parameters along one bus line and their simplifications are described. Finally the calculations of the priority control parameters when there are several connected bus lines within an area and some simulation results are discussed.
Choosing Public Transport – Incorporating Richer Behavioural Elements in Modal Choice Models
The development of behaviourally richer representations of the role of well established and increasingly important influences on mode choice, such as trip time reliability and accounting for risk attitude and process rules, has moved forward at a fast pace in the context of automobile travel. In the public transport setting, such contributions have, with rare exception, not been considered. In this paper, we discuss and empirically illustrate the merits of advanced modelling developments aimed at improving our understanding of public transport choice, namely the inclusion of reliability in extended expected utility theoretic forms, to recognise risk attitude and perceptual conditioning, the consideration of passenger crowding and its inclusion in linear additive models; and the role of multiple heuristics in representing attribute processing as a way of conditioning modal choice. We illustrate the mechanics of introducing these behaviourally appealing extensions using a modal choice data set collected in Sydney.
TransMilenio BRT system in Bogota, high performance and positive impact – Main results of an ex-post evaluation
Assessing the cost of transfer inconvenience in public transport systems: A case study of the London Underground
Few studies have adequately assessed the cost of transfers in public transport systems, or provided useful guidance on transfer improvements, such as where to invest (which facility), how to invest (which aspect), and how much to invest (quantitative justification of the investment). This paper proposes a new method based on path choice,3 taking into account both the operator’s service supply and the customers’ subjective perceptions to assess transfer cost and to identify ways to reduce it. This method evaluates different transfer components (e.g., transfer walking, waiting, and penalty) with distinct policy solutions and differentiates between transfer stations and movements.
The method is applied to one of the largest and most complex public transport systems in the world, the London Underground (LUL), with a focus on 17 major transfer stations and 303 transfer movements. This study confirms that transfers pose a significant cost to LUL, and that cost is distributed unevenly across stations and across platforms at a station. Transfer stations are perceived very differently by passengers in terms of their overall cost and composition. The case study suggests that a better understanding of transfer behavior and improvements to the transfer experience could significantly benefit public transport systems.
Crowding and public transport: A review of willingness to pay evidence and its relevance in project appraisal
This paper reviews public transport crowding valuation research, using a number of primary studies conducted in the UK, USA, Australia and Israel. We identify three measures used to value crowding (a time multiplier, a monetary value per time unit and a monetary value per trip), and associated ways of representing crowding in stated preference experiments. Although a number of different types of crowding in terms of location are identified, namely in-vehicle, access-way, entrance and platform/station, the majority of reviewed studies investigate only in-vehicle crowding. Despite the different characteristics of the reviewed studies, they all report that crowding would increase the value of travel time savings, which can be viewed as an additional component of generalised time. This paper also comments on the role that the WTP for crowding reduction can play in project appraisal, and suggests some important avenues for future public transport crowding valuation research.
Designing an express service for a bus corridor in Santiago, Chile
In transit systems with high demand levels, the use of express bus services that serve only a subset of stops along certain routes would seem to be a promising alternative given the benefits they offer to both users and operators. For users, express buses mean improved service levels in the form of lower travel times due to fewer stops and higher between-stop speeds, while for system operators they enable demand to be met with fewer vehicles thanks to shorter bus cycles.
In this article we present a work aimed at designing an express service to operate over a given corridor in Santiago, Chile in conjunction to another one that would serve every bus stop on the corridor (i.e. an all stop service). To do so, we had access to origin destination trip matrices between bus stops during the morning peak, and the off peak periods. These matrices were used to construct diverse demand scenarios for the corridor based on our expectations of the change that the new express service would cause.
Based on the studied scenarios we propose two different express services, one for the peak hour and one for the rest of the day. Results suggest that implementing these services would reduce social costs when compared to a solution where the corridor is served by a single all stop line. Users that make long trips would be the most favoured from this decision. We also conclude that the longer the trips and the larger the demand, the higher the benefits obtained from operating an express service.
Road transport and climate change: stepping off the greenhouse gas
Transport is Australia’s third largest and second fastest growing source of greenhouse gas (GHG) emissions. The road transport sector makes up 88% of total transport emissions and the projected emissions increase from 1990 to 2020 is 64%. Achieving prospective emission reduction targets will pose major challenges for the road transport sector. This paper investigates two targets for reducing Australian road transport greenhouse gasemissions, and what they might mean for the sector: emissions in 2020 being 20% below 2000 levels; and emissions in 2050 being 80% below 2000 levels. Six ways in which emissions might be reduced to achieve these targets are considered. The analysis suggests that major behavioural and technological changes will be required to deliver significant emission reductions, with very substantial reductions in vehicle emission intensity being absolutely vital to making major inroads in road transport GHG emissions.
The effect of OD trip dispersion versus concentration in express service design
In public transit systems with high demand levels, the use of express bus services that serve only a subset of stops along certain routes would seem to be a promising alternative given the benefits they offer to both users and operators. In actual practice, express services in systems such as Transmilenio (Bogota, Colombia), Transantiago (Santiago, Chile), and Metro Rapid (Los Angeles, CA) have proven to be highly appealing. This raises the question about when express services are a reasonable option. Previous work has focused on how some characteristics of the demand structure of a corridor affects the benefits that express services can yield, showing that the load profile shape and the average trip length are crucial. This work presents some evidence that also the dispersion of the demand among different OD pairs (keeping the load profile and the total number of trips constant) affects the potential benefits of express services. As expected the more concentrated the demand into few OD pairs, the more cost savings that can be obtained. To answer this question we developed a methodology to generate OD matrices that share all relevant attributes but differ in variability among OD flows. Thirteen matrices were generated and their optimal sets of bus services with their respective frequencies were obtained. Using the coefficient of variation as a measure of matrix variability, we confirmed that more demand variability (i.e. more flow concentration) gives room to more express services and lower social costs.
Optimization of public transportation systems
Public transportation systems are intrinsically associated with a more sustainable motorized urban mobility. However, many cities struggle to offer their citizens a system providing high level of service. This article introduces the complexity involved with designing and operating a transit system going from the high-level strategic decisions to the low-level control mechanisms.
Alternative financing for Bus Rapid Transit (BRT): The case of Porto Alegre, Brazil
In the 1970s, Brazil was leading the implementation of high-flow bus priority schemes, but now cities are less capable of financing public infrastructures. This paper explores the private sector participation in the provision of transit infrastructure based on Public–Private Partnerships (PPP) for Bus Rapid Transit (BRT). The Porto Alegre BRT contemplates interchange terminals planned to accommodate retail and service activities. It is expected that these areas shall generate enough revenues to remunerate private investors, under a PPP scheme, for the construction of terminals and part of the infrastructure required to upgrade some sections of the existing busways to BRT standards.
The intermittent bus lane signals setting within an area
Intermittent Bus Lane (IBL) used for bus priority is a lane in which the status of a given section changes according to the presence or not of a bus in its spatial domain: when a bus is approaching such a section, the status of that lane is changed to BUS lane, and after the bus moves out of the section, it becomes a normal lane again, open to general traffic. Therefore when bus services are not so frequent, general traffic will not suffer much, and bus priority can still be obtained. This measure can be operating at a single city block, but if all related control parameters along bus lines are considered together, more time gains can be obtained. In this paper, the basic structure and operation of IBL around a single intersection are briefly introduced, then the construction of an objective function and its relationships with the related priority control parameters along one bus line and their simplifications are described. Finally the calculations of the priority control parameters when there are several connected bus lines within an area and some simulation results are discussed.
