Urban Public Transportation Systems – Vukan R
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Dual Rated Speeds Escalator in Rapid Transit System with Extended Ramping Up and Down KC Gan, LF Cai, SC Cheah, Hadi Wijaya, Melvyn Thong Land Transport Authority, Singapore Keywords: Dual rated speeds, automatic switching, rapid transit system, acceleration, ramping up, ramping down, vibration, jerkiness. Abstract. To cater for different needs of escalator operating speeds in rapid transit systems (i.e. higher rated speed of 0.75m/s during peak hours is for effective discharging of passengers while slower rated speed of 0.50m/s during off-peak hours is for elderly passengers), we have introduced the dual rated speed escalator. Conventionally, the switching between 2 rated speeds can be done either manually through a key switch or automatically when no passengers are detected on the escalators at pre-set timing. However, there is a possibility of not being able to change speed if there are constant passengers coming into the rapid transit station, taking the escalators. Therefore, this shortcoming will be overcome by setting up a schedule timetable to do the safe switching of escalator rated speeds with passengers riding on the escalators with extended ramping up and down without comprising any safety requirements. This paper presents the case studies conducted on an existing station where a performance–based approach was adopted. The timing for the speed ramping up/down between the 2 rated speeds has been increased to 30 seconds in order to reduce the acceleration which results in minimizing the acceleration (vibration) and the rate of change of this acceleration (jerk). The objective is to ensure that the passenger’s perception are imperceptible and do not experience any abnormal and sudden change of vibration and jerk during the switching of dual rated speeds with extended ramping up and down. -
Integrating Urban Public Transport Systems and Cycling Summary And
CPB Corporate Partnership Board Integrating Urban Public Transport Systems and Cycling 166 Roundtable Summary and Conclusions Integrating Urban Public Transport Systems and Cycling Summary and Conclusions of the ITF Roundtable on Integrated and Sustainable Urban Transport 24-25 April 2017, Tokyo Daniel Veryard and Stephen Perkins with contributions from Aimee Aguilar-Jaber and Tatiana Samsonova International Transport Forum, Paris The International Transport Forum The International Transport Forum is an intergovernmental organisation with 59 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. The ITF is politically autonomous and administratively integrated with the OECD. The ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. The ITF organises global dialogue for better transport. We act as a platform for discussion and pre- negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision-makers and civil society. The ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy. The Members of the Forum are: Albania, Armenia, Argentina, Australia, Austria, -
Comparison Between Bus Rapid Transit and Light-Rail Transit Systems: a Multi-Criteria Decision Analysis Approach
Urban Transport XXIII 143 COMPARISON BETWEEN BUS RAPID TRANSIT AND LIGHT-RAIL TRANSIT SYSTEMS: A MULTI-CRITERIA DECISION ANALYSIS APPROACH MARÍA EUGENIA LÓPEZ LAMBAS1, NADIA GIUFFRIDA2, MATTEO IGNACCOLO2 & GIUSEPPE INTURRI2 1TRANSyT, Transport Research Centre, Universidad Politécnica de Madrid, Spain 2Department of Civil Engineering and Architecture (DICAR), University of Catania, Italy ABSTRACT The construction choice between two different transport systems in urban areas, as in the case of Light-Rail Transit (LRT) and Bus Rapid Transit (BRT) solutions, is often performed on the basis of cost-benefit analysis and geometrical constraints due to the available space for the infrastructure. Classical economic analysis techniques are often unable to take into account some of the non-monetary parameters which have a huge impact on the final result of the choice, since they often include social acceptance and sustainability aspects. The application of Multi-Criteria Decision Analysis (MCDA) techniques can aid decision makers in the selection process, with the possibility to compare non-homogeneous criteria, both qualitative and quantitative, and allowing the generation of an objective ranking of the different alternatives. The coupling of MCDA and Geographic Information System (GIS) environments also permits an easier and faster analysis of spatial parameters, and a clearer representation of indicator comparisons. Based on these assumptions, a LRT and BRT system will be analysed according to their own transportation, economic, social and environmental impacts as a hypothetical exercise; moreover, through the use of MCDA techniques a global score for both systems will be determined, in order to allow for a fully comprehensive comparison. Keywords: BHLS, urban transport, transit systems, TOPSIS. -
Taxis As Urban Transport
TØI report 1308/2014 Jørgen Aarhaug Taxis as urban transport TØI Report 1308/2014 Taxis as urban transport Jørgen Aarhaug This report is covered by the terms and conditions specified by the Norwegian Copyright Act. Contents of the report may be used for referencing or as a source of information. Quotations or references must be attributed to the Institute of Transport Economics (TØI) as the source with specific mention made to the author and report number. For other use, advance permission must be provided by TØI. ISSN 0808-1190 ISBN 978-82-480-1511-6 Electronic version Oslo, mars 2014 Title: Taxis as urban transport Tittel: Drosjer som del av bytransporttilbudet Author(s): Jørgen Aarhaug Forfattere: Jørgen Aarhaug Date: 04.2014 Dato: 04.2014 TØI report: 1308/2014 TØI rapport: 1308/2014 Pages 29 Sider 29 ISBN Electronic: 978-82-480-1511-6 ISBN Elektronisk: 978-82-480-1511-6 ISSN 0808-1190 ISSN 0808-1190 Financed by: Deutsche Gesellschaft für Internationale Finansieringskilde: Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH Zusammenarbeit (GIZ) GmbH Institute of Transport Economics Transportøkonomisk institutt Project: 3888 - Taxi module Prosjekt: 3888 - Taxi module Quality manager: Frode Longva Kvalitetsansvarlig: Frode Longva Key words: Regulation Emneord: Drosje Taxi Regulering Summary: Sammendrag: Taxis are an instantly recognizable form of transport, existing in Drosjer finnes i alle byer og de er umiddelbart gjenkjennelige. almost every city in the world. Still the roles that are filled by Likevel er det stor variasjon i hva som ligger i begrepet drosje, og taxis varies much from city to city. Regulation of the taxi hvilken rolle drosjene har i det lokale transportsystemet. -
S92 Orient Point, Greenport to East Hampton Railroad Via Riverhead
Suffolk County Transit Bus Information Suffolk County Transit Fares & Information Vaild March 22, 2021 - October 29, 2021 Questions, Suggestions, Complaints? Full fare $2.25 Call Suffolk County Transit Information Service Youth/Student fare $1.25 7 DAY SERVICE Youths 5 to 13 years old. 631.852.5200 Students 14 to 22 years old (High School/College ID required). Monday to Friday 8:00am to 4:30pm Children under 5 years old FREE SCHEDULE Limit 3 children accompanied by adult. Senior, Person with Disabilities, Medicare Care Holders SCAT Paratransit Service and Suffolk County Veterans 75 cents Personal Care Attendant FREE Paratransit Bus Service is available to ADA eligible When traveling to assist passenger with disabilities. S92 passengers. To register or for more information, call Transfer 25 cents Office for People with Disabilities at 631.853.8333. Available on request when paying fare. Good for two (2) connecting buses. Orient Point, Greenport Large Print/Spanish Bus Schedules Valid for two (2) hours from time received. Not valid for return trip. to East Hampton Railroad To obtain a large print copy of this or other Suffolk Special restrictions may apply (see transfer). County Transit bus schedules, call 631.852.5200 Passengers Please or visit www.sct-bus.org. via Riverhead •Have exact fare ready; Driver cannot handle money. Para obtener una copia en español de este u otros •Passengers must deposit their own fare. horarios de autobuses de Suffolk County Transit, •Arrive earlier than scheduled departure time. Serving llame al 631.852.5200 o visite www.sct-bus.org. •Tell driver your destination. -
Crime on Public Transport: ‘Static’ and ‘Non-Static’ (Moving) Crime Events
Western Criminology Review 5(3), 25-42 (2004) Crime on Public Transport: ‘Static’ and ‘Non-Static’ (Moving) Crime Events Andrew D. Newton University of Huddersfield _____________________________________________________________________________________________ ABSTRACT This paper presents a theoretical discussion conceptualising some of the problems evident in analysing patterns of crime and disorder on public transport, and the environments within which such crimes occur. The public transport system is a multifaceted arena, with a complex interaction of settings (buses, trains and trams), facilities (stops, stations and interchanges) and users (staff and passengers). The design of these facilities, and the internal (inside a vehicle) and external (that a vehicle traverses) environments may all influence the level of crime experienced on the system. Thus, examining the manifestation of crime on public transport systems becomes a highly complex process. Current methods of crime analysis focus on ‘static’ crime events with a precise location (x,y co-ordinate). However on public transport crime may occur on a moving vehicle (non-static), and it is difficult to define a single location for this. For the purposes of analysis, it is contended that non-static crimes have a location, between two points and two times, represented as a single snapshot of time. Thus, in addition to analysing static crime events (points and areas), attention should also be focussed on how to analyse non-static (linear) crime events. Two possible techniques for such analysis are presented, alongside a discussion of the difficulties in collecting accurate and consistent data on crime on public transport. It is anticipated that an increase in the availability of such data will enable future empirical testing of the ideas presented. -
Transit Bus Automation Risks, Barriers, & Mitigations
Transit Bus Automation Risks, Barriers, & Mitigations Introduction In 2016, the Federal Transit Administration (FTA) studied risks and barriers to transit bus automation and developed mitigations as a part of the development of its Strategic Transit Automation Research (STAR) Plan. • Risks are the potential for automated technologies, once in place, to yield negative consequences or for anticipated benefits to go unrealized. • Barriers are obstacles that could prevent or significantly challenge implementation of an automation technology. Both are challenges to the potential implementation of transit bus automation that require the development of mitigation options or strategies to overcome barriers or reduce the likelihood of a risk. This factsheet summarizes the findings of this study. For more information, please see the full report, contained in the STAR Plan. Risks Four categories of risks related to transit automation were identified: Safety and Security: Automated transit buses are at risk of potential hardware and software failures or limitations, human factor errors related to over-reliance on automated assistance or decline in driver skill, and cyber-attacks, as well as potential impedance with emergency response and communications. Operations, Maintenance, & Cost Effectiveness: Transit agencies run the risk of accumulating unrealized costs from technology and transition expenditures, workforce retraining expenses, and increased labor costs due to the need for specialized skills, and technological obsolescence. Changes in service patterns or transit funding mechanisms could lead to additional costs. In addition, automated bus transit will compete against other modes that are moving toward automation. Passenger Experience: Automation could negatively affect passenger experience, or fail to deliver expected benefits. This could include degradation in service reliability, slower travel speeds, reduced access and convenience, inadequate customer service, and poor ride quality. -
Rail Transport in the World's Major Cities
Feature Evolution of Urban Railways (part 2) Rail Transport in The World’s Major Cities Takao Okamoto and Norihisa Tadakoshi Many of the world’s large cities grew in development, particularly with regard to American city; and Hong Kong, Seoul and conjunction with railways, and today, the following: Tokyo representing Asian cities. large cities cannot depend only on motor • The correlation between railways and vehicles for transportation. With worries urban growth over global environmental issues, public • The location of terminals for intercity London transportation systems are increasingly and intra-city transport seen as an important way to expand and • Examination of various public transit Located in southeast England near the revitalize large cities, while consuming systems, including non-infrastructure mouth of the River Thames, London less energy and other resources. • Strategic planning of rail networks expanded during the Industrial Revolution This article looks at public transportation based on urban development trends (1760–1850) and secured its dominance systems in some major cities of the world and future models as the heart of the British Empire during and identifies similarities and differences The cities selected for this comparative the Victorian era (1837–1901). It’s in areas such as history of development, study are: London as the first city to adapt population grew from about 500,000 in railway networks, and method of rail technology to public transport; Paris, the 17th century to 4.5 million by the end operation. Our aim is to explore the future Berlin and Moscow as three major of the 19th century. The modern relationship between urban and transport European cities; New York as a North- metropolis of Greater London consists of The London Railway Network King’s Cross/St.Pancras Paddington LCY Victoria Waterloo LHR R. -
Guidance for Transit Agencies COVID-19 Pandemic Response
March 27, 2020 Guidance for Transit Agencies COVID-19 Pandemic Response Public transportation is an essential element of our critical infrastructure and necessary to support required trips to work and healthcare for those that must travel during this unprecedented time. Public transportation agencies around the Commonwealth have been working very diligently in order to maintain operations and ensure the health and safety of their customers and employees. Some examples of the types of actions that have already been taken include: Extensive cleaning of transit vehicles and facilities Elimination of fares to reduce high-touch areas and maintain more social distancing for transit vehicle operators Use of rear-door-only boarding and spreading out passengers on the bus to ensure spacing Adding additional vehicles to higher volume routes to ensure appropriate passenger loads Skipping stops if vehicles are already at a capacity that would ensure social distancing Recommended guidance: Continue to communicate to the public that they should not take transit if they are sick. Message: if you are showing symptoms, please use an alternate mode of transportation. Transit use should be limited to essential trips only – trips to work for essential workers and to meet essential personal needs (e.g., grocery store and medical trips, but not if you are sick). Transit agencies should closely monitor employee absenteeism and direct employees not to come to work if they are sick. Transit agencies should suspend fare collection for fixed-route services, where practical, to reduce the interaction with transit operators and to limit contact with high-touch surfaces. Use rear-door boarding, where possible, to increase separation on buses. -
Planning Public Transport Networks—The Neglected Influence of Topography
Planning Public Transport Networks—The Neglected Influence of Topography Planning Public Transport Networks—The Neglected Influence of Topography Rhonda Daniels Corinne Mulley, The University of Sydney Abstract The principles of public transport network planning include coverage, frequency, legibility and directness. But trade-offs are made in implementing these principles, reflecting the economic, institutional, temporal, and natural environments in which public transport is planned, funded, and operated. Analysis of the case study of Syd- ney, Australia, shows how implementing network planning principles is influenced by the natural environment. The neglected influence of topography on public trans- port network planning can be improved through understanding of the impact of topography on planning, expansion, operations, and public transport use; measur- ing the nature of the walk access in providing coverage; ensuring planning guidelines recognize topography in measuring walking access; and choosing the most efficient mode topographically while ensuring other policies support multimodal networks. Introduction The impact of the physical environment on urban form is well-known, as is the relationship between urban form and transport use. But the role of the physical environment in influencing the provision of public transport has been neglected, with the principles of public transport network planning often overturned by topography. The paper concentrates on the role of topography in the spatial aspects of network planning decisions -
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.............................................................................................................. -
Service Failure in Jakarta Public Bus Transport
Faculty of Economic Sciences, Communication and IT Doddy Hendra Wijaya SERVICE FAILURE IN JAKARTA PUBLIC BUS TRANSPORT Service Science Project Report Date/Term: Spring 2009 Supervisors: Bo Enquist Samuel Petros Sebhatu Karlstads Universitets 651 88 Karlstad Tfn 054-700 10 00 Fax 054-700 14 60 [email protected] www.kau.se 1. INTRODUCTION 1.1. Background Populations in most developing countries are increasing much faster than car ownership levels and therefore an increasing proportion of the population is dependent on public transport except for very short journeys. In most countries, walking is the most common mode of travel for distances of up to one or two kilometers in urban areas and much further in rural areas. Those who own bicycles tend to use them for journeys of up to about eight kilometers, beyond which public transport is preferred mode. Public transport also provides an alternative to those who have private transport, but are sometimes deterred from using it by traffic congestion, parking difficulties or problems in accessing certain streets, although in practice it is relatively unusual, particularly in developing countries, for car owners to use public transport to any significant extent. However, in many developing countries families tend to be large, so that even if these is a car belonging to a household, most members of the family are still likely to use public transport for at least some of their travel (Iles 2005) Public transport is therefore vital for the vast majority without access to private transport. There is need for personal mobility, in particular for access to employment opportunities, but with low income levels affordability is a common problem, while the services provided are often regarded as inadequate.