Daily Passengers Research Articles

Does Stress Among Daily Passengers Causing Urinary Incontinence? – A Cross Sectional Study From Prakasam District, Andhra Pradesh Using Non-Invasive Self-Administered Questionnaires.

Does Stress Among Daily Passengers Causing Urinary Incontinence? – A Cross Sectional Study From Prakasam District, Andhra Pradesh Using Non-Invasive Self-Administered Questionnaires.

Sustainable Development and Public Transport in Haryana

This study examined the efficiency of public transport in Haryana from 2015-16 to 2020-21 in cognisance of the sustainable development aspect. The depots of the state roadways are considered as decision-making units. The study employed the Data Envelopment Analysis (DEA) technique for estimating the scores of the overall technical efficiency (OTE) and pure technical efficiency (PTE) of decision-making units (DMUs) by using three inputs— fleet size, total staff and bus utilisation. The study considered the total daily passengers transported and effective kilometres covered for the output. Further, along with the efficiency measurement, each depot’s total number of accidents has been collected to measure safety. The findings estimated the mean value of the PTE score for all depots, which turns out to be 0.91, indicating that to improve the managerial efficiency of the entire public transport of the state, the depots need to increase the output by 9 per cent. The average OTE score of all selected units is 0.89, reflecting that these DMUs have 89 per cent worked efficiently from 2015-16 to 2020-21. The efficiency score is based on output-oriented issues, meaning that inputs will be constant for total efficiency. The study recommends the promotion of public transport based on sustainability and efficiency in the State of Haryana.

Accessibility model of BRT stop locations using Geographically Weighted regression (GWR): A case study in Banjarmasin, Indonesia

• Composite measurement of accessibility can perform more effectively with GWR. • GWR performance on spatial variables results in a higher significance model. • The Mix-used entropy index criteria have the most significant influence on BRT accessibility. • Network Dataset can overcome the high demand for data on accessibility modeling. • GWR Simulation produces a visual-spatial model that easy-to-understand. Bus Rapid Transit (BRT) has advantages over rail-based systems as a public transportation system. The ease of implementation and low investment costs attract many cities to develop BRT systems, including Banjarmasin, Indonesia. Banjarmasin currently has eight BRT stop points that reach only two sub-districts out of five. The limited range of BRT stops within the city can affect the level of accessibility of the BRT system. The accessibility of the transit system itself can be seen from the number of daily passengers. This study aims to analyze the criteria that affect the level of accessibility of the BRT stops in the study area and then compile a model based on significant criteria. Previous literature on accessibility modeling shows varied methods and approaches. In this study, the system accessibility was measured using the composite method and modeled using Geographically Weighted Regression (GWR), which is a relatively new approach. The results show that seven criteria affect the level of accessibility of the BRT stops. The model was first built mathematically using OLS. Then, GWR analysis was accomplished on spatial variables, resulting in a higher significance model. Furthermore, the GWR produces a visual-spatial model and performs simulation and sensitivity tests to make the research purpose more informative. The spatial criteria for the accessibility of the BRT stop locations in the model include the distance of stops to the road intersection, mix-use entropy index, population density, and land value.

Checkpoint Travel Numbers as a Proxy Variable in Population-Based Studies During the COVID-19 Pandemic: Validation Study.

The COVID-19 pandemic had wide-ranging systemic impacts, with implications for social and behavioral factors in human health. The pandemic may introduce history bias in population-level research studies of other health topics during the COVID-19 period. We sought to identify and validate an accessible, flexible measure to serve as a covariate in research spanning the COVID-19 pandemic period. Transportation Security Administration checkpoint travel numbers were used to calculate a weekly sum of daily passengers and validated against two measures with strong face validity: (1) a self-reported item on social distancing practices drawn from a continuous tracking survey among a national sample of youths and young adults (15-24 years) in the United States (N=45,080, approximately 280 unique respondents each week); and (2) Google's Community Mobility Reports, which calculate daily values at the national level to represent rates of change in visits and length of stays to public spaces. For the self-reported survey data, an aggregated week-level variable was calculated as the proportion of respondents who did not practice social distancing that week (January 1, 2019, to May 31, 2022). For the community mobility data, a weekly estimate of change was calculated using daily values compared to a 5-week prepandemic baseline period (January 3, 2020, to February 6, 2020). Spearman rank correlation coefficients were calculated for each comparison. Checkpoint travel data ranged from 668,719 travelers in the week of April 8, 2020, to nearly 15.5 million travelers in the week of May 18, 2022. The weekly proportion of survey respondents who did not practice social distancing ranged from 18.1% (n=42; week of April 15, 2020) to 70.9% (n=213; week of May 25, 2022). The measures were strongly correlated from January 2019 to May 2022 (ρ=0.90, P<.001) and March 2020 to May 2022 (ρ=0.87, P<.001). Strong correlations were observed when analyses were restricted to age groups (15-17 years: ρ=0.90; P<.001; 18-20 years: ρ=0.87; P<.001; 21-24 years: ρ=0.88; P<.001), racial or ethnic minorities (ρ=0.86, P<.001), and respondents with lower socioeconomic status (ρ=0.88, P<.001). There were also strong correlations between the weekly change from the baseline period for checkpoint travel data and community mobility data for transit stations (ρ=0.92, P<.001) and retail and recreation (ρ=0.89, P<.001), and moderate significant correlations for grocery and pharmacy (ρ=0.68, P<.001) and parks (ρ=0.62, P<.001). A strong negative correlation was observed for places of residence (ρ=-0.78, P<.001), and a weak but significant positive correlation was found for workplaces (ρ=0.24, P<.001). The Transportation Security Administration's travel checkpoint data provide a publicly available flexible time-varying metric to control for history bias introduced by the pandemic in research studies spanning the COVID-19 period in the United States.

Improving the intelligibility of underground station public address / voice alarm systems using horizontal line array

As London's extensive underground network passenger communication is highly dependent on its Public Address/ Voice Alarm system, attention to its efficacy is of great importance. In its current state, the system lacks 21st-century performance which could be implemented using modern technologies. Underground station currently struggle to achieve the minimal life safety intelligibility requirements established by the British standard and bringing an uncomfortable experience to millions of daily passengers. A reinterpretation of the line array / planar source concept in computer simulations has been used to raise the intelligibility beyond the minimal requirements by achieving a homogeneous sound distribution close to the public, with minimal room excitation. This approach minimises destructive reverberant interference and hence proves to improve intelligibility.

Performance Level of the Public Transportation in the West Bank

Developed countries pay great attention to Public transport (PT), their development and evaluation as it is one of the bases of success for that nation. In the West Bank (WB), the PT is generally neglected and worn out. There is no periodic study about the quality of the services provided and the passengers’ satisfaction and their needs. Despite of the relatively large number of daily passengers, only 19% of them use buses because of their lack of confidence in the service. This study aims to investigate passengers’ satisfaction in the PT to identify strengths and weaknesses and evaluating their Level of Service (LOS), which consists of reliability and performance. Required data were collected through field surveys in the WB governorates, from the relevant official authorities or previous studies, interviews with service providers, and a questionnaire to measure the satisfaction of passengers for all intercity bus lines (22 lines). Generally, the PT system in Palestine is inefficient and non-productive. There is an imbalance between demand and supply, imbalance between number of buses and shared taxis, poor infrastructure, low LOS, non-efficient management, and number of ridership is low; therefore, the productivity is low. Passenger trust in buses should be revamped by modernizing the fleet, adopting a regular schedule, providing a smart service system, and providing services at all times where demand is available. It is also essential to carry out periodic studies for this sector and collect statistical information.

Monorail System Feasibility Study for Developing Countries: The Case Study of Eskişehir-Turkey

The monorail system is one of the environmentally friendly, high-speed and high-capacity public transportation systems that have been used for more than 100 years. The Monorail system is less preferred than the tram, light rail transit and metro in developing countries. In this study, the possibility of the monorail system to be implemented an alternative to the traditional rail systems was examined in technical and economic terms. It has been determined that its features are in accordance with 21st-century technology and requirements. In the economic examination of the applicability of monorail in developing countries; by using the travel and cost data of Eskisehir-Turkey, economic and financial feasibility studies on two separate lines were made. According to the results of Eskişehir, for the countries which have 10% discount rate including Turkey, an increase in the number of daily passengers to 55 thousand or a decrease in construction costs to 15 million $/km could be sufficient in the economic analysis. Also, with current data, a discount rate of about 8% could be sufficient to be feasible. For financial analysis, the majority of costs could not be covered at a 10% discount rate and financial state support could be required. For financial analysis, a positive discount rate could not be sufficient to be feasible.

Iron-Based shape memory alloy for strengthening of 113-Year bridge

This study focuses on the large-scale application of a Fe-Mn-Si shape memory alloy (Fe-SMA) for strengthening a historic roadway bridge in Petrov nad Desnou (113-years), Czech Republic. To the best of the authors’ knowledge, this is the first application of an iron-based SMA (Fe-SMA) for prestressed strengthening of a bridge. In this study, the shape memory effect (SME) of the Fe-SMA was used for the prestressed strengthening of bridge girders. A mechanical anchorage system was developed to apply multiple Fe-SMA strips to the steel girders of the bridge subjected to daily passengers and heavy trucks. The SME of the Fe-SMA was activated by heating to approximately 260 °C using ceramic heating pads. The test results showed that the recovery stress of the Fe-SMA strips resulted in a compressive stress of approximately –33 MPa in the lower flange of the bridge girder. This compressive stress significantly increased the yield and fatigue capacity of the strengthened girder. Before and after the strengthening, the bridge was loaded with a 45-ton crane to assess the efficiency and performance of the system. Laboratory experiments were performed to optimize the mechanical anchors and examine the feasibility of the proposed strengthening method prior to application to the bridge. Finally, long-term monitoring of the prestressed Fe-SMA plates after installation on the bridge was conducted. The results showed that the main loss of the prestressing force caused by relaxation occurred within the first 30 days after activation and was approximately 20% of the original prestress.

Sustainable urban mobility analysis for elderly and disabled people in S\xe3o Paulo

The Brazilian Urban Mobility Policy integrates urban transport with traffic planning, establishing appropriate public policies that indicate the need for a safe and accessible public transport system. The major challenge is the inclusion of the elderly and people with disabilities. In this paper, we quantify the impact of rainfall on the number of people with disabilities and elderly people who use the public bus transportation system for accessibility in the first and last miles in the city of São Paulo. The proposed methodology is used to evaluate the co-movements between the time series of free-fare users and rainfall in São Paulo. The findings confirm the hypothesis that significant rainfall causes a reduction in the number of daily free-fare passengers who use the public bus system in São Paulo.

The effectiveness of special carriages for female in protecting female train passengers

PT Kereta Commuter Indonesia (KCI) is one of PT Kereta Api (KA) Indonesia managing Greater Jakarta Commuter Trains. PT KCI started to provide special carriages for females during peak hours in 2011. Up to December 2019, PT KCI has 1,100 units of electrical carriages. In 2019, the average daily passengers were 979.853 on weekdays with maximum daily passengers of 1,154,080. PT MRT Jakarta started to provide special carriages for females during peak hours in May 2019, about 2 months after its opening of phase 1a from Lebak Bulus to Bundaran HI. By operating 16 transit units the average daily passengers are 83,000 with maximum daily passengers 93,000. The availability of special carriages for females was intended to protect female passengers from criminal acts and sexual harassment. However according to previous research an media coverage, the special carriages were not consistently provide a positive impact to female passengers. This research is intended to evaluate this issue and provide recommendations regarding this service.

Exploring passenger convenience using actual bus traffic data in Murshidabad District, West Bengal, India

Transportation is the heart of development of any region. It helps to operate all economic activities in all types of region of the world. This study is focus not only movement of passengers in different route but also it aims to identify about the satisfaction level of daily passengers regarding the traffic, congestion and timing of the road transport. Here emphasis given to bus route transport as the study area is well equipped with bus transportation. Passenger inconvenience data have been collected through primary survey. The result of the study shows that traffic congestion, passenger congestion is not the main concern of the passenger mainly the daily passenger who had to travel a long distance every day. The result of the study found that the timing of the transport system is the major matter of concern of the passenger. To identify the passenger inconvenience ‘Dissatisfaction degree’ method has been applied here that depicts that passenger are very annoyed regarding long time waiting at the bus stops. To manage this kind of problems transport union must have to take some managerial steps like increases the number of buses in the routes, increase the number of buses in the busiest time period, use GPS tracking system in the bus so that a passenger can easily track their vehicle, arrange e-ticketing system to avoid rushes etc.

Risk assessment of global COVID-19 imported cases into China

Objective: To assess the risk of COVID-19 foreign imports cases to China. Methods: We collected epidemic data (cumulative daily confirmed cases in each country, cumulative confirmed imported cases), demographic data (population density, population) and information on potential source groups of tourists (the daily estimated number of overseas Chinese, overseas Chinese students, overseas workers, foreign students coming to China and flight passengers) and the global health security index (GHS) to assess and predict risk of imported cases for recent (February 1(st) to April 25(th)) and future (after April 26(th)). Results: Strong positive correlation was found among variables including the number of imported cases, cumulative confirmed cases, attack rate, number of overseas Chinese, number of overseas Chinese students, number of foreign students coming to China, number of flight passengers and GHS. In the recent risk analysis, imported cases of Russian were the highest, followed by United Kingdom, United States, France and Spain. In the future risk prediction, 44 countries including United States and Singapore are evaluated as potential high-risk countries in the future through the attack rate index of each country and the estimated average number of daily passengers. Conclusion: The risk assessment of COVID-19 imported cases can be used to identify high-risk areas in recent and future, and might be helpful to strengthen the prevention and control of the epidemic and ultimately overcome the epidemic.

The Effects of Border Control and Quarantine Measures on Global Spread of COVID-19

The rapid expansion of coronavirus (COVID-19) has been observed in many parts of the world. Many newly reported cases of this new coronavirus have been associated with travel history from an epidemic region (identified as imported cases). However, for those cases in which source remains unknown, the risk of wider spreads through community contact is even higher. To prevent global spread, it is essential to block potential coronavirus carriers to come in to a susceptible region and to prevent local transmission. Although meta-population model has been used widely to evaluate the effect of control measures against disease spreading, most of the studies assume a homogeneous infected population without considering that the secondary cases contracted by the imported cases have a direct link to community spread. We have developed an “easy-to-use mathematical framework, extending from an SIR meta-population model embedding city-to-city connections to obtain the dynamics of transmission waves (that is, primary (imported), secondary, tertiary cases and so on) from an outbreak source region to different susceptible regions using four basic epidemiological parameters, R0, τ, Tg, Tqr, i.e., the basic reproductive number, incubation time (used for latent period), generation time, and time to quarantine, respectively, along with a mobility matrix M to represent the number of daily passengers. In our framework, the probability of outbreak emergence was defined by the number of secondary cases and a predefined threshold number. We first demonstrated that the reporting delay can be successfully predicted as 10.52 (10.27-10.78) days. Next, the arrival time (when the probability of outbreak emergence is larger than 50%) and the dynamics of the outbreaks in other cities in Mainland China can be predicted at the end of January 2020 using air travel frequency data before Wuhan lockdown under R0 =2.92 and τ =5.2 days. Finally, we assessed the effects of border control and quarantine measures on outbreak arrival time with different R0 settings using passenger number to Beijing as baseline. The results showed that although control measures can gain extra 32.5 and 44.0 days in arrival time through high intensive border control (which reduces 90% of passengers) and shorter time to quarantine of suspected cases (1 day after infectious state starts), respectively, under a low R0 (1.4), if the R0 is higher (2.92), only 10 extra days can be gained for each of the same measures. This suggests the importance of lowering the incidence at the source together with the infectious disease control measures in other countries. The study allows us to assess the effects of border control and quarantine measures on virus spread and arrival time of outbreak emergence in a fully connected world using secondary cases. Funding Statement: The authors also acknowledge the support from the grants funded by City University of Hong Kong [#7200573 and #9610416] and the ministry of Science and Technology in Taiwan [MOST 108-2638-H-002-002-MY2]. Declaration of Interests: All authors declare no competing interests.

Impact of ride-hailing apps on traditional LAMAT services in Asian developing cities: The Phnom Penh Case

Abstract This study examines the impact of ride-hailing apps (RHAs) on traditional services of LAMAT drivers, who have not adopted RHAs, and investigates whether such impact would encourage the drivers’ intention towards adoption of RHAs. We analyzed the survey data collected from 177 drivers of traditional auto-rickshaws in Phnom Penh, December 11–14, 2018, as a case study. Comparison results showed that, after the advent of RHAs, the drivers experienced substantial reduction in number of daily trips by 47.7%, number of daily passengers by 47.6%, and monthly revenue by 43.2% (p

Proposed Methodology to Investigate the Metro Operation, Socio-Economic Impact, and its Revenue Using Automatic Ticket Machine Outputs

Automatic Ticket Machine outputs give the daily passengers’ traffic which entry from any station to exit to all stations in alphabetic arrangements. To utilize these important data for analyzing the phenomena and concluding the important predicted recommendations, a methodology was proposed within the present research paper. This method has the advantage to determine the O-D matrix for the metro passengers using its networks. The proposed methodology can be applicable to analyze, investigate, and predict the metro passenger traffic under different scenarios. To make Automatic Ticket Machine outputs in practices change the Entry- Exit Matrix from alphabetic arrangements into arranged Entry- Exit Matrix according to successive stations. The obtained results concluded the actual operation system on the platform, within the metro doors and into metro cars. In addition to investigate the socio-economic impact for metro stations finally, the corresponding revenue by applying different scenarios for every zone can be predicted.

Kajian Manajemen Lalu Lintas di Stasiun Yang Melayani Kereta Kelas Ekonomi (Studi Kasus : Stasiun Lempuyangan Yogyakarta)

The station is a node as the place to substitue mode of transport; therefore, the traffic in front of the station must be able to ensure the comfort and safety of users of the station. The traffic in front of the station must be able to ensure the comfort and safety of users of the station. Lempuyangan stations pass over by some type of economic train such as Logaya, Frago, Kahuripan, Night Train South Gayabaru, Bengawan, Pasundan, and Sri Tanjung. This study aimed to determine the condition of traffic in front of Lempuyangan station in Yogyakarta as one of the train station for economy class. In order to organize the traffic in front of the station that can be well integrated. From the analysis using SPSS 17.0 software and Microsoft Excel acquired a picture of the number of passengers using the station Lempuyangan increased by approximately 20% each year. While the average total daily passengers in the station's Lempuyangan number 2800 in 2010. At the peak hours there are 3310 pcu vehicles passing over the street in front of Lempuyangan Station. Based on the degree of traffic saturation which reached 1.37 in the area in front of the station Lempuyangan, it can be concluded that traffic conditions during peak hours with the release side friction along the station area is very crowded and reach over its traffic saturation, therefore traffic management and regulation are needed.Keywords: Management, traffic, Station Lempuyangan

Profiling Noise Induced Hearing Loss among Selected Auto-Rickshaw Drivers in Chennai City, India: A Pilot Study

Background: The main reasons of city noise pollution in India are vehicle density and traffic congestion. Frequent travelling in auto-rickshaws in most of Indian urban areas may lead to noise-induced hearing loss (NIHL) where drivers are primary victims followed by its daily passengers and outside commuters. This study was conducted to evaluate the prevalence of NIHL among auto rickshaw drivers in three selected routes in Chennai city, India.Methods: Thirty drivers with age-range between 26 and 58 years and a minimum of five years driving experience were included in this study. As per questionnaire records, they had no history of hearing disabilities at the beginning of this profession. Noise Dosimeter was used to assess personal noise and pure-tone audiometric testing was conducted to quantify hearing loss for all participants. In an average, they were found to have on driving mode for about 4 hours and would wait in auto-rickshaw stands for another 4 hours during 8 hours personal monitoring. Consequently, a few stand areas were monitored using Sound Level Meter (SLM) to assess background noise. Measurements were taken thrice within three consecutive months starting from January 2016. Relevant questionnaires and participants&amp;#8217; informed consents were also taken into account for ethical approval from the institute.Results: Average 8 hours personal exposures and area noise levels were recorded as 92.02 and 79.30 dBA, respectively; higher than prescribed permissible limits. Among all participants, 23 (76.7%) were found to have noise induced hearing loss as diagnosed by Air and Bone Conduction tests.Conclusion: Studies on noise exposure assessment among auto-rickshaw drivers are still inadequate in India. Despite a few limitations of recruiting auto-drivers in larger scale, the findings of this study would encourage to conduct more organized epidemiological studies on hearing loss even for long-distance professional drivers.

2437 - Connecting Cycling to Transit: A Typology of Toronto Region Commuter Rail Passengers

Highest Scoring Abstract: Undergraduate/Masters Background Nearly one in four trips to commuter rail stations in the Toronto region are between one and five kilometers in length – a reasonable distance for cycling. Yet only 1% of passengers arrive by bike, with the majority (62%) of nearly 100,000 daily passengers driving and parking at a station. A sixteen-billion-dollar investment in enhanced rail service is expected to double current train ridership. To support this growth, it is necessary to increase the use of non-parking-dependent station access modes. Cycling has potential to be a sustainable alternative for short station access trips, while also promoting superior health outcomes associated with a more active lifestyle. This study develops a cycling typology of passengers to foster a better understanding of customer perceptions and to identify customer segments who may be willing to cycle to the station. Methods Passengers intercepted at three suburban commuter rail stations were invited to complete an online survey (n = 300). Drawing on proven cycling determinants from the literature, the survey assessed willingness to cycle in adverse weather, the importance of end-of-trip facilities, comfort cycling on various types of infrastructure, and other personal identity and societal factors. A principal component analysis of the survey data followed by k-means cluster analysis was used to develop a typology of respondents. Results Using six factors derived from 17 survey variables, four distinct types of cyclists were identified: All-around cyclists (10%) most frequently cycle for transportation purposes and are most comfortable cycling in adverse weather conditions. Recreational cyclists (29%) frequently cycle for recreation but rarely for transportation purposes and are more comfortable on low-stress facilities such as paths, residential streets, and protected bike lanes than on busy roads. The safety-conscious (33%) do not frequently cycle, but express comfort with low-stress facilities. Finally, the facility-demanding (28%) express the strongest support for end-of-trip facilities and are least likely to agree that cycling is a practical way to reach the station. Nearly all (95%) of those who currently cycle to a station fall within the all-around type. Females are nearly twice as likely as males to be represented in the safety-conscious type. Conclusions Efforts to increase cycling to rail stations will necessitate encouraging recreational cyclists and the safety-conscious to ride for transportation purposes. Low-stress cycling networks surrounding the stations are critical in supporting these efforts, particularly for female riders.

City-hubs for smarter cities. The case of Lille \u201cEuraFlandres\u201d interchange

City-hubs for smarter cities. The case of Lille \u201cEuraFlandres\u201d interchange

A Study on the Relationship between Bus Operation Environment and Level of Service of Intra-City Bus - In the place of Ulsan Metropolitan Area

This study made an attempt to analyse the relationship between operation environment and fleet size per route which represents the level of service for inner-city bus service. Regression analysis method has been adopted as main analysis tool and 98 routes of bus operation status in Ulsan city as of 2013 has also been selected for analysis target. Correlation analysis was performed to identify the relationship between dependent and independent variables. There are three types of model for whole sample, type operation, and bus route operation system. These are the results of the current study. 1. The model developed for whole sample of 98 routes is as follows. Y(Fleet Size)=(Revenue). This model shows that it is necessary to have more than 140 passengers per day to increase fleet size of each bus route in Ulsan. 2. Models developed by type of operation (which are standard, express, and middle sized) are shown below. Stand Bus : Y(Fleet Size)=(Revenue). It is identified that more than 153 passengers need to use standard bus to increase fleet size per each standard bus, Middle Sized Bus : Y(Fleet Size)=-0.859+0.00001438*X1(Revenue). For middle sized bus, at least 52 daily passengers are needed to increase number of bus in each route. 3. Models developed for each route operation systems are as belows. Joint Operation Group : Y(Fleet Size)=(Revenue). Individual Operation Group : Y(Fleet Size)=(Revenue). These model provide similar result which 140 people is the minimum number of passenger to raise the number of vehicles in each route. This result shows that the route operation systems does not affect the raise number of cars significantly.