Automatic System to Optimize the Travel Time of BRT Metro Plus Buses Line 1 of the City of Medellin

2018 ◽  
Author(s):  
M.L. Suarez ◽  
L.E. Alvarez ◽  
P.A. Camacho ◽  
L.C. Marin ◽  
B. Vasquez ◽  
...  
Keyword(s):  
Travel Time ◽  
Automatic System ◽  
The City

Inter-city transport infrastructure and intra-city housing markets: Estimating the redistribution effect of high-speed rail in Shenzhen, China

Urban Studies ◽  
2021 ◽  
pp. 004209802110178 ◽  
Author(s):  
Zheng Chang ◽  
Mi Diao
Keyword(s):  
Travel Time ◽  
High Speed ◽  
Local Effect ◽  
Transport Infrastructure ◽  
Network Effect ◽  
Housing Values ◽  
High Speed Rail ◽  
The City ◽  
Redistribution Effect ◽  
Metro Network

This study analyses the changes in intra-city housing values in response to improved inter-city connection brought by high-speed rail (HSR), using the opening of the Hangzhou–Fuzhou–Shenzhen Passenger Dedicated Line (HFSL) in Shenzhen, China, as an example. The opening of the HFSL and its integration into the local metro network at Shenzhen North Station provide exogenous intra-city variations in access to the surrounding economic mass. With a difference-in-differences approach, we find that the HFSL showed a negative local effect as housing values declined by 11.5%–13.3% in the proximity of Shenzhen North Station relative to areas further from the station after the opening, possibly due to the negative externalities of the HFSL. The HFSL effect can spread along the metro network and lead to, on average, a 7% appreciation of housing values around metro stations (network effect). The direction and strength of the network effect vary by metro travel time between Shenzhen North Station and metro stations. Housing values decreased by 7.7% around metro stations within 5–15 minutes of metro travel time but increased by 63.6%, 16.6% and 29.2% around metro stations within 15–25, 25–35 and 35–45 minutes of metro travel time to Shenzhen North Station, respectively. The HFSL effect on housing values diminishes when the rail travel time is above 45 minutes. We interpret these findings as evidence of the redistribution effect in the city related to HSR connection.

scholarly journals Evolution and the City

2017 ◽  
Vol 139 (02) ◽  
pp. 44-49
Author(s):  
Adrian Bejan
Keyword(s):  
Travel Time ◽  
Urban Design ◽  
Flow System ◽  
Modern Technology ◽  
Trial And Error ◽  
Street Network ◽  
Scientific Principle ◽  
The City ◽  
Natural Way ◽  
Do So

This article analyzes the organization of a city in terms of how well it enables humans to move from any point to the whole area. In accordance with Constructal Law, the natural way to assemble and connect a road and street network is to ensure that travel time is reduced at every turn and with every change in the flow design. The article also highlights that predicting the future and constructing changes based on a proven scientific principle is much faster and more economical than trial and error. Due to the modern technology, urban design expands not only outward, into suburbs, and inward, toward dense city centers, but also vertically. Experts suggest that if we can anticipate the urban features that emerge naturally from the need for greater access, we can plan ahead and design with confidence the features that not only serve the population, but do so with staying power. A city is a live flow system with freely changing architecture, many small streets, few large streets, and beltways.

scholarly journals Measuring when Uber behaves as a substitute or complement to transit: An examination of travel-time differences in Toronto

2019 ◽  
Author(s):  
Mischa Young ◽  
Jeff Allen ◽  
Steven Farber
Keyword(s):  
Travel Time ◽  
Public Transportation ◽  
Ordinary Least Squares ◽  
Gap Filling ◽  
Service Levels ◽  
Transit Service ◽  
Logistic Regressions ◽  
Transit Agencies ◽  
Using Data ◽  
The City

Policymakers in cities worldwide are trying to determine how ride-hailing services affect the ridership of traditional forms of public transportation. The level of convenience and comfort that these services provide is bound to take riders away from transit, but by operating in areas, or at times, when transit is less frequent, they may also be filling a gap left vacant by transit operations. These contradictory effects reveal why we should not merely categorize all ride-hailing services as a substitute or supplement to transit, and demonstrate the need to examine ride-hailing trips individually. Using data from the 2016 Transportation Tomorrow Survey in Toronto, we investigate the differences in travel-times between observed ride-hailing trips and their fastest transit alternatives. Ordinary least squares and ordered logistic regressions are used to uncover the characteristics that influence travel-time differences. We find that ride-hailing trips contained within the City of Toronto, pursued during peak hours, or for shopping purposes, are more likely to have transit alternatives of similar duration. Also, we find differences in travel-time often to be caused by transfers and lengthy walk- and wait-times for transit. Our results further indicate that 31% of ride-hailing trips in our sample have transit alternatives of similar duration (≤ 15 minute difference). These are particularly damaging for transit agencies as they compete directly with services that fall within reasonable expectations of transit service levels. We also find that 27% of ride-hailing trips would take at least 30 minutes longer by transit, evidence for significant gap-filling opportunity of ride-hailing services. In light of these findings, we discuss recommendations for ride-hailing taxation structures.

scholarly journals Accessibility to park in Łódź in view of individual transport, public transport and cycling

2018 ◽  
Vol 2018 (2) ◽  
pp. 10-21 ◽  
Author(s):  
Marta Borowska-Stefańska ◽  
Szymon Wiśniewski
Keyword(s):  
Population Density ◽  
Travel Time ◽  
Public Transport ◽  
Small Area ◽  
Spatial Accessibility ◽  
City Center ◽  
The City

In this article, the goal was to assess spatial accessibility to the parks in Łódż for example of cycling, individual transport and public transport. Parks represent basic units of recreational greenery in the city. (Czerwieniec, Lewińska 2000). In Łódź are 43 parks, which are located mainly in the rail peripheral or right behind her (Jakóbczyk-Gryszkiewicz 2008). To determine the spatial accessibility to the parks in the analyzed city, were calculated the number and percentage of the population, which living in 2016 in isochrones: 0-5; 5-10; 10-15; 15-20; 20-25; 25-30 minutes from the parks. In the study were taken into account the different means of transport - car, bicycle and public. It was found that the most beneficial for the residents of the city is by bike. In the case of 3/4 of the population of Łódż travel time by bike to the park is less than 5 minutes. Bicycle and public transport provide access to the parks, the vast majority of inhabitants of the city in time to 5 minutes, while individual transport in time 5-10 minutes. Most preferably, due to the accessibility for the residents of the city, are located parks in the city center, and behind its borders, in turn, within the rail perimeter. Over there the population density is greatest, unfortunately, a small area of parks.

scholarly journals Genetic Algorithm for Multiple Bus Line Coordination on Urban Arterial

2015 ◽  
Vol 2015 ◽  
pp. 1-7 ◽  
Author(s):  
Zhen Yang ◽  
Wei Wang ◽  
Shuyan Chen ◽  
Haoyang Ding ◽  
Xiaowei Li
Keyword(s):  
Genetic Algorithm ◽  
Travel Time ◽  
Public Transport ◽  
Major Part ◽  
Traffic Signals ◽  
Traffic Efficiency ◽  
Road Section ◽  
Bus Travel Time ◽  
The City ◽  
Urban Arterial

Bus travel time on road section is defined and analyzed with the effect of multiple bus lines. An analytical model is formulated to calculate the total red time a bus encounters when travelling along the arterial. Genetic algorithm is used to optimize the offset scheme of traffic signals to minimize the total red time that all bus lines encounter in two directions of the arterial. The model and algorithm are applied to the major part ofZhongshan NorthStreet in the city of Nanjing. The results show that the methods in this paper can reduce total red time of all the bus lines by 31.9% on the object arterial and thus improve the traffic efficiency of the whole arterial and promote public transport priority.

scholarly journals THE SENSOR LOCATION PROBLEM: METHODOLOGICAL APPROACH AND APPLICATION

Transport ◽  
2017 ◽  
Vol 32 (2) ◽  
pp. 113-119 ◽  
Author(s):  
Evangelos Mitsakis ◽  
Evangelia Chrysohoou ◽  
Josep Maria Salanova Grau ◽  
Panagiotis Iordanopoulos ◽  
Georgia Aifadopoulou
Keyword(s):  
Travel Time ◽  
Road Network ◽  
Location Problem ◽  
Optimization Problems ◽  
Optimal Location ◽  
Set Covering ◽  
Sensor Location ◽  
Field Equipment ◽  
Traffic Volumes ◽  
The City

The sensor location problem is of particular importance when planning the allocation of limited field equipment intended to be used for advanced traffic management systems and traveller information services. The locations within a network that satisfy specific goals need to be carefully selected, based on predefined goals related to the effective collection of data and the subsequent estimation of traffic related information. The detection of traffic volumes is mainly associated with two purposes, the travel time and the Origin–Destination (O–D) trip matrix estimation. In this context, this paper presents a quadratic programing model, able to determine the optimal location of tracking sensors. The model is implemented in the urban road network of the city of Thessaloniki (Greece) in which specific number of sensors is installed and utilized for real-time travel time information provision. The proposed methodology models the sensor location problem under the general framework of a set covering problem, which is one of the most popular optimization problems and has been applied in many industrial problems. The results of the case study in Thessaloniki reveal that the proposed model defines the optimal location of the limited number of sensors in such a way that the network, which is created having all sensors as origin or destination of all possible paths, represents to great extent (87% of the traffic flow along the major paths) the traffic volumes of the whole road network of the city.

scholarly journals KARAKTERISTIK DAN POLA PERGERAKAN PENDUDUK KOTA BATAM DAN HUBUNGANNYA DENGAN PERKEMBANGAN WILAYAH HINTERLAND

2016 ◽  
Vol 4 (1) ◽  
Author(s):  
Imam Setyohadi
Keyword(s):  
Travel Time ◽  
Public Transportation ◽  
Rural Areas ◽  
Industrial Development ◽  
Coastal Region ◽  
Industrial Area ◽  
City Center ◽  
The People ◽  
The Many ◽  
The City

Batam Island’s role as an industrial development center causes fast-paced growth in many sectors with an uneven inhabitant distribution. With most people inhabit the Batam city.The hinterland area is characterised by islands and housing pattern of community clusters in the form of fishermen’s neighborhood along the coastal region with most of the houses are semi-permanent buildings. Most of people’s activities there are consisted of fishing. With limited infrastructure, the mode of transportation used in between the many islands there is with motor boats (Pancung). This is very much in contrast with the condition down the Batam City, in terms of its socio-economic, housing and other aspects.This research is aimed at figuring out the reason as to why people prefer to have their house located in rural areas and finding out the characteristic pattern of people’s movement around the Batam Island.Samples were taken using the sample random proporsional method. Samples were taken randomly from many districts with a proper ratio of people from weak, middle and upper class economic strata. The data were then analyized with cross classification.Results show that people chose rural areas because that where the industrial locations are so that it is closer for them to go to work, and the housin price or rent there are relatively cheaper too. Whereas people who chose to live in the Batam City do so because they want to improve their livelyhood by opening up alternative businesses other than working within the industry.People’s traveling destination is in and around the rural areas because it is where the industries are located evenly and the rest of them travel to the areas surrounding Batam Island. Such as people of Nongsa, 23% of the travel to the Kabil industrial area, and 12% of them go to the city center (Nagoya). In contrast, people of the Sekupang District, 29% of them travel only in and around Sekupang area. Other than that only 2% of Batam inhabitants travel to the islands surrounding Batam Island. Whereas for the people of Sei Beduk, 29% of them go to Muka Kuning and 14% of them to the city center. And for the people of Lubuk Baja District, 32% of them go to the city center (Nagoya), because it is actually the CBD center.The type of transportation used by people in rural areas are mostly private vehicles because they are thought to be more comfortable and safe, as is the case for Nongsa and Sekupang. Nonetheless, 2% of Sekupang inhabitants use motor boats to travel to the islands surrounding Batam Island. In Nongsa, 36% of the people use motorcycle, public transportation account for 32%, and in Sekupang car owners are around 35%. Contrary, the people of Sei Beduk are mostly using public transportation, 42%, due to the already availabel public road and vehicles and only 34% use cars.As for the distance covered by those people, Nongsa and Sekupang residents are 42% cover around 5-10 Km with a travel time of 20-30 minutes a day. Whereas the people of Sei Beduk, 45% of them only cover 105 km in around 10 minutes a day due to the proximity of their living place with the industrial location.On the other hand, Lubuk Baja (city center) people are 43% using cars,  for the are much more comfortable and allow them to have higher mobility. And only 31% of the inhabitants there use public transportation. Most of the people there cover 1-5 km (52%) to 5-10 km (27%) a day with a travel time of around 10 to 20-30 minutes. 

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