Simulating the Impacts of Strong Bus Priority Measures

Waterson, Ben; Rajbhandari, B. P.; Hounsell, N.B.

doi:10.1061/(asce)0733-947x(2003)129:6(642)

Cited by 36 publications

(19 citation statements)

References 5 publications

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“…One was to reduce the trips people have to take, meaning that people have to travel less (Waterson et al, 2003). This could be possible through mixed land use neighbourhood (Marquet & Miralles-Guash, 2015).…”

Section: Introduction and Literature Reviewmentioning

confidence: 99%

The Potential of Strava Data to Contribute in Non-Motorised Transport (Nmt) Planning in Johannesburg

Selala¹,

Musakwa²

2016

Int. Arch. Photogramm. Remote Sens. Spatial Inf. Sci.

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ABSTRACT:Transportation is one of the most fundamental challenges of urban development in the modern world. Cities are currently moving towards sustainable transportation, which includes non-motorised transportation (NMT). The city of Johannesburg has a goal of becoming a smart city, with sustainable development and smart mobility. Encouraging the use of non-motorised transportation and public transport has the potential of reducing the use of private motorised transport and therefor its negative consequences within the city of Johannesburg. There is limited research on cycling and how cyclists interact with cycling infrastructure within the city. The lack of such knowledge hinders proper planning for NMT. This research studies the ability of geolocation based services to provide such information which can be useful in planning for NMT. Strava Metro application is the example of such geolocation based services. The potential of this app to influence planning is investigated. According to the information acquired by Strava Metro, there are more cyclists in suburbs at the centre of Johannesburg and towards the north and to the east, and in Kibler Park at the south western part of the city. There are indications that the numbers of cycling activities recorded by Strava Metro are affected by the availability of gated communities, income levels, crime levels and the provision of infrastructure.

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Section: Introduction and Literature Reviewmentioning

confidence: 99%

The Potential of Strava Data to Contribute in Non-Motorised Transport (Nmt) Planning in Johannesburg

Selala¹,

Musakwa²

2016

Int. Arch. Photogramm. Remote Sens. Spatial Inf. Sci.

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“…Only a few researchers have considered the problem from a networkwide viewpoint. Waterson et al represented a macrosimulation approach that evaluates a given priority scenario in the network of Southampton, United Kingdom (8). Their approach considered rerouting, retiming, modal change, and trip suppression.…”

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confidence: 99%

Policy-Making Tool for Optimization of Transit Priority Lanes in Urban Network

Mesbah

Sarvi

Currie

et al. 2010

Transportation Research Record

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Many transit priority projects are assessed and implemented each year by road authorities and transport planning departments. Two recent examples in Australia are the Northern Busway in Brisbane (1) and the O-Bahn Busway in Adelaide (2). Transit priority projects are considered to be an effective solution to traffic congestion and growing greenhouse gas emissions. Having a higher capacity for moving people than do private cars, transit vehicles can increase average network speed by reducing car flow (3). Passengers will shift to transit vehicles only if the relative utility of transit compared with private cars is increased. Therefore, it can be desirable to reallocate road space in favor of transit. However, such an allocation would cause a disadvantage to auto users, who may protest prioritization. This trade-off is commonly faced by road authorities in all transit priority projects. This paper presents a mathematical framework for optimizing transit priority at the network level. A detailed objective function is presented that considers the benefit of private and public users as well as measures for emissions. Moreover, the consequence of variation in the relative weight of the terms used in

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“…Waterson et al (8) gave an evaluation approach for a given priority scenario at the network level. The approach considered rerouting, retiming, modal change, and trip suppression.…”

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confidence: 99%

New Methodology for Optimizing Transit Priority at the Network Level

Mesbah

Sarvi

Currie

2008

Transportation Research Record

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a series of consecutive links in the form of a corridor or an arterial, and (b) the network level, in which priority is given to transit on any link in the network.A summary of the transit priority studies and their characteristics carried out at the local and network level is presented in Table 1. Bly et al. (4) explored transit priority at the local level. An exclusive bus lane was introduced to a link in different conditions, and the associated impacts on the rest of the network were assessed by running a sensitivity analysis. Black (2) presented a model for RSA on urban arterials. The model evaluated several predefined scenarios with a performance measure (total user travel time), and all the space allocation was introduced at corridor level. Although a mode choice model was applied to the studied corridor, the secondary network effects of road space change such as route choice were ignored. In another attempt, Jepson and Ferreira (5) assessed different road space priority such as bus lane and setbacks on the basis of delays.Currie et al. (7) presented a comprehensive review of the studies on RSA. Having compared the performance measures in the literature, they then proposed an approach to evaluation of transit priority projects. Their approach considered a comprehensive list of impacts such as travel time, travel time variability, and initial and maintenance cost. An analysis method for a long arterial was given by Eichler and Daganzo (6) following the concept of intermittent bus lanes (10,11).All these studies focused on providing priority at the local level. Therefore, the range of priority alternatives was limited and would not necessarily result in the best possible RSA. Furthermore, all of the studies at the local level proposed and utilized an evaluation method that requires the RSA as input to the evaluation framework. Despite this limitation, the local level is accounted for in most of the research carried out on transit priority. That is probably because studies at this level are simpler to carry out and justify at the local level, need less administrative coordination between transportation authorities, and are less costly to implement. At the network level it can be argued that much research on the transit network design problem (12-15) would seek the optimal combination of many variables such as bus routes, frequencies, and timetables, and therefore they could be considered as solutions to the RSA. A few researchers have included exclusive lanes in the network design process (16). However, since there is already an operational transit network in many cities, rearrangement of the network routes would require public acceptance and entail significant cost.Waterson et al. (8) gave an evaluation approach for a given priority scenario at the network level. The approach considered rerouting, retiming, modal change, and trip suppression. A similar evaluation approach was carried out by using a microsimulation (9). However, such approaches can be used as evaluation tools and cannot provide the best com...

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Simulating the Impacts of Strong Bus Priority Measures

Cited by 36 publications

References 5 publications

The Potential of Strava Data to Contribute in Non-Motorised Transport (Nmt) Planning in Johannesburg

The Potential of Strava Data to Contribute in Non-Motorised Transport (Nmt) Planning in Johannesburg

Policy-Making Tool for Optimization of Transit Priority Lanes in Urban Network

New Methodology for Optimizing Transit Priority at the Network Level

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