Fixed-route Bus Research Articles

Designing microtransit services in suburban areas: A case study in Palermo, Italy

Poor quality of Public Transport (PT) services is one of the main causes of social exclusion for people living in the suburbs. Public transport companies usually allocate few financial resources to these areas, providing transport services with low frequency, poor accessibility, poor reliability, and high waiting times at stops. Recently, microtransit has emerged as an effective solution to improve the travel experience in suburban areas, particularly for non-commuting trips during off-peak hours. This paper presents an integrated methodological approach for designing microtransit services to meet the mobility needs of people living in low-density suburbs. By conducting a Reveled Preference (RP) and Stated Preference (SP) survey and developing a travel demand model, the demand was estimated and used as input to simulate and size the service. Combining GIS and simulation models, Key Performance Indicators (KPIs) were assessed; fleet size to meet the trip requests was identified and the fare was selected using a sensitivity analysis. The method was applied to a real case study to design a new microtransit service with flexible routes and on-demand stops in a suburban area in Palermo, Italy. The results highlight how introducing a microtransit service with 30 nine-seater vans could change the mobility habits of people living in the suburban area, being attractive and financially sustainable if costing 2 €, or just a little more than the existing fixed-route bus service. It could improve the travel experience by reducing the average waiting time at stops to around 5 min and improve access to amenities and PT hubs by guaranteeing a walking time of maximum about 8 min.

Joint optimization of fixed route bus networks and complementary paratransit service areas

ABSTRACT An optimization-based approach is proposed for the joint design of fixed-route bus networks and the service areas of complementary paratransit services. Complementary paratransit systems provide transportation to people with disabilities within a service area (PSA) that is traditionally designed as a function of the spatial layout of a fixed-route bus network. The proposed problem accounts for effectiveness and equity objectives for the bus and paratransit services. A constraint on the minimum extension PSAs is considered, which is of practical interest given the coverage regulations faced by transit agencies in some jurisdictions. A two-step procedure is proposed to find solutions to the design problem. In the first step, bus route network designs are generated, along with their minimum PSAs. In the second step, a genetic algorithm improves upon the PSAs generated in the first step. Simulation tests were performed to illustrate the application of the proposed methodology.

Innovative solutions to support individuals with disabilities accessing public transportation: A case study

ABSTRACT Individuals with cognitive disabilities have challenges with personal navigation and wayfinding, especially when traveling on public transportation. The purpose of this case study is to describe the structure and implementation of the Personal Navigation for Individuals with Disabilities (PNID) education and training program, which is based on a socio-technical architecture for individuals with cognitive disabilities within a fixed-route public bus system. A case study methodology was used to describe preliminary findings of the skills, attributes, and experiences of three individuals with cognitive disabilities as it relates to transportation on fixed-route bus systems in a midsized urban setting. The three individuals completed five training activities: safety, public bus, smartphone, WayFinder App, and fixed-route bus system. The case study provided a preliminary mixed-methods overview of training travelers with cognitive disabilities to use the WayFinder system while accessing fixed-route public bus system. The insights and strategies identified through the case study demonstrate the potential opportunities for development, implementation, and sustainability of the PNID program in other midsized urban settings. The PNID program (i.e. AT service delivery process), in combination with the WayFinder system (i.e. assistive technology), has the potential to meet the unique needs of individuals with cognitive disabilities when accessing public transportation.

Exploring Willingness to Pay across Different Passenger Traits

In recent years, the transportation landscape has seen a notable shift towards shared mobility, driven by its advantages over traditional systems fraught with inefficiencies. This shift has ushered in demand-responsive transport (DRT) systems, enabled by mobile technology. DRT offers a promising solution for the sustainability of public transport, also for rural Slovakia; however, higher individual journey costs and the necessity for online booking create adoption barriers for this new form. This paper conducts a thorough willingness-to-pay analysis in seven rural Slovak settlements, with the goal of understanding variations and comparing the findings with the existing research. Location, household size, age, car and train usage, and previous experiences with bus transport significantly impact the willingness to pay. Consequently, tailored DRT strategies are necessary for different target groups. To maximize the efficiency of this service, integrating DRT into the regional or national public transportation network is recommended. Insights from this study hold significant implications for policymakers tasked with transforming regional transportation, particularly by integrating DRT into fixed-route bus systems.

Long-term indirect monitoring system for short and medium span bridges

Bridge health monitoring has been widely discussed for establishing the rational maintenance strategies of existing bridges. Meanwhile, we need to provide discussions and recommendations on how to establish fully automatic data collection system and how to manage the big data for holistic bridge maintenance decisions. The author developed a vehicle-based (coupling of a moving vehicle and a bridge) bridge health monitoring system by using public buses which is one practical solution to the problem for condition assessment of short and medium span bridges (called “bus-based monitoring system”). The proposed system includes some new ideas about making use of the under rear-wheel spring acceleration sensors installed on an in-service fixed-route bus operating on the public transit system (long-term and indirect methods), define “characteristic deflection” as an indicator that may be useful in efficiently detecting a structural anomaly of a bridge, etc. The main objectives of this paper are 1) to introduce the details of how to assess the bridge condition based on the results of long-term application (total more than 10 years) to actual bridges on Ube City bus network in Japan, as a specific example for verify the system, 2) to discuss what is possible steps in realizing practical application of the system to existing bridges for consideration systematically into the maintenance strategies in the future. This paper is a continuation of previously published ones with new materials from the practical application viewpoint.

Joint Optimization of Distance-Based Fares and Headway for Fixed-Route Bus Operations

This paper proposes a profit maximization problem designed for fixed-route bus operations, optimizing two key variables: distance-based fares and headways. This study formulates a profit maximization problem while considering the dynamic nature of transit ridership influenced by various demand elasticities. The elasticity of demand is modeled using parameters such as onboard time, waiting time, and fare. Three primary constraints are considered: (1) a financial constraint ensuring the profit (including government subsidy) is non-negative, (2) a demand constraint that ensures actual demand is non-negative (i.e., elastic demand function value is between zero and one, and (3) a maximum headway constraint that limits passenger waiting times to half the headway duration, so that no passengers wait more than one bus. Notably, this research goes beyond the existing literature, which predominantly focuses on average fares, by exploring the implications of a distance-based (user-based) fare structure. A genetic algorithm is used to find solutions. The study employs numerical analyses to verify the solution method and conducts sensitivity analyses on critical input parameters. This study is suitable for one time block (e.g., multiple hours) for a steady demand, and can be extended into multiple time periods to reflect demand changes with the time of day.

Integrated design of a bus-bike system considering realistic route options and bike availability

This paper examines the design of a transit system that integrates a fixed-route bus service and a bike-sharing service. Bike availability – the average probability that a traveller can find a bike at a dock – is modelled as an analytical function of bike utilization rate, which depends on travel demand, bike usage and bike fleet size. The proposed system also recognizes the greater flexibility provided by biking. Specifically, a traveller can choose between the closest bus stop and a more distant stop for access, egress or both. Whether the closest stop is a better choice depends on the relative position of the traveller’s origin and destination, as well as system design parameters. This interdependence complicates the estimation of average system cost, which is conditional on route choice. Using a stylized analysis approach, we construct the optimal design problem as a mixed integer programme with a small number of decision variables. Results from our numerical experiments show the integrated bus-bike system promises a modest but consistent improvement over several benchmark systems, especially in poorer cities with lower demand density. We find a large share of travellers, more than 20% in nearly all cases tested, opt not to use the nearest bus stop in an optimally designed system. The system also tends to maintain a high level of bike availability: the probability of finding a bike rarely drops below 90% except in very poor cities.

Comparison of Operational Costs for Fixed-Route Bus Service and Demand Responsive Transport Systems. The Case of Kosice Region - Slovakia

The issue of sustainability of public transport is constantly receiving attention from both government and research. One possible solution, demand responsive transport (DRT), can increase accessibility in rural areas, improve the quality of service as well as reduce the costs. This paper estimates the operational costs for different types of vehicles in DRT in person-kilometers and compares it to the current costs of standard bus transport for year 2021 and analyses the capacity, occupancy and ticket prices of fixed-route bus transport. As the results indicate, in many cases the costs of DRT are higher compared to standard bus transport, but by increasing the occupancy of vehicles the DRT can provide savings up to 66 %. The use of cars, as well as car-sharing, show higher costs, which is mainly related to a low transport capacity. As the most appropriate vehicles of DRT have been identified micro buses and minibuses.

Current practices and emerging trends of transit apps for fixed-route bus services in the US

In the past decades, smartphone transit apps have emerged as a cost-effective strategy to enhance the transit user experience. This study provides an overview of transit apps used in 295 US transit agencies to shed light on the current practices and future trends of transit apps as a comprehensive information technology that serves public transportation. By conducting interviews with 21 transit industry leaders, we synthesized the perceived benefits and costs of transit apps and identified challenges and the corresponding strategies. Transit apps enhance user experiences by enabling account-based mobile fare payment and efficient two-way communications. To provide high-quality transit apps to passengers, transit agencies need to improve the reliability of underlying data and vendor management. In addition, five existing business models and emerging trends of transit apps were identified and discussed. The findings of this study advance knowledge about transit apps and provide practical recommendations for future improvements and implementations.

Transit GIS Applications in Fairfax County, Virginia

The Fairfax County Department of Transportation (DOT) manages a fixed-route bus system (the Fairfax Connector) that encompasses 58 routes. To better support the planning, operation, and marketing of this bus system, the Fairfax County DOT and the Fairfax County Department of Information Technology formed a team to develop a pilot project of Geographic Information Systems (GIS) transit applications. These applications would serve as a demonstration to facilitate automation, analysis, accessing, and plotting of transit data. To be successful, the applications had to be cost effective and match users’ technical needs with their abilities.Paramount to the success of this project was having a transit database capable of supporting all the applications identified by the development team. The database had to handle problems such as bus stops serving more than one route and routing varying by time of day. To effectively model the bus routes in GIS, each path had to be uniquely identified even though the same route could travel on different paths. Dynamic segmentation of ARC/INFO v.7.1 was used to develop the route database. A bus stop database, in the format of ARC/INFO coverage, was then related to the route coverage.More than 15 applications were identified for three areas of transit management: planning, operation, and marketing. Planning applications focused on transit service improvement and route restructuring. They included routing adjustment, route demographic and land-use analysis, and reporting of statistics required by the National Transit Database. Operation applications were designed for daily service monitoring and consisted of route running times, loading at bus stops, and emergency service. Marketing applications emphasized functions for public outreach, which included creating specialized route and stop maps and publishing route information on the Internet. Most end-user applications were built in ArcVìew 3.0 using Avenue and Dialog Designer. Some applications were built with ESRIs Map Objects (MO) and Map Objects Internet Map Server.

Electric On Demand Transit Expands Network Coverage in Auckland

AT Local is an On Demand rideshare service operating in South Auckland, New Zealand. The service directly replaces the low patronage 371 fixed route bus and extends coverage to areas not previously served by public transport. This paper evaluates how AT Local is being used by customers located in two new catchment areas: an area in Conifer Grove and an Eastern Expansion area. Ridership analysis illustrates how AT has enabled new trip patterns. Trips from Conifer Grove are characterised by feeder service to the train network, while trips from the Eastern area fulfill feeder services while also facilitating various other trip patterns.

A Guide to Customized Sampling Plans for National Transit Database Reporting

For estimating the system total unlinked passenger trips and passenger miles of a fixed-route bus system for the National Transit Database (NTD), the sampling plans approved by the Federal Transit Administration (FTA) may either oversample or do not yield FTA’s required confidence and precision levels for the specific conditions of a transit agency. This guide helps transit agencies avoid these problems by developing sampling plans customized to their fixed-route bus services. Detailed steps are provided to calculate the statistical variation in passenger miles and unlinked passenger trips and the correlation between them. The sampling plans that transit agencies develop using this guide maintain the main features of the original FTA plans. More important, transit agencies can easily use this guide to develop customized sampling plans in an Excel environment using three existing pieces of information: an NTD sample that they have collected with their current FTA approved sampling plan; annual days of service; and daily total number of one-way bus trips.This guide complements FTA Circular C2710.1A in that transit agencies first select one of their own sampling plans that best meets their staffing needs, and then follow the procedures in the circular on sampling and collecting field data. Transit agencies should be able to use this guide and the related calculations as an approval of a qualified statistician as required by the current NTD reporting manuals.

Selecting Bus Stops for Accessibility Improvements for Riders with Physical Disabilities

Bus stops are key links in the journeys of riders with disabilities. Inaccessible bus stops prevent people with physical disabilities from using fixed-route bus services, thus limiting their mobility. Due to limited budgets, transit agencies must select bus stops for which their improvements, as part of the effort to comply with the Americas with Disabilities Act (ADA), can maximize the overall benefits to riders with physical disabilities. In this paper, an analytic hierarchy process (AHP) was applied to combine the factors affecting the benefits to riders with physical disabilities, and a binary linear programming model was used to identify bus stops for ADA improvements based on budgetary and construction cost constraints. As an application example, the optimization model was applied to the 5,034 bus stops in Broward County, Florida. Compared to the usual approaches, the optimization model provides a more objective platform on which to identify bus stops for ADA improvements.

Key driver analysis of greenhouse gas emissions in Thailand's public bus transport with comparative study on metropolitan Bangkok hotspots

The 2007–2020 timeframe, an economic growth period coupled with a rising population for Thailand, witnessed an increase in fixed-route bus transportation options. It is expected that this sector will continue to grow and that additional routes will become accessible to the public in the near-term. It is generally accepted that the high Thai birth rate and the increased travel requirements of the less affluent will augment this growth. The objective of this study is to accurately estimate the 2007–2020 energy consumption and resultant greenhouse gas emissions (GHG) from public land transport. The focus will be on the regularly scheduled fixed-route bus schedules in Thailand that emit undesired pollutants, specifically CO2, N2O and CH4. Once estimates are reached, the past impact and the future ramifications of this mode of transport's contribution to the generation of toxic emissions into the environment will be analyzed. An evaluation of key carbon emission drivers will also be presented along with our identification of these pollutants. Furthermore, this study will focus comparatively on the areas of high development within Thailand, specifically, Bangkok localities referred to here as hotspots. These high density, economically vibrant areas contributed 15 % of Thailand's total fixed-route bus emissions in 2020. Being the capital of Thailand with the largest population center, Bangkok serves as a unique focal point where data extrapolations can be compared and contrasted with the nation as a whole. Although results from our research will show that fixed-route bus transport represents a small portion of total GHG emissions in Thailand, the data will show that significant improvement can be made to reduce this sector's carbon footprint. However, the most impactful contribution will be to the ‘quality of life’ benefit afforded to the large percentage of the Thai population that live within the concentrated areas serviced by fixed-route buses.

Autonomous Minibus Service With Semi-on-Demand Routes in Grid Networks

This paper investigates the potential of autonomous minibuses which take on-demand directional routes for pick-up and drop-off in a grid network of wider area with low density, followed by fixed routes in areas with greater demand. Mathematical formulation for generalized costs demonstrates its benefits, with indicators proposed to select existing bus routes for conversion with the options of zonal express and parallel routes. Simulations on modeled scenarios and case studies with bus routes in Chicago show reductions in both passenger costs and generalized costs compared with existing fixed-route bus services between suburban areas and the central business district.

Estimating Congestion in a Fixed-Route Bus by Using BLE Signals.

Information on congestion of buses, which are one of the major public transportation modes, can be very useful in light of the current COVID-19 pandemic. Because it is unrealistic to manually monitor the number of riders on all buses in operation, a system that can automatically monitor congestion is necessary. The main goal of this paper’s work is to automatically estimate the congestion level on a bus route with acceptable performance. For practical operation, it is necessary to design a system that does not infringe on the privacy of passengers and ensures the safety of passengers and the installation sites. In this paper, we propose a congestion estimation system that protects passengers’ privacy and reduces the installation cost by using Bluetooth low-energy (BLE) signals as sensing data. The proposed system consists of (1) a sensing mechanism that acquires BLE signals emitted from passengers’ mobile terminals in the bus and (2) a mechanism that estimates the degree of congestion in the bus from the data obtained by the sensing mechanism. To evaluate the effectiveness of the proposed system, we conducted a data collection experiment on an actual bus route in cooperation with Nara Kotsu Co., Ltd. The results showed that the proposed system could estimate the number of passengers with a mean absolute error of 2.49 passengers (error rate of 38.8%).

Identifying latent shared mobility preference segments in low-income communities: Ride-hailing, fixed-route bus, and mobility-on-demand transit

Concepts of Mobility-on-Demand (MOD) and Mobility as a Service (MaaS), which feature the integration of various shared-use mobility options, have gained widespread popularity in recent years. While these concepts promise great benefits to travelers, their heavy reliance on technology raises equity concerns as socially disadvantaged population groups can be left out in an era of on-demand mobility. This paper investigates the potential uptake of MOD transit services (integrated fixed-route and on-demand services) among travelers living in low-income communities. Specially, we analyze people's latent attitude towards three shared-use mobility services, including ride-hailing services, fixed-route transit, and MOD transit. We conduct a latent class cluster analysis of 825 survey respondents sampled from low-income neighborhoods in Detroit and Ypsilanti, Michigan. We identified three latent segments: shared-mode enthusiast, shared-mode opponent, and fixed-route transit loyalist. People from the shared-mode enthusiast segment often use ride-hailing services and live in areas with poor transit access, and they are likely to be the early adopters of MOD transit services. The shared-mode opponent segment mainly includes vehicle owners who lack interests in shared mobility options. The fixed-route transit loyalist segment includes a considerable share of low-income individuals who face technological barriers to use the MOD transit. We also find that males, college graduates, car owners, people with a mobile data plan, and people living in poor-transit-access areas have a higher level of preferences for MOD transit services. We conclude with policy recommendations for developing more accessible and equitable MOD transit services.

Eliminating barriers to nighttime activity participation: the case of on-demand transit in Belleville, Canada.

Demand-responsive technologies are rapidly changing the transportation landscape. The City of Belleville, Ontario has recently replaced its evening and nighttime fixed route bus service with an on-demand transit (ODT) service. Preliminary reports have found a 300% increase in nighttime bus ridership since the implementation of this service, yet to fully understand the social return on the investment in on-demand services, we must also quantify whether and for whom these new services have enabled time savings and increased levels of activity participation. Furthermore, it remains unclear whether riders are satisfied with the service, and whether satisfaction levels have an impact on activity participation. As such, this study explores the determinants of activity participation of ODT users using a custom ridership survey instrument. We collect information on travel experience, satisfaction, and perceived changes in activity participation due to ODT. We then performed a factor analysis and estimated structural equation models to identify the relationships between aspects of the ODT service and activity participation. Our results show that reliability and service quality are the most important aspects of the ODT services in terms of positively influencing activity participation, and that shorter wait times, are most likely to lead to an increase in activity participation. Our findings further suggest that Belleville can eliminate barriers to nighttime activity participation by providing reliable and affordable ODT service, and that ODT can be an effective solution to provide transit services for transport-poor in low demand areas or during low demand periods of the day. Supplementary InformationThe online version contains supplementary material available at 10.1007/s11116-021-10215-2.

Mobile application for bus operations controlled by passengers: A user experience design project (UX)

The bus system accounts for a significant part of trips in the city of Sao Paulo. However, in recent years the percentage of users has been falling concerning the growth modes such as individual transport and the new modes of transport on-demand based on applications. The loss of attractiveness is associated with users' negative perceptions of the quality of the service provided. One of the complaints is the recurring occurrences of buses that do not halt at the stop, even when the user signals his intention to embark or disembark. One way to address this problem would be to use technology like on-demand mobility services based on mobile applications. Although the idea itself seems to be simple, there is no report to date about a fixed route bus service that has implemented a bus hailing application that allows the user the possibility of requesting a bus to halt at a given stop. This paper proposes a new operation model of fixed-route buses that ensures the user requests fulfillment. The proposed model consists of functionalities that make the bus user visible to the operation, creating a more reliable connection between drivers and users. We evaluated the specified functionalities by a group of typical bus users in Sao Paulo, using a User Experience (UX) method. The evaluation clearly showed users' needs and desires regarding the features they would appreciate in the application. We collected clear evidence of the usefulness or not of the improvements suggested by users. Based on the study, we concluded that users agreed with the need to have greater control over their bus trips, in particular, to ensure that their intentions are adequately served and have a confirmation of the recognition of their requests. The study may become an interim solution that may be applied to existing bus services by taking them closer to on-demand services and MaaS (Mobility as a Service).

PROTRIP: Probabilistic Risk-Aware Optimal Transit Planner.

Optimal routing in urban transit networks, where variable congestion levels often lead to stochastic travel times, is usually studied with the least expected travel time (LET) as the performance criteria under the assumption of travel time independence on different road segments. However, a LET path might be subjected to high variability of travel time and therefore might not be desirable to transit users seeking a predictable arrival time. Further, there exists a spatial correlation in urban travel times due to the cascading effect of congestion across the road network. In this work, we propose a methodology and a tool that, given an origin-destination pair, a travel time budget, and a measure of the passenger's tolerance for uncertainty, provide the optimal online route choice in a transit network by balancing the objectives of maximizing on-time arrival probability and minimizing expected travel time. Our framework takes into account the correlation between travel time of different edges along a route and updates downstream distributions by taking advantage of upstream real-time information. We demonstrate the utility and performance of our algorithm with the help of realistic numerical experiments conducted on a fixed-route bus system that serves the residents of the Champaign-Urbana metropolitan area.