Analyzing urban bus service reliability at the stop, route, and network levels

Improving the reliability of bus service has the potential to increase the attractiveness of public transit to current and prospective riders. An understanding of service reliability is necessary to develop strategies that help transit agencies provide better services. However, few studies have been conducted analyzing bus reliability in the metropolis of China. This paper presents an in-depth analysis of service reliability based on bus operational characteristics in Beijing. Three performance parameters, punctuality index based on routes (PIR), deviation index based on stops (DIS), and evenness index based on stops (EIS), are proposed for the evaluation of bus service reliability. Reliability involves routes, stops, punctuality, deviation, and evenness. The relationship among the three parameters is discussed using a numerical example. Subsequently, through a sampling survey of bus lines in Beijing, service reliability at the stop, route, and network levels are estimated. The effects of route length, headway, the distance from the stop to the origin terminal, and the use of exclusive bus lanes are also analyzed. The results indicate low service reliability for buses in Beijing and a high correlation between service reliability and route length, headway, distance from the stop to the origin terminal, and the provision of exclusive bus lanes.     

Modular route bus design – A method of meeting transport operation and vehicle manufacturing requirements

This research examines the problem of route bus specification and vehicle manufacturability. In order for bus operators to provide transport services, a range of vehicle configurations must be available from bus manufacturers, generating variety which has a negative impact on the manufacturing process. Larger part inventories, uncontrolled labour tasks and more troublesome maintenance are known impacts of this variety. This research identifies the functional necessities in route bus interior design and reduces the problems in bus manufacture and operation caused by specification diversity by proposing a modularised system of bus design. In particular, it makes recommendations as to how bus configuration should be carried out, ensuring an optimum mix of operational and manufacturing needs:

• 1.Determine user needs before the bus specification process.
• 2.Designs to be developed by the manufacturer in response to user needs.
• 3.This design should be standardised where possible, as suggested by the user needs.
• 4.Where user needs dictate product variations, apply a mass customisation approach to accommodate these needs.

The recommendations are communicated in design proposals for a modular bus interior, demonstrated by four cases designed to meet the present status quo of bus interior design and predictions for the future of the field.     

Comparing static and dynamic threshold based control strategies

This research extends a static threshold based control strategy used to control headway variation to a dynamic threshold based control strategy. In the static strategy, buses are controlled by setting a threshold value that holds buses at a control point for a certain amount of time before allowing the bus to continue along the route. The threshold remains constant each time the bus stops at the control point. The dynamic strategy involves the same principle of holding buses at a bus stop; however, a different threshold value is chosen each time the bus holds at a control point. The results indicate that in cases where the static threshold is set equal to the scheduled headway, very low headway variation and passenger system times result; however, passengers on board the bus are penalized by extra delay on the bus while waiting at the control point. The dynamic strategy reduces the penalty to passengers delayed on-board the bus at a control point at the expense of a slight increase in overall passenger system time.The results indicate that in most cases, the tradeoff of the slight increase in waiting time for the significant decrease in on-board delay penalty makes the dynamic strategy an acceptable choice.     

Transit user perceptions of driverless buses

This paper reports the results of a stated preference survey of regular transit users’ willingness to ride and concerns about driverless buses in the Philadelphia region. As automated technologies advance, driverless buses may offer significant efficiency, safety, and operational improvements over traditional bus services. However, unfamiliarity with automated vehicle technology may challenge its acceptance among the general public and slow the adoption of new technologies. Using a mixed logit modeling framework, this research examines which types of transit users are most willing to ride in driverless buses and whether having a transit employee on board to monitor the vehicle operations and/or provide customer service matters. Of the 891 surveyed members of University of Pennsylvania’s transit pass benefit program, two-thirds express a willingness to ride in a driverless bus when a transit employee is on board to monitor vehicle operations and provide customer service. By contrast, only 13% would agree to ride a bus without an employee on board. Males and those in younger age groups (18–34) are more willing to ride in driverless buses than females and those in older age groups. Findings suggest that, so long as a transit employee is onboard, many transit passengers will willingly board early generation automated buses. An abrupt shift to buses without employees on board, by contrast, will likely alienate many transit users.

     

Environmental benefits of natural gas for buses

This paper presents a life cycle assessment comparing diesel buses with buses fueled by natural gas. The data for the emission of pollutants are based on the MEET Project of the European Commission (EC), supplemented by data measured for diesel and gas buses in Paris. The benefits of the gas fueled bus are then quantified using the damage cost estimates of the ExternE Project of the EC. A diesel bus with emissions equal to Standard EURO2 of the EC is compared with the same bus equipped with a natural gas engine, for use in Paris and in Toulouse. The damage cost of a diesel bus is significant, in the range of 0.4–1.3

/km. Natural gas allows an appreciable reduction of the emissions, lowering the damage cost by a factor of about 2.5 (Toulouse) to 5.5 (Paris). An approximate rule is provided for transferring the results to other cities. A sensitivity analysis is carried out to evaluate the effect of the evolution of the emissions standard towards EURO3, 4 and 5, as well as the effect of uncertainties. Finally a comparison is presented between a EURO2 diesel bus with particle filter, and a gas fueled bus with the MPI engine of IVECO, a more advanced and cleaner technology. With this engine the damage costs of the gas fueled bus are about 3–5 times lower than those of the diesel with particle filter, even though the latter has already very low emissions.     

Bus control strategies in corridors with signalized intersections

This paper proposes a new dynamic bus control strategy aimed at reducing the negative effects of time-headway variations on route performance, based on real-time bus tracking data at stops. In routes with high demand, any delay of a single vehicle ends up causing an unstable motion of buses and producing the bus bunching phenomena. This strategy controls the cruising speed of buses and considers the extension of the green phase of traffic lights at intersections, when a bus is significantly delayed. The performance of this strategy will be compared to the current static operation technique based on the provision of slack times at holding points. An operational model is presented in order to estimate the effects of each controlling strategy, taking into account the vehicle capacity constraint. Control strategies are assessed in terms of passenger total travel time, operating cost as well as on the coefficient of headway variation. The effects of controlling strategies are tested in an idealized bus route under different operational settings and in the bus route of highest demand in Barcelona by simulation. The results show that the proposed dynamic controlling strategy reduces total system cost (user and agency) by 15–40% as well as the coefficient of headway variation 53–78% regarding the uncontrolled case, providing a bus performance similar to the expected when time disturbance is not presented.     

A Modeling Framework for Bus Rapid Transit Operations Evaluation and Service Planning

Abstract

In this paper, we present a dynamic traffic assignment-simulation modeling framework (DYNASMART-P) to support the evaluation and planning of Bus Rapid Transit (BRT) services in urban transportation networks. The model represents the different characteristics associated with BRT operations such as: exclusive right-of-way lanes, limited-stop service, signal prioritization at congested intersections, and enhanced bus stops to reduce passenger boarding times. A set of simulation experiments is conducted using the model to study the impact of introducing a hypothetical BRT service in the Knoxville area in the State of Tennessee. In these experiments, the different operational characteristics of BRT are evaluated in terms of potential impact on transit ridership and on the interacting auto traffic. The results illustrate the advantages of BRT for increasing transit ridership and improving overall system performance.     

Optimization Of Headway,Vehicle Size and Route Choice for Minimum Cost Feeder Service

ABSTRACT

Many people use public transportation systems to reach their destination, while others use personal vehicles. Poor transportation systems do not attract ridership. Therefore, the usage of passenger cars increases, and traffic and environmental conditions deteriorate. Efficient public transportation has been recognized as one of the potential ways of mitigating air pollution, reducing energy consumption, improving mobility and alleviating traffic congestion. The objective of this study is to optimize a bus feeder service that provides the shuttle service between a recreation center (e.g. Sandy Hook, NJ) and a major public transportation facility, subject to site-specific constraints such as vehicle schedules, bus availability, service capacity and budget. The decision variables include bus headway, vehicle size and route choice. The solution methodology integrating both analytical and numerical techniques is developed, which optimizes the decision variables. Finally, the proposed solution methodology is applied to a case study. Numerical results, including optimal solutions and sensitivity analyses, are presented while the level of coordination between the feeder service and a major transportation service is discussed.     

Comfort and Safety as Perceived by Wheelchair-Seated Bus Passengers

Abstract

Wheelchair-seated passengers on European and Swedish urban transit buses can travel rearwards, resting against a bulkhead, without the use of tie-down equipment. However, users sometimes disapprove of being the only passengers who have to travel rearwards, and also unrestrained. In order to investigate comfort and safety as perceived by wheelchair-seated bus passengers riding either forwards or rearwards, an experimental field study was carried out. Participating subjects were 31 wheelchair users and a group of 44 ambulant passengers. Each subject made two consecutive, identical 15-minute trips, randomly beginning either forwards or backwards, and interviews were conducted after each trip. During the trips, three-axis bus motion was recorded. The concept of categorization was used as a theoretical background and basis for discussion of the comfort and safety constructs. The results indicated that while the majority preferred the forward-facing position regarding comfort issues, a minority felt that the level of perceived safety was better. Wheelchair-seated passengers were more positive towards the rearward position than the ambulant group.     

The role of access and egress in passenger overall satisfaction with high speed rail

Passenger satisfaction is critical to ridership growth of high speed rail (HSR). Each HSR trip includes at least four segments: access to HSR stations, waiting, line-haul, and egress from HSR stations. Satisfaction with any segment influences the HSR passenger experience. Previous studies often focus on passenger satisfaction with the line-haul segment, but overlook the effects of all four segments on overall HSR satisfaction, especially access and egress. Using a path analysis on the data collected from the Shanghai-Nanjing HSR corridor in 2016, this study explores the influence of access and egress segments on overall HSR satisfaction and the correlates of satisfaction with HSR access and egress segments. We find that HSR line-haul satisfaction dominates overall HSR satisfaction; HSR access and egress satisfaction together have an equivalent effect. Travel time and route familiarity are important to both access and egress satisfaction. Mode choice affects satisfaction with HSR egress, with egress by car carrying the largest utility of egress satisfaction, followed by rail transit, taxi, and then bus. Thus, to improve HSR experience, traveler information service and the integration of HSR with urban transportation system are critical.

     

Optimization of Fare Structure and Service Frequency for Maximum Profitability of Transit Systems

Abstract

Providing efficient public transportation has been recognized as a potential way of alleviating congestion, improving mobility, mitigating air pollution, and reducing energy consumption. Many people use public transportation systems for their daily commute, while others use different transportation modes (e.g. cars, taxis, carpools, etc.). Inexpensive fares with good transit service encourages ridership, and the resulting revenue may be used to provide better service. Optimization of transit service frequency and its associated fare structure is desirable in order to increase revenue at reasonable transit operating expenditure. The objective of the study reported here is to maximize profit subject to service capacity constraint, while elastic demand is considered. The solution methodology is developed and applied to solve the profit maximization problem in a case study based on Newark, NJ, USA. Numerical results, including optimal solutions and sensitivity analyses, are presented. It is found that an optimal temporal headway and differential fare structure that maximizes total profit for the studied subway system can be efficiently solved.     

Optimally combined headway and timetable reliable public transport system

This paper presents a model-based multiobjective control strategy to reduce bus bunching and hence improve public transport reliability. Our goal is twofold. First, we define a proper model, consisting of multiple static and dynamic components. Bus-following model captures the longitudinal dynamics taking into account the interaction with the surrounding traffic. Furthermore, bus stop operations are modeled to estimate dwell time. Second, a shrinking horizon model predictive controller (MPC) is proposed for solving bus bunching problems. The model is able to predict short time-space behavior of public transport buses enabling constrained, finite horizon, optimal control solution to ensure homogeneity of service both in time and space. In this line, the goal with the selected rolling horizon control scheme is to choose a proper velocity profile for the public transport bus such that it keeps both timetable schedule and a desired headway from the bus in front of it (leading bus). The control strategy predicts the arrival time at a bus stop using a passenger arrival and dwell time model. In this vein, the receding horizon model predictive controller calculates an optimal velocity profile based on its current position and desired arrival time. Four different weighting strategies are proposed to test (i) timetable only, (ii) headway only, (iii) balanced timetable - headway tracking and (iv) adaptive control with varying weights. The controller is tested in a high fidelity traffic simulator with realistic scenarios. The behavior of the system is analyzed by considering extreme disturbances. Finally, the existence of a Pareto front between these two objectives is also demonstrated.     

Passengers’ Perceived Service Quality of City Buses in Taipei: Scale Development and Measurement

Abstract

To understand fully passengers’ perceptions and expectations of the bus service quality in Taipei, business managers and governmental agencies must seek a proper scale that can reflect passengers’ opinions accurately. This study develops and tests a service quality scale designed for a city bus transit system in Taipei. Churchill’s paradigm and a focus group interview were combined into a multistage scale development procedure. Based on the procedure, Taipei city buses were selected as the example, for which a service quality scale was developed. The final scale contains four dimensions and 20 items. These four dimensions are ‘interaction with passengers’, ‘tangible service equipment’, ‘convenience of service’ and ‘operating management support’. Finally, the results of scale development and the managerial applications of the service quality scale for the city transit system are discussed.     

The effect of financial constraints on the optimal design of public transport services

Recent experience with the design of bus services in Santiago, Chile, seems to confirm Jansson's (1980) assertion regarding observed planned bus frequency and size being too low and too large, respectively. We offer an explanation based upon the relation between cost coverage, pricing and optimal design variables. We recall that average social cost decreases with patronage, which generates an optimal monetary fare below the average operators' cost, inducing an optimal subsidy. Then we compare optimal frequency and bus size—those that minimize total social costs—with those that minimize operators' costs only. We show that an active constraint on operators' expenses is equivalent to diminish the value of users' time in the optimal design problem. Inserting this property back in the optimal pricing scheme, we conclude that a self-financial constraint, if active, always provokes an inferior solution, a smaller frequency and, under some circumstances, larger than optimal buses.

What do people know about their public transport options?

This paper studies the memory representations of residents regarding the public transport system in their city. Telephone interviews were conducted with a representative sample of 204 inhabitants in a selected residential inner-city area in Stockholm. Route knowledge questions, recognition tasks, free-recall tasks and estimations of service frequency were used to explore memory representations. The results showed that, in general, residents in metropolitan areas have good knowledge of the public transport options along well-known transport corridors. The memory representation of lesser-known transport corridors tends to be of a poorer quality. In the results presented here, the variables gender, age, employment status, level of education and car availability had no correlation with the quality of the memory representation, but experience increased knowledge. Although frequent users of public transport had a more detailed representation of the system, the less frequent users also had a considerable- and good-memory representation. An explorative hierarchy for representation of public transport lines in the memory is proposed. It is hypothesised that memory representations of a transport line can be affected by the following three factors: the extent to which a line is visible in the urban area, the straightness of the routes and whether or not stops are labelled, for example, by destination area. Simply put, these factors determine how well a person knows a line. It was found that people first remember a commuter train and a trunk bus line, followed by metro lines and suburban buses and finally normal inner-city buses with the poorest anchorage in memory.

Bus dispatching at timed transfer transit stations using bus tracking technology

A timed transfer terminal synchronizes the arrival of incoming vehicles with the departure of outgoing vehicles so as to minimize transfer delays. Most bus timed transfer terminals follow fixed schedules, and do not utilize intelligent transportation systems for vehicle tracking and control. This paper reviews technologies that enable real-time control of timed transfer. We evaluate the benefits of tracking bus locations and executing dynamic schedule control through the simulation of a generic timed transfer terminal under a range of conditions. Based on empirical data collected by the Los Angeles County/Metropolitan Transit Agency, we found delay over segments of long-headway bus lines to be negatively correlated with lateness at the start of the segment, indicating that buses have a tendency to catch up when they fall behind schedule. The simulation analysis showed that the benefit of bus tracking is most significant when one of the buses experiences a major delay, especially when there is a small number of connecting buses.     

Documents

Automated short headway urban transportation systems were viewed in the early Seventies as a possible means of effecting radical change in the type of transit service available in cities. However, interest has declined and government‐sponsored efforts in this area have ceased. The decline in interest was accompanied by much debate among the advocates of the various forms of transit. However, it does not appear to reflect the potential merits and limitations of short headway systems as disclosed by analysis.

This paper provides a basis for comparing short headway systems of citywide scale with conventional transit means.

The limitations inherent in rapid rail installations are reviewed and contrasted with the performance of short headway systems. Illustrative, large‐scale guideway configurations for systems operating in the three‐second headway range are defined and levels of service are deduced using simplified heuristic methods. A basis is provided for specification and analysis of systems conforming to realistic spatial and passenger‐movement constraints.

It is concluded that automated transit systems operating in the three‐second headway range remain viable candidates for large‐scale installations.