Thesis (M. S.)--Architecture, Georgia Institute of Technology, 2007. / Richard Dagenhart, Committee Chair ; Michael Gamble, Committee Member ; David Green, Committee Member.

abstract: The sustainability impacts of the extension of the Mass Rapid Transit (MRT) system in suburban Beijing are explored. The research focuses on the neighborhood level, assessing sustainability impacts in terms of greenhouse gas emissions, air pollution, and energy consumption. By emphasizing suburban neighborhoods, the research targets the longest commuting trips, which have the most potential to generate significant sustainability benefits. The methodology triangulates analyses of urban and transportation plans, secondary data, time series spatial imagery, household surveys, and field observation. Three suburban neighborhoods were selected as case studies. Findings include the fact that MRT access stimulates residential development significantly, while having limited impact in terms of commercial or mixed-use (transit-oriented development) property development. While large-scale changes in land use and urban form attributable to MRT access are rare once an area is built up, adaptation occurs in the functions of buildings and areas near MRT stations, such as the emergence of first floor commercial uses in residential buildings. However, station precincts also attract street vendors, tricycles, illegal taxis and unregulated car parking, often impeding access and making immediate surroundings of MRT stations unattractive, perhaps accounting for the lack of significant accessibility premiums (identified by the researcher) near MRT stations in suburban Beijing. Household-based travel behavior surveys reveal that public transport, i.e., MRT and buses, accounts for over half of all commuting trips in the three case study suburban neighborhoods. Over 30% of the residents spend over an hour commuting to work, reflecting the prevalence of long-distance commutes, associated with a dearth of workplaces in suburban Beijing. Non-commuting trips surprisingly tell a different story, a large portion of the residents choose to drive because they are less restrained by travel time. The observed increase of the share of MRT trips to work generates significant benefits in terms of lowered energy consumption, reduced greenhouse gas and traditional air pollution emissions. But such savings could be easily offset if the share of driving trips increases with growing affluence, given the high emission intensities of cars. Bus use is found to be responsible for high local conventional air pollution, indicating that the current bus fleet in Beijing should be phased out and replaced by cleaner buses. Policy implications are put forward based on these findings. The Intellectual Merit of this study centers on increased understanding of the relationship between mass transit provision and sustainability outcomes in suburban metropolitan China. Despite its importance, little research of this genre has been undertaken in China. This study is unique because it focuses on the intermediate meso scale, where adaptation occurs more quickly and dramatically, and is easier to identify. / Dissertation/Thesis / Ph.D. Sustainability 2012

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

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

I denna uppsats görs en fördjupning utbyggnaden av Stockholms tunnelbana till Nacka kommun. Syftet med uppsatsen har varit att undersöka huruvida det uppstår förändringar i fastigheters värde i nära och direkt anslutning till ny- eller utbyggd tunnelbana. Teorikapitlet behandlar olika teorier som beskriver varför vissa typer av fastigheter och verksamheter uppstår på vissa ställen. Teorin tar sats ur von Thünens sätt att förklara markanvändning. Uppsatsen går igenom hur betalningsviljan för mark dels skiljer sig mellan olika verksamheter och dels hur den avtar med avståndet från Central Business District (CBD). Kontor och handel har relativt sett högre betalningsvilja för fastigheter nära CBD än bostäder och bostäder har högre betalningsvilja än industrier. Med ökad tillgänglighet tack vare tunnelbana så uppstår fler unika områden (lokala CBD:s) där kontor och handel har större vilja att etablera sig. Tack vare ökad tillgänglighet och därmed ökat marknadsvärde så kan vi enligt Tobin’s Q förvänta oss ökad exploatering. Vidare analyseras 15 akademiska artiklar på ämnet. De artiklar som legat till grund för att bedöma värdeförändringen har studerat rapid transit system och genomfört analyser på försäljningsdata. Den genomsnittliga ökningen visar på att värdena för fastigheter går upp med 9,6 %. Artiklarna ger också en relevant input om eventuella yttre negativa omständigheter (som dock inte överstiger nyttorna) som uppstår med tunnelbana, till exempel ökad kriminalitet. Deltagarna i enkätundersökningen förväntar sig att alla typer av fastigheter värdemässigt kommer påverkas positivt inom en radie av 1 kilometer. De anser att det till en viss grad finns en marknad för privat medfinansiering samt att medelklassområden är de områden med högst betalningsvilja för tunnelbana. / This thesis delves deeply into the expansion of the Stockholm subway to Nacka municipality. The purpose has been to investigate whether there is a change in the valuation of properties in close proximity to new or expanded subway. The theory chapter covers different theories on land use and bid rent curves. The theories are based on von Thünen’s way of describing land use. The thesis goes through how the willingness to pay for land on one hand differs between different property types and on another hand decreases with distance to Central Business District (CBD). Offices and retail have a relatively higher willingness to pay for land in the proximity of CBD than residential and residential have a higher willingness to pay than industrial. With increased availability thanks to subway come numerous unique areas (local CBD’s) where office and retail have a higher willingness to establish. The increased availability also heightens the Tobin’s Q, which means we can expect a higher degree of exploitation. 15 academic papers that cover the issue are analyzed. The articles which are the basis for the reasoning on value change have studied rapid transit systems and conducted analysis on sales data. The average increase in property value of 9,6 %. The articles also gives good input on negative externalities (which however never exceeds the benefits), for example increased criminality. The participants in the survey are expecting that all types of properties will increase in value within a radius of 1 kilometer from the stations. They consider that there is a potential market for private co-financing and that middle-class areas are the ones with highest willingness to pay for subway.

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.

Den globala situationen för person- och godstransporter visar att energianvändningen inom transportsektorn stadigt ökar och prognoser tyder på att den kommer att fördubblas till 2050. Den största ökningen förväntas ske i Asien där, Kina kommer att stå för över 12 % av den globala energianvändningen år 2050. Inom EU, Europeiska Unionen, stod personbilarna 2012 för över 81 % av passagerartransporterna räknat i antal passagerarkilometrar. Nya energieffektiva och miljövänliga transportlösningar behöver utvecklas. En lösning med spårtaxi kombinerar fördelarna med konventionella vägtransportsystem (flexibilitet, tillgänglighet och attraktivitet) och spårtransportsystem (säkerhet, kapacitet och miljövänlighet). I detta examensarbete undersöks energianvändningen för spårtaxi. Detta sker i form av en fallstudie. Spårtaxi är en automatiserad transporttjänst för direktresor utan väntetider (likt taxiservice) i ett nätverk med banor som kompletterar masstransportsystem. Fokus i studien ligger på att utvärdera fordonens energianvändning i drift. Målet är att identifiera relevanta parametrar som avgör energianvändningen samt deras bidrag till denna. Frågan om effektiv energianvändning besvaras med hjälp av en simuleringsmodell. Denna baseras på konceptet SkyCab och en bedömning av fordonets parametrar. En beräkning är utförd som utgör en referens för att sedan jämföras med 16 variationer av nyckelparametrar. Relationen till växhusgaser undersöks och utsläppen beräknas för olika elektricitetsblandningar. Ett andragradspolynom är framtaget för att beskriva fordonets gångmotstånd som inkluderar uppskattningar av vagnens rullmotstånd för små, pneumatiska däck på en raksträcka samt i doserade kurvor. Hjälpkraftens energianvändning uppskattas säsom motsvarande en liten elektrisk bil och är starkt beroende av passagerarnas komfortbehov och yttre (väder)förhållanden. Ett resultat är att rullmotståndet står för cirka 44 % av energianvändningen och hjälpkraften för 33 %. Båda är potentiella mål för effektivitetsförbättringar. Ändringar av accelerationsnivåer har liten betydelse för energianvändningen då det är en mindre del av energin som regenereras. En ökning av topphastigheten är ett effektivt sätt att minska restiden med förhållanderis liten ökning av energianvändningen. Förslag lämnas i studien hur man kan minska energianvändningen genom att förbättra fordonets och banans nyckelegenskaper. / he global situation of personal and freight transport shows that the energy demand for transportation steadily increases, and prognoses indicate that the energy usage will double until 2050. The largest growth rates are expected in Asia, and China in particular will account for over 12 % of global transport energy usage in 2050. Over 81 % of passenger transport in passenger kilometre was produced by passenger cars in 2012 in the European Union, and new energy eÿcient and environmental friendly solutions have to be developed.PRT (Personal Rapid Transit) systems combine the benefits of traditional road systems (flexibility, accessibility, attractiveness) and rail systems (safety, capacity, environmental friendliness). This MSc thesis investigates a concept by SkyCab AB as a case study, which o˙ers an automated, non-stop and on-demand transportation service in a dedicated network and is supposed to fill a gap between personal cars and public transport. The focus is put on the energy usage of the vehicles in the operational phase.The objective is to identify the relevant parameters that determine the energy usage and their contributions. This request is addressed by setting up a simulation model, based on the SkyCab concept and estimations of vehicle parameters. A reference calculation and 16 variations of key parameters are conducted. The relation to greenhouse gas emissions is investigated and emissions are calculated for di˙erent electricity mixes.A second-order polynomial of running resistance for the vehicle is determined, includ-ing estimations of rolling resistance of small pneumatic tyres on straight track and in superelevated curves. The auxiliary power is estimated for the SkyCab vehicle on basis of a small electric passenger car.For the reference case the energy for rolling resistance is approx. 44 % of the energy usage, and auxiliary energy contributes by 33 %. Both o˙er potential for eÿciency im-provement. The auxiliary power is strongly dependent on the passengers’ comfort needs and the ambient conditions. Changes of acceleration rates have low impact on the energy usage, since a smaller proportion of energy is regenerated. An increase in top speed is a suÿcient measure to reduce trip time with comparably low increase in energy usage. Finally, suggestions are proposed to reduce the energy usage by improving key properties of the vehicle and guideway. / Der weltweite Energiebedarf des Personen- und Gütertransports zeigt einen kontinuier-lichen Anstieg, und der Ausblick bis 2050 zeigt eine Verdopplung des gesamten Ener-giebedarfs. Die größten Zuwachsraten werden in Asien erwartet, und insbesondere China allein wird in 2050 über 12 % des weltweiten Energiebedarfs verzeichnen. Über 81 % aller Personenkilometer in der Europäischen Union in 2012 wurden mit dem persönlichen Auto-mobil durchgeführt, und ein Bedarf für energieeÿziente und umweltfreundliche Transport-möglichkeiten wird deutlich.PRT (Personal Rapid Transit) Systeme vereinen die Vorzüge von traditionellen straßenge-bundenen Transportsystemen (Flexibilität, Zugänglichkeit, Attraktivität) und Schien-ensystemen (Sicherheit, Kapazität, Umweltfreundlichkeit). Diese MSc Thesis untersucht das Transportkonzept von SkyCab AB als Fallstudie. Es bietet einen automatisierten, un-unterbrochenen und bedarfsgesteuerten Transportdienst auf einem exklusiven Netzwerk und soll so die Lücke zwischen dem persönlichen Automobil und ö˙entlichen Transport-mitteln schließen. Der Fokus wird dabei auf den Energieverbrauch des Fahrzeugs in der operativen Phase gelegt.Die Zielsetzung besteht in der Identifizierung und Quantifizierung der relevanten Para-meter, die den Energieverbrauch bestimmen. Zu diesem Zweck wird ein Simulationsmodell konfiguriert welches auf dem Konzept von SkyCab basiert und zusätzlich Abschätzungen von Fahrzeugparametern enthält. Eine Referenzberechnung und 16 Parametervariationen werden durchgeführt. Der Bezug zur Emission von Treibhausgasen wird für verschiedene Energiemixe hergestellt.Das Polynom zweiter Ordnung für den Fahrwiderstand wird aufgestellt, wobei Abschätzun-gen bezüglich des Rollwiderstands kleiner pneumatischer Reifen auf gerader Strecke und in überhöhten Kurven berücksichtigt werden. Die Zusatzleistung für das Konzeptfahrzeug wird auf Basis eines kleinen rein elektrischen Fahrzeugs abgeschätzt.Der Energieverbrauch in der Referenzsimulation für den Rollwiderstand beträgt ca. 44 % des Gesamtenergieverbrauchs, und die Zusatzenergie beläuft sich auf ca. 33 %. Beide Anteile bieten Potential zur Optimierung, und die Zusatzenergie ist stark abhängig von den Komfortbedürfnissen der Passagiere und den Umgebungsbedingungen. Variationen der Beschleunigungs- und Bremsraten haben einen geringen Einfluss auf den Energiever-brauch, da gleichzeitig ein kleinerer Anteil regeneriert wird. Eine Zunahme der Höchst-geschwindigkeit wirkt sich durch mehr regenerierte Energie vergleichsweise gering auf den bezogenen Energieverbrauch aus, reduziert jedoch die Fahrzeit merklich. Abschließend werden Potentiale von Schlüsselparametern zur Reduktion des Energieverbrauchs des Fahrzeugs und der Fahrbahn aufgedeckt.

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.