Thesis (Ph.D.) - Carleton University, 2007. / Includes bibliographical references (p. 219-233). Also available in electronic format on the Internet.

The increase of motor vehicles, especially in cities, cause transport problems of traffic congestion, vehicle accidents, air pollution and a lack of public spaces. The increasing number of motor vehicles consumes huge amounts of finite petrol energy and emits large amounts of gases that are harmful to the atmosphere and the natural environment. Therefore, the current road transport network is not a sustainable form of public transport for the future. In order to seek a suitable transportation mode, the Infrastructure and Engineering Business Unit of the Nelson Mandela Bay Municipality (NMBM) did some feasibility studies about light rail transit (LRT) from 1984 to 1988. The NMBM-report (1988: 8) concluded that a LRT system would provide the most suitable and primary mode to serve Nelson Mandela Bay (NMB). Although LRT was regarded as the most suitable primary mode of transport at that time (1988), further studies that were reported in 2006 recommended an alternative public transportation system. This research refers to these studies done for the NMB area and other studies and reports for other areas, but focus on the identification of the most suitable civil engineering components for a conceptual elevated light rail transit (ELRT) model. Electrical driven LRT systems have advantages over internal-combustion driven vehicles in terms of environmental protection. Traditional LRT systems are at ground level and are integrated with the existing road network. Some successful LRT systems indicate that the success of LRT systems is mainly dependent on integration with the existing road network. However, the integration of road transport systems with LRT systems cause increased congestion and accidents. An ELRT system can solve these problems. Bangkok has already built an ELRT system to solve its severe traffic congestion. 4 In order to develop a conceptual ELRT model, this research aimed to determine the most suitable civil engineering components for a conceptual ELRT model, including: (i) the most suitable type of bridge foundation; (ii) the most suitable type bridge girder; (iii) the most suitable type of sleeper; and (iv) whether the track should be a ballasted or non-ballasted type. The grounded theory approach was adopted to build up sets of data from which the most suitable components could be selected. In addition, design analyses were done of the various types of components to determine their suitability for a conceptual ELRT model. Experienced engineers and experts were also consulted to identify the most suitable components. After analyses and selection of the most suitable components, outstanding experts were approached to evaluate the components that showed up as the most suitable through the research. The research results indicated that bored and cast-in-place piles, a double-cell trapezoidal segmental box girder, and twin-block sleepers on a non-ballasted sleeper bed are the most suitable civil engineering components.

This thesis analyzes the impact of wayside noise produced by Automated Light Rail Transit (ALRT) in the Broadway Station and Nanaimo Station Areas of Vancouver. The hypothesis is divided into three sections. First, a semi-logarithmic relationship between ALRT noise and the distance from the guideway is anticipated, yet at the same distance at different points in the study area, noise levels can vary markedly. Second, in the area where ALRT noise levels exceed accepted standards, residents' perceptions are expected to be consistent with the measured impact. Third, at greater distances from the facility where the noise is acceptable, perceptions are anticipated to be inconsistent with the measured noise. The purposes of this thesis are to examine the relationship between noise levels and distance from the ALRT guideway, to define the zones of high and low noise impact, and to analyze residents' perceptions of ALRT noise based upon the measured noise level within each zone of impact. Primary data for this thesis came from three separate sources. ALRT noise levels forecast for 1986 were obtained from a consultant's report prepared for B.C. Transit in 1983. The East Vancouver Neighbourhoods Study surveyed residents in the Broadway and Nanaimo Station Areas, and elsewhere, during construction of the ALRT in 1984. In April 1986, measurements of wayside ALRT noise and a survey of residents were undertaken by the UBC transportation planning students. A 24-hour energy-equivalent level (L eq) was calculated separately for background noise and for wayside ALRT noise. The total 24-hour L eq was calculated by combining these two L eq. The relationship between noise and distance was then computed using regression analysis. Where applicable, an adjustment was made to the L eq based on established criteria for previous community exposure and background noise, in order to define the zones of impact. The zone of high impact was defined as the area in which noise levels are higher than acceptable, a 24-hour L eq of 55 dB or more. Perceptions of ALRT noise and neighbourhood noise were analyzed in relation to the adjusted L eq and socio-economic variables. A pre-ALRT outlook on the ALRT's influence on neighbourhood noise was analyzed in terms of the anticipated zones of impact, and socio-economic variables. The relationship of noise and distance is semi-logarithmic. Given the same distance from the ALRT guideway, noise levels vary noticeably at different points between the two Stations. The zone of high impact ranges from 50 to 200 feet from the ALRT guideway. In the high-impact zone, the perceptions toward ALRT noise and neighbourhood noise are consistent with the measured noise (24-hour L eq). However, perceptions of noise in the zone of low impact do not appear to be consistent with the measured noise levels. In the pre-ALRT study, residents in the high-impact zone tended to have a neutral outlook on anticipated ALRT noise levels. In the low-impact zone, negative perceptions toward ALRT noise appear to be related to a negative perception of traffic noise. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Although the region has acquired expertise in the physical dimensions of rapid transit implementation, that expertise has not translated into a better understanding of social impacts on communities which host this regional amenity. The Broadway Station area is such a community. Although the City of Vancouver is responsible for planning the Broadway Station area community, many provincial decisions have had far-reaching consequences and do not correspond with municipal policy for the community. The province has introduced region-serving programs and facilities into the community despite municipal policy that the Broadway Station area would not serve a regional role. As a consequence, the community is becoming increasingly unlivable. There is a de facto policy vacuum. Moreover, there is a lack of coordination and an absence of protocols for managing and sharing data. There is little, if any, coordination of senior government actions, and the actions of various levels of government and their agencies have resulted in the Broadway Station Area failing to achieve the goal of community livability, for the resident community. The City of Vancouver, within which the case study station resides, has so far been unable to respond to the challenge that the station poses. The degree to which the station area is becoming dysfunctional is not known to the city. Consequently, the thesis question "Is the Broadway Station Area worse off than before SkyTrain" posed a significant challenge. In addition to a review of the case study planning process, which was conducted by the thesis researcher in the latter half of 1996, this thesis adds interviews with professional planners and a limited empirical study to answer the thesis question. By looking at a limited number of key census indicators, and cross comparing that with other data sources, the thesis found that the community's perception has merit, although a great deal more data must be compiled. To better understand what works in the Canadian context of transit-oriented planning, we need to support ongoing qualitative community planning with the empirical work that would assist in monitoring the effect of policies and program implementation and can address the dynamism of this regional transit node. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Overwhelming evidence throughout the literature has shown that bus overhead and maintenance (O&M) costs increase as buses age. This has implications toward a fleet manager's decision of when one should buy, use, or sell buses to minimize total fleet costs. Unfortunately, there are uncertain market conditions associated with bus fleets that cloud the manager's ability to make appropriate decisions. Using integer programming (IP), O&M trends and changing market conditions are integrated into a model to better analyze bus fleets. Due to recent budget constraints of transit agencies, needs for a bus fleet replacement model have arisen. King County in Washington State has supplied cost aggregated data of their New Flyer (NF) and NF hybrid buses. These data have been analyzed to create statistical relationships based on rising O&M costs per mile with age, which are then integrated with the IP model to determine the impact of changing diesel prices, potential carbon dioxide (CO2) emissions costs, uncertain maintenance costs, and bus purchase cost subsidies. The goal is to aid fleet managers to determine the costs of early or delayed suboptimal bus replacement timing and the impacts of market variability on fleet costs and optimal replacement timing. The optimal replacement age for NF and NF hybrid buses based on King County data and current fuel prices of $3.99/gal are 16.7 and 18.3 years, respectively. It has been consistently observed that greater expense is incurred when buses are replaced earlier rather than later from optimal. To minimize total CO2 emissions (including operation and construction emissions), buses should be replaced slightly before the optimal replacement time without considering CO2 emissions. High diesel prices and CO2 emissions had little or no effect, on when buses should be replaced. However, higher maintenance costs reduced the optimal replacement time by almost two years. Although NF hybrid buses have been found to have no economic advantage over conventional buses, this finding may be a consequence of the different costs associated to the different routes operated by hybrid and conventional buses. Due to the lack of detailed King County's route level historical data, a study of the economic competitiveness of NF hybrids against conventional buses is outside the scope of this thesis. If buses are used less with age, the optimal replacement age is reduced. The optimal replacement age also dropped significantly when the Federal Transit Agency's procurement assistance is applied into the model. The procurement assistance can be up to 80% of the capital costs and can be considered a purchase subsidy from the transit agency viewpoint. If purchase subsidies decrease bus purchase prices by 1%, the optimal replacement age drops approximately 1.5%. When the bus purchase price is reduced by 80%, the optimal bus replacement age is less than 12 years, the FTA's minimum replacement age.

This research evaluated various mass transportation alternatives for the commuting students, faculty and staff of the University of Central Florida (U.C.F.), located at Orlando. The alternatives considered in this research are bus service, van service / minibus service, vanpool, carpool, and bicycle and pedestrian modes. During the life-time of the University the private automobile has been the only prevalent mode of transportation used by the U.C.F. commuters. Opinion surveys conducted in the summer of 1979 indicated that the U.C.F. commuters are confronted with a number of transportation problems including lack of parking spaces on campus, traffic congestion on the access roads to the University and the high cost of commuting using automobiles. Other surveys which were required for the evaluation process were taken during the same academic year. these included location survey, traffic study, intersection delay study, and parking study. Based on the results of these surveys the different transportation modes considered feasible in this situation are analyzed. According to the results of the comparative cost analysis, using present-worth and equivalent uniform annual cost methods, all the candidate modes were found to be economically advantageous over the existing auto transportation mode. However, with the existing rate of auto ownership by the commuters, the carpool program could e considered as the most realistic solution to the short-term transportation problems of the University, provided the legal obstacles are overcome before the implementation of the program. The feasibility and legal considerations of the various modes are discussed in the closing chapter of this report.

This study aimed at examining the social and economic effects of the Rea Vaya Bus Rapid Transit system (BRT) on various stakeholders in Johannesburg. The objective of the study was to investigate the effect the Rea Vaya has had on users and non-users of the Rea Vaya system. The findings of this study suggest that the Rea Vaya is beneficial in that it provides an option in modes of transport for commuters, particularly for people who were historically disadvantaged and were not permitted to reside in the city during the apartheid era. BRT systems are designed to provide a safe, reliable and accessible public transport system. The Rea Vaya system is aimed at providing better public transport, reducing congestion, on public roads, improving the roads and creating jobs. The findings have shown that the Rea Vaya has not been successful in meeting all its aims. The Rea Vaya has not managed to provide an accessible transport system thus far. Traffic in the inner city has not been reduced as a modal shift has not yet occurred. Since the inception of the Rea Vaya system there has been resistance from the Taxi Industry. Despite negotiations and attempts made by the Municipality of the City of Johannesburg to include the Taxi Industry in the Rea Vaya system, by making them shareholders of the system, the findings presented affirms that there is still resentment and resistance from the Taxi Industry towards the Rea Vaya system. The loss of revenue since the introduction of the Rea Vaya has caused a challenge for Taxi owners. Not only is it alleged that the Rea Vaya has affected the Taxi Industry, but the Rea Vaya infrastructure has caused a number of problems for private car users in the City. Private car users are inconvenienced by the designated bus lanes and lack of road signage in the city. These conclusions affirm that the Rea Vaya is not beneficial to all stakeholders in the City of Johannesburg. The experiences and opinions of users and non-users suggest that the system has a number of deficiencies. However some users of the system have benefited socially and economically. For some of the users the Rea Vaya has created a few opportunities; however the poor customer service from bus drivers and station staff was seen as a setback. Transit Orientated development in Johannesburg has not yet taken off. The government’s attempts to create mixed land use through the implementation of corridors of freedom are in its infant stages. Businesses across the Rea Vaya station found the Rea Vaya to have both positive and negative effects on their businesses. Some businesses found that the development of stations have added aesthetic value, however due to the frequency of Rea Vaya buses at stations, commuters would not wait for long periods of time and this resulted in fewer customers for businesses across the Rea Vaya station. The Rea Vaya system has provided a safe and reliable transport system in Johannesburg. However, the system is in its infant stages and has a number of deficiencies as presented in the findings of this study. / Geography / M. Sc. (Geography)

Thesis (MScEng)--Stellenbosch University, 2014. / ENGLISH ABSTRACT: Mode choice modelling is an important and versatile tool that can aid decision makers with transit related strategies and scenario planning. The traditional approach to modelling public transport is labour intensive and requires many resources. The expensive nature of developing mode choice models can also act as a deterrent for developing a model. Not having access to a functional mode choice model can force decision makers to make important decisions without having access to proper information. There is therefore a need to provide a simplified solution for developing a functional mode choice model that can be developed and maintained with fewer resources. This research project explores the possibility of developing a simplified alternative approach to public transport modelling that can model mode choice behaviour with the same degree of accuracy as traditional models. The modelling steps employed in this research project were the typical four step demand modelling approach, but the principles employed differ slightly. The focus area of this research project is the development of simplified utility functions and the calibration thereof. Typical mode choice models coincide with many assumptions, variations and uncertainties. In this research project the proposed utility functions are simplified by incorporating most of the assumptions and intangible components of the utility function into a single station to station specific calibration factor. The hypothesis is that a simplified alternative approach to the utility functions can still provide a model that is purpose built and functional. The application of the proposed mode choice model is to model the mode choice between the Gautrain and private vehicles as the major mode of transport.

This study analyzes the proposed passenger rail line expansion along US Interstate Highway 35 in Denton County, Texas. A multi-dimensional approach was used to investigate potential environmental justice (EJ) consequences from the expansion of the transportation corridor. This study used empirical and historical evidence to identify and prioritize sites for potential EJ concerns. Citizen participation in the decision making process was also evaluated. The findings of this research suggest that the southeast Denton community has the highest potential for environmental justice concerns. This study concludes by offering suggestions for an effective public participation process. These include the incorporation of a community's local history into an environmental justice assessment, and tailoring the public planning process to the demographics and culture of the residents.

Dallas, Texas, faces transportation problems common to all metropolitan areas. This thesis will examine the effort of the City of Dallas to find a solution to a particular transportation problem, that of public transit. Events leading to the city's purchase of a privately owned transit company and problems encountered during the year after the purchase will be primarily considered in this thesis. The basic methodology consisted of interviews with persons directly connected with the transit operation, including city administrators, City Council members, and transit board members. A newspaper reporter, closely associated with the problem from beginning to end, gave an objective, eye-witness account of the situation. Additionally, newspaper accounts of the transition from private to public transit ownership provided a useful chronology, and letters and public documents supplied other information. City leaders realized that a good transit system was a vital part of a balanced Metropolitan program of transportation. Because the privately owned transit company was not providing adequate bus service, the city found it desirable to assume public ownership of the transit operation through purchase of the Dallas Transit Company in January, 1964.