This research explores the feasibility of providing innovative and effective solutions for traffic congestion. The design of reservation systems is being considered as an alternative and/or complementary travel demand management (TDM) strategy. A reservation indicates that a user will follow a booking procedure defined by the reservation system before traveling so as to obtain the right to access a facility or resource. In this research, the reservation system is introduced for a cordon-based downtown road network, hereafter called the Downtown Space Reservation System (DSRS). The research is executed in three steps. In the first step, the DSRS is developed using classic optimization techniques in conjunction with an artificial intelligence technology. The development of this system is the foundation of the entire research, and the second and third steps build upon it. In the second step, traffic simulation models are executed so as to assess the impact of the DSRS on a hypothetical transportation road network. A simulation model provides various transportation measures and helps the decision maker analyze the system from a transportation perspective. In this step, multiple simulation runs (demand scenarios) are conducted and performance insights are generated. However, additional performance measurement and system design issues need to be addressed beyond the simulation paradigm. First, it is not the absolute representation of performance that matters, but the concept of relative performance that is important. Moreover, a simulation does not directly demonstrate how key performance measures interact with each other, which is critical when trying to understand a system structure. To address these issues, in the third step, a comprehensive performance measurement framework has been applied. An analytical technique for measuring the relative efficiency of organizational units, or in this case, demand scenarios called network Data Envelopment Analysis (DEA), is used. The network model combines the perspectives of the transportation service provider, the user and the community, who are the major stakeholders in the transportation system. This framework enables the decision maker to gain an in-depth appreciation of the system design and performance measurement issues. / Ph. D.

System dynamics can be a very useful tool to expand the boundaries of one's mental models to better understand the underlying behavior of systems. But despite its utility, there remains challenges associated with system dynamics modeling that the current research addresses by expanding the system dynamics modeling toolbox. The first challenge relates to imprecision or vagueness, for example, with respect to human perception and linguistic variables. The most common approach is to use table or graph functions to capture the inherent vagueness in these linguistic (qualitative) variables. Yet, combining two or more table functions may lead to further complexity and, moreover, increased difficulty when analyzing the resulting behavior. As part of this research, we extend the system dynamics toolbox by applying fuzzy logic. Then, we select a problem of congestion pricing in mitigating traffic congestion to verify the effectiveness of our integration of fuzzy logic into system dynamics modeling. Another challenge, in system dynamics modeling, is defining proper equations to predict variables based on numerous studies. In particular, we focus on published equations in models for energy balance and weight change of individuals. For these models there is a need to define a single robust prediction equation for Basal Metabolic Rate (BMR), which is an element of the energy expenditure of the body. In our approach, we perform an extensive literature review to explore the relationship between BMR and different factors including age, body composition, gender, and ethnicity. We find that there are many equations used to estimate BMR, especially for different demographic groups. Further, we find that these equations use different independent variables and, in a few cases, generate inconsistent conclusions. It follows then that selecting a single equation for BMI can be quite difficult for purposes of modeling in a systems dynamics context. Our approach involves conducting a meta-regression to summarize the available prediction equations and identifying the most appropriate model for predicting BMR for different sub-populations. The results of this research potentially could lead to more precise predictions of body weight and enhanced policy interventions to help mitigate serious health issues such as obesity. / Ph. D.

The basic design concept of most advanced traveler information systems (ATIS) is to present generic information to travelers, leaving travelers to react to the information in their own way. This passive way of managing traffic by providing generic traffic information makes it difficult to predict the outcome and may even incur an adverse effect, such as overreaction (also referred to as the herding effect). Active traffic and demand management (ATDM) is another approach that has received continual attention from both academic research and real-world practice, aiming to effectively influence people's travel demand, provide more travel options, coordinate between travelers, and reduce the need for travel. The research discussed in this article deals with how to provide users with a travel option that aims to minimize the marginal system impact that results from this routing. The goal of this research is to take better advantage of the available real-time traffic information provided by ATIS, to further improve the system level traffic condition from User Equilibrium (UE), or a real-world traffic system that is worse than UE, toward System Optimal (SO), and avoid passively managing traffic. A behaviorally induced, system optimal travel demand management model is presented to achieve this goal through incremental routing. Both analytical derivation and numerical analysis have been conducted on Tucson network in Arizona, as well as on the Capital Area Metropolitan Planning Organization (CAMPO) network in Austin, TX. The outcomes of both studies show that our proposed modeling framework is promising for improving network traffic conditions toward SO, and results in substantial economic savings.

The present study examines a Mobility Management measure called “test traveller project”, which aims at increasing the public transport modal share by offering free public transport tickets to those who often use their car for their daily commuting and trips. The existing literature consists of a rather limited number of cases and their scope is usually limited because only some of the main elements that influence one’s travel behaviour are considered in each study. Furthermore, literature is not unanimous in concluding that this measure can reduce car use. This work studies more than 50 cases in Sweden, and by employing the Theory of Planned Behaviour the effects of test traveller projects have been examined in an empirical case in the Swedish municipality of Botkyrka, located in the Stockholm metropolitan area. The findings underline that a test traveller project, despite its limitations, may be a valid and relatively simple tool available to public bodies and public transport companies for enticing a segment of car drivers to switch to public transport where it is a valid alternative. In fact, according to the literature, the major results achievable are around 20% of new public transport users among test travellers, whereas in Sweden 20% has been achieved by the first upper quartile of the projects. In particular, the effectiveness of a test traveller project is greater when combined or conducted in parallel with other measures such as improvements in the public transport offer and/or changes in the transport system aiming at disadvantaging car use. The case study of Botkyrka has confirmed that attitudes are the major influencing factor when making the transport mode choice. Further, it has confirmed that environmental concerns and the time passed from one’s residential relocation also play an important role. Habits seem to be less important, thus adhering to that literature whose authors argue that an external event (such as moving home) makes people reflect upon and rethink their travel habits. The case study in Botkyrka has empirically demonstrated how the project participants correct their beliefs and perceptions about public transport, sometimes in a positive way and sometimes in a negative way. An interesting finding is the existence of a new category of people living in the suburbs. Literature indicates that, in the same suburban context, individuals with suburban land use preferences tend to use the car more that individuals with urban land use preferences. In the case study of Botkyrka clearly emerged as a majority among the test traveller project participants a category of individuals who have a suburban land use preference but at the same time would like to use public transportation instead of their car and have high environmental concerns.

The aim of this thesis was to study determinants of a readiness for pro-environmental travel behavior in households. Four empirical studies were conducted examining reduction in car use (Study I), acceptability of transport policy measures (Study II and III), and behavioral adaptations in response to travel demand management (TDM) measures (Study IV). In Study I, the aim was to interrupt habitual car use by means of a deliberation intervention and to examine the importance of moral motivation (i.e., personal norm) for car use reduction. Results showed that, as a result of the intervention, car use was mainly reduced among car users with a strong car use habit and a strong moral motivation to reduce car use. The aim of Study II was to examine factors important for the acceptability of three TDM measures: raised tax on fossil fuel, improved public transport, and an information campaign. The results demonstrated the importance of general environmental beliefs (i.e., pro-environmental orientation, problem awareness, personal norm, and willingness to reduce car use) and policy specific beliefs (i.e., perceived impact on freedom to choose travel mode and own car use, perceived effectiveness, and perceived fairness) for the acceptability of the measures. Furthermore, personal norm was found to be particularly important for the acceptability of raised tax and the information campaign, whereas problem awareness was more important for the acceptability of improved public transport. Following up on Study II, the purpose of Study III was to examine the acceptability of single and combined transport policy measures, more specifically, raised tax on fossil fuel, improved public transport, subsidies of renewable fuel, a package of raised tax on fossil fuel and improved public transport, and a package of raised tax on fossil fuel and subsidies of renewable fuel. General environmental beliefs (i.e., pro-environmental orientation, problem awareness, personal norm, and willingness to act) and policy specific beliefs (i.e., perceived effectiveness and perceived fairness) were found to be important for the acceptability of the measures. Moreover, personal norm was particularly important for the acceptability of raised tax on fossil fuel and the packages, while problem awareness was more important for the acceptability of improved public transport and subsidies of renewable fuel. The aim of Study IV was to examine the behavioral adaptations, more specifically, the expected car use reduction, in response to three hypothetical TDM measures: raised tax on fossil fuel, improved public transport, and a package of raised tax on fossil fuel and improved public transport. Furthermore, factors important for the expected car use reduction were analyzed. Results showed that a combination of the measures was expected to lead to a larger car use reduction compared to the single measures, and the most commonly chosen reduction strategies were more efficient car use and changing travel mode. Moreover, internal motivational factors, such as personal norm, and the perceived personal impact of the measures were important for expected car use reduction in response to the measures.

Several research projects all over the world have considered transport pricing measures and policies as promising attempts to solve urgent traffic problems in urban areas. One important precondition for the successful implementation of pricing strategies is public acceptability. However, empirical findings have shown that the acceptability of such strategies in general is very low. Aim of this dissertation is to analyse the reasons for the low acceptability of road pricing. The dissertation is organized as follows: Firstly, the problems related to transport and the measures to cope with these problems are outlined. The focus is thereby on economic measures such as road user fees, whose economic and traffic-related assumptions are discussed. Then, a definition of the terms used is given and main European results concerning the current acceptability level of various travel demand management (TDM) strategies are reported. Moreover, a theoretical framework is developed which attempts to identify the essential factors determining transport pricing acceptability. In two empirical studies (N1 = 923, N2 = 667), it is investigated whether and to what extent these factors contribute to the explanation of acceptability. Finally, conclusions are drawn and some recommendations for future research are given. / Straßenbenutzungsgebühren für den privaten Autoverkehr sind vielfach als sinnvoll und wünschenswert vor allem zur Lösung der zahlreichen Verkehrsprobleme in städtischen Ballungsräumen begründet worden. Bisher ist es jedoch nicht zu einer nennenswerten Umsetzung dieser Maßnahmen gekommen. Es herrscht in der Literatur Einigkeit, daß die geringe Akzeptanz von Straßenbenutzungsgebühren in der Bevölkerung und die deutliche Ablehnung bei den betroffenen Autofahrern die wesentlichen Gründe für den fehlenden politischen Willen sind, road pricing einzuführen. Ziel dieser Arbeit war es, die Ursachen und Bedingungen für die mangelnde Akzeptanz von Straßenbenutzungsgebühren bei den betroffenen Autofahrern zu untersuchen. Die Arbeit ist wie folgt aufgebaut: Im ersten Abschnitt wird die Ausgangslage und der Problemhintergrund dargestellt. Es wird erläutert, welche negativen Konsequenzen des motorisierten Individualverkehrs vorliegen, und mit welchen Maßnahmen ihnen begegnet werden kann. Der Fokus liegt dabei auf preispolitischen Maßnahmen wie Straßenbenutzungsgebühren, dessen ökonomische und verkehrswissenschaftliche Annahmen dargestellt werden. Dem gegenübergestellt wird die gesellschaftspolitische Realität: zum einen in Form der massiven Ablehnung von Straßenbenutzungsgebühren durch Bevölkerung und betroffene Autofahrer und zum anderen in Form der zahlreichen, erfolglosen und gescheiterten Versuche, Straßenbenutzungsgebühren einzuführen. Dies mündet in die Ableitung erster Forschungsfragen und in die Entwicklung des Untersuchungsansatzes. Im darauf folgenden Abschnitt werden die theoretischen Grundlagen zur Untersuchung der Akzeptanz von Straßenbenutzungsgebühren gelegt. Dabei wird zunächst geklärt, wie sich der Begriff "Akzeptanz" definieren läßt und in welche relevanten psychologischen Theorien er sich einordnet. Im Anschluß wird das Modell zur Akzeptanz von Schlag vorgestellt und analysiert. Darauf aufbauend werden die zentralen Variablen des Modells auf ihre theoretische und empirische Relevanz und unter Berücksichtigung potentiell konkurrierender Ansätze dargestellt und untersucht. Ziel ist die Klärung der logischen und kausalen Struktur des Modells und der Beziehungen der Variablen untereinander. Dies führt schließlich in die Ableitung überprüfbarer Hypothesen in Form eines erweiterten Akzeptanzmodells. Zur Überprüfung des Modells, der aufgestellten Hypothesen und Forschungsfragen werden zwei Untersuchungen berichtet (N1 = 923, N2 = 667), die inhaltlich aufeinander aufbauen. Diese wurden im Rahmen der EU-Forschungsprojekte TransPrice und AFFORD durchgeführt. Generelles Ziel ist die Validierung der Modellkonstrukte und ihrer angenommenen Beziehungen. Im letzten Abschnitt werden zusammenfassend und basierend auf den beiden Studien die wesentlichen Ergebnisse rekapituliert, sowie offene Forschungsfragen und Anforderungen abgeleitet, die sich zukünftigen Studien stellen. Schließlich wird diskutiert, welche Implikationen sich aus dieser Untersuchung ziehen lassen und welche Aspekte zu berücksichtigen sind, wenn Straßenbenutzungsgebühren der Öffentlichkeit präsentiert werden. - Die Druckexemplare enthalten jeweils eine CD-ROM als Anlagenteil: 490 KB - Nutzung: Referat Informationsvermittlung der SLUB

Several research projects all over the world have considered transport pricing measures and policies as promising attempts to solve urgent traffic problems in urban areas. One important precondition for the successful implementation of pricing strategies is public acceptability. However, empirical findings have shown that the acceptability of such strategies in general is very low. Aim of this dissertation is to analyse the reasons for the low acceptability of road pricing. The dissertation is organized as follows: Firstly, the problems related to transport and the measures to cope with these problems are outlined. The focus is thereby on economic measures such as road user fees, whose economic and traffic-related assumptions are discussed. Then, a definition of the terms used is given and main European results concerning the current acceptability level of various travel demand management (TDM) strategies are reported. Moreover, a theoretical framework is developed which attempts to identify the essential factors determining transport pricing acceptability. In two empirical studies (N1 = 923, N2 = 667), it is investigated whether and to what extent these factors contribute to the explanation of acceptability. Finally, conclusions are drawn and some recommendations for future research are given. / Straßenbenutzungsgebühren für den privaten Autoverkehr sind vielfach als sinnvoll und wünschenswert vor allem zur Lösung der zahlreichen Verkehrsprobleme in städtischen Ballungsräumen begründet worden. Bisher ist es jedoch nicht zu einer nennenswerten Umsetzung dieser Maßnahmen gekommen. Es herrscht in der Literatur Einigkeit, daß die geringe Akzeptanz von Straßenbenutzungsgebühren in der Bevölkerung und die deutliche Ablehnung bei den betroffenen Autofahrern die wesentlichen Gründe für den fehlenden politischen Willen sind, road pricing einzuführen. Ziel dieser Arbeit war es, die Ursachen und Bedingungen für die mangelnde Akzeptanz von Straßenbenutzungsgebühren bei den betroffenen Autofahrern zu untersuchen. Die Arbeit ist wie folgt aufgebaut: Im ersten Abschnitt wird die Ausgangslage und der Problemhintergrund dargestellt. Es wird erläutert, welche negativen Konsequenzen des motorisierten Individualverkehrs vorliegen, und mit welchen Maßnahmen ihnen begegnet werden kann. Der Fokus liegt dabei auf preispolitischen Maßnahmen wie Straßenbenutzungsgebühren, dessen ökonomische und verkehrswissenschaftliche Annahmen dargestellt werden. Dem gegenübergestellt wird die gesellschaftspolitische Realität: zum einen in Form der massiven Ablehnung von Straßenbenutzungsgebühren durch Bevölkerung und betroffene Autofahrer und zum anderen in Form der zahlreichen, erfolglosen und gescheiterten Versuche, Straßenbenutzungsgebühren einzuführen. Dies mündet in die Ableitung erster Forschungsfragen und in die Entwicklung des Untersuchungsansatzes. Im darauf folgenden Abschnitt werden die theoretischen Grundlagen zur Untersuchung der Akzeptanz von Straßenbenutzungsgebühren gelegt. Dabei wird zunächst geklärt, wie sich der Begriff "Akzeptanz" definieren läßt und in welche relevanten psychologischen Theorien er sich einordnet. Im Anschluß wird das Modell zur Akzeptanz von Schlag vorgestellt und analysiert. Darauf aufbauend werden die zentralen Variablen des Modells auf ihre theoretische und empirische Relevanz und unter Berücksichtigung potentiell konkurrierender Ansätze dargestellt und untersucht. Ziel ist die Klärung der logischen und kausalen Struktur des Modells und der Beziehungen der Variablen untereinander. Dies führt schließlich in die Ableitung überprüfbarer Hypothesen in Form eines erweiterten Akzeptanzmodells. Zur Überprüfung des Modells, der aufgestellten Hypothesen und Forschungsfragen werden zwei Untersuchungen berichtet (N1 = 923, N2 = 667), die inhaltlich aufeinander aufbauen. Diese wurden im Rahmen der EU-Forschungsprojekte TransPrice und AFFORD durchgeführt. Generelles Ziel ist die Validierung der Modellkonstrukte und ihrer angenommenen Beziehungen. Im letzten Abschnitt werden zusammenfassend und basierend auf den beiden Studien die wesentlichen Ergebnisse rekapituliert, sowie offene Forschungsfragen und Anforderungen abgeleitet, die sich zukünftigen Studien stellen. Schließlich wird diskutiert, welche Implikationen sich aus dieser Untersuchung ziehen lassen und welche Aspekte zu berücksichtigen sind, wenn Straßenbenutzungsgebühren der Öffentlichkeit präsentiert werden. - Die Druckexemplare enthalten jeweils eine CD-ROM als Anlagenteil: 490 KB - Nutzung: Referat Informationsvermittlung der SLUB

<p>This study explores telecommuter travel behaviour by examining discretionary travel distance and mode choice. The study utilizes data obtained from the 2005 origin-destination survey conducted by TRANS, a joint transportation planning committee serving the National Capital Region of Canada. The study compares and explains the discretionary travel behavior of teleworkers relative to other population groups and identifies that the average teleworker travels 3 times farther than regular workers and 1.7 times farther than non-workers for discretionary purposes. Regression indicates that dependent children, vehicle accessibility, housing type, residential distance to the urban core, land-use mix, residence within a Greenbelt region and day of the week all positively affect travel distance. Conversely, age, proximity to shopping centers and inclement weather demonstrate significant negative effects. Then, through binary logistic regression, the study confirms that work status significantly influences mode choice. Similarly, the following predictor variables demonstrate a significant positive effect towards active mode choice: teleworker work status, larger household size, greater income, warmer temperature, closer proximity to shopping centers, apartment housing type, trips for recreational and restaurant purposes, taking subsequent trips in a day, and travel between 8:00 A.M. and 4:00 P.M. On the contrary, increased entropy, trips within the Greenbelt region, dependent children under 16 years old, increased vehicle accessibility and trips for transporting someone or for shopping purposes all reduce the probability of active travel mode choice.</p> / Master of Arts (MA)

A Região Metropolitana de São Paulo (RMSP) sofre de sérios problemas de congestionamento, assim como muitas outras cidades de grande porte. Uma possível solução, proposta por pesquisadores de transportes, economia e ciências ambientais, é a implantação de um sistema de congestion charging, chamada no Brasil de pedágio urbano. Um dos objetivos do presente trabalho foi estabelecer os conceitos relacionados a este assunto e ilustrar as principais questões relacionadas à sua implantação. Espera-se que este trabalho possa auxiliar o desenvolvimento de estudos de avaliação da viabilidade e de impactos de sistemas propostos de congestion charging. Para atingir este objetivo, toca-se em diversos assuntos, como a definição de congestionamento e as formas de medi-lo, a base conceitual e teórica dos sistemas de congestion charging e seus diversos esquemas de diferenciação. São expostas também as medidas de mitigação de congestionamento que já foram implantadas na RMSP, quais foram os estudos já desenvolvidos considerando este tipo de política para a RMSP, e casos em que sistemas de congestion charging já foi implantado. Neste trabalho, desenvolveu-se também um modelo de escolha discreta a partir dos dados da Pesquisa Origem e Destino 2007 do METRÔ, onde pessoas deveriam escolher entre \"Transporte Coletivo\" e \"Transporte Público\". Este modelo foi utilizado para avaliar o potencial de impacto na divisão modal e de arrecadação de um congestion charge aplicado ao centro expandido de São Paulo. Adverte-se, porém, que os resultados obtidos são meramente ilustrativos. Mostra-se, também, que é possível avaliar a capacidade ociosa do sistema de transporte coletivo a partir dos dados disponíveis de bilhetagem e de GPS dos ônibus. Este processo é exemplificado através do cálculo de capacidade de uma única viagem de um único ônibus, dada a dificuldade de automatização deste processo para abranger toda a frota. / The São Paulo Metropolitan Region (SPMR) suffers from severe traffic congestion, as do many other large-scale urban areas around the world. A possible solution to this issue, which has been suggested by transportation, economics and environmental researchers, is the implementation of a congestion charging system. One of the objectives of this project is to establish clear concepts and shed light on the main issues regarding these systems by means of a comprehensive literary review. It is expected that this project may help the development of in-depth studies carried in order to evaluate the viability and impacts of congestion charging proposals. In order to achieve this goal, many subjects are addressed, such as the definition of congestion, how its measured, the theoretical backgrounds that support congestion charging schemes, their different degrees of differentiation, which policies were enacted in order to reduce traffic congestion in São Paulo, what considerations and studies have already been developed for Brazil and São Paulo regarding these systems and where have these systems been successfully installed. Later chapters deal with another goal of this project: estimating how a congestion charging system would affect SPMR. This was achieved through a multinomial logit model, where decision-makers choose between \"Public Transportation\" and \"Private Automobile\". The results presented at this phase are merely indicative of certain tendencies and should not be considered final. This project also attempts to show that given the available Automated Fare Collection (AFC) data and Automated Vehicle Location (AVL) data, it is possible to estimate the current public transportation system\'s unused capacity. The author shows this by calculating the capacity of one bus trip using these data, but also explains the difficulties of expanding this analysis to the whole of SPMR\'s public transportation system.

A Região Metropolitana de São Paulo (RMSP) sofre de sérios problemas de congestionamento, assim como muitas outras cidades de grande porte. Uma possível solução, proposta por pesquisadores de transportes, economia e ciências ambientais, é a implantação de um sistema de congestion charging, chamada no Brasil de pedágio urbano. Um dos objetivos do presente trabalho foi estabelecer os conceitos relacionados a este assunto e ilustrar as principais questões relacionadas à sua implantação. Espera-se que este trabalho possa auxiliar o desenvolvimento de estudos de avaliação da viabilidade e de impactos de sistemas propostos de congestion charging. Para atingir este objetivo, toca-se em diversos assuntos, como a definição de congestionamento e as formas de medi-lo, a base conceitual e teórica dos sistemas de congestion charging e seus diversos esquemas de diferenciação. São expostas também as medidas de mitigação de congestionamento que já foram implantadas na RMSP, quais foram os estudos já desenvolvidos considerando este tipo de política para a RMSP, e casos em que sistemas de congestion charging já foi implantado. Neste trabalho, desenvolveu-se também um modelo de escolha discreta a partir dos dados da Pesquisa Origem e Destino 2007 do METRÔ, onde pessoas deveriam escolher entre \"Transporte Coletivo\" e \"Transporte Público\". Este modelo foi utilizado para avaliar o potencial de impacto na divisão modal e de arrecadação de um congestion charge aplicado ao centro expandido de São Paulo. Adverte-se, porém, que os resultados obtidos são meramente ilustrativos. Mostra-se, também, que é possível avaliar a capacidade ociosa do sistema de transporte coletivo a partir dos dados disponíveis de bilhetagem e de GPS dos ônibus. Este processo é exemplificado através do cálculo de capacidade de uma única viagem de um único ônibus, dada a dificuldade de automatização deste processo para abranger toda a frota. / The São Paulo Metropolitan Region (SPMR) suffers from severe traffic congestion, as do many other large-scale urban areas around the world. A possible solution to this issue, which has been suggested by transportation, economics and environmental researchers, is the implementation of a congestion charging system. One of the objectives of this project is to establish clear concepts and shed light on the main issues regarding these systems by means of a comprehensive literary review. It is expected that this project may help the development of in-depth studies carried in order to evaluate the viability and impacts of congestion charging proposals. In order to achieve this goal, many subjects are addressed, such as the definition of congestion, how its measured, the theoretical backgrounds that support congestion charging schemes, their different degrees of differentiation, which policies were enacted in order to reduce traffic congestion in São Paulo, what considerations and studies have already been developed for Brazil and São Paulo regarding these systems and where have these systems been successfully installed. Later chapters deal with another goal of this project: estimating how a congestion charging system would affect SPMR. This was achieved through a multinomial logit model, where decision-makers choose between \"Public Transportation\" and \"Private Automobile\". The results presented at this phase are merely indicative of certain tendencies and should not be considered final. This project also attempts to show that given the available Automated Fare Collection (AFC) data and Automated Vehicle Location (AVL) data, it is possible to estimate the current public transportation system\'s unused capacity. The author shows this by calculating the capacity of one bus trip using these data, but also explains the difficulties of expanding this analysis to the whole of SPMR\'s public transportation system.