Stop Spacing Research Articles

To What Extent May Transit Stop Spacing Be Increased before Driving Away Riders? Referring to Evidence of the 2017 NHTS in the United States

With the emergence of ride-sourcing and ride-splitting services, more options are available to support shifts away from transit, where maintaining transit ridership increases requirements for transit service quality, so as to promote high-capacity and sustainable transport systems. In this endeavor, proper transit stop spacing is critical for both service accessibility and in-vehicle trip efficiency, as well as operation cost. This research explores acceptable stop spacing for three kinds of transit services from the perspective of travel behavior, drawing on the 2017 National Household Travel Survey in the United States. A stochastic frontier model is developed to infer passengers’ unobservable vertex of acceptable transit access times on the basis of observed walk time, which can be converted to the tolerance with respect to stop spacing with the average walking speed. Significant explanatory variables on the vertex of acceptable transit stop spacing are further identified with their quantified impacts, including household density, household income, wait time, trip distance, transfer, and maintenance purpose, while the inefficiency variance is significantly related to traveler age, wait time, secondary walk time, and trip frequency. Recommended response strategies follow. Findings from this study provide insights, guidelines, and implementation plans for different transit agencies when considering stop spacing redesign, to strengthen transit service appeal and to promote cooperative and sustainable multi-modal urban transport systems.

Determination of PCE Based on Motorcycle Behavior at Signalized Intersections in Denpasar, Bali

A very high proportion of motorcycles affect the saturated flow and motorcycle behavior in synergy stores in developing countries such as Indonesia. The Indonesian Highway Capacity Manual (IHCM) and previous research have not adopted motorcycle behavior to determine the efficiency of passenger cars in synergy. This study aims to assess PCE based on the behavior of motorcycles in synergy with and without Exclusive Stopping Space for Motorcycles (ESSM). The synergy reservoir's location was a junction with a high motorcycle volume, low side obstacles, and traffic characteristics at an approach width of 3 meters, 5 meters, and 7 meters in Denpasar City. The survey method divides the lane virtually, the size of a motorcycle to determine the headway in the field. At the same time, the saturated flow was analyzed using the discharge headway method of both normal distributed data and log normal. Linear regression analysis was used to determine PCE based on motorcycle behavior on synergy junctions both with ESSM and without ESSM. Based on motorcycle behavior, the highest PCE value is obtained beside flow behavior (0.1-1.2) and the lowest in front behavior of the stop line (0.06-0.8). In determining PCE, it is recommended to adopt the motorcycle's behavior.

Bus Stop Spacing with Heterogeneous Trip Lengths and Elastic Demand

Bus Stop Spacing with Heterogeneous Trip Lengths and Elastic Demand

Spatial Analysis for Determining Accessibility to Bus Stops in Kaduna Metropolis

Bus stop accessibility is a vital component of a successful transportation system. This study aimed at spatially analyzing bus stops to determine their physical accessibility considering the connecting roads surrounding the bus stops. This research used satellite imagery, Global Navigation Satellite System and Kaduna State Traffic and Environment Law Enforcement Authority documents. The spatial analysis covered bus stop accessibility and obtained data of transport routes, bus stop coordinates, bus stop spacing and physical characteristics of bus stops. GIS buffer, network and area analysis was used in measuring bus stop accessibility considering the road network surrounding it. The ratio of ideal access coverage to the actual access coverage of a stop was calculated. Paired sample statistics were used to compare ideal and actual access coverage; the finding revealed a significant difference between the ideal and actual access coverage. A range of 0 - 1.0 was used in the analysis where, a bus stop is less accessible the closer the value is to 0, and more accessible the closer the value is to 1.0. Linear regression statistics was used to determine if the level of accessibility of a bus stop is dependent on the length of roads within the buffer. This revealed that at R = 0.694, a strong degree of correlation exists between the level of accessibility and road length within the buffer. The study concluded that before siting bus stops, surrounding road networks need to be considered in order to make them accessible.

Distributions of Bus Stop Spacings in the United States

This article introduces a database of bus stop spacings for 43 cities in the United States derived from GTFS files published in late 2019. Weighting each spacing by the number of times a bus traverses it, we produce distributions and summary statistics. The overall mean spacing is 313 meters. Las Vegas’ RTC has the widest mean spacing (482 m) and Philadelphia’s SEPTA the narrowest (214 m). We also compare spacings within agencies’ “core’” cities to those outside.

Effects of rural bus stops on travel time and reliability

Due to relatively low patronage levels, rural bus stops are sometimes questioned in order to improve travel time and reliability on regional bus services. Previous research into stop spacing has focused on urban areas, which means that there is a lack of knowledge regarding the effects of bus stops in regional networks, with longer distances, higher speeds, and lower passenger volumes, in general. The present study addresses this knowledge gap by analysing the effects of bus stops on a regional bus service regarding average travel times, travel time variability, and on-time performance. This is done by statistical analysis of automatic vehicle location (AVL) data, using a combination of methods previously used for analysis of rail traffic and urban bus operations. The results reveal that bus stops that are only used sporadically have a limited impact on average travel times, in general. In contrast, they are all the more influential on travel time variability, and, in turn, on on-time performance. On the studied bus service, the number of stops made have a far greater impact on travel time variability than any of the other included variables, such as the weather or traffic conditions during peak hours. However, the results suggest that rural bus stops have a much lower impact than what we define as secondary bus stops in urban areas. Consequently, by primarily focusing on bus stop consolidation in urban areas, it is possible to significantly improve service reliability without impairing rural coverage.

Spatial data analysis approach for network-wide consolidation of bus stop locations

Existing studies indicate that ideal spacing between bus stops improves the quality of service, travel time, and other transit service parameters. In this study, a network-wide heuristic methodology is proposed to optimize the number of stops in an existing bus network by eliminating redundant stops along each bus route in the network through an iterative process. It is postulated that ideal stop spacing can substantially lower the operating costs as it can reduce fleet size requirements without affecting the performance of the transit system. The proposed methodology attempts to eliminate undesired stops based on two vital inputs: (1) stop spacing, and (2) passenger boarding, which represent accessibility and travel time/delay. Potentially undesirable stops are eliminated recursively while their corresponding passenger boarding is redistributed across the adjacent stops. The process is repeated until ideal stop locations are identified. Stop location consolidation is evaluated using two performance indicators, i.e., in-vehicle travel time and access distance, which are considered for evaluating the performance of the modified bus network and comparing the total ridership with the existing network to justify the improvements. In other words, the ideal stop spacing is determined based on projected demand (ridership) loss and assessment of the performance indicators. The application of the proposed methodology is demonstrated using the bus network of the City of Regina in Saskatchewan, Canada. The findings of this research are expected to serve as a decision support tool for transit planners by offering additional flexibility to adopt appropriate bus stop spacing for an existing network.

Continuous Approximation Model for Hybrid Flexible Transit Systems with Low Demand Density

Flexible transit systems are a way to address challenges associated with conventional fixed route and fully demand responsive systems. Existing studies indicate that such systems are often planned and designed without established guidelines, and optimization techniques are rarely implemented on actual flexible systems. This study presents a hybrid transit system where the degree of flexibility can vary from a fixed route service (with no flexibility) to a fully flexible transit system. Such a system is expected to be beneficial in areas where the best transit solution lies between the fixed route and fully flexible systems. Continuous approximation techniques are implemented to model and optimize the stop spacing on a fixed route corridor, as well as the boundaries of the flexible region in a corridor. Both user and agency costs are considered in the optimization process. A numerical analysis compares various service areas and demand densities using input variables with magnitudes similar to those of real-world case studies. Sensitivity analysis is performed for service headway, percent of demand served curb-to-curb, and user and agency cost weights in the optimization process. The analytical models are evaluated through simulations. The hybrid system proposed here achieves estimated user benefits of up to 35% when compared with fixed route systems, under different case scenarios. Flexible systems are particularly beneficial for serving corridors with low or uncertain demand. This provides value for corridors with low demand density as well as communities in which transit ridership has dropped significantly because of the COVID-19 pandemic.

Sparse and Dense Mixed Grid Transit Accessible Network Based on Uneven Distribution of Travel Demand

The uneven distribution of travel demand is incredibly commonplace in cities, but insufficient attention has been paid to this problem. In this paper, we explore the impact of the uneven distribution of travel demand on an accessible network. A model with a sparse and dense mixed grid transit network based on an uneven distribution of travel demand is proposed to provide a high-performance bus service. The transit network was composed of two parts: a dense grid network in the downtown area and a sparse grid network in the periphery. The objective function of the model included agency cost and passenger cost, where the decision variables were the downtown-to-city ratio, the downtown headway, stop spacing (line spacing), and ratio of the periphery headway to the downtown headway. This study validated the proposed model using the demands of San Francisco. The concentrated spatial demand resulted in a lower total cost, whereas the varying travel demand must be controlled within an appropriate range to maintain the bus performance. The stable bus lines and stops with a variable timetable of the proposed model are profitable for fast-growing cities.

Sharing bus stops: An efficient use of public spaces

This research analyses and evaluates how bus stops are really being used in order to design a more efficient policy for sharing them between freight vehicles and buses, creating a new kind of bus stop called a ‘shared bus stop’. These bus stops will need to fulfil certain requirements in order to be used by urban buses and freight vehicles. Buses are still given priority, but freight transport vehicles will be allowed to use these areas whenever they are available by providing real time information about bus arrivals. To evaluate the use of the shared bus stops, discrete event simulations have been run in an area of the city of Santander (Spain).These simulations showed that the efficiency (occupancy time) of a bus stop space increases during the period of analysis, in some cases by up to 72%. The optimal number of delivery bays with operational shared bus stops has also been calculated and shows that the optimal number of delivery bays decreases by almost 30% due to the use of shared bus stops, meaning that this delivery bay space could be used for other purposes.

The influence of motorcycle behavior on saturation flow rate at signalized intersections with and without exclusive stopping space for motorcycle (ESSM)

Traffic in most developing nations is considered mixed or heterogeneous. Motorcycle and other vehicle’s behavior at signalized intersections would not probably have a similar influence on intersection capacity and time of the traffic signals. In theory, the saturation flow rate is a basic parameter to estimate the intersection capacity and time of the traffic signals. This study, therefore, aims to analyze the influence of motorcycle behavior on the saturation flow rate at signalized intersections in Denpasar, Bali. Traffic flow data are observed at four signalized intersection approaches that have similar width and traffic characteristics. Two approaches have exclusive stopping space for motorcycles (ESSM) while the other two do not. The study results show that more than 50% of motorcycles tend to be distributed beside flow at signalized intersections with ESSM on either light or dense traffic flows. In contrast, at the signalized intersections without ESSM, motorcycles are found to be distributed inside flow during low traffic conditions, while distributed beside flow during dense traffic flow. Besides, the saturation flow rates of motorcycle inside flow are less than that of beside flow at signalized intersections both with and without ESSM. A new method to estimate saturation flow is proposed.

Optimum Stop Spacing for Accessibility

The cumulative opportunities measure accessibility is defined as the number of opportunities reachable under a given time threshold. The spacing between transit stations is fundamental for accessibility by transit, yet the stations cannot be easily relocated in built-up areas. This paper examines the relation between transit stop spacing and person-weighted accessibility for an urban train route through an analytical model, and identifies that for each type of transit (e.g., given some combination of vehicle acceleration, deceleration, top speed, dwell time, platform type), an optimal stop spacing exists that maximizes accessibility; neither short nor excessive stop spacing are efficient in providing accessibility. Rail is used as example, though the model and findings are applicable to bus services as well. This paper brings attention to the importance of stop spacing in accessibility, and provides guidelines for transit planning for the operational improvement of transit accessibility.

WITHDRAWN: Smart parking guidance system using RASPBERRY-PI

Abstract As of late the developing issues of vehicle leaving in urban zones are because of developing populace. Because of this number of vehicles are on streets and road turned parking lot, leaving issues are shown up for enormous scope. The answer for such issue is to introduce the stopping direction framework dependent on picture preparing with the assistance of raspberry pi and camera module. With the assistance of picture preparing strategy will simple to discover the unfilled stopping space in open regions. In the wake of distinguishing the unfilled space the detail data of void opening is furnished with printed slip to the vehicle driver with the assistance of warm printer thus one can ready to leave the vehicle at ideal spot by demonstrating the board in leaving zones. This smart framework will decrease the time required to discover empty space and wastage of assets .It additionally used to lessen fuel utilization and contamination which happen due to circle vehicles for finding the leaving territories.

Through-classification of zoning-landscape object-spatial environmental systems in the structure of stopping spaces

Landscape and zoning-landscape systems in the structure of stop-territorial spaces of cities and settlements of different levels of hierarchy are considered. Purpose of the article is to define the through classification of these landscapes, stop-landscape and zoning-landscape systems. These systems are considered from the standpoint of the hierarchical manifestation of the constituent elements of the stop-territorial spaces. In the general case, each landscape, stop-landscape and zoning-landscape system takes into account the peculiarities of perception and disclosure of stop-territorial spaces. The stop-landscape system is generalized in the case of zoning-landscape object-spatial environmental ZLOSE-system. The latter, in turn, is a subsystem of the universal ZLOSUE-system. In the ZLOSE-system, at least one more parameter (for example, light-color or sound) of the universal space of sensations of the “average” person is added to the consideration of landscape, stop-landscape and zoning-landscape parameters. According to the generalized 9-zone distribution of “stop space”, 9 generalized types of landscape, stop-landscape and zoning-landscape systems of “stop space” are formed accordingly. These are the following ZLOSE-systems: I) landscape, stop-landscape and zoning-landscape systems of the “ultra-zone”; II) landscape, stop-landscape and zoning-landscape systems of "core"; III) landscape, stop-landscape and zoning-landscape systems of “stop space”; IV) landscape, stop-landscape, “landscape” and zoningovo V) landscape, stop-landscape and zoning-landscape systems “near-stop space”; VI) landscape, stop-landscape and zoning-landscape systems “around-stop space”; VII) landscape, stop-landscape and “landscape systems zones”, VIII) landscape, stop-landscape and zoning-landscape systems of the “red zone”; and IX) landscape, stop-landscape and zoning-landscape systems of the “infra-zone”. Conclusion. The harmonization of space on the basis of consideration and harmonization of light-colored object-spatial environmental systems and their subsystems in the structure of stop-territorial spaces contributes to the harmonization of the living environment of the population of demo-ecosystems. In turn, this harmonization contributes to improving the quality of life of the population (in particular, users of the stop and the entire stop-territorial space).

Motorcycle Positioning in Queues at Signalized Intersections in City of Klang Valley

For the past years, motorcycle fatalities have risen in Klang Valley with the overall constitution had passed 60% of total road traffic accident (RTA). Many motorcycle fatalities occurred within intersections after a driver failed to see a motorcyclist. However, little is known about the behavior of motorcyclists when they negotiate an intersection. This study was undertaken to analyze the behavior of motorcyclist in queues at signalized 3-leg and 4-leg intersections along state road of Klang Valley. An observational data was gathered based on microscopic data collected from video images that were taken from a research vehicle instrumented with on-board video camera. The research vehicle made routine trip through out Klang Valley for 10 weeks during peak and off-peak hour period. Twenty-seven (27) intersections with traffic light captured by the research vehicle were selected and observed. The preliminary findings shown three-ways of motorcycle approached the signalized intersection (SI), i.e. (1) approaching the SI with Weaving/Lane Splitting, (2) approaching the SI from center of the lane, and (3) approaching the SI from the left side/the shoulder. 87% of the motorcycle tend to maneuver in a queue during a red-light period, to avoid obstruction and tend to move forward for a wide and clear field of vision closest to the stop line. It is recommended that an exclusive motorcycle stopping space is provided for motorcyclist to enhance motorcycling safety and road safety in the country.

PERENCANAAN LAJUR KHUSUS SEPEDA MOTOR PADA RUANG HENTI KHUSUS TERHADAP TINGKAT PELAYANAN SIMPANG BERSINYAL JAMBO TAPE

Special Stopping Space(RHK) is one of the facilities for motorcycles to stop at intersections during the red phase. RHK functions to separate motorbikes from other vehicles and is expected to reduce the obstacles that come from motorbikes. This Special Stop Room has been tested on a limited scale to support motorbike movement at signaled intersections in major cities in Indonesia. So far RHK at the Jambo Tape intersection has not been optimally functioning because there are still many motorcycle that cannot enter RHK. Therefore, this study aims to determine the level of service on Jambo Tape Intersection. The research was carried out using the simulation method using VISSIM software. The advantage of VISSIM is that it can model simulations in the form of video and get the value of the queue length and the value of time delay just by inputting the data of vehicles passing through the intersection. Traffic volume data is taken on Monday and Wednesday with direct observations in the field. RHK is considered unable to function optimally because there are still many motorbikes that cannot enter RHK. The closure of access (RHK) by four-wheeled vehicles is one of the reasons. Therefore, this study aims to plan the dimensions of motorcycle lanes in Special Stop Space (RHK), and analyze the effect of the level of crossing services using VISSIM software simulation . The advantage of VISSIM is that it can model simulations in the form of video and get the value of the queue length and the value of time delay just by inputting the data of vehicles passing through the intersection. In this study, a survey was conducted to obtain traffic volume, local and geometric velocity. The highest length of the Queue is at arm C, which is on T. Hasan Dek road at 163.36 m. The highest vehicle average delay is 132.119 seconds, the service level category F is greater than 80 seconds. By applying a special route to RHK, the highest volume occurred on Jalan T. Nyak Arief with the existing volume on the T. Nyak Arief road arm at 437 to 520 two-wheeled vehicles / Hour on RHK conditions using motorcycle lanes.

A route-planning method for long-distance commuter express bus service based on OD estimation from mobile phone location data: the case of the Changping Corridor in Beijing

With the background of hyperurbanization and a jobs–housing imbalance in Beijing and other megacities in China, this study aims at developing a systematic toolkit of demand estimation and route planning for long-distance commuter bus lines. Taking the express bus services (EBS) in the Changping Corridor in Beijing as an example, this paper presents the use of a route-planning algorithm. Mobile phone location (MPL) data serves as a valid instrument for the origin–destination (OD) estimation, which provides a new perspective to identify the locations of homes and jobs. The OD distribution matrices are specified via geocoded MPL data. To minimize the aggregated travel time and attract potential passengers, this study subsamples long-distance commuting trips among the OD matrices by determining the operation distance threshold. The threshold can be solved by comparing the aggregated travel time of EBS to the travel time of local buses and private cars. Using the distance threshold and other operational parameters, we process an iterative computation to determine the length of routes, number of lines, and stop spacing and location. Compared to local buses and private cars, the planned EBS lines could reduce aggregated travel time by at least 20%. The results demonstrate that the method presented in this study is applicable and flexible. This paper may lead to new research directions for route planning of long-distance commuter buses. The limitations of this study and the future research agenda are also discussed.

A spatially disaggregated model for the technology selection and design of a transit line

Our research question is the usefulness of a high level of spatial granularity for the travel demand when planning a transit line. We formulate a new optimization model for the technology selection and design of a transit line where the spatial attributes of the travel demand can be finely set. The solution method relies on approximated formulae, and we establish relationships with a classic result for the optimal stop spacing. We also present a refinement of the in-vehicle passenger crowding for an existing transit design model where demand spatial attributes are set synthetically. We call “spatially disaggregate” and “spatially aggregate” the former and the latter model, respectively. These two models are compared by numerical experiments on a scenario for three semi-rapid transit technologies where two variants consider opposite demand profiles in terms of spatial distribution. We conclude that the spatially aggregated model is sufficient when the main goal is technology selection, whereas the spatially disaggregate model is better for design and benchmarking purposes.

보행환경에 대한 고령자 인식 및 요구와 보행환경의 고령친화 정도에 대한 고령자 인식 및 고령친화 정도에 대한 연구

The purpose of this study was to identify the senior’s environmental perception and needs on the age-friendly walking environment based on WHO age-friendly city guidelines and the age-friendliness degree of the walking environment. In this study, walking environments were classified into six categories; pedestrian roads, outdoor seating, public toilet, bus stop, crosswalk, and green space. In-depth interviews were conducted targeting ten seniors aged 65 years and older living in Busan. Also, observations were held for a total of 20 walking paths where the participants use everyday. The results showed that the seniors were less likely to be satisfied with all six categories of the walking environment. The participants suggested specific needs and improvement ideas for the age-friendly walking environment. On the base of these findings, this study proposed the improvement directions for the age-friendly walking environment. Those were the separation of roadways and sidewalks, improvement of defective roads, additional installation of street lamps, covered seating areas in sidewalks and bus stops, signboards for public open toilets, street lightings, and green spaces. This study provides useful information and improvement directions for the increasing number of Korean senior population.

END-TO-END CLASSIFICATION OF PEDESTRIAN-TRANSPORT OBJECT-SUBJECT-SPATIAL ENVIRONMENTAL SYSTEMS IN THE STRUCTURE OF STOPPING SPACES

Pedestrian, transport and pedestrian-transport systems in the structure of stop-territorial spaces of cities and settlements of hierarchy different levels are considered. The article defines a thorough classification of these pedestrian, transport and pedestrian-transport systems (based on demo-ecosystem analysis). These systems are considered from the standpoint of the hierarchical manifestation of the constituent elements of the stop-territorial spaces. In the general case, each pedestrian, transport and pedestrian-transport system takes into account the peculiarities of perception and disclosure of bus stops. Each pedestrian, transport and pedestrian-transport system is generalized to the case of pedestrian-transport object-subject-spatial environmental PTOSSE-system. The latter, in turn, is a subsystem of the universal PTOSSUE-system. In the PTOSSUE-system, at least one more parameter (for example, landscape, light-color or sound) of the universal space of sensations of the "average" person is added to the consideration of pedestrian, transport and pedestrian-transport parameters. According to the generalized 9-zone distribution of "stop space", 9 generalized types of pedestrian, transport and pedestrian-transport systems of "stop space" are formed accordingly. These are the following PTOSSE and PTOSSUE-systems: I) pedestrian, transport and pedestrian-transport systems of the "ultra-zone"; II) pedestrian, transport and pedestrian-transport systems of the "core"; III) pedestrian, transport and pedestrian-transport systems of "stop space"; IV) pedestrian, transport and pedestrian-transport systems "at-stop space"; V) pedestrian, transport and pedestrian-transport systems "near-stop space"; VI) pedestrian, transport and pedestrian-transport systems "around the stop space";VII) pedestrian, transport and pedestrian-transport "buffer zone"; VIII) pedestrian, transport and pedestrian-transport systems of the "red zone"; and IX) pedestrian, transport and pedestrian transport systems of the "infra-zone". Harmonization of space on the basis of consideration and harmonization of pedestrian, transport and pedestrian-transport object-subject-spatial environmental systems and their subsystems in the structure of stop-territorial spaces contributes to the harmonization of the living environment of the population of demoecosystems. In turn, this harmonization contributes to improving the quality of life of the population (in particular, users of the stop and the entire stop-territorial space). And this, in turn, contributes to improving the quality of pedestrian, transport and pedestrian transport flows and systems in the structure of demoecosystems of the appropriate level of hierarchy.