Bus-only Lanes Research Articles

서울시 도시철도 환승역세권 유형별 대중교통이용자 특성 비교연구

본 연구는 최근 도시개발에 있어 관심사로 대두되고 있는 대중교통지향형 개발(TOD)에 대한 바람직한 개발방향을 모색하고, 서울시 역세권을 환승특성 유형별로 구분하여 실증분석을 통해 이에 대한 분석결과를 제시하는데 목적을 두고 수행하였다. 대중교통 이용자 특성에 미치는 영향력은 환승특성 유형별로 차이가 있는 것으로 규명 되었다. 향후 수도권의 대중교통전략 수집 시 차별화된 영향요소를 기반으로 개선(안)을 도출하는 것이 필요하며, 향후 지속적인 대중교통 이용수요 증진을 위한 기초를 마련해야 한다고 판단된다. 또한 지하철역과 직접적인 연계를 하기 보다는 보조적인 수단으로 버스전용차로(BRT)를 적절하게 연계하여 현재 단일역세권을 거점화하는 것이 필요하다고 판단된다. This study This study aims to identify sound developmental directions for transit-oriented development (TOD), which is a topic of interest in the field of urban development, and conducts an empirical analysis of station influence areas within Seoul according to the characteristics of transit types. The results suggest that there are differences among variables that influence demand for public transportation according to transit types. This means that it is necessary to identify improvement plans in developing public transport strategies for the capital region based on such differentiated influence factors and to build foundations to continue to increase demand for public transportation. Also, station influence areas should be developed into hubs by establishing appropriate bus-only lane networks as a supplementary means, rather than directly connecting subway stations with each other.

미시적 시뮬레이션을 이용한 중앙버스전용차로 효과분석

PURPOSES : In this study, the effects of when median exclusive bus lanes were applied to Daejeon trunk road (Wolpyeng crossway~Seodaejeon crossway, 6.3km) and (Daeduck Bridge 4~Kyeryong 4, 2.6km) by Microscopic Simulation VISSIM (5.0) was studied. The median exclusive bus lanes are one of the measures of transportation system manage techniques that can especially improve the efficiency of public transportation facilities. METHODS : According to the analysis of VISSIM on the Gyerong mainroad and Daedeok mainroad, when the median exclusive bus lanes were applied unlike when the roadside bus-only lanes were applied, the average travel speed of vehicles decreased but the average delay time and travel time increased. This arised from the changes in the geometric structure of the road which occurred the reduction of vehicle lane in the center of the road. RESULTS : In the case of bus, on the other hand, the average travel speed increased but the average delay time and travel time decreased. This is because the problems such as illegal parking and stopping, secondary road in out vehicle, and conflict of intersection right turn that roadside bus-only lanes occurred was solved. CONCLUSIONS : Although the introduction of median exclusive bus lanes will have a negative effect on general traffic flow due to the aggravation of travel, decrease of passenger car usage will lead to decrease of traffic volume. Therefore, smooth vehicle travel is expected.

Managed Arterials

Priced managed lanes have been proposed and implemented exclusively on limited-access roadways. Yet major arterials handle a large fraction of urban traffic and account for a significant portion of traffic congestion. This paper proposes a way to apply priced congestion relief to major arterials (six or more lanes) and builds on research from the early Value Pricing Pilot Program on tolled queue jumps (grade separations) at signalized intersections, carried out in Lee County, Florida. A “managed arterial” (MA) is defined as an arterial retro fitted with a series of electronically tolled grade separations (overpasses or underpasses) that provide an alternative to the signalized intersection for through traffic. Bus rapid transit is an important element of the concept, and the MA provides an alternative to arterial bus-only lanes, similar to high-occupancy toll lanes providing an alternative to bus-only lanes on freeways. The study addresses issues and trade-offs in integrating bus rapid transit into the design and operation of MAs. The study includes conceptual designs of overpasses and underpasses for use in MAs and estimates the throughput increase obtained by converting a six-lane arterial to the MA configuration compared with that provided by widening it to eight lanes. Sketch-level estimates of financial feasibility are included.

Impact of Bus-Only Lane Location on the Development and Performance of the Logic Rule-Based Bus Rapid Transit Signal Priority

Curb bus-only lanes and median bus-only lanes are two commonly used types of the on-street running ways of bus rapid transit (BRT) systems. Transit signal priority (TSP) has proven viable in improving transit schedule adherence and in expediting transit service and is recognized as a key element of BRT systems. From a TSP designer’s point of view, it provides a systematic analysis of the impact of bus-only lanes location on the development and performance of the logic rule-based bus rapid transit signal priority (BRTSP). As an emerging active TSP for use at isolated signalized intersections, BRTSP is centered on five categories of logic rules and can fully accommodate the variety of phase scheme. Green extension, early green, and phase insertion can be provided to prioritized vehicles within specific priority windows. The signal operations on bus-only lanes and general-purpose lanes are influenced by prioritized vehicle arrivals and departures and general traffic demands that are detected. Compared with c...

특수 구간 도로 포장에 포스트텐션 콘크리트 포장 적용 방안

This research was conducted to propose the design methodologies of post-tensioned concrete pavements (PTCPs) for specialized section pavements. The specialized sections considered in this study included bus stop sections in urban bus-only lanes and culvert existing highway sections that often showed severe failures. The PTCP designs of those specialized sections were performed based on both the stresses and the fatigue failures, and more conservative design results were selected. In the stress based design, the maximum tensile stress under extreme load conditions was obtained using finite element analyses first. Then, the number of tendons and the tendon spacing were determined so that the tensile stress was less than the allowable flexural strength. The AASHTO fatigue failure equations were used in the fatigue failure based design. From this study, the design methodologies of PTCP for bus stop sections in bus-only lanes and culvert existing highway sections were successfully suggested.

Estimation of the Network Capacity for Multimodal Urban Systems

As more people through different modes compete for the limited urban space that is set aside to serve transport, there is an increasing need to understand details of how this space is used and how it can be managed to improve accessibility for everyone. Ultimately, an important goal is to understand what sustainable level of mobility cities of different structures can achieve. Understanding these outcomes parametrically for all possible city structures and mixes of transport modes would inform the decision making process, thereby helping cities achieve their sustainability goals. In this paper we focus on the network capacity of multimodal systems with motorized traffic and extra emphasis in buses. More specifically, we propose to study how the throughput of passengers and vehicles depends on the geometrical and operational characteristics of the system, the level of congestion and the interactions between different modes. A methodology to estimate a macroscopic fundamental diagram and network capacity of cities with mixed-traffic bus-car lanes or with individual bus-only lanes is developed and examples for different city topologies are provided. The analysis is based on realistic macroscopic models of congestion dynamics and can be implemented with readily available data. © 2011 Published by Elsevier Ltd.

Development and Application of Evaluation Index for Installing Bus-only Lane Using Analytic Network Process(ANP)

Development and Application of Evaluation Index for Installing Bus-only Lane Using Analytic Network Process(ANP)

Comparative Analysis of Unconditional and Conditional Priority for Use at Isolated Signalized Intersections

Conditional priority is recognized as having the potential to improve transit service reliability at small cost to general traffic. The popular preference for conditional priority over unconditional priority encounters the challenges of various and challenging test scenarios. This paper makes a comparative analysis of unconditional and conditional priority in terms of intersection performance, based on the logic rule-based bus rapid transit signal priority (BRTSP), an active transit signal priority (TSP) for use at isolated signalized intersections with median bus-only lanes. Compared to previous study, the design of phase scheme, including two BRT phases, eight vehicle phases and four pedestrian phases, and the technical framework of BRTSP, centered on four categories of logic rules, have been improved to incorporate a mechanism for providing phase insertion, a special signal priority treatment in addition to green extension and early green. Phase insertion detector, if phase insertion is desired, is installed on the bus-only lane between check-in and check-out detector to trigger phase insertion request. A new category of logic rules, i.e., rules for early green response, is introduced into as a component of BRTSP to dynamically alter the response of the vehicle phases conflicting with the BRT phases to early green request. Inductive loop detector placed on each lane of the vehicle phases is used to monitor time headway and occupancy time on a lane by lane basis. The simulation experimental results indicated that: (1) phase insertion contributed substantially to late schedule deviations correction, but was recommended to be embedded in conditional priority rather than unconditional priority; (2) there was lack of convincing evidence that conditional priority had an inherent effectiveness of managing the intersection performance by varying the lateness criterion; (3) at TSP-enabled isolated intersections with green extension and early green, compared to having conditional priority, having an integration of unconditional priority and holding early BRT vehicles at control points may be a cost-effective solution not only to improve schedule adherence but also to accommodate the benefits of general traffic; and (4) at TSP-enabled isolated intersections with green extension, early green and phase insertion, there seemed to be a pressing need to move from unconditional priority to conditional priority.

Economic Evaluation of Seoul City's Bus-Only-Lane Project

Following the suit of some other countries, the Seoul Metropolitan Government has ambitiously implemented the bus-only-lane (BOL) system as one of the new transportation reform plans. However, it does not seem that the project has achieved its primary goal of reducing the number of private vehicle drivers, and that the project is economically viable. This paper reports the results of an economic evaluation of Samil-Ro Bus-Only-Lane project, one of the representative BOLs in Seoul. It estimates travel demand both with and without project in order to examine the achievement of the project's goal of shifting private vehicle travelers to the reformed bus system. To test the project's economic viability, the paper also conducts a cost-benefit analysis by calculating the discounted net present value (NPV), internal rate of return (IRR), and benefit and cost ratio (B/C). Moreover, both the project's uncertainty and sustainability have been checked through the sensitivity and risk analysis and the environmental degradation effects test, respectively. In the conclusion, the paper also provides policy recommendations.

Microsimulation models incorporating both demand and supply dynamics

There has been rapid growth in interest in real-time transport strategies over the last decade, ranging from automated highway systems and responsive traffic signal control to incident management and driver information systems. The complexity of these strategies, in terms of the spatial and temporal interactions within the transport system, has led to a parallel growth in the application of traffic microsimulation models for the evaluation and design of such measures, as a remedy to the limitations faced by conventional static, macroscopic approaches. However, while this naturally addresses the immediate impacts of the measure, a difficulty that remains is the question of how the secondary impacts, specifically the effect on route and departure time choice of subsequent trips, may be handled in a consistent manner within a microsimulation framework. The paper describes a modelling approach to road network traffic, in which the emphasis is on the integrated microsimulation of individual trip-makers’ decisions and individual vehicle movements across the network. To achieve this it represents directly individual drivers’ choices and experiences as they evolve from day-to-day, combined with a detailed within-day traffic simulation model of the space–time trajectories of individual vehicles according to car-following and lane-changing rules and intersection regulations. It therefore models both day-to-day and within-day variability in both demand and supply conditions, and so, we believe, is particularly suited for the realistic modelling of real-time strategies such as those listed above. The full model specification is given, along with details of its algorithmic implementation. A number of representative numerical applications are presented, including: sensitivity studies of the impact of day-to-day variability; an application to the evaluation of alternative signal control policies; and the evaluation of the introduction of bus-only lanes in a sub-network of Leeds. Our experience demonstrates that this modelling framework is computationally feasible as a method for providing a fully internally consistent, microscopic, dynamic assignment, incorporating both within- and between-day demand and supply dynamics.

Development of Operational Performance and Decision Models for Arterial Bus Lanes

Bus lanes are a form of exclusive bus facility typically found along busy arterial streets. The use of bus lanes is justified because buses can carry more passengers than automobiles. However, a lane taken away from general-purpose traffic and designated as a bus-only lane can create congestion in other lanes, causing protests by motorists. An effort was undertaken to develop operational performance and decision models that can be used to justify and design bus lanes on arterial streets. The model considers the overall average person travel time under two treatments: with and without a bus-only lane. The CORSIM simulation model was used to estimate the bus and nonbus travel speeds under various scenarios of prevailing conditions, including bus volume, nonbus volume, right-turn volume, bus stop location, bus stop density, presence of bus bay, number of bus berths, mean dwell time, green ratio, cycle length, signal offset, and number of lanes. The simulated data were used as a substitute for field data in an empirical modeling of relationships between travel speeds and the prevailing conditions. The speed models allow person travel times to be estimated under different bus-lane designs and prevailing conditions. The models were found to produce speeds that closely approximate those reported in the literature for the given input conditions.

Energy Use and Emissions Impact Measurement in TSM

An equilibrium traffic assignment model is linked to a modal choice model to estimate the route and mode shifting implications of a bus-only lane on Chicago's North Lake Shore Drive. These models are in turn linked to equations for calculating the energy usage and emissions implications of such Transportation System Management (TSM) tactics. The energy equations are based upon General Motors Laboratory figures. The hydrocarbon, carbon monoxide and nitrogen oxide impacts are derived.