No description available.

No description available.

This thesis describes the nature of the specification and design of revenue collection systems from four urban mass transit systems: Manchester Metrolink, Sheffield Suptertram, Grenoble Tag Light Rail system and the Netherlands National Ticketing system. Previous research in this area has been generated from an industry perspective that has focused on new technologies and types of ticketing systems available. In addition fare collection is frequently discussed, and there is academic research available, in relation to pricing theory and policy. However, as yet there appears to be no theoretical or empirical research examining urban mass transit revenue collection systems and their specification. This research was initiated from a supplier of revenue collection systems expressing dissatisfaction in the design and specification selection procedure. In addition there was a need to conceptualise the important role that a revenue collection system plays in achieving a public transport operator's objectives. The aim of this study was to add to the theoretical base of this research area through the four case studies and to improve the design and selection of revenue collection systems in `real life' situations. Due to the nature of the research area being `real world' and revenue collection systems being bespoke, theoretical propositions were created from the literature review in order to guide the research and test the hypothesis. Through the theoretical proposition the role of the revenue collection system in a service marketing context is also established. This thesis is presented in seven chapters. Chapter 1 provides an introduction and background information to the research area. In Chapter 2 the research methodology is discussed together with the nature of the research. In Chapter 3 the literature review and the generation of the theoretical propositions and hypothesis are presented. In Chapter 4 the case studies describe the nature of the revenue collection systems and their specifications. In chapter 5 the case study analysis is undertaken based upon the theoretical propositions. Chapter 6 presents the overall conclusions and tests the hypothesis; it also presents recommendations for improving revenue collection system specification. Finally Chapter 7 discusses the research and its strengths and weaknesses and suggests areas for further research.

Diss. Karlstad : Karlstads universitet, 2006.

Includes bibliographical references (leaves 105-110). / Background and Objectives: Public transport operations in South Africa, and in particular Gauteng Province, are riddled with problems. The service is characterised by poor performance, most evident in late arrivals, over crowdedness, and non-availability outside peak hours, among other. Most often, old and unsafe vehicles are used in operations, which compromise the safety of passengers. The 1997 Gauteng White Paper on Transport Policy provides for the monitoring of levels of service (LOS) as one of its key policy areas. To this effect, this research aimed to determine minimum and target public transport LOS, based on the actual level of service provision in Gauteng Province. Emphasis was placed on the provision of public transport services in areas where the greatest need exists and that will benefit most from improvements to the system. Broadly defined, this research aimed to provide answers to the questions set out below. * Is there any public transport service available and is it possible to gain access to it? * How frequently are the services provided? * Is the service affordable? * What level of service can be expected? * What are the demand and cost implications of providing an improved service? The main objectives of this research was thus to develop appropriate and sustainable public transport KPls and LOS, to test the practicality of formulated KPls and LOS, and to establish the additional investment levels required to address the backlog within the public transport system in Gauteng.

Cities today are suffering from public dependence on the automobile and a tendency to sprawl. The preference afforded to privatized means of mobility and dwelling has diminished opportunities for interaction and exchange in the public realm. The role of public transportation infrastructure must be elevated to reconnect our fractured communities. To achieve this, the identity of place must be translated into infrastructure- something that is by definition a regularized system of support. Combining the utility of infrastructure and a contextual reading of place, stations have a unique opportunity to communicate to the public. One station simultaneously reflects the identity of the regional network, the particular line it is located along, and the neighborhood it serves. An investigation into the need for redesign of transportation infrastructure in New Orleans explores the relationship between the ephemeral experiences of mobility through a city of shifting identity. Stations designed along a local and an express line demonstrate an approach to transportation planning and design that reinforces local identity in order to redefine the city. / 0 / SPK / specialcollections@tulane.edu

Evaluation Problem: The Western Cape Provincial Government faces a public problem of declining service levels with respect of public bus transport services. Stemming from the public problem is the management problem of modelling choice behaviour of commuter stated choices for utility maximisation and therefore as a means of optimising the allocation of the Public Transport Operating Grant (PTOG) expenditure. Historically, differing perceptions amongst travellers, and the difficulties in quantifying these attributes, mean that they are rarely included (directly) within the modelling and appraisal process, or the associated utility computation (Crockett, Sinclair and Whelan. 2008:11). A combination of policies which would ensure that the discrete choices of commuters for an improved bus service are considered in a modal shift from the Golden Arrow Bus Services (Pty) Ltd (GABS) bus service to the MyCiTi Integrated Rapid Transit (IRT) service is required to be produced from this evaluation. Evaluation Approach: The evaluation brings together data and analytical information on a broader, more inclusive, societal model of the public transport service in Cape Town. It seeks to: - identify the value aspects of the public bus transport infrastructure and services, - identify and model choice behaviour of GABS bus service users, - generate preference valuations for public transport service attributes and - determine the effect of service attributes on modal choice namely GABS and a hypothetical MyCiTi service area. A discrete choice experiment models the stated choices of respondents who were made to choose between various combinations of service levels during the morning and afternoon peak commuting times. The commuters' willingness to pay for a switch to a new MyCiTi IRT-type service from their current choice of an existing GABS bus service is estimated. The choice data is collected by means of an on-board bus survey along three particular routes in Table View, a West Coast Region in the City of Cape Town, South Africa and where the new MyCiTi service is being introduced. The analyses will show which service attributes are significant in commuter mode choice behaviour, such as changes travel time, fare prices and other significant service attributes, as well as which level of service would maximise utility for the target population. Major Evaluative Conclusions: The evaluation found that the DCE choice modelling approach used was unfamiliar to the respondents and would most likely not have been completely understood. Although the factorial approach to designing the experiment could identify an exhaustive list of value aspects to choose from, the need to adopt a fractional factorial in the final design does necessitate further experimentation to produce a more comprehensive choice model, inclusive of more service attributes and with the discrete choice models corroborated with revealed preference data. Seat availability was by far the most significant choice determinant and the lack thereof would be a serious deterrent to a modal shift to using the new MyCiTi service. The number of transfers during the trip and the distance of the bus stop from home were also significant choice determinants. The choice models indicated that the female commuters particularly, were willing to pay for the new MyCiTi bus-type service. In the absence of suitable seating capacity, a reduced travel time would be required to reduce the standing times and make the MyCiTi service an attractive option. The analysis produced inconclusive data for ridership predictions, although it can generally be said that provided sufficient seating, the GABS bus users will be willing to switch modes, as there is no indication in the data to suggest otherwise. Considering the preferences expressed for the service attributes, a hypothetical service can be proposed, with a service mix of R9.00 per trip, that would take 45 minutes and that offered the commuter a seat for the journey. The first bus stop would be no more than two kilometres away and the journey would consist of no more than one transfer to reach the final destination.

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In Örebro, the car traffic share does not tend to decrease. The crowdedness on some of the bus routes is high at times. Investigations show that the residents of Örebro want a city centre whose street environment is more restrictive of car traffic and better for pedestrians, cyclists and public transport. To decrease the car traffic share a rapid, convenient, clear, effective and environmental friendly public transport with high frequency and strong capacity in a short, direct and logical network is needed. A modern tramway fulfils these criteria. At first, this report describes factors that are important to take into consideration when planning a tramway. Thereafter it comes with – from analysis of, among other things, the population density and travel pattern – suggestions for tramway routes through Örebro. Where more than one conceivable route alternative has been identified, comparisons have been made to illustrate their pros and cons. A big part of the work has been devoted to – after considering the physical condition of the street space – showing problems and possibilities, and coming up with proposals for the design. These are some of the conclusions made by the report (-gatan = the… street, -vägen = the… road):  A good starting point would be "tramwayfication" of the bus routes 1 to 4 and their wickerwork structure.  To avoid a big demand of complementing bus service the mean value of the tramways stop spacing in Örebro should not be bigger than 700 meters.  To give Vivalla an effective and attractive tramway it has to go straight through the area.  A route that goes via the Hedgatan/Kryptongatan intersection, between Baronbackarna and Vivalla centre, would be better than a route passing next to the Vivalla school. This is dependent, however, on new buildings being concentrated to the Vivalla/Lundby passage and the development of Vallby into no more than a low-density residential area.  A route along Malmgatan and Järnvägsgatan would be better than a route along Västra Nobelgatan and Östra Nobelgatan or Kilsgatan and Olaigatan.  Hedgatan between Långgatan and Trängkårsvägen, Västra Nobelgatan between Västerplan and Hertig Karls Allé (including the intersection Västra Nobelgatan/Hertig Karls Allé), Västra Nobelgatan between Lövstagatan and Gustavsgatan, Rudbecksgatan between Trädgårds-gatan and Mogatan, and Åstadalsvägen between Rundstigen and Barkvägen are places that can be tricky when it comes to the construction of a tramway and therefore require specific solutions.  For streets that could be subject to a future tramway, it would be more efficient and more cost effective to adjust the physical environment of the street – the sewage and drainage systems, for example – at the same time as any pre planned routine maintenance.  The housing areas along the current public transport passages should be made more concentrated; especially on those streets which could be subjected to a future tramway.  New constructions that could make the conditions worse for a future tramway should not be started. For example, the parking area in front of the main entrance to the hospital (USÖ) and the area immediately south of the roundabout next to the university should not be built on before plans for a future tramway have been finalised.