Over the last few years, public transportation has become more desirable as capacity of existing roadways failed to keep up with rapidly increasing traffic demand. Buses are one of the most common modes of public transportation with low impact on network capacity, especially in small and congested urban areas. However, the use of regularly scheduled buses as the main public transport mode can become useless with the presence of traffic congestion and dense construction areas. In cases like these, innovative solutions, such as bus rapid transit (BRT), can provide an increased level of service without having to resort to other, more expensive modes, such as light rail transit (LRT) and metro systems (subways). Transit signal priority (TSP), which provides priority to approaching buses at signalized intersections by extending the green or truncating the red, can also increase the performance of the bus service. Understanding the combined impact of TSP and BRT on network traffic operations can be complex. Although TSP has been implemented worldwide, none of the previous studies have examined in depth the effects of using conditional and unconditional TSP strategies with a BRT system. The objective of this research is to evaluate the effectiveness of BRT without TSP, then with conditional or unconditional TSP strategies. The micro-simulation software VISSIM was used to compare different TSP and BRT scenarios. These simulation scenarios include the base scenario (before implementation of the TSP and BRT systems), Unconditional TSP (TSP activates for all buses), Conditional TSP 3 minutes behind (TSP only activates for buses that are 3 minutes or more behind schedule), Conditional TSP 5 minutes behind (only activates for buses 5 minutes or more behind schedule), BRT with no TSP, BRT with Unconditional TSP, BRT with Conditional TSP 3 minutes behind, and BRT with Conditional TSP 5 minutes behind. The VISSIM simulation model was developed, calibrated and validated using a variety of data that was collected in the field. These data included geometric data, (number of lanes, intersection geometries, etc.); traffic data (average daily traffic volumes at major intersections, turning movement percentages at intersections, heavy vehicle percentages, bus passenger data, etc.); and traffic control data (signal types, timings and phasings, split history, etc.). Using this field data ensured the simulation model was sufficient for modeling the test corridor. From this model, the main performance parameters (for all vehicles and for buses only) for through movements in both directions (eastbound and westbound) along the corridor were analyzed for the various BRT/TSP scenarios. These parameters included average travel times, average speed profiles, average delays, and average number of stops. As part of a holistic approach, the effects of BRT and TSP on crossing street delay were also evaluated. Simulation results showed that TSP and BRT scenarios were effective in reducing travel times (up to 26 %) and delays (up to 64%), as well as increasing the speed (up to 47%), compared to the base scenario. The most effective scenarios were achieved by combining BRT and TSP. Results also showed that BRT with Conditional TSP 3 minutes behind significantly improved travel times (17 – 26%), average speed (30 – 39%), and average total delay per vehicle (11 – 32%) for the main corridor through movements compared with the base scenario, with only minor effects on crossing street delays. BRT with Unconditional TSP resulted in significant crossing street delays, especially at major intersections with high traffic demand, which indicates that this scenario is impractical for implementation in the corridor. Additionally, BRT with Conditional TSP 3 minutes behind had better travel time savings than BRT with Conditional TSP 5 minutes behind for both travel directions, making this the most beneficial scenario. This research provided an innovative approach by using nested sets (hierarchical design) of TSP and BRT combination scenarios. Coupled with microscopic simulation, nested sets in the hierarchical design are used to evaluate the effectiveness of BRT without TSP, then with conditional or unconditional TSP strategies. The robust methodology developed in this research can be applied to any corridor to understand the combined TSP and BRT effects on traffic performance. Presenting the results in an organized fashion like this can be helpful in decision making. This research investigated the effects of BRT along I-Drive corridor (before and after conditions) at the intersection level. Intersection analysis demonstrated based on real life data for the before and after the construction of BRT using the Highway Capacity SoftwareTM (HCS2010) that was built based on the Highway Capacity Manual (HCM 2010) procedures for urban streets and signalized intersections. The performance measure used in this analysis is the level of service (LOS) criteria which depends on the control delay (seconds per vehicle) for each approach and for the entire intersection. The results show that implementing BRT did not change the LOS. However, the control delay has improved at most of the intersections' approaches. The majority of intersections operated with an overall LOS "C" or better except for Kirkman Road intersection (T2) with LOS "E" because it has the highest traffic volumes before and after BRT construction. This research also used regression analysis to observe the effect of the tested scenarios analyzed in VISSIM software compared to the No TSP – No BRT base model for all vehicles and for buses only. The developed regression model can predict the effect of each scenario on each studied Measures of Performance (MOE). Minitab statistical software was used to conduct this multiple regression analysis. The developed models with real life data input are able to predict how proposed enhancements change the studied MOEs. The BRT models presented in this research can be used for further sensitivity analysis on a larger regional network in the upcoming regional expansion of the transit system in Central Florida. Since this research demonstrated the operational functionality and effectiveness of BRT and TSP systems in this critical corridor in Central Florida, these systems' accomplishments can be expanded throughout the state of Florida to provide greater benefits to transit passengers. Furthermore, to demonstrate the methodology developed in this research, it is applied to a test corridor along International Drive (I-Drive) in Orlando, Florida. This corridor is key for regional economic prosperity of Central Florida and the novel approach developed in this dissertation can be expanded to other transit systems.

Bus rapid transit (BRT) is an innovative bus system with sophisticated vehicles and inflexible busways integrated in the cities, high capacity and high quality, high speed and frequency, distinctive image and comfort. Many in Sweden believe that is impossible to introduce BRT, even though the Swedish towns and cities can benefit from the image, speed and frequency that BRT symbolizes. The archipelago-like urbanization, urban sprawl and the uncompetitive journey times of public transportation compared with the private car are identified as main obstacles. New questions emerged: Is it possible to transform and adjust the Swedish towns and cities for BRT? What demands BRT? How is transit-oriented development (TOD) applicable in a Swedish context as a policy to integrate cities and BRT? In this licentiate thesis I investigate the interrelationship between bus transportation and neighborhoods, between BRT and urban form as well as the possibilities to introduce busways and BRT, to trigger TOD and to transform the Swedish towns and cities for BRT. Much has been written about BRT, but seldom by architects or urban planners and designers. BRT and TOD are seen though urban form and processes of urbanization within a morphological tradition established by Kevin Lynch. BRT is represented by paths and nodes that disperse distinctive attractiveness pattern of desirability cores that shape neighborhoods as districts. TOD is about synchronizing the everyday urban life with public transportation systems. BRT-TOD is defined as a policy to recognize desirability cores spread by the different infrastructures of BRT and promote development of urban form within their attractiveness pattern at urban and regional scale. BRT-TOD is discussed as a concept of BRT metropolis in context of the urbanization of Swedish towns and cities.  TOD is defined morphologically as public transport cities. A public transport city is a city that in its development adapted to specific public transportation systems. TOD is nothing new in Europe or Sweden. To find regularities of the effect of public transportation systems on cities I do a historical overview of the Swedish towns and cities. In the end the position of bus and BRT, public transport cities and TOD and possibilities of future urban transformation of the smaller and larger Swedish cities towards BRT metropolises are discussed in context of today’s “‘system’ of automobility” and widespread car society and the emerging knowledge society and its postmodern fringes of urbanization. / <p>QC 20130917</p>

This study examines potential transportation improvements in the Elysian Fields Avenue Corridor, and the benefit that these improvements may produce. Data for the study area are compiled and analyzed. Conceptual plans for the implementation of different transit technology alternatives were developed and assessed in terms of user benefits, cost, potential land use impacts, potential economic impacts, and feasibility. Case studies and relevant literature are reviewed. The intent of this thesis is to provide an overview of the study area prior and subsequent to Hurricane Katrina, develop plans for the implementation of transit alternatives in the Elysian Fields Avenue Corridor, and assess potential costs and benefits of the different alternatives developed.

My project takes place in Korsten four kilometers north of central Port Elizabeth. Korsten is today known as the industrial center of the city and provides job opportunities throughout the whole region. Central Korsten contains the biggest informal market within Port Elizabeth; it is also functioning as a nodal interchange where buses and minibus taxis provide transport within the city as well as nationwide. In 2010 major changes in the transport system will take place as a part of the 2010 world cup program. The city introduces the new Bus rapid transit system, a transportation system based on trunk buses complimented with minibus taxis. Introducing a new bus-system to Korsten will be a great challenge especially concerning Korstens informal identity and tradition. The informal economy is today an integral part of the South African economy and something that most South Africans come in contact with on daily bases. But it is an economy and movement not measurable or regulated by the government. The informal economy got its own rules and traditions and it flourishes in Korsten. It creates job opportunities as well as a possibility to buy everyday goods to a reasonable price, but it also contributes to a hectic and unstructured environment which gives a chaotic impression. This dissertation highlights the informal tradition and its possibility to be an integral part of the modern Korsten. It investigates the meaning of the public space and what role it plays in our cities and how it can be implemented in Korsten. / Available at: erik_tellden(at)hotmail.com +46702267034

El sistema Bus Rapid Transit (BRT) es uno de los modos de transporte más demandados en los últimos años. Este sistema de transporte cuenta con estaciones para los usuarios y múltiples líneas de buses en una determinada ciudad. Sin embargo, el desorden en el recorrido de los usuarios a lo largo de la estación y la alta densidad e interacción peatonal generan largos tiempos de espera para los usuarios desde que entran a la estación hasta su embarco al bus. La presente investigación propone una gestión de la movilidad peatonal, la cual mediante la canalización de flujos peatonales y adaptación de entradas y salidas de la estación tiene por objetivo principal reducir los tiempos de espera de los usuarios dentro de la estación. Se realizó visitas a una estación de BRT en la ciudad de Lima para medir los tiempos de espera de los usuarios dentro de esta. La recolección de información nos permitió establecer el horario de más concurrencia peatonal y demostrar que los usuarios pueden demorar más tiempo dentro de la estación que en el bus. La propuesta fue simulada en el software Vissim para poder determinar su eficiencia. Los resultados muestran que se redujo los tiempos de espera de los usuarios dentro de la estación en un 25%. Por otro lado, el valor de la densidad peatonal y los puntos de conflicto entre peatones disminuyeron en un 44% y 73% respectivamente. Finalmente se obtuvo un aumento en la velocidad peatonal de los corredores en un 37%. / The Bus Rapid Transit (BRT) is a bus-based public transport system that increase the effectiveness of public transportation through dedicated lanes with busways and independent stations. However, the pedestrian routes disorder at the station, the high density and the interaction between pedestrians produce high waiting times since the entrance at the station until the board at the bus. The present research proposes a management of pedestrian mobility focused on modify the pedestrian routes and adapting the entrance and exit of the station. The main objective of the investigation is reducing the waiting times of users at the station. Users waiting times at the station were measured by visiting a BRT station located in the city of Lima. The collection of information makes it possible to establish the peak pedestrian traffic hours and demonstrate that users can spend more time at the station than on the bus. The improvement proposal was simulated in Vissim software in order to determine its reducing waiting times efficiency. The results show that users waiting times at the station were reduced by 25%. On the other hand, the pedestrian density and conflict points between pedestrians decreased by 44% and 73% respectively. Finally, increase in the pedestrian velocity of the corridors was obtained by 37%. / Tesis

[pt] O Brasil, país pioneiro na implantação do BRT, possui alguns corredores com prioridade para serviços de transporte coletivo por ônibus. O sistema BRT no Rio de Janeiro começou a ser desenvolvido há tempos, mas ficou parado por fatores externos até princípio do ano 2021. A partir dessa data, o seu desenvolvimento foi retomado com uma perspectiva diferente para não cometer os mesmos erros do passado. O novo modelo pretende eliminar o risco de demanda, assim como fazer a separação entre fornecimento e operação dos equipamentos, permitindo a participação de atores especializados. Portanto, neste trabalho pretende determinar a viabilidade do novo modelo implementado do sistema BRT pela perspectiva financeira. Foi feito uma pesquisa geral sobre os principais incentivos governamentais, as características dos BRT e o conhecimento acumulado em diferentes países para a avaliação do modelo de negócio e contrato desenvolvido pela Prefeitura. Além disso foram analisados os fluxos de caixa através dos principais indicadores financeiros. Os resultados mostram que do ponto de vista financeiro o projeto é rentável e lucrativo. O novo modelo permite também uma melhoria na eficiência do sistema de transporte público na cidade e o aumento da satisfação do usuário. A principal contribuição do trabalho é o estudo qualitativo brindando uma comparação entre as diferentes experiências internacionais neste âmbito para conhecer os aspectos favoráveis que se possam ajustar a realidade brasileira da cidade do Rio de Janeiro. / [en] Brazil is a pioneer in the implementation of BRT and has some corridors with priority for public transport services by bus. The BRT system in Rio de Janeiro began to be developed many years ago but was put on hold due to external factors until early 2021, when its development was resumed with a different perspective so as not to make the same mistakes as in the past. The new model intends to eliminate demand risk, as well as implement the separation between supply and operation of the equipment, allowing the inclusion of specialized actors. Therefore, this work intends to determine the feasibility of the new implemented model of the BRT system from a financial perspective. A general survey was carried out on the main government incentives, the characteristics of BRT and the knowledge accumulated in different countries for the evaluation of the business model and contract developed. In addition, cash flow analysis was done using the main financial indicators. The results indicate that from a financial perspective the project is profitable and profitable for the investment. The new model also allows for an improvement in the efficiency of the public transport system in the city and an increase in user satisfaction. The main contribution of the work is the qualitative study providing a comparison between the different international experiences in this field to know the favorable aspects that can adjust to the Brazilian reality of the city of Rio de Janeiro.

My dissertation address is to describe the long distance bus (LDB) transport, its structure, service adequacy and the role it plays in linking the core to the periphery of Ethiopia. The study applied both qualitative and quantitative data analyses. The quantitative data was mainly collected by using questionnaires, from the selected passengers and operators by longitudinal survey, 384 passengers, or 10 %, from each bus took part in the survey. Of these, only 241 questionnaires (63%) were fully completed and used for this analysis. And 6 % of buses or operators (64) were selected by systematic sampling. The routes and towns were also selected by lottery method. The qualitative data was mainly collected by interview. Among these, 5 % (twenty-five) of experts from the City Transport Bureau; the heads of LDB Associations; the owners of LDB; the Federal Transport bureau; and the Mercato Bus terminal. An interview was analyzed based on their own explanations. FGDs were carried out with passengers awaiting departure in the terminal (off-journey). The secondary sources were taken from both the EFTA and Mercato bus terminal dispatch report. The analysis was made mostly by integrating method, and in some cases with separate analysis. Beside with other inferential statistical, Pearson correlation was also applied. The growth rate for level one and level two buses had risen more than 100 % per annum, whereas level three buses showed a decline of 18 % per year. The whole sector shows a 6.6 % growth rate, which is double that of the population growth (2.6 %). The rate of bus dispatch is very high, approximately 38 per day, on the Dessie and Mojo route. The average bus dispatch in all directions is about 32. In terms of service provision and area coverage, level one buses interlink about 23 major towns. Level two buses service more than 70 major towns, and level three more than 110. The highest record of both area and service coverage was occupied by first level buses servicing Dessie, Mekele, Shashemene, Hawassa, and Jimma. On average, the majority of towns are being serviced by one bus, irrespective of their levels. The area and service coverage is thus very high for level three buses, compared with levels two and one. The Dessie and Mojo lines enjoy the highest bus coverage. LDBs typically provide transport for distances of less than 400 kilometres. They contribute towards core to peripheral ties of the nation. This result is expressed by Krugman’s (1991) core-periphery theory. The service adequacy of the industry indicates that above half of the operators would have to wait approximately one hour to pick up passengers and 1 or 2 days per week to get the turn too. This reveals that Levels one, two and three operators are dormant for 1 or 2 days per week. Supply is thus greater than demand, causing the emergence of an informal LDB service. The fact that about 60 % of passengers have to wait for approximately an hour to catch a bus, after collecting tickets, indicates the demand. The buses’ downtimes in order to secure a full load on each departure are positively correlated with bus levels. The LDB provide more for mobility of goods and peoples that can be shape land use and development patterns, and it generate jobs. This enable more for economic growth. Thus, level one is more attractive than other levels. The study identifies the major challenges facing LDB transport. Integration within stakeholders, both internally and externally, is crucial to satisfy the passenger. / Geography / D. Phil. (Geography)

The transport sector contributes significantly to global energy use and emissions due to its traditional dependency on fossil fuels. Climate change, security of energy supply and increasing mobility demand is mobilising governments around the challenges of sustainable transport. Immediate opportunities to reduce emissions exist through the adoption of new bus technologies, e.g. advanced powertrains. This thesis analysed energy use and carbon dioxide (CO2) emissions of conventional, hybrid-electric, and plug-in hybrid-electric city buses including two-axle, articulated, and biarticulated chassis types (A total of 6 bus types) for the operation phase (Tank-to-Wheel) in Curitiba, Brazil. The systems analysis tool – Advanced Vehicle Simulator (ADVISOR) and a carbon balance method were applied. Seven bus routes and six operation times for each (i.e. 42 driving cycles) are considered based on real-world data. The results show that hybrid-electric and plug-in hybrid-electric two-axle city buses consume 30% and 58% less energy per distance (MJ/km) compared to a conventional two-axle city bus (i.e. 17.46 MJ/km). Additionally, the energy use per passenger-distance (MJ/pkm) of a conventional biarticulated city bus amounts to 0.22 MJ/pkm, which is 41% and 24% lower compared to conventional and hybrid-electric two-axle city buses, respectively. This is mainly due to the former’s large passenger carrying capacity. Large passenger carrying capacities can reduce energy use (MJ/pkm) if the occupancy rate of the city bus is sufficient high. Bus routes with fewer stops decrease energy use by 10-26% depending on the city bus, because of reductions in losses from acceleration and braking. The CO2 emissions are linearly proportional to the estimated energy use following from the carbon balance method, e.g. CO2 emissions for a conventional two-axle city bus amount to 1299 g/km. Further results show that energy use of city bus operation depends on the operation time due to different traffic conditions and driving cycle characteristics. An additional analysis shows that energy use estimations can vary strongly between considered driving cycles from real-world data. The study concludes that advanced powertrains with electric drive capabilities, large passenger carrying capacities and bus routes with a fewer number of bus stops are beneficial in terms of reducing energy use and CO2 emissions of city bus operation in Curitiba.