6.0 Transit Technology Assessment
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Madison Avenue Dual Exclusive Bus Lane Demonstration, New York City
HE tV 18.5 U M T A-M A-06-0049-84-4 a A37 DOT-TSC-U MTA-84-18 no. DOT- Department SC- U.S T of Transportation UM! A— 84-18 Urban Mass Transportation Administration Madison Avenue Dual Exclusive Bus Lane Demonstration - New York City j ™nsportat;on JUW 4 198/ Final Report May 1984 UMTA Technical Assistance Program Office of Management Research and Transit Service UMTA/TSC Project Evaluation Series NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers' names appear herein solely because they are considered essential to the object of this report. - POT- Technical Report Documentation Page TS . 1. Report No. 2. Government Accession No. 3. Recipient s Catalog No. 'A'* tJMTA-MA-06-0049-84-4 'Z'i-I £ 4. Title and Subtitle 5. Report Date MADISON AVENUE DUAL EXCLUSIVE BUS LANE DEMONSTRATION. May 1984 NEW YORK CITY 6. Performing Organization Code DTS-64 8. Performing Organization Report No. 7. Authors) J. Richard^ Kuzmyak : DOT-TSC-UMTA-84-18 9^ Performing Organization Name ond Address DEPARTMENT OF 10. Work Unit No. (TRAIS) COMSIS Corporation* transportation UM427/R4620 11501 Georgia Avenue, Suite 312 11. Controct or Grant No. DOT-TSC-1753 Wheaton, MD 20902 JUN 4 1987 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address U.S. Department of Transportation Final Report Urban Mass Transportation Admi ni strati pg LIBRARY August 1980 - May 1982 Office of Technical Assistance 14. -
Transit Element
Town of Cary Comprehensive Transportation Pllan Chapter 6 – Introduction At the time of the 2001 Comprehensive Transportation Plan, the Town of Cary had no bus service other than Route 301 operated by the Triangle Transit Authority (TTA). Since then, Cary has expanded its transit Transit services considerably, with a new local fixed-route service for the public and demand-responsive paratransit for seniors and persons with disabilities. TTA has added routes as well. As the Town’s Element population continues rising and travel demand increases, the Town plans to expand its local service, capturing riders coming from and going to planned residential and commercial developments. Situated amidst the Research Triangle of Raleigh, Durham, and Chapel Hill, Cary is served today by multiple transit providers. Fixed route bus services within Cary are provided by C-Tran and TTA. C-Tran, Wake Coordinated Transportation Services (WCTS), and the Center for Volunteer Caregiving provide demand-responsive paratransit services. WCTS also provides rural general public transit via its TRACS service program; however, services are not provided for urban trips within Cary. Amtrak operates daily train service. This chapter describes current fixed-route transit and paratransit conditions, projected growth in the Town, and proposed future service changes. C-Tran Overview C-Tran is the Town of Cary’s sponsored transit service which originated as a door-to-door service for seniors and disabled residents in 2001. In July 2002, door-to-door services were expanded -
Transit Capacity and Quality of Service Manual (Part B)
7UDQVLW&DSDFLW\DQG4XDOLW\RI6HUYLFH0DQXDO PART 2 BUS TRANSIT CAPACITY CONTENTS 1. BUS CAPACITY BASICS ....................................................................................... 2-1 Overview..................................................................................................................... 2-1 Definitions............................................................................................................... 2-1 Types of Bus Facilities and Service ............................................................................ 2-3 Factors Influencing Bus Capacity ............................................................................... 2-5 Vehicle Capacity..................................................................................................... 2-5 Person Capacity..................................................................................................... 2-13 Fundamental Capacity Calculations .......................................................................... 2-15 Vehicle Capacity................................................................................................... 2-15 Person Capacity..................................................................................................... 2-22 Planning Applications ............................................................................................... 2-23 2. OPERATING ISSUES............................................................................................ 2-25 Introduction.............................................................................................................. -
Advanced Urban Transit Technologies Market Testing Final Report
Advanced Urban Transit Technologies – Worldwide Market Testing Report summarising the feedback received through the Market Testing March 2020 £69.6 Billion GVA A region packed with ambition and untapped potential In partnership with: Institute for Transport Studies Table of Contents 1. PURPOSE OF THIS REPORT ................................................................................................................................. 4 Who is undertaking the Market Testing? .................................................................................................................. 5 What Happens Next? ................................................................................................................................................ 5 2. BACKGROUND AND CONTEXT ........................................................................................................................... 6 This report ................................................................................................................................................................. 7 3. SUMMARY OF KEY MESSAGES ........................................................................................................................... 8 4. FEEDBACK ON DISCUSSION AREA 1A ................................................................................................................12 Illustrative Quotes from Respondents ..................................................................................................................... 12 Points raised -
Bus Lanes with Intermittent Priority: Assessment and Design
Bus Lanes with Intermittent Priority: Assessment and Design by Michael David Eichler B.S. (The George Washington University) 1996 A thesis submitted in partial satisfaction of the requirements for the degree of Master of City Planning In City and Regional Planning in the GRADUATE DIVISION of the UNIVERSITY OF CALIFORNIA, BERKELEY Committee in charge: Professor Martin Wachs, Chair Professor Robert Cervero Professor Carlos F. Daganzo Fall, 2005 Bus Lanes with Intermittent Priority: Assessment and Design Copyright 2005 by Michael David Eichler 1 INTRODUCTION AND OVERVIEW 1 1.1 Introduction 1 1.2 Conceptual Overview 3 2 CONTEXT AND PRECEDENTS 7 2.1 Advanced Public Transit Systems 7 2.2 Transportation Planning Context 7 2.3 Bus Lanes 11 2.4 Temporal Vehicle Regulations 12 2.5 Dynamic Lane Assignment 13 2.6 In-pavement Lighting Systems 15 2.7 Conclusion 16 3 DESIGN 17 3.1 Technology 17 3.2 Bus Stop Design and Placement 18 3.3 Signage standards 22 3.4 BLIP and TSP 25 3.5 Conclusion 27 4 INSTITUTIONAL ISSUES 28 4.1 General Institutional Issues 28 4.2 Liability 32 4.3 Enforcement 35 4.4 Funding 37 4.5 Marketing 38 4.6 Inter-jurisdictional Coordination 38 4.7 User Acceptance & Human Factors 40 4.8 Equity 42 4.9 Conclusion 45 5 FEASIBILITY DISCUSSION 46 5.1 Overview 46 5.2 Basic Analysis 48 5.3 Impacts Constrained in Time 50 5.4 Impacts Constrained in Space 51 6 BENEFITS & COSTS 52 6.1 Benefits 52 6.2 Costs 57 7 CONCLUSION 60 7.1 Recommendations for Implementation 61 7.2 Recommendations for Further Research 61 APPENDIX: TECHNICAL FORMULATIONS 63 System Inputs 63 Supporting Concepts 63 Relaxation Time Constraint Calculation 68 Queue Length Constraint Calculation 70 Reduced Signal Delay 73 Reduced Stop Delay 79 REFERENCES 81 FURTHER READINGS 86 i Acknowledgement I would like to acknowledge the UC Berkeley Center for Future Urban Transport for providing research funding for this project. -
Comparison of Light Rail Transit with Bus Semirapid Transit
University of Pennsylvania ScholarlyCommons Departmental Papers (ESE) Department of Electrical & Systems Engineering 10-2000 Comparison of Light Rail Transit With Bus Semirapid Transit Vukan R. Vuchic University of Pennsylvania, [email protected] Follow this and additional works at: https://repository.upenn.edu/ese_papers Part of the Civil Engineering Commons, Systems Engineering Commons, and the Transportation Engineering Commons Recommended Citation Vukan R. Vuchic, "Comparison of Light Rail Transit With Bus Semirapid Transit", 5th UITP Light Rail Conference . October 2000. This paper is posted at ScholarlyCommons. https://repository.upenn.edu/ese_papers/741 For more information, please contact [email protected]. Comparison of Light Rail Transit With Bus Semirapid Transit Abstract Selection of transit modes is one of the most important decisions in the transit planning process. A particularly important decision is the selection between bus and rail modes, because it influences the type of service that will be offered and, more importantly, the role transit will play in the city. Ultimately, such a decision has an impact on the quality of life in the city. It is therefore necessary to include in the selection process the physical and economic characteristics of modes, as well as the quality of service, attraction of passengers and the impacts of the transit system on its served area and the entire city or suburb. Disciplines Civil Engineering | Engineering | Systems Engineering | Transportation Engineering This conference paper is available at ScholarlyCommons: https://repository.upenn.edu/ese_papers/741 Vukan R. Vuchic 5th UITP Light Rail Conference University of Pennsylvania Melbourne, Australia 9 October 2000 COMPARISON OF LIGHT RAIL TRANSIT WITH BUS SEMIRAPID TRANSIT Selection of transit modes is one of the most important decisions in the transit planning process. -
End Traffic-Related Deaths and Injuries in New York City Causes of Fatal Crashes
nyc.gov/visionzero Vision Zero Goal End traffic-related deaths and injuries in New York City Causes of Fatal Crashes 17% Dangerous Driver & Pedestrian Choices 53% Dangerous Driving Choices 30% Dangerous Pedestrian Choices 70% of pedestrian deaths involved dangerous driver choices Role of Taxi & FHV Drivers Taxis and for-hire vehicles but account for 14% of make up 5% of vehicles on fatal crashes the road Vision Zero Components Enforcement Engineering Education Engineering: Redesigning Streets Before After Better Street Design: Smart, Simple, Safe Education: Safe Driver Actions • Slow down • Turn safely • Watch for pedestrians & cyclists • Stay alert Speeding • More people are killed by speeding drivers than drunk drivers and drivers on cell phones combined • NYC speed limit is 25 MPH unless otherwise posted • State law requires all TLC- licensed drivers to wear seatbelts Failure to Yield to Pedestrians • Pedestrians in the crosswalk always have the right of way • Over 25% of pedestrian deaths and serious injuries are caused by a turning driver striking a pedestrian • Left turns are 3 times more likely to kill or seriously injure a pedestrian than right turns Left Turns • 5 MPH is a safe speed to turn • Always watch for pedestrians and bicyclists • Avoid short turns Dusk & Darkness Distracted Driving • Driver inattention, including using cell phones and other devices, contributes to 22% of pedestrian deaths and serious injuries in NYC • TLC-licensed drivers are not allowed to use phones, even hands-free, while operating a taxi or for-hire -
The Demand Performance of Bus Rapid Transit
Demand Performance of BRT The Demand Performance of Bus Rapid Transit Graham Currie, Monash University Abstract This article uses a trip attribute approach to examine the relative passenger attrac- tiveness of Bus Rapid Transit (BRT) systems compared to other transit modes. It examines how passengers value trip attributes for on-street bus, BRT, and light rail and heavy rail systems in passenger behavior research. Empirical data is presented which suggests that passengers value trip attributes for BRT and rail modes in a broadly similar manner. All of these transit modes are favored relative to on-street bus. These findings suggest that BRT systems should be as effective as rail in generat- ing patronage when developed to replace on-street bus services. This conclusion, in association with research demonstrating lower costs for BRT systems compared to rail, may be used to claim cost effectiveness advantages for BRT. However, a number of limitations in the evidence are identified and additional research suggested. Con- clusions of the research are also used to suggest ways to improve BRT system design to enhance demand performance. Introduction Bus Rapid Transit (BRT) is now a major trend in the development of public trans- port systems worldwide. While BRT has been shown to have lower implementa- tion costs compared to other transit modes (General Accounting Office 2001), its cost effectiveness can only be assessed by examining its relative performance in generating demand compared to other transit modes. 41 Journal of Public Transportation, Vol. 8, No. 1, 2005 This article explores the relative passenger attractiveness of BRT systems compared to other transit modes by studying trip attribute research evidence. -
Surface Transportation Optimization and Bus Priority Measures the City of Boston Context
Surface Transportation Optimization and Bus Priority Measures The City of Boston Context March 2013 ACKNOWLEDGEMENTS SPECIAL THANKS TO: Rick Dimino Tom Nally Charles Planck David Carney Erik Scheier Greg Strangeways Joshua Robin Angel Harrington David Barker Melissa Dullea Vineet Gupta i | P a g e TABLE OF CONTENTS Table of Contents .......................................................................................................................................................... ii Table of Exhibits............................................................................................................................................................ iii Introduction ................................................................................................................................................................... 1 MBTA Operations and Initiatives ................................................................................................................................... 3 Current MBTA Operational Challenges ...................................................................................................................... 4 Recent MBTA Initiatives............................................................................................................................................. 9 Current MBTA Initiatives ......................................................................................................................................... 10 Bus Priority Best Practices .......................................................................................................................................... -
Integrated Transport: a New Generation of Interchanges
Integrated transport A new generation of interchanges www.bettertransport.org.uk Contents Executive summary Executive summary 3 Transport networks should be efficient, affordable, Funding and support accessible and comprehensive. Good modal Introduction 4 A Bus and Coach Investment Strategy is long overdue. interchanges are central to creating such networks. The Government should develop a multi-year bus Planning and interchanges 6 and coach investment strategy to sit alongside other That much of the country lacks such systems is the Case study - Thurrock 12 transport investment, such as the Road Investment result of disjointed and reductive transport planning Strategy and rail’s High Level Output Specification. Case study - Catthorpe Interchange 16 and investment. Despite in-principle support and a number of small national initiatives, there has been Case study - Luton North 19 A joint Department for Transport (DfT), Department a widespread and ongoing failure to link transport for Housing, Communities and Local Government Other opportunities for improved connectivity 23 networks and modes. The resulting over-reliance on fund should be established to support the delivery cars is engendering negative social, economic and Conclusions and recommendations 26 of national priority interchanges and to fund regional environmental ramifications. These consequences assessment of interchange opportunities. Cross- References and image credits 30 unfairly disadvantage those who do not have a car government working should also examine how better and lead to perverse spending decisions to address interchanges can contribute to policies such as the the resulting congestion. Industrial Strategy. We need a better way forward. This report makes the Infrastructure schemes funded via the Road Investment case for a new generation of transport interchanges. -
Tram, Trolley Or Guided Bus: What Are the Best Choices for London? Proceedings of a Seminar Held by the Transport Committee April 2004 Transport Committee
Transport Committee Tram, trolley or guided bus: what are the best choices for London? Proceedings of a seminar held by the Transport Committee April 2004 Transport Committee Tram, trolley or guided bus: what are the best choices for London? Proceedings of a seminar held by the Transport Committee April 2004 copyright Greater London Authority April 2004 Published by Greater London Authority City Hall The Queen’s Walk London SE1 2AA www.london.gov.uk enquiries 020 7983 4100 minicom 020 7983 4458 ISBN 1 85261 585 0 Cover photographs Tram and guided bus ©Robert Bain Trolley bus ©Lars Freund This publication is printed on recycled paper Chair’s foreword One of the most useful and positive parts of the London Assembly’s work is to host seminars where leading experts in particular fields can inform and debate with stakeholders, politicians and local government officers. The publication of these contributions will help Londoners and their representatives to develop opinions based on well-researched information instead of speculation and prejudice. It was in this spirit that the Transport Committee of the Assembly hosted a seminar into trams, trolley buses and guided busways, with a view to informing ourselves and London about the proposals for tram and bus schemes that the Mayor is promoting through Transport for London. Peter Hendy provided a rapid but thorough overview of Transport for London’s policies, plans and programme in this area. Carmen Hass-Klau contrasted this with what is going on in continental Europe, looking at what London has to learn. She gave us a glimpse of tram projects in Nantes, Paris and Orleans, the Translohr rubber-tyred tram, and bus trains in Utrecht and Hamburg. -
The Trackless Tram: Is It the Transit and City Shaping Catalyst We Have Been Waiting For?
Discussion paper issued without formal editing FOR PARTICIPANTS ONLY 28 October 2019 ENGLISH ONLY UNITED NATIONS CENTRE FOR REGIONAL DEVELOPMENT In collaboration with Ministry of Transport, Government of Viet Nam Ministry of Natural Resources and Environment, Government of Viet Nam Ministry of Construction, Government of Viet Nam Hanoi People's Committee, Government of Viet Nam Ministry of the Environment, Government of Japan United Nations Economic and Social Commission for Asia and the Pacific INTERGOVERNMENTAL TWELFTH REGIONAL ENVIRONMENTALLY SUSTAINABLE TRANSPORT (EST) FORUM IN ASIA 28-31 OCTOBER 2019, HANOI, VIET NAM The Trackless Tram: Is it the Transit and City Shaping Catalyst we have been waiting for? (Background Paper for Mayor Policy Dialogue -2) Final Draft ------------------------------------- This background paper has been prepared by Prof. Peter Newman, Dr. Karlson Hargroves, Mr. Sebastian Davies-Slate, Mr. Daniel Conley, Ms. Marie Verschuer, Mr. Mike Mouritz and Mr. Dorji Yangka, for the 12th Regional EST Forum in Asia. The views expressed herein are those of the authors only and do not necessarily reflect the views of the United Nations. Disclaimer: The designations employed and the presentation of the material in this report do not imply the expression of any opinion whatsoever on the part of the United Nations concerning the legal status of any country, territory, city or area or of its authorities, or concerning delimitation of its frontiers or boundaries. Moreover, the views expressed do not necessarily represent the decision or the stated policy of the UNCRD, nor does citing of trade names or commercial processes constitute endorsement. The Trackless Tram: Is it the Transit and City Shaping Catalyst we have been waiting for? Peter Newman,1 Karlson Hargroves,1 Sebastian Davies-Slate,1 Daniel Conley,2 Marie Verschuer,3 Mike Mouritz,1 Dorji Yangka1 1 Curtin University Sustainability Policy Institute (CUSP), Curtin University, Perth, Australia.