A brief transit strike in early December 1976 disrupted bus services to the city of Pittsburgh and surrounding Allegheny County. That strike provided an opportunity for testing a variety of approaches to increase ride-sharing and to reduce traffic congestion, and for examining the effect of the strike on traffic congestion and on individual travel behavior. Even though over 60% of the commuters to the CBD use transit, the effects of the strike were relatively mild. There was some increase in traffic flow into the CBD and some spreading of the peak period. The largest proportion of the transit commuters who made trips to the CBD during the strike were dropped off by a non-commuter, increasing highway traffic. The most severe impact was felt by those transit commuters who had no cars in the household; 25% of these commuters (only 3% of the total CBD commuters) stayed home from work on the first day of the strike. Most attempts to mitigate the impact of the strike had little effect, largely because most commuters were able to manage adequately during the short strike. The anticipated parking problem, on which much of the contingency planning was focused, did not emerge, largely because of the use of carpooling and drop-off mode by many of the transit users. 相似文献
Transportation - Two dynamic, gap-based activity scheduling models are tested by applying a short-run microsimulation approach to replicate workers’ travel/activity patterns over a 1-week... 相似文献
This paper establishes a link between an activity-based model for the Greater Toronto Area (GTA), dynamic traffic assignment,
emission modelling, and air quality simulation. This provides agent-based output that allows vehicle emissions to be tracked
back to individuals and households who are producing them. In addition, roadway emissions are dispersed and the resulting
ambient air concentrations are linked with individual time-activity patterns in order to assess population exposure to air
pollution. This framework is applied to evaluate the effects of a range of policy interventions and 2031 scenarios on the
generation of vehicle emissions and greenhouse gases in the GTA. Results show that the predicted increase of approximately
2.6 million people and 1.3 million jobs in the region by 2031 compared to 2001 levels poses a major challenge in achieving
meaningful reductions in GHGs and air pollution. 相似文献
State agencies responsible for ADA-eligible paratransit services are increasingly under pressure to contain costs and maximize service quality. Many do not operate vehicles themselves; instead, they contract out the provision of services. Contractors are paid for each hour of service. They are responsible for hiring crew, forming routes, dispatching, and operating and maintaining agency-owned vehicles. In the Twin Cities of Minneapolis and Saint Paul, Metro Mobility, the agency responsible for providing paratransit services, requires contractors to use agency-approved software for booking trips dynamically and sets parameters that guide contractors’ practices. Customer trips booked in this fashion may not utilize capacity in the most efficient manner. Therefore, beginning with the daily trip schedules generated by the software, this paper proposes two approaches for improving the efficiency of paratransit operations and estimates the benefit of using these approaches via experiments that utilize Metro Mobility data. The first approach re-optimizes routes developed at the end of each day. The second approach evaluates the benefit to state agencies of selectively using non-dedicated service providers such as taxis. Both approaches are tested on actual data obtained from Metro Mobility. The study shows that a conservative estimate of savings from re-optimization would be approximately 5% of Metro Mobility’s operating costs. Savings from the use of taxis are smaller and in the range of hundreds of dollars per day. 相似文献
Transportation - Continuous household travel surveys have been identified as a potential replacement for traditional one-off cross-sectional surveys. Many regions around the world have either... 相似文献
Some agent-based models have been developed to estimate the spread progression of coronavirus disease 2019 (COVID-19) and to evaluate strategies aimed to control the outbreak of the infectious disease. Nonetheless, COVID-19 parameter estimation methods are limited to observational epidemiologic studies which are essentially aggregated models. We propose a mathematical structure to determine parameters of agent-based models accounting for the mutual effects of parameters. We then use the agent-based model to assess the extent to which different control strategies can intervene the transmission of COVID-19. Easing social distancing restrictions, opening businesses, speed of enforcing control strategies, quarantining family members of isolated cases on the disease progression and encouraging the use of facemask are the strategies assessed in this study. We estimate the social distancing compliance level in Sydney greater metropolitan area and then elaborate the consequences of moderating the compliance level in the disease suppression. We also show that social distancing and facemask usage are complementary and discuss their interactive effects in detail.
This paper is an attempt to develop a generic simulation‐based approach to assess transit service reliability, taking into account interaction between network performance and passengers' route choice behaviour. Three types of reliability, say, system wide travel time reliability, schedule reliability and direct boarding waiting‐time reliability are defined from perspectives of the community or transit administration, the operator and passengers. A Monte Carlo simulation approach with a stochastic user equilibrium transit assignment model embedded is proposed to quantify these three reliability measures of transit service. A simple transit network with a bus rapid transit (BRT) corridor is analysed as a case study where the impacts of BRT components on transit service reliability are evaluated preliminarily. 相似文献