This project is a proposal on the versatile use of glass, its properties and technologies as well as its aesthetic qualities. A photovoltaic charging station for electric scooters is proposed for the Virginia Tech campus, combined with a bus shelter to allow mobility and integration of transportation. / Master of Science

At present, Richmond, Virginia only has bus transit services provided by the Greater Richmond Transit Company (GRTC) and primarily concentrated within the boundary of Richmond City. GRTC is impacted by both supply-side and demand-side factors, notably socioeconomic characteristics of bus riders, bus ridership is unevenly distributed across different bus stops. This thesis will conduct statistical and geographical analysis on the impacts of socioeconomic characteristics on bus-stop daily boarding in Richmond City. The statistical analysis includes both correlation analysis and regression analysis, assuming one dependent variable (bus-stop daily boarding) and fourteen independent variables (most of which describe socioeconomic characteristics of bus riders) at aggregated census block group levels. The research concentrates on local bus routes and the block groups with local bus stops in Richmond. This empirical study aims to identify the significant factors impacting bus ridership and assess the bus service situation for affected block groups (under-served or over-served). The study outcomes, such as the number of bus lines as the most important factor impacting ridership, will have important implications for Richmond’s local transit planning and decision-making.

This professional report examines the degree to which the perception of safety shapes travel behavior in Austin, Texas, using Huston Tillotson University (HT) students as our case study. Focus groups are used to explore and identify what elements of the public transit experience are considered safe and unsafe. The report explores what “frightens” HT participants away from using the bus. A quantitative study is then used to measure environmental variables and their relation to bus stops and perceptions of safety. Austin crime data are used to locate bus stop crimes and develop a real context for bus riders’ perceptions of crime. After describing the conditions of bus stops based on physical, environmental, and criminal attributes, the study develops scenarios for the study areas. This report closes by summarizing the empirical findings and gives design and policy recommendations for transportation planners, agencies, and policy makers. / text

This Bachelor’s degree thesis has been performed on behalf of Upplands Lokaltrafik. The thesis aims to suggest a design of a stand-alone renewable power supply system for the bus stops in Uppland. Because of reorganization of Upplands Lokaltrafik and a change in the electricity act they now have to make the decision of either having the future bus stops connected to the electricity grid, with the requirement of installing an electricity meter at each bus stop, or to implement an off grid solution. Upplands Lokaltrafik has a goal of doubling the number of passengers until 2020 and as a part of reaching this goal the bus stops will be designed with electrical features. This thesis also aims to investigate the electricity demand for these future bus stops. The result of the study shows that a connection to the electricity grid and installation of an electricity meter means an investment cost of approximately 83 500 SEK or 123 500 SEK depending on how far cables have to be drawn. The solution with a photovoltaic system with a 180 Wp solar panel would result in an installation cost of 18 500 SEK, which would be both cheaper and more sustainable for the future. However, a photovoltaic system means higher maintenance and a higher risk of destruction. Depending on choice of batteries and the slope of solar panels, both maintenance and risk of vandalization could be diminished.

This study suggests that bus stops be viewed from a perspective that sees them both as elements of mobility and public space. Though bus stops represent a seemingly immobile aspect of mass transit, activities can still occur within such spaces, making possible the notion of waiting time as a rich duration that holds the potential for diverse activities. Through such diverse activities present in bus stops, these spaces can be better perceived as a public space. This research approaches the idea of bus stops as a transit assemblage consisting of diverse human and non-human actors that work together yet remain independent. The gathering of empirical data takes place through observing and recording various human actors at seven bus stops that are a part of three study locations. The research takes a mostly qualitative approach in regard to the collection and analysis of data but also includes minor instances of quantitative analyses to better frame and distinguish the findings. The concept of territorial production is utilized both as a theory to explain how diversity of activities can contribute to public space, and as a method to analyze and explain the data gathered through observations. This research identifies multiple design aspects that may aid the diversification of activities occurring at bus stops. It does this by providing insight into various categories of users and their activities throughout the different bus stop environments selected for investigation. In essence, this study claims that a bus stop environment which is able to accommodate a wider variety of users can allow us to move closer to the perception that bus stops are public spaces. By producing such insightful findings, this study hopes to aid in the planning and design of transit stops and to contribute to the creation of more social bus stop environments.

The purpose of this report was to analyze the elements of a bus stop consolidation program for the San Francisco Municipal Transportation Agency (SFMTA). This research shows that increasing stop spacing distances increases walking distances, but in places with high transit and stop density, most access distances will not be beyond a five to ten minute walk. In general, European cities with high transit mode shares recommend stops every 1300 feet. American guidelines recommend stops between approximately 800 to 1300 feet. According to the literature review, fewer stops can lead to a more reliable service. Time savings on the route also translate into significant cost savings for the agency. This paper presents a methodology for creating stop elimination proposals based on factors such as ridership, transfer points, and existing bus shelters or infrastructure. Public input can help to determine which bus stops are key locations. This methodology was used to propose stop consolidation for one bus route in San Francisco: Route 1 California Inbound. The route was then evaluated based on information from the literature review. The yearly savings can be as much as $340,000 to $930,000 per route.

No description available.

The master{\crq}s thesis consists of five parts. The opening part contains a brief introduction to the town of Strakonice and the local castle. The following chapters deal with the bus stop in terms of technical norms and different bus stop categorisations. In addition, the local bus station is analysed from a technical perspective. The next section is concerned with a practical solution of the bus stop design in the vicinity of the Strakonice castle. It is based on a survey conducted among the citizens of Strakonice. Then, my own technical and architectonic designs are provided. Their final versions are listed in attachment No. thirteen.

Pedestrians are the most vulnerable road users in terms of traffic safety. Public transit users mostly have a pedestrian trip before and/or after the transit one. Thus, pedestrian activity is produced at transit stops naturally. The main focus of this study is pedestrian safety problems around transit stops, more specifically bus stops. The proposed methodology first includes Geographic Information Systems (GIS) analyses of the pedestrian safety along the study corridors and around bus stops on them / this enables determination of accident-prone corridor segments and bus stops, respectively. Later, two analyses are studied to understand their correlation. Finally, linear regression analyses are performed to find the significant factors affecting pedestrian safety. These analyses use parameters created in the GIS analyses in the first part, as well as others (i.e. built environment, traffic network, etc.) that have potential impact on pedestrian movement or safety. In corridor safety models, the number of pedestrian accidents or accident density (or some transformation of them) is used as the dependent variable / while it is selected as the total number of accidents within a selected buffer zone in the bus stop safety models. The case study corridors are selected based on the high density of pedestrian accidents in Ankara, including the Central Business District (CBD) and four main arterials serve from CBD to different regions. The bus stops on corridors with high motorized and pedestrian flows are found to be more critical than others.

To reduce greenhouse gas emissions in the atmosphere and protect the environment, Swedish cities are heavily invested in sustainable development by developing pedestrian roads and intensifying public transport. Their goal is to make the population less dependent on cars by facilitating accessibility to transit transport. The urban area of ​​Umeå (Sweden), which is experiencing an annual increasing of it population due to urban development, includes 244 km of pedestrian or bike routes and an intensified bus network. The purpose of this paper is to evaluate the walking accessibility of the population at bus stops and to analyze the socio-economic relationship. The use of GIS tools allowed to calculate the proportion of the population and the houses around the bus stop, the average distance accessibility. The use of 3D allowed the observation of access constraints related to the topography and to calculate the slope. The use of the multiple regression model has analyzed the relationship between the shortest accessibility distance and the socio-economic factors that are the income, gender and age. The results show that the average distance of access to the bus stop is 186m. 99.2% of the population lives within 800m from the bus stops. The results of the regression showed that income is the main factor that pushes people to take the bus and live in certain types of housing. The observation of the 3d map and the calculation of the slope made it possible to know the neighborhoods established in the hill and whose residents are susceptible to spend more energy than the other inhabitant living on flat ground. The results mean that most people living in the urban area of ​​Umeå have good access to the bus stop whatever the social group, the level of income and the type of housing.