Abstract

The downward spiral frequently experienced by transit companies when they increase fares to make up for declining demand is well known. It is characteristic of an increasing-returns-to-scale industry where consumer inputs are essential to the production process. This paper formally incorporates both agency and consumer inputs in a cost framework and explores the short- and long-run costs of bus services. In so doing it is possible to trade off both consumer and agency costs, to arrive at optimal service levels. It is these service levels, with the mode "performing at its best," that form the basis of cost comparisons between transportation alternatives. We find that off-peak frequencies should be considerably shorter than those typically prevailing on bus transit systems, and that marginal cost pricing would require a zero fare in the off-peak and a fare of up to 20 cents in the peak. This suggests that current rates might be continued in the peak and abolished in the off-peak. A subsidy to maintain this scheme would be about 10% of the average cost of service when operation is in long-run equilibrium (optimized). In the realm of cost comparisons between alternative modes, options based upon the car are found to be among the cheapest for trips to the CBD except in the peak. In terms of public modes, dial-a-ride systems seem to have some economic justification for low density neighborhoods as a feeder to linehaul buses operating on freeways, but at high densities integrated bus service appears to be far more viable. The latter is markedly cheaper than a feeder bus + rapid rail alternative. Finally, there seems to be little economic justification for the current interest in non-standard buses for transit service.

Abstract

Digital technologies have increased the influence of technology in business, even changing busi- ness models and strategies of organisations. This influence, called Digital Transformation of Business (DT), happens when there is an increase of the number of digital connections, infor- mation and interactions. This phenomena has been defined as Digital Density (DD) and aims to provide an assessment of the digitalization status of an organization. With the concept of DD we propose the DD Framework, that has two parts: qualitative and quantitative. In order to support both parts we simulate the effect that a platform for smartphones called Waze has on the traffic flow of a city. For the qualitative side, we redefine the concept of DD and with Business Model CANVAS we compare the changes introduced by Waze in the business model. The quantitative part of the simulation is performed with MATLAB and its goal is to under- stand how an agent chooses the path to drive from point A to point B. As expected, we prove that with more information agents can estimate better the costs of the different paths. Despite, even if our simulation seems to prove that the more information the agents have the better the system works, we introduce an analogy with the Braess Paradox to find potential problems and provide solutions for them. We conclude with a proposal of future work.

Abstract

Recent court cases and news reports have focused on the effects of transit construction on business revenue and survival, yet the topic is underexplored in the scholarly literature. This paper examines whether transit construction negatively affected the revenue and survival of businesses along the second segment of the Los Angeles Metro Rail Red Line under Vermont and Hollywood Boulevards. Using National Establishment Time-Series business data, the research shows that business survival was significantly lower among businesses within 400 meters of stations, where cut and cover construction was used. A difference-in-differences technique was employed to determine whether revenue loss was the main mechanism by which businesses were displaced, but revenue loss was not found to be significant. The increased failure rate provides evidence that construction effects of mitigation programs for businesses should be standard practice when building new transit lines. Further research and data collection on business tenure are needed to understand the dynamics of business displacement around transit and to make such programs more effective.

Abstract

"jats:p"The decision support system is one of the instruments for choosing the most effective decision for cargo owner in constant fluctuated business environment. The objective of this Paper is to suggest the multiple-criteria approach for evaluation and choice the alternatives of cargo transportation in the large scale transportation transit system for the decision makers - cargo owners. The large scale transportation transit system is presented by directed finite graph. Each of 57 alternatives is represented by the set of key performance indicators Kvi and set of parameters Paj. There has been developed a two-level hierarchy system of criteria with ranging expert evaluations based on Analytic Hierarchy Process Method. The best alternatives were suggested according to this method. Document type: Article

Abstract

Promoting walking travel is considered important for reducing automobile use and improving public health. Recent U.S. transportation policy has incentivized investments in alternative, more sustainable transportation modes such as walking, bicycling and transit in auto-oriented cities such as Los Angeles. Although many past studies have analyzed changes in walking travel across the U.S., there is little clarity on the drivers of change. We address this gap by conducting a longitudinal analysis of walking travel in the greater Los Angeles area from 2001 to 2009. We use travel diary and household data from regional and national surveys to analyze changes in walking trip shares and rates across our study area. Results show that walking has significantly increased across most of Los Angeles, and that increases in walking trips generally correspond with increases in population, employment, and transit service densities. Estimates from fixed-effects regression analysis generally suggest a positive association between population density and walking, and that higher increases in transit stop density are correlated with increased walking trips to and from transit stops. These findings illustrate how regional planning efforts to pursue a coordinated land use-transit planning strategy can help promote walking in auto-oriented or vehicle adopting cities. Document type: Article

Abstract

Transit-oriented development, commonly known as TOD, is a planning and design strategy that focuses on creating urban development patterns which facilitate the use of public transit,walking and cycling, as primary modes of transport and which supports vibrant, diverse and livable communities. This is achieved by concentrating urban densities, communities and activities within a 5-10 minute walking distance from mass rapid transit stations (both bus and rail-based), developing quality urban space and providing convenient and efficient access to a diverse mix of land uses. TOD brings together elements of land use and transport planning, urban design, urban regeneration, real estate development, financing, land value capture, and infrastructureimplementation to achieve more sustainable urban development. Since TOD implementation can be complex, it is essential that cities understand the dynamics at play related to all citysystems- real estate economics, transit routing, infrastructure design, land use planning and zoning, the development of the local economy through urban regeneration, and urban design- toachieve the concept’s full potential. TOD, as a tool, enables city actors to negotiate through varying urban priorities to ultimately prioritize inclusion and resilience in an optimized environment. The World Bank considers these priorities as the bedrock of successful TODs.

Abstract

The tendency of buses to bunch is a problem that was defined almost 50 years ago. Since then, there has been a significant amount of work done on the problem; however, the tendency of the current literature is either to only focus on the surface causes or to rely on simulation to create results instead of model formulation. With GPS installed on many buses throughout the world, the data is only being used for monitoring and informing the user. This research proposes a new approach to solving the problem that uses the GPS data to directly counteract the cause of the bunching by allowing the buses to cooperate with each other and determine their speed based on relative position. A continuum approximation model is presented as a tool to systematically analyze the behavior of the system and test the proposed control. In order to validate the model and the control, a simulation tool is used to model the system in a more realistic, discrete way. The control is shown to produce bounded deviations in spacing consistent with those predicted by the model. The resulting bus system will not bunch with only a small reduction in commercial speed.

Abstract

presente pesquisa analisará as características das políticas de transporte coletivo no Município de São Paulo, entre os anos de 2001 e 2010. Partindo do entendimento do modelo de desenvolvimento urbano vigente, o qual priorizou o transporte privado sobre rodas, individual, além de um perfil sócio-espacial segregador procuraremos definir quais foram as principais ações realizadas neste setor, considerando: a evolução histórica das políticas de transporte a partir do início do século XX; principais políticas públicas de transporte a partir de 2001 (implementações de corredores de ônibus, integração de modais, implantação de bilhete único etc); análise das repercussões destas políticas na dinâmica concreta da mobilidade urbana. Também pretendemos interpretar as relações das administrações municipais que governaram a cidade nesse período (gestão Marta Suplicy 2001 - 2004 - gestão José Serra/Gilberto Kassab 2005 - 2008 - e gestão Gilberto Kassab 2009 - 2010) com os principais agentes urbanos envolvidos (elite política municipal, empresários e empreendedores urbanos, sociedade civil e usuários de transportes públicos e privados, principalmente) e outros grupos de interesse, analisando de que maneira e por meio de quais instrumentos as políticas públicas de mobilidade urbana foram desenvolvidas. This research aims to analyze the characteristics of collective transportation policies in São Paulo, between 2001 and 2010. Based on the understanding of the current urban development model, which gave priority to individual and private transport on wheels, as well as a socio-spatial segregated role - we will try to define what were the main actions undertaken in this sector, considering: the historical evolution of transport policies from the early twentieth century, major public transport policy since 2001 (implementation of bus corridors, modal integration, implementation of the Bilhete Único ticket etc.), analysis of the impact of these policies on the dynamics of the urban mobility. We also intend to interpret the relationships between the municipal administrations that governed the city during this period (governments of Suplicy - 2001 2004, Serra / Gilberto Kassab - 2005 2008, and Gilberto Kassab - from 2009 to 2010) with the main agents involved with the urban dynamics (municipal political elite, businessmen and urban entrepreneurs, civil society and users of public and private transport, mainly) and other interest groups, analyzing how and through which instruments the urban mobility public policies have been developed.

Abstract

Qatar is one of the fastest growing countries around the world, resulting in substantially high private vehicle usage as well as heavy traffic congestion. It is currently estimated that the private car usage is about 85% of total traffic, and the remaining 15% includes public buses, taxis, and company buses. In this study, a survey was conducted to identify the potential users demographics of the of the upcoming metro service. The study revealed that 77.8% of the population is planning to use the upcoming metro service. More male, young, and expatriates are willing to use the service. The results indicate the need for programs to attract more users, especially female, elderly, and local Qataris. Scopu

Abstract

Several cities around the world are facing mobility related problems such as traffic congestion and air pollution. Although limited individually, the combination of bicycle and transit offers speed and accessibility that can compete with automobiles by complementing each other's characteristics. Recognising the potential benefits with regard to accessibility, health, and sustainability, several studies have investigated policies that encourage integration of these modes. However, the actual users and trips of the combined bicycle and transit mode have not been extensively studied empirically. This study addresses this gap by (i) reviewing empirical findings on related modes, (ii) deriving user and trip characteristics of the combined bicycle and transit mode in the Netherlands, and (iii) applying latent class cluster analysis to discover prototypical users based on their socio-demographic attributes. Most trips by this combined mode are found to be for relatively long commutes where transit is in the form of trains, and bicycle and walking are access and egress modes respectively. Furthermore, seven user groups are identified and their travel behaviour is discussed. Transport authorities may use these empirical results to further streamline integration of bicycle and transit for its largest users as well as to tailor policies to attract more travellers.