Bus Trips Research Articles

The Power of IEC 61850: Bus-Transfer and Load-Shedding Applications

The new communications technology and the newly developed International Electrotechnical Commission (IEC) standard IEC 61850 [1], for generic object-oriented substation events (GOOSE), bring many advantages to industrial protection and control applications. Some of the applications benefiting the most are those associated with the bus-transfer and load-shedding schemes, together with more beneficial communication-assisted schemes, like zone interlocking, fast bus trip, and arc-flash reduction. Some intelligent electronic devices (IEDs) are equipped with more than one high-speed Ethernet channel to transmit or receive hundreds of discrete and analog values. This offers two very big advantages over the copper-wired IEDs: 1) a single pair of network cables, either copper or fiber, can substitute for a big number of standard copper wires and 2) using two or more network channels provides very good data exchange redundancy and hence higher reliability. The savings from substituting a large number of copper wires with a communication medium like Ethernet copper twisted paired cables, or a pair of fiber-optic cables, can be easily calculated.

Research on the Temporal Distribution of Public Trips in Developed City in China: In the Case of Shenzhen

With the development of public transport system, more and more people rely on public transport to travel. By the means of statistical method, the paper studies the travel temporal distribution of bus and subway and the differences between the weekday and weekend based on the smart card data in Shenzhen, aiming to find the characteristics of transit trips in developed cities of China and provide references for urban transport planning and management. The results of this study show that the number of trips in weekday is 205,000 more than weekend, while the mode in workday and weekend have little difference, where the subway accounts for 80 percent and buses account for 20%; more bus trips in weekday and more subway trips in weekend; the peak is more obvious in weekday than that in weekend.

Commuters' exposure to PM1 by common travel modes in Shanghai

A study on commuter's exposure to PM1 in Shanghai was presented. Commuters' real-time exposure concentrations by the common travel modes (bus, walking, cycling, taxi and subway) were measured by DustTrak™ dust monitors, and the average exposure concentrations and inhalation doses were analyzed. The lengths of the routes were designed to be within 30-min walking distance. The average PM1 exposure concentrations during commuting were 0.147 ± 0.092 mg m−3, 0.145 ± 0.088 mg m−3, 0.140 ± 0.086 mg m−3, 0.139 ± 0.086 mg m−3 and 0.122 ± 0.077 mg m−3 for the bus, walking, cycling, taxi and subway trips respectively. The concentrations in the microenvironments were 0.147 ± 0.096 mg m−3, 0.155 ± 0.098 mg m−3, 0.142 ± 0.092 mg m−3 and 0.079 ± 0.051 mg m−3 for the bus station, bus, taxi and train respectively. The concentrations in the microenvironments were close to those in Guangzhou and higher compared to the results in London, Sydney, Florence, etc. The combined effect of exposure concentration, travel time and inhalation rate led to different inter-mode relationship of inhalation doses compared to that of exposure concentrations. The inhalation doses were 54.5 ± 38.9 μg, 45.2 ± 30.1 μg, 29.2 ± 25.4 μg, 28.6 ± 25.9 μg and 12.8 ± 13.4 μg for the cycling, walking, bus, subway and taxi trips respectively. The outdoor fractions of the inhalation doses by bus, taxi and subway were much higher than the indoor fractions.

How do people with cognitive functional limitations post-stroke manage the use of buses in local public transport?

People with cognitive functional limitations (CFLs) have rarely been the focus of research dealing with road users and their needs. The aim of the present study was to describe how people with CFL post-stroke manage in their use of buses in the framework of their outdoor mobility, and to find out what difficulties, but also what opportunities, they experienced when moving from origin to destination using buses in public transport. Semi-structured interviews combined with participant observations during bus trips with eight persons were performed. Several barriers that have the potential to restrict autonomous outdoor mobility were identified. These barriers were not only represented by well-known infrastructure problems (high pavement curbs, etc.) or ergonomic shortcomings in the buses but, even more so, by specific issues relevant for persons with CFL, e.g. having to cross a road on their way to the bus stop, which poses problems of interaction with fast-moving car traffic. Obtaining all the necessary information prior to and during the trip is difficult and produces insecurity. Often, communication with the bus drivers, not least in connection with the search for information, causes extra stress. Lack of self-confidence and feelings of inferiority add to these problems. Measures to control vehicle speeds, to optimise the communication style of bus drivers with their customers, and to improve customers' access to information are recommended. Training measures to reassure persons with CFL in connection with their use of the public space are suggested.

Research on the Multiroute Probit‐Based Public Transit Assignment Model Based on Bus Stop

A public transit network differs from a general road network. The passenger flow of bus stops and the limited capacity of buses have a greater effect than road traffic flow on the running time of buses. As a result, conventional public transit assignment models that adopt the econometric road network path concept have numerous limitations. Based on the analysis, the generalized bus trip time chain is analyzed, and the concept of a congestion function is proposed to describe the relationship between trip resistance and flow in the current paper. On the premise of this study, the transit network resistance function is formed and the multiroute probit‐based loading model is established. With using STOCH or Dial′s algorithm, the process of distribution is proposed. Finally, the model is applied to the transit network assignment of Deqing Town in Zhejiang Province. The result indicates that the model can be applied to practical operations with high‐precision results.

Everyday Life in the "Tourist Zone"

This article makes a case for the everyday while on tour and argues that the ability to continue with everyday routines and social relationships, while at the same time moving through and staying in liminal or atypical zones of tourist locales, is a key part of some kinds of tourist experience. Based on ethnographic field research with grey nomads (retirees who take extended tours of Australia in caravans and motorhomes) everyday life while on tour is examined, specifically the overlap and intersection between the out-of-the-ordinary “tourist zone” and the ordinariness of the “everyday zone.”

The return trip effect: Why the return trip often seems to take less time

Three studies confirm the existence of the return trip effect: The return trip often seems shorter than the initial trip, even though the distance traveled and the actual time spent traveling are identical. A pretest shows that people indeed experience a return trip effect regularly, and the effect was found on a bus trip (Study 1), a bicycle trip (Study 2), and when participants watched a video of someone else traveling (Study 3). The return trip effect also existed when another, equidistant route was taken on the return trip, showing that it is not familiarity with the route that causes this effect. Rather, it seems that a violation of expectations causes this effect.

Paradoxical Thromboembolism: A Trip Better Left Untraveled

Introduction Pulmonary embolism is a common sequela of deep vein thrombosis (DVT). Less well documented is the occurrence of DVT and its relationship to stroke via an intracardiac shunt such as a patent foramen ovale (PFO). We report a case of DVT and stroke in conjunction to the presence of intracardiac thrombus and a moderate-sized PFO. Methods This is a case study report of a 61-year-old woman with a previous medical history of hyperlipidemia only who traveled to Mexico from the Unites States. The trip included three long bus trips of 12, 13, and 14 hours in duration. This patient presented to a hospital in Mexico with severe headache and right-sided weakness. The patient was diagnosed and treated for left hemispheric stroke and eventually transported to our hospital in Houston, Texas, for further stroke evaluation and management. With the use of a Philips IE33 8 MHz linear array probe and multi-plane TEE probe as well as a Siemens Sequoia 4V phased array probe, we were able to safely and accurately diagnose and manage the patient's condition until intervention could be safely performed. Results Multiple diagnostic imaging tests were performed, including a bilateral lower-extremity duplex venous ultrasound, duplex carotid ultrasound, transthoracic and transesophageal echocardiograms, as well as computed tomography scans of the chest and brain. With the patient's current condition and symptoms as well as the collected findings, our test results indicated that a paradoxical thromboembolic event had most likely occurred. There was right lower-extremity DVT, bilateral pulmonary embolisms, and large and highly mobile thrombus within the right-side chambers of the heart that occasionally protruded through a moderate size patent foramen ovale of 0.9 cm. The left distal common carotid artery and internal carotid artery were found to be occluded, and initial computed tomography scan of the brain showed a large left middle cerebral artery distribution infarct. Conclusion Venous thromboembolic disease can cause stroke in the presence of an intracardiac shunt such as a PFO. The use of vascular and cardiac ultrasound examinations is critical in determining the etiology of cerebrovascular events. We document a rare case of combined DVT, pulmonary embolism, intracardiac thrombus, PFO, and extracranial carotid arterial occlusion. Although the prevalence of DVT and intracardiac shunts alone is high, it is unclear from the literature which patients would benefit from PFO closure.

Low transmission rate of 2009 H1N1 Influenza during a long-distance bus trip

BackgroundCurrent data on the risk of transmission of 2009 H1N1 Influenza in public transportation systems (e.g., public trains, busses, airplanes) are conflicting. The main transmission route of this virus is thought to be via droplets, but airborne transmission has not been completely ruled out.MethodsThis is a contact tracing investigation of a young woman subsequently diagnosed with the 2009 H1N1 Influenza virus who was symptomatic during a long-distance bus trip from Spain to Switzerland. Fever and cough had begun 24 h earlier, 2 h before she stepped onto a bus for a long-distance trip. After the 2009 H1N1 virus had been confirmed in the patient, the other bus travellers were contacted by telephone on day 7 and 10 after the bus trip.ResultsOf the 72 individuals travelling on the bus with the H1N1-infected young woman, 52 (72%) could be contacted. Only one of these 52 developed fever, with onset of symptoms 3 days after the bus trip, and rRT-PCR analysis of the nasopharyngeal swab showed the infection to be caused by the 2009 H1N1 virus. One other person complained of coughing 1 day after the bus trip, but without fever, and no further investigation was carried out. All other passengers remained without fever, coughing, or arthralgia. The risk of transmission was calculated as 1.96% (95% confidence interval 0–5.76%).ConclusionThe transmission rate of 2009 H1N1 Influenza was low on a long-distance bus trip.Electronic supplementary materialThe online version of this article (doi:10.1007/s15010-011-0084-x) contains supplementary material, which is available to authorized users.

Integrated Multimodel Evaluation of Transit Bus Emissions in Toronto, Canada

This paper investigates transit bus emissions in the city of Toronto, Ontario, Canada, by linking the results of a microsimulation transit assignment model, MILATRAS (microsimulation learning-based approach to transit assignment), with emission factors derived from Mobile6.2C. Emissions were estimated at the level of individual buses during idling conditions at bus stops and on roadway links between stops during the morning peak period. The busiest routes were associated with the highest total emissions as a result of a combination of high ridership and lower speeds; this association confirmed the common wisdom that newer, low-emitting buses should be first allocated to these routes. The highest dwell emissions occurred at intermodal transfer stations (bus to subway and vice versa). On a passenger kilometer basis, the highest-emitting routes were not the busiest, but rather were those with the lowest ridership. In fact, the highest emissions per passenger kilometer were associated with the Airport Rocket, a route that provided service to the airport and was characterized by low ridership in the morning peak period. On average, bus trips in Toronto were about three times more fuel efficient than were private car trips and created 20 times less carbon monoxide pollution. The effects of changing fuel types and fleet age on transit bus emissions were assessed. Implications for bus operations are discussed relative to fleet allocation to minimize total emissions.

Mobile audio assistance in bus transportation for the blind

People with visual disabilities have serious difficulties when mobilizing through the city on the public transportation system. We introduce AudioTransantiago, a handheld application that allows users to plan trips and provide contextual information during the journey through the use of synthesized voices. The usability and cognitive evaluation of AudioTransantiago was performed using a prototype evaluation in order to identify and solve usability issues, ending up with an intuitive and simple interface. Finally, a cognitive impact evaluation administered during bus trips taken with the assistance of AudioTransantiago demonstrated that the software provides more autonomy and effectiveness for users’ trips, improving their orientation and mobility.

Algorithm to Measure Daily Bus Passenger Miles Using Electronic Farebox Data for National Transit Database Section 15 Reporting

New York City Transit (NYCT) implemented an automated algorithm to estimate daily bus unlinked trips, infer passenger miles, and compute average trip lengths by route with the use of transaction data from an entry-only automated fare collection (AFC) system. Total onboard miles are inferred from symmetries in bus passengers’ daily activity patterns. NYCT's algorithm uses rigorously tested engineering assumptions to detect common data errors caused by mechanical failures, imperfect driver-farebox interactions, and operational reality and applies statistically measured adjustment factors to correct or interpolate for missing passengers from non-AFC boardings and malfunctions. Surveys revealed that under typical operating conditions, non-AFC passengers and farebox data transmission errors accounted for 12% and 5.5% of missing ridership, respectively. The fault-tolerant algorithm uses non-geographic transaction data from an AFC system without automated vehicle locator functionality and directly computes aggregate passenger miles by inferring origin locations from transaction time stamps with scheduled average speed assumptions and without assigning each passenger's precise destination. NYCT focused on fully automatic, production-ready algorithms by rejecting alternatives that required excessive coding effort, processor time, difficult-to-obtain data, or manual intervention in favor of logical inference, statistical estimation, and symmetry. Meticulous parallel testing demonstrated that resultant average trip lengths were stable across days and correlate well with manually collected stop-by-stop ridership data. Annual passenger miles were within -1% to 4% of the National Transit Database (NTD) ±10% sample data and were approved by FTA for NTD Section 15 submission.

Identifying Homogeneous Periods in Bus Route Origin-Destination Passenger Flow Patterns from Automatic Passenger Counter Data

Bus passenger origin-destination (O-D) flow matrices portray information on travel patterns that can be used for route planning, design, and operations functions. Because travel patterns are known to vary throughout the day, O-D flow matrices can be expected to vary throughout the day as well. A method identifies time-of-day periods of homogeneous normalized bus route O-D passenger flow matrices in which a normalized matrix depicts the probabilities that a random passenger in the homogeneous period will travel from various origin stops to various destination stops on the route. The method uses bus trip automatic passenger counter data to estimate trip-level O-D matrices, aggregates the trip-level O-D matrices into elemental matrices for relatively short time periods, and then considers these elemental matrices as inputs to a traditional clustering procedure that is modified to ensure that a cluster indicating a period of homogeneous normalized O-D flow spans a continuous time period during the day. The homogeneous O-D flow period method is applied to empirical automatic passenger counter data collected on a bus route for which temporal travel patterns are understood. The time periods identified correspond well to the a priori understanding of travel patterns. A parallel method that uses passenger volume, rather than estimated normalized O-D flow matrices, is applied to the same data. The periods identified by this volume-based approach are not responsive to the changes in the normalized O-D flow patterns determined by the homogeneous O-D flow period identification method.

Integration of cost effective bus profiling in distribution networks

AbstractThis paper presents initial results on the development of a methodology for cost effective monitoring and profiling of distribution network busbars with respect to different quality of supply phenomena. The initial results, presented in this paper, focus on monitoring for unbalance and voltage sags. Under the proposed monitoring framework, both voltage sags and unbalance can be monitored using the same set of monitors. The research builds on existing methods by combining probabilistic measures of the likelihood of a trip caused by unbalance or a voltage sag event to create a single unified probabilistic measure defined as the bus trip index (BTI). Utilizing the BTI, an optimal placement methodology is developed and tested by planning a set of monitoring locations in a 13 bus IEEE test network. The methodology is also applied to an operational case study to highlight the practical benefits of using the BTI in a real distribution network.

Exposure to ultrafine particles and PM 2.5 in four Sydney transport modes

Concentrations of ultrafine (<0.1 μm) particles (UFPs) and PM 2.5 (<2.5 μm) were measured whilst commuting along a similar route by train, bus, ferry and automobile in Sydney, Australia. One trip on each transport mode was undertaken during both morning and evening peak hours throughout a working week, for a total of 40 trips. Analyses comprised one-way ANOVA to compare overall (i.e. all trips combined) geometric mean concentrations of both particle fractions measured across transport modes, and assessment of both the correlation between wind speed and individual trip means of UFPs and PM 2.5, and the correlation between the two particle fractions. Overall geometric mean concentrations of UFPs and PM 2.5 ranged from 2.8 (train) to 8.4 (bus) × 10 4 particles cm −3 and 22.6 (automobile) to 29.6 (bus) μg m −3, respectively, and a statistically significant difference ( p < 0.001) between modes was found for both particle fractions. Individual trip geometric mean concentrations were between 9.7 × 10 3 (train) and 2.2 × 10 5 (bus) particles cm −3 and 9.5 (train) to 78.7 (train) μg m −3. Estimated commuter exposures were variable, and the highest return trip mean PM 2.5 exposure occurred in the ferry mode, whilst the highest UFP exposure occurred during bus trips. The correlation between fractions was generally poor, and in keeping with the duality of particle mass and number emissions in vehicle-dominated urban areas. Wind speed was negatively correlated with, and a generally poor determinant of, UFP and PM 2.5 concentrations, suggesting a more significant role for other factors in determining commuter exposure.

Variations in the rates of passenger usage of portable Technology on intercity buses, trains and planes: Implications for transportation planning

The use of portable electronic devices by passengers on intercity transportation services has apparently risen markedly in recent years. To support the use of such devices, carriers have installed Wi-Fi systems, power outlets, and cell-phone signal boosters for passenger use. To gain perspective on the effects of portable electronic technology on intercity travel behavior, this study evaluates newly collected data for 9,005 passengers on bus, train, and air trips. Field researchers conducted visual surveys to measure the use of devices with audio capability, such as music players and cell phones, and those with visual or audiovisual capacity, such as laptop computers and DVD players. The data collection involved field observations in 14 states as well as the District of Columbia and in Canada. Usage between transportation modes differs in a manner consistent not only with the mix of passengers they serve but also their relative attractiveness to technology use. The highest usage was observed on high-speed trains, which offer spacious seating configurations, Wi-Fi, and power outlets. During peak periods, 47.8% of passengers on Amtrak’s Acela Express were using technology at randomly selected points. This compares to 39.4% and 35.8% of passengers on “curbside buses” and Amtrak trains using some form of technology—more than twice the share of conventional bus services and commercial flights. Rail travelers are much more likely to use visual devices than bus and air passengers. Usage tends to be higher on the East Coast than in Midwest states, California, and Canada. Interpreted broadly, the research suggests that the ability to use portable electronics may be a factor offsetting the longer travel times associated with certain bus and train trips. Portable technology appears to be providing a new incentive for travelers to use surface-transportation modes operating to and from the downtown areas of major cities.

INTERMODAL COMPETITION WITH HIGH SPEED RAIL- A GAME THEORY APPROACH

It was estimated that approximately 50% of the air trips, 20% of rail trips, and 15% of freeway bus trips in Taiwan's western corridor would be replaced by Taiwan High Speed Rail (THSR) [5]. If the carriers of these trips are to compete with THSR, reducing flight frequency and allying airlines might be the most effective approaches. In this paper we calibrate the payoff functions of various modes with stated preference (SP) and revealed preference (RP) data and solve the new Nash Equilibrium by maximizing payoff functions with respect to fare rates and flight frequency after the operation of THSR. In the case study, we predict that allied airlines flying between Taipei and Kaohsiung would be difficult to remain profitable during the first quarter of THSR's operations, but the market share and the daily flight frequency will reduce by more than 50%.

Anxiogenic properties of a computer simulation for panic disorder with agoraphobia

BackgroundThere are several useful methods to induce anxiety in patients with panic disorder with agoraphobia (PDA). Our aim was to ascertain if a computer simulation (CS) could induce anxiety and physiologic alterations in PDA patients. Methods10 healthy controls (HC) and 10 patients who fulfilled DSM-IV criteria for PDA were recruited for this study. The anxiety level was measured with the Subjective Units of Distress Scale (SUDS) and the Diagnostic Symptom Questionnaire (DSQ) was used to ascertain panic attack (PA) symptoms. The heart rate, skin conductance and respiration were monitored during exposure to the CS. The CS was a 3D computer animation of a short bus trip, from a first person perspective. ResultsIn PDA patients CS exposure increased anxiety levels, they also had higher scores in the DSQ and two of them had PA. Compared to the HC, the PDA patients had higher skin conductance level, electrodermal response magnitude, respiratory rate, tidal volume, and respiratory rate irregularities. The heart rate means were higher for PDA patients who had PA, followed by HC and PDA patients who did not have PA. There were no significant differences between the two groups regarding the sense of presence. LimitationsThe main limitations were the small sample size, and some PDA patients under medications. ConclusionsThis study indicated that CS exposure may induce anxiety, electrodermal and respiratory alterations in patients with PDA. CS exposure may be a useful tool in the research and treatment of PD patients.

P01-135 - Anxiogenic properties of a virtual reality simulation for panic disorder with agoraphobia

ObjectivesThere are several useful methods to induce anxiety in patients with panic disorder with agoraphobia (PDA). Our aim was to ascertain if a virtual reality simulation could induce anxiety and physiologic alterations in PDA patients.Methods10 healthy controls (HC) and 10 patients who fulfilled DSM-IV criteria for PDA were recruited for this study. Before and after the experiment the anxiety level was measured with the Subjective Units of Distress Scale (SUDS), the Diagnostic Symptom Questionnaire (DSQ) was used to ascertain panic attack symptoms. The heart rate, skin conductance and respiration parameters were monitored during the exposure to the VR. The virtual reality simulation was a 3D computer animation of a short bus trip, from a first person perspective. The Igroup Presence Questionnaire (IPQ) was used to measure the sense of presence.ResultsPDA patients had higher familial history of panic disorder. From the 10 PDA patients only 3 were not taking medications. In PDA patients the VR exposure increased anxiety levels, they also had higher scores in the DSQ and two of them had panic attacks. Compared to the HC, the PDA patients had higher skin conductance levels, electrodermal response magnitude, respiratory rate, tidal volume, and respiratory rate irregularities. The heart rates were higher for patients who had panic attacks, followed by the HC and the non-panicking patients. Regarding the sense of presence the two groups were similar.ConclusionThis study indicated that VR exposure may induce anxiety, electrodermal and respiratory alterations in patients with PDA.

Cycling Trends and Fate in the Face of Bus Rapid Transit

In many Chinese cities, bus rapid transit (BRT) has been promoted as the answer to urban transport needs and, as such, would supplant cycling as a significant mode of transportation. Expectations of the effects of new BRT systems indicate that cycling trips will be absorbed into these new public transit systems. These assumptions about future travel behavior are investigated in the context of Jinan, the capital of Shandong Province, China. A large sample origin–destination survey of traditional and electric bicycles was completed to serve as the basis for comparison with current bus trips and projected travel by BRT. Quantitative methods were used to analyze trip characteristics across modes and the potential travel benefits of BRT. Results from an extensive, qualitative survey of cyclists complement these data, and the survey considered the perceptions of cycling and key reasons for mode choice. Evidence from a comparison of the modal characteristics of traditional cycles, electric bicycles, bus services, and BRT indicates that cycling provides a highly attractive, already existing alternative to public transport. This challenges the assumptions of a substantial modal shift after the implementation of BRT systems and begs for an alternative approach to urban transport system design—one that integrates China's cycling culture. Recommendations on the basis of these findings explore the possibilities for the systematic integration of cycling and BRT.