Bus Rapid Transit Systems and Beyond Exploring the Limits of a Popular and Rapidly Growing Urban Transport System
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
US 15-501 Major Investment Study
EXECUTIVE SUMMARY I. INTRODUCTION A. Background This document presents a summary of the US 15-501 Phase II Major Investment Study (MIS), focusing on the selection of a preferred transit alignment, transit technology and decisions made by the Study’s Policy Oversight Committee. This document serves as a companion to the Phase II Major Investment Study report, which describes the process and recommendations in more detail. In the US 15-501 Phase I MIS, reasonable and feasible transit/highway alternative combinations and a general level of investment have been identified. The Phase II MIS focuses on a refined transit alternative analysis, including more detailed engineering studies and additional public involvement input. B. Study Area Context US 15-501 is primary north-south highway route in North Carolina, extending from the Virginia State line south to the South Carolina State line. Within the Triangle region, US 15-501 is a four- to six-lane expressway connecting the Town of Chapel Hill and the City of Durham, with major interchanges at NC 54 and Franklin Street in Chapel Hill; and at I- 40, US 15-501 Business, NC 147 (Durham Freeway), and I-85 in Durham. The Phase II MIS Study Area has been refined to include areas adjacent to Corridor “A” from the Phase I Study. Exhibit ES-1 illustrates the study area for this phase of the project. C. Project History In 1993-1994, the City of Durham, the Town of Chapel Hill, NCDOT, and private property owners in the US 15-501 corridor participated in the US 15-501 Corridor Study which focused on identifying areas of congestion and methods to improve mobility within the corridor. -
Innovative Technologies for the Public Transportation in the Urban Mobility Plan of Padova
© 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Urban Transport VIII, LJ Sucharov and CA Brebbia (Editors). ISBN 1-85312-905-4 Innovative technologies for the public transportation in the Urban Mobility Plan of Padova M. Andriollol, G. Del Torchio2, G. Martinelli3, A. Morini3 & A. TorteIla3 *Department of Electrotechnics, Milan Polytechnic, Italy 2APS - Azienda Padova Servizi Spa, Padova, Italy 3Department of Electrical Engineering, Padova Universi@, Italy Abstract The reorganization of Padova public transportation system, established in the Urban Mobility Plan, aims at the development of three main lines along the north-south, east-west e north-souttieast directions. The choice of advanced intermediate capacity rubber-tyred transport systems with guided running mode seems to be particularly suitable for Padova town planning, due to their favorable technical and economical characteristics. In fact their supply and traction systems ensure low air and noise emissions, while the inherent flexibility related to both the guidance and the supply modes allows efficient operation even in presence of other vehicles or obstacles along the critical route sections of the lines. Moreover the supply flexibility makes the lines easily compatible with historical-architectural structures, At present the fist line is getting into construction and it is expected it will be put into operation by autumn 2003. 1 Introduction Nowadays the need of urban mobility is satisfied by using various transportation systerns with different characteristics and performances according to different utilization demands. In Tab. 1 some data are reported, with reference to conventional transportation systems (bus, tram, light rail metro, conventional metro). -
Contents December 2020 Highlights
29 January 2021 Contents • December 2020 traffic highlights • Operating statistics table • Recent media releases December 2020 highlights Group traffic summary DECEMBER FINANCIAL YTD 2020 2019 % * 2021 2020 % *+ Passengers carried (000) 881 1,824 (51.7%) 4,003 9,040 (55.7%) Revenue Passenger Kilometres(m) 573 4,190 (86.3%) 2,678 20,021 (86.6%) Available Seat Kilometres (m) 913 4,922 (81.5%) 4,991 23,741 (79.0%) Passenger Load Factor (%) 62.8% 85.1% (22.3 pts) 53.7% 84.3% (30.6 pts) % change in reported RASK % change in underlying RASK Year-to-date RASK1 (incl. FX) (excl. FX) Group 30.7% 30.5% Short Haul 25.5% 25.3% Long Haul (27.2%) (27.6%) Please note that the available seat kilometre (capacity) numbers included in the tables within this disclosure do not include any cargo-only flights. This is because these capacity numbers are used to calculate passenger load factors and passenger RASK * % change is based on numbers prior to rounding. 1 Reported RASK (unit passenger revenue per available seat kilometre) is inclusive of foreign currency impact, and underlying RASK excludes foreign currency impact. 1 Operating statistics table Group DECEMBER FINANCIAL YTD 2020 2019 % * 2021 2020 % * Passengers carried (000) 881 1,824 (51.7%) 4,003 9,040 (55.7%) Revenue Passenger Kilometres(m) 573 4,190 (86.3%) 2,678 20,021 (86.6%) Available Seat Kilometres (m) 913 4,922 (81.5%) 4,991 23,741 (79.0%) Passenger Load Factor (%) 62.8% 85.1% (22.3 pts) 53.7% 84.3% (30.6 pts) Short Haul Total DECEMBER FINANCIAL YTD 2020 2019 % * 2021 2020 % * Passengers carried -
FREQUENTLY ASKED QUESTIONS and the MYTHS of TRACKLESS TRAMS January 2020 by Marie Verschuer Prepared As a Supplement of Sbenrc 1.62 Sustainable Centres for Tomorrow
FREQUENTLY ASKED QUESTIONS AND THE MYTHS OF TRACKLESS TRAMS January 2020 By Marie Verschuer Prepared as a supplement of SBEnrc 1.62 Sustainable Centres for Tomorrow PURPOSE The following list of frequently asked questions have been compiled to assist those interested in Trackless Trams better understand the advantages and limitation of the technology and the areas where further research is needed. Information has been sourced from manufacturers, literature review and from study tours conducted in 2018 and 2019 to view and evaluate the emergent and latest technology suited to the provision of mid-tier prioritised public transit. This FAQ document is ancillary to the reports and case studies prepared as part of the SBNRC 1.62 Sustainable Centres for Tomorrow research project. FREQUENTLY ASKED QUESTIONS 1. What is a trackless tram (TT)? A trackless tram is a rubber tyred, high capacity vehicle suited to a corridor transit system equivalent to light rail. The vehicle in its design and internal layout is more closely aligned to a tram or light rail vehicle than to a bus as it has six innovations from High Speed Rail that have been transferred across. It travels in a dedicated corridor and should have signal priority to ensure smooth running free of traffic congestion. It is a smooth ride quality as it has sensors that anticipate bumps in the road so the vehicle adjusts its rail-like bogeys. It is a quiet electric vehicle with batteries on the roof. It has wide doors typically 2 per carriage, one each side. Boarding is from all doors adjacent to the platform. -
COMPREHENSIVE SYSTEM ANALYSIS | Volume II: Service Plan City of Minot
COMPREHENSIVE SYSTEM ANALYSIS | Volume II: Service Plan City of Minot City of Minot COMPREHENSIVE SYSTEM ANALYSIS Volume II: Service Plan December 2013 Nelson\Nygaard Consulting Associates Inc. | i COMPREHENSIVE SYSTEM ANALYSIS | Volume II: Service Plan City of Minot Table of Contents Page 1 Introduction ......................................................................................................................1-1 Community Outreach ............................................................................................................................. 1-2 2 Vision, Goals, and Transit Planning Principles ................................................................2-1 Vision for Transit in Minot ..................................................................................................................... 2-1 Elements of the Complete Transit System .................................................................................... 2-3 Service Allocation and Design Principles .......................................................................................... 2-7 Service Allocation Goals................................................................................................................. 2-7 Service Design Guidelines .............................................................................................................. 2-9 3 Short-Term Service Plan ...................................................................................................3-1 Route Descriptions ................................................................................................................................. -
Amtrak: Overview
Amtrak: Overview David Randall Peterman Analyst in Transportation Policy September 28, 2017 Congressional Research Service 7-5700 www.crs.gov R44973 Amtrak: Overview Summary Amtrak is the nation’s primary provider of intercity passenger rail service. It was created by Congress in 1970 to preserve some level of intercity passenger rail service while enabling private rail companies to exit the money-losing passenger rail business. It is a quasi-governmental entity, a corporation whose stock is almost entirely owned by the federal government. It runs a deficit each year, and relies on congressional appropriations to continue operations. Amtrak was last authorized in the Passenger Rail Reform and Investment Act of 2015 (Title XI of the Fixing America’s Surface Transportation (FAST Act; P.L. 114-94). That authorization expires at the end of FY2020. Amtrak’s annual appropriations do not rely on separate authorization legislation, but authorization legislation does allow Congress to set multiyear Amtrak funding goals and federal intercity passenger rail policies. Since Amtrak’s inception, Congress has been divided on the question of whether it should even exist. Amtrak is regularly criticized for failing to cover its costs. The need for federal financial support is often cited as evidence that passenger rail service is not financially viable, or that Amtrak should yield to private companies that would find ways to provide rail service profitably. Yet it is not clear that a private company could perform the same range of activities better than Amtrak does. Indeed, Amtrak was created because private-sector railroad companies in the United States lost money for decades operating intercity passenger rail service and wished to be relieved of the obligation to do so. -
Bus and Tramway: the French Way to High-Level Service
Bus and tramway: the French way to high-level service Author : Dominique BERTRAND (Cerema TV) Date : 29 November 2017 Centre for Studies and Expertise on Risks, Mobility, Land Planning and the Environment A State agency of scientific and technical expertise, in support of the definition, implementation and evaluation of public policies, on both national and local levels Placed under the supervision of the French ministries in charge of sustainable development, town planning and transportation Cerema supports the Energy transition of France. Bus & tramway : the French way to High-Level Service 2 As of 2016: About 3,000 employees 220 registered experts €250M turnover (2015) About 180 edited publications Head office About 20 ongoing in Bron European projects Bus & tramway : the French way to High-Level Service 3 9 fields of operation... Land Planning, Risk Prevention Energy Transition Management of Development and Housing and and Climate Change Natural Resources Equality of Regions Buildings and Environment Well-being and Mobility and Management, Towns and Urban Reduction of Transportation Optimization, Strategies Pollution Modernization and Design of Infrastructures … which intersect each other Bus & tramway : the French way to High-Level Service 4 Activity types Bus & tramway : the French way to High-Level Service 5 contents • Tramway & BHNS : what are we talking about ?! • (Urban) public transport : the French context • Tramways & BHNS: the current situation in France • The urban insertion of THNS : design through safety • and -
Analysis of Bus Passenger Comfort Perception Based on Passenger Load Factor and In‑Vehicle Time
Shen et al. SpringerPlus (2016) 5:62 DOI 10.1186/s40064-016-1694-7 RESEARCH Open Access Analysis of bus passenger comfort perception based on passenger load factor and in‑vehicle time Xianghao Shen*, Shumin Feng, Zhenning Li and Baoyu Hu *Correspondence: [email protected] Abstract School of Transportation Although bus comfort is a crucial indicator of service quality, existing studies tend to Science and Engineering, Harbin Institute focus on passenger load and ignore in-vehicle time, which can also affect passengers’ of Technology, No. comfort perception. Therefore, by conducting surveys, this study examines passengers’ 73 Huanghe Road, comfort perception while accounting for both factors. Then, using the survey data, Harbin 150090, Heilongjiang, People’s Republic of China it performs a two-way analysis of variance and shows that both in-vehicle time and passenger load significantly affect passenger comfort. Then, a bus comfort model is proposed to evaluate comfort level, followed by a sensitivity analysis. The method introduced in this study has theoretical implications for bus operators attempting to improve bus service quality. Keywords: Public transport, Comfort perception, Passenger load factor, In-vehicle time Background Passenger comfort is an important index that can be used to measure the quality of pub- lic transport services and a crucial factor in residents’ choice of traffic mode (Dell’Olio et al. 2011; Eboli and Mazzula 2011). For example, the quality of life in China has been increasing over the years, which in turn has led to the demand for higher levels of trip comfort. Presently, traffic congestion has become ubiquitous in China’s metropolitan areas. -
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. -
Butler Transit Development Plan: Business Strategies 2016
Butler Transit Development Plan: Business Strategies 2016 Table of Contents 1. Introduction .......................................................................................................................................... 1 2. Agency Overview .................................................................................................................................. 1 3. Vision/Mission/Core Values/Strategic Goals ........................................................................................ 3 4. Challenges and Opportunities ............................................................................................................... 4 5. Key Performance Measures/Performance Targets .............................................................................. 5 5.1 Mission Statement ........................................................................................................................ 6 5.2 Strategic Goals and Objectives ..................................................................................................... 6 6. Service Guidelines/Tool Kit ................................................................................................................. 11 6.1 Introduction ................................................................................................................................ 11 6.2 Mission Statement ...................................................................................................................... 11 6.3 Agency Strategic Goals ............................................................................................................... -
Information Item
Information Item Date: October 25, 2016 To: Mayor and City Council From: Edward F. King, Director of Transit Services Subject: Fiscal Year 2015-16 Big Blue Bus Year End Performance Report Introduction Fiscal Year 2015-16 was marked by momentous adaptation of our service to meet the needs of a changing transportation marketplace within the City of Santa Monica and throughout the Big Blue Bus (BBB) service area. The most visible change in the public transportation landscape was, of course, the extension of the Expo Line to downtown Santa Monica, which has had a direct and very visible impact on mobility patterns in the City and regionally. In addition, growth in active transportation, introduction of bike share, first and last mile focus, the growth and acceptance of Uber and Lyft, advancements in autonomous vehicle technology, and other disruptive forces all contributed to dynamic shifts in how people think about their mobility needs here in Santa Monica and throughout the region. The following summary and attached report provide details on Big Blue Bus (BBB) service performance for FY2015-16 within the framework of a rapidly changing physical and cultural environment. Background In September 2013, City Council approved the Big Blue Bus service evaluation guidelines, titled “Big Blue Bus Service, Design, Performance and Evaluation Guidelines” that provided detailed recommendations for bus route and service performance metrics, a reporting calendar, and standardized methods for evaluating bus service and bus service proposals to ensure that all services are evaluated regularly for efficiency, cost effectiveness, and overall viability. Pursuant to the September 24, 2013 staff report and 1 subsequent action by Council, the following summarizes the performance for all BBB routes during Fiscal Year 2015-16. -
Service, Design, Performance and Evaluation Guidelines
SERVICE, DESIGN, PERFORMANCE AND EVALUATION GUIDELINES SERVICE STANDARDS – BIG BLUE BUS – 1 SERVICE STANDARDS – BIG BLUE BUS – 2 Contents 1 OVERVIEW .................................. .1.1 2 SERVICE DESIGN ............................ .2.1 2.1 Service Categories ................................................................... 2.2 2.2 Service Design Standards......................................................... 2.2 3 SERVICE PERFORMANCE ...................... 3.1 3.1 Key Performance Indicators .................................................... 3.2 4 SERVICE EVALUATION ........................ .4.1 4.1 Data Needs for Service Evaluation Process ............................4.2 4.2 Service Evaluation Schedule..................................................... 4.2 4.3 Public Input & Review............................................................... 4.3 4.4 New Service Evaluation............................................................ 4.3 4.5 Conclusion ................................................................................ 4.5 5 APPENDICES ................................ 5.1 Appendix A: Santa Monica’s Big Blue Bus Public Hearing Procedures For Major Service Or Fare Changes ............. 5.1 Appendix B: Sample Quarterly Route Performance Analysis Report......................................................... 5.3 SERVICE STANDARDS – BIG BLUE BUS Contents – i SERVICE STANDARDS – BIG BLUE BUS Contents – ii 1 Overview Santa Monica presents a unique case for transit in greater Los Angeles. While dense, it has historically