Thesis (M.Sc.)--University of Hong Kong, 2008. / Includes bibliographical references (p. 151-154).

Bus Rapid Transit (BRT) systems have gained popularity worldwide as a cost-effective alternative to more expensive urban rail systems, carrying around an estimated 33 million passengers each weekday (https://brtdata.org/ ). In South Africa, several BRT systems are either in the planning stage, detailed design, or construction, with only a few being operational (Ackerman, 2015). When planning BRT operations, planners need to decide when to use feeder or direct routes to supplement the trunk routes: this takes into consideration that trunk routes cannot be built to be within walking distance of large catchments of people. This research aims to explore the strengths and weaknesses of two BRT-based network types: trunk-feeder (buses operating inside and outside the BRT trunk corridor are segregated and operate independently) and direct (buses operating outside the trunk corridor can enter and leave it, providing additional services in the corridor). The Rea Vaya BRT system has both 'trunk-feeder' and 'direct' networks in operation and is used as a case study for this research. Rea Vaya routes have three classifications: trunk, complementary, and feeder routes. Trunk routes (T) use dedicated median-exclusive busways only. Complementary routes (C) use a combination of normal mixed traffic roads and dedicated median-exclusive busways. Feeder routes (F) start and end at Rea Vaya trunk stations using normal mixed traffic roads. The approach for the study is empirical and evidence based. The activities of the research are to: • develop a list of observable indicators to compare trunk-feeder and direct BRT networks; • collect data on indicators for trunk, feeder, and complementary routes; • analyse the data using different analytical tools; and • make direct versus trunk-feeder network recommendations for BRT systems in South African cities. Data collection is from four sources: station surveys, on-board surveys, ticketing information, and system data sourced from the operator. In this study, five key indicators (reliability, saturation, speed, load factor, & operating costs) are identified in guiding the comparative analysis. This led to the formulation of five hypotheses to be tested and make reasonable recommendations. According to analytical studies, the case for a trunk-feeder network rests on economies of density where it is cheaper per passenger to operate larger trunk buses on the main streets with high demand. For Rea Vaya, it is cheaper per passenger to operate trunk and feeder routes compared to the complementary routes. This saving is because of using larger vehicles (18m articulated buses) on the trunk corridor to achieve more capacity and costs are spread over a larger passenger number. However, the costs are highest for the trunk routes because of increased cycle times (and long routes), and increased fleet size requirements. From a cost perspective, trunk routes work best for densely populated areas but not over long distances. Literature suggests that the number of transfers that a trunk-feeder configuration require creates several operational inefficiencies and slower commercial speeds due to considerably higher dwell times (DTs). This is not entirely the case for Rea Vaya BRT system. While the trunk and feeder routes have longer dwell times than the complementary routes, the vehicle operating speeds for the trunk and feeder buses are higher than that of the complementary buses. The average vehicle operating speed for trunk buses is 30 km/h; for feeder buses, it is 25 km/h, and for complementary buses, it is 20 km/h. This is because the complementary buses are operated on major arterials with high levels of congestion before joining the trunk corridor. It can be concluded that the potential time savings of complementary routes through avoiding transfers does not materialise as it is more than offset by the slow vehicle speeds on mixed traffic routes. Overall, the results indicate a mixed view with regards to direct and trunk-feeder BRT networks in a South African context. While direct networks have an advantage of avoiding transfers, they are also found to be competitive in terms of headway reliability, maintaining low dwell times at the stations and having a high load factor (during peak only and consistent with the high peak to base ratio observed in South Africa). / Dissertation (MEng (Transport Engineering))--University of Pretoria, 2021. / The BRT+ Centre of Excellence, funded by the Volvo Research and Educational Foundations (VREF), / Civil Engineering / MEng (Transport Engineering) / Unrestricted

Este trabalho é um modelo para controle de operação de frota de ônibus público urbano de baixa demanda, que objetiva o monitoramento (e intervenção, quando necessário), de forma que os ônibus monitorados cumpram a programação predeterminada pela grade-horária, evitando assim situações indesejáveis como atrasos ou congestionamentos nas estações de embarque e desembarque. A gestão do controle da movimentação dos ônibus se baseia em intervenções a serem realizadas na frota, considerando-se o sistema Bus Rapid Transit, que possui como grande diferencial as faixas segregadas para circulação dos ônibus. O objetivo é propor intervenções na frota (ações enviadas diretamente ao motorista como, por exemplo, diminuir a velocidade), e analisar os resultados, de forma a contribuir para diminuir dois grandes problemas em transporte público urbano: (1) o não cumprimento dos horários e (2) congestionamentos nas estações. Esses dois problemas geram reações em cadeia que acabam também afetando a regularidade de outros ônibus que compartilhar a mesma via e estações. Instituições públicas ou privadas de ônibus urbano podem obter benefícios utilizando um bom sistema de monitoramento e controle de frota, como por exemplo: mais segurança e previsibilidade nos horários, melhor adequação entre demanda e oferta do serviço, gerenciamento da frota através dos relatórios de pontualidade e desvio, dentre outros. Além disso, a melhora da qualidade do serviço traz como conseqüência o aumento no número de usuários do transporte, devido à oferta de um sistema mais atrativo, seguro e eficiente. A metodologia apresentada neste trabalho é constituída de um modelo para monitoramento da operação da frota e detecção de inconformidades dos ônibus, baseado na grade-horária e em um algoritmo de tomada de decisão, que objetiva a correção das inconformidades identificadas. Na tentativa de resolver (ou diminuir) os problemas que possam surgir durante a circulação dos ônibus, algoritmos (heurísticos) de decisão são utilizados em simulações de situações adversas. Com essas simulações é possível efetuar comparação das situações sem e com as intervenções propostas pelo algoritmo de decisão. Um sistema de informação geográfica é utilizado para manipulação dos dados e apresentação dos mesmos. De forma unifilar, é possível comparar as situações com e sem intervenções. Gráficos e tabelas complementam a apresentação dos resultados, onde é possível identificar e perceber a vantagem no monitoramento e intervenção na frota (a fidelidade à grade-horária melhora com as situações/intervenções simuladas). / This dissertation is a model for management of urban public bus fleet operation control, aimed at monitoring (and intervention when necessary) so that the buses monitored meet the pre-determined schedule by the time-grid, thus avoiding undesirable situations such as delays or congestion in the stations of embarkation and disembarkation. The proposed operational management model and the interventions to be carried out in the fleet are possible considering the Bus Rapid Transit system that has segregated roads for the movement of buses. The goal is to propose interventions in the fleet (actions will be sent directly to the driver, like - change the bus velocity), and analyze the results in order to help reduce two major problems in urban public transport: (1) non compliance with the schedules and (2) congestion at stations. These two problems create chain reactions that end up affecting the regularity of other vehicles who share the same track and stations. Public or private urban bus institutes can benefit by using a good system of monitoring and control of the fleet, for example: more security and predictability in schedules, better match between demand and supply of the service, fleet management through the reports of punctuality and deviation, among others. Moreover, the improvement of service quality has as consequence the increase in the number of users of transport, due to availability of a more attractive, safe and efficient bus service. The methodology presented here consists of a model for fleet tracking (operation control) and tracing of unconformities buses based on time-grid and on an algorithm of decision-making that aims to correct non-conformities identified. In an attempt to solve (or reduce) the problems that may arise during the movement of buses, algorithms (heuristic) decision is used in simulations of adverse situations. In these simulations can be performed comparing the situations \"without\" and \"with\" the interventions proposed by the decision algorithm. A geographic information system is used for data manipulation and presentation of them. Using linear representation is possible to compare the buses situations with and without interventions. Charts and tables complement the presentation of results, where it is possible to identify and realize the advantage in monitoring and intervention in the fleet (fidelity to the time-grid improvement with the simulated situations/interventions).

Este trabalho é um modelo para controle de operação de frota de ônibus público urbano de baixa demanda, que objetiva o monitoramento (e intervenção, quando necessário), de forma que os ônibus monitorados cumpram a programação predeterminada pela grade-horária, evitando assim situações indesejáveis como atrasos ou congestionamentos nas estações de embarque e desembarque. A gestão do controle da movimentação dos ônibus se baseia em intervenções a serem realizadas na frota, considerando-se o sistema Bus Rapid Transit, que possui como grande diferencial as faixas segregadas para circulação dos ônibus. O objetivo é propor intervenções na frota (ações enviadas diretamente ao motorista como, por exemplo, diminuir a velocidade), e analisar os resultados, de forma a contribuir para diminuir dois grandes problemas em transporte público urbano: (1) o não cumprimento dos horários e (2) congestionamentos nas estações. Esses dois problemas geram reações em cadeia que acabam também afetando a regularidade de outros ônibus que compartilhar a mesma via e estações. Instituições públicas ou privadas de ônibus urbano podem obter benefícios utilizando um bom sistema de monitoramento e controle de frota, como por exemplo: mais segurança e previsibilidade nos horários, melhor adequação entre demanda e oferta do serviço, gerenciamento da frota através dos relatórios de pontualidade e desvio, dentre outros. Além disso, a melhora da qualidade do serviço traz como conseqüência o aumento no número de usuários do transporte, devido à oferta de um sistema mais atrativo, seguro e eficiente. A metodologia apresentada neste trabalho é constituída de um modelo para monitoramento da operação da frota e detecção de inconformidades dos ônibus, baseado na grade-horária e em um algoritmo de tomada de decisão, que objetiva a correção das inconformidades identificadas. Na tentativa de resolver (ou diminuir) os problemas que possam surgir durante a circulação dos ônibus, algoritmos (heurísticos) de decisão são utilizados em simulações de situações adversas. Com essas simulações é possível efetuar comparação das situações sem e com as intervenções propostas pelo algoritmo de decisão. Um sistema de informação geográfica é utilizado para manipulação dos dados e apresentação dos mesmos. De forma unifilar, é possível comparar as situações com e sem intervenções. Gráficos e tabelas complementam a apresentação dos resultados, onde é possível identificar e perceber a vantagem no monitoramento e intervenção na frota (a fidelidade à grade-horária melhora com as situações/intervenções simuladas). / This dissertation is a model for management of urban public bus fleet operation control, aimed at monitoring (and intervention when necessary) so that the buses monitored meet the pre-determined schedule by the time-grid, thus avoiding undesirable situations such as delays or congestion in the stations of embarkation and disembarkation. The proposed operational management model and the interventions to be carried out in the fleet are possible considering the Bus Rapid Transit system that has segregated roads for the movement of buses. The goal is to propose interventions in the fleet (actions will be sent directly to the driver, like - change the bus velocity), and analyze the results in order to help reduce two major problems in urban public transport: (1) non compliance with the schedules and (2) congestion at stations. These two problems create chain reactions that end up affecting the regularity of other vehicles who share the same track and stations. Public or private urban bus institutes can benefit by using a good system of monitoring and control of the fleet, for example: more security and predictability in schedules, better match between demand and supply of the service, fleet management through the reports of punctuality and deviation, among others. Moreover, the improvement of service quality has as consequence the increase in the number of users of transport, due to availability of a more attractive, safe and efficient bus service. The methodology presented here consists of a model for fleet tracking (operation control) and tracing of unconformities buses based on time-grid and on an algorithm of decision-making that aims to correct non-conformities identified. In an attempt to solve (or reduce) the problems that may arise during the movement of buses, algorithms (heuristic) decision is used in simulations of adverse situations. In these simulations can be performed comparing the situations \"without\" and \"with\" the interventions proposed by the decision algorithm. A geographic information system is used for data manipulation and presentation of them. Using linear representation is possible to compare the buses situations with and without interventions. Charts and tables complement the presentation of results, where it is possible to identify and realize the advantage in monitoring and intervention in the fleet (fidelity to the time-grid improvement with the simulated situations/interventions).

Transportation in densely populated areas is becoming increasingly problematic. Congestion, air pollution, accident-related fatalities and time wasted in traffic are only a few of issues associated urban transportation. Personal transportation is expected to increase by 63% total, where car traffic is expected to increase by 67% and railway traffic – by 80% during the period from 2006 to 2050. With that kind of dynamic, reaching the currently set sustainability goals is impossible. This raises the need for introducing sustainable public transportation solutions. Defining sustainability in the context of public transportation and taking into account the case-specific differences that affect the definition is an important step in this process. Quantification and the use of calculation tools for sustainability impact assessment are important for discussing the subject in concretized terms. Public transportation involves a multitude of stakeholders that each have their own responsibility areas. Since public transportation systems are ultimately a collective effort, every stakeholder has to partake in this endeavor on their corresponding level of responsibility. Socioeconomic criteria are an integral part of sustainability impact analysis, since it puts technical transport-related calculations into a broader context that goes beyond the transport sector. This is a qualitative applied study of Scania’s efforts in developing calculation models to facilitate leading the dialogue by providing quantitative evidence during the early stages of their solution sales process. In this report, the methodology for sustainability impact assessment, traffic planning and socioeconomic calculations are studied and applied on the case of Scania, where a holistic calculation tool is developed for the company. Bus Rapid Transit systems have been proven to be effective, sustainable solutions of public transportation in several regions. The vehicle fleet is an important component within the BRT system, which is why calculation tools for analysis of sustainability impacts of BRT systems have high strategic significance for Scania. By providing quantitative evidence of the benefits of sustainable public transportation, the company is going to be able to gain additional market shares while simultaneously promoting sustainable urban public transportation. / Transport i tätbefolkade områden blir alltmer problematiskt. Trängsel, luftföroreningar, olycksrelaterade dödsfall och tid bortslösad i trafiken är bara några av de typiska problemen som medföljer modern stadstrafik. Personlig transporter förväntas öka med 63% totalt, där biltrafiken förväntas öka med 67% och järnvägstrafiken - med 80% under perioden från 2006 till 2050. Om den typen av dynamik fortsätter, är det omöjligt att nå de i dagsläget satta hållbarhetsmålen. Detta skapar ett behov av att införa hållbara kollektivtrafiklösningar. Att definiera hållbarhet inom kollektivtrafiksammanhanget med hänsyn till fallspecifika aspekter som påverkar definitionen är ett viktigt steg i denna process. Kvantifiering och användning av beräkningsverktyg för att göra hållbarhetsbedömningar är viktiga för att diskutera ämnet i konkretiserade termer. Transportsektorn involverar en mängd aktörer som var och en har sina egna ansvarsområden. Eftersom kollektivtrafiksystem i slutändan definieras av samtliga aktörernas kollektiva insats, är det upp till varje aktör att engagera sig i processen på deras motsvarande ansvarsnivå. Samhällsekonomiska kriterier är en viktig del av hållbarhetskonsekvensbeskrivning, eftersom det sätter tekniska transportrelaterade beräkningar i ett bredare sammanhang som sträcker sig utöver transportsektorn. Detta är en kvalitativ tillämpad studie av Scanias arbete inom utveckling av beräkningsmodeller som ska underlätta att föra dialogen genom att tillhandahålla kvantitativa bevis i ett tidigt skede i försäljningsprocessen av kollektivtrafiklösningar. I denna rapport, är metodiken för hållbarhetskonsekvensbeskrivning, trafikplanering och samhällskonomiska beräkningar studerad och tillämpad på fallet Scania, där ett helhetsberäkningsverktyg har utvecklats för företaget. Bus Rapid Transit-system har visat sig vara effektiva och hållbara lösningar för kollektivtrafiken i flera regioner. Fordonsparken är en viktig komponent i BRT-systemet, vilket är anledningen till att beräkningsverktyg för analys av hållbarhetseffekterna av BRT-system har hög strategisk betydelse för Scania. Genom att uttrycka fördelarna med hållbar kollektivtrafik i kvantifierade termer kommer företaget att kunna få ytterligare marknadsandelar och samtidigt främja hållbar storstadskollektivtrafik.

Skellefteå befinner sig i en expansiv stadsutvecklingsfas vilket ställer högre krav på trafiksystemet. Studien syftar därmed till att undersöka den lokala planeringen av kollektivtrafik och hur den relaterar till ett Bus rapid transit (BRT)-system. Transit oritented development (TOD) som innebär en samplanering av kollektivtrafik och bebyggelse, utgör arbetets teoretiska ram och är nära kopplat till BRT. Metoden utförs genom semi-strukturerade intervjuer och dokumentanalys av policydokument från Skellefteå kommun. Studien visar att trafiknätet i centrala tätorten har en dålig framkomlighet, vilket kommunen vill åtgärda genom att bland annat utveckla sin kollektivtrafik med fördel framför bilen. I denna utveckling finns det aspekter som är lika ett BRT-system men även vissa delar som avviker från det. Det går även att urskilja tecken på TOD i den lokala planeringen, något som också underlättar en BRT-implementering. Det finns därmed tendenser och ansatser för en BRT-utveckling, men där andra likande alternativ övervägs. / Skellefteå is in an expansive urban development phase that causes higher demands on the traffic system. The study aims to investigate the local planning of public transport and how it relates to a Bus rapid transit (BRT) system. Transit-oriented development (TOD), which involves a co-planning of public transport and settlements, forms the theoretical framework of the study and is closely linked to BRT. The method consisted of semi-structured interviews and document analysis of policy documents from Skellefteå municipality. The study show that the traffic network in the central urban area consists of poor accessibility, which the municipality wants to solve by developing the public transport. In this development there are aspects that are similar to BRT, but some parts that deviate from it. It is possible to distinguish signs of TOD in the local planning, which also facilitates a BRT implementation. There are thus tendencies and approaches for a BRT development, but where other similar alternatives are considered.

published_or_final_version / Urban Planning and Environmental Management / Master / Master of Science in Urban Planning

The population of Austin, Texas is projected to reach 1.6 million people by the year 2040, which doubles the city’s current population. The populations of cities in neighboring counties, Hays and Williamson, are projected to experience even more growth within the same time frame. For the first time in history, over half of the world’s population lives in urban areas, so sustainable development is currently relevant for urban planning. Until 2010, Austin lacked a mass public transportation system. Currently, Capital Metro, Austin’s main public transportation operator, operates the Red Line of the MetroRail, a commuter rail system. The Red Line only serves a specific subset of the population in Austin and its northern neighbors, running from the city of Leander, through northern Austin, before its final stop in downtown Austin. Because of this, Capital Metro will begin operations on a new method of rapid mass transit: a bus rapid transit system called MetroRapid. With two lines opening in 2014, MetroRapid will function as a mass rapid public transit option for two of the busiest north-south corridors in the city. The opening of MetroRapid will provide opportunities to stimulate growth in areas focused around this transit system. Transit-oriented development can be a method of guiding Austin’s future growth that will theoretically facilitate and encourage public transit use. The benefits to such growth would be reduced congestion, less dependency on automobiles and fostering communities that are vibrant and self-sustaining. This paper defines Transit-Oriented Developments (TODs), Bus Rapid Transit (BRT), and analyzes the MetroRapid stations themselves as Austin moves toward becoming a sustainable city. / text

Bus Rapid Transit (BRT) has adopted characteristics of rail systems to deliver a highquality transport service in a cost-effective way. Many cities across the globe have recently adopted BRT schemes as a promising strategy for relieving traffic problems. However, as a relatively new form of Mass Transit, the ability of BRT to provide a high quality transport service and its potential to stimulate land development remain largely unexplored. Following a review of international literature on the current issues relating to the land development impact of BRT, the thesis provides empirical-based evidence that examines the performance and effects of ITS-led BRT in Beijing, China. The study makes use of qualitative (interviews with stakeholders) and quantitative analysis (the questionnaire survey of passengers and longitudinal analysis of property price data) to investigate the impact of Beijing Southern BRT Line 1 on public transport service quality and land development along its corridor. The study clearly illustrates that the BRT system is an innovative approach of providing a high-quality transport service, comparable to a rail service but at a relatively low cost and short implementation time. The research suggests that a high-quality BRT system can offer accessibility advantage (specifically travel time savings) to adjacent properties and increase their attractiveness. The statistical analysis suggests improved accessibility conferred by BRT is capitalized into higher real-estate prices. The capitalization effect mostly occurs after the full operation of BRT, and is more evident over time and particularly observed in a place which lacks the alternative mobility opportunity offered by a Mass Transit system.

The continued decentralization of employment in U.S. regions has led to the emergence of large employment centers outside of traditional Central Business Districts. Edge Cities in particular, with their high office space densities, significantly influence surrounding land uses and regional commuting patterns. However, existing transit systems tend to be oriented to historic Central Business Districts and the level of service for transit in suburban areas remains considerably below that of central cities. Adequately serving suburban Edge Cities with transit is critical in maintaining and improving access to jobs by transit and mitigating automobile congestion. This study explores the suitability of a Bus Rapid Transit system along the Veterans Boulevard corridor in Greater New Orleans. It does this by analyzing residential and employment densities and existing commuting patterns along the corridor. It also explores the potential impact of BRT improvements on transit ridership in the corridor.