Code of practice for operation of cash-in-transit services (collection and delivery)

1996 ◽  
Keyword(s):  
Code Of Practice ◽  
Transit Services ◽  
In Transit

scholarly journals Optimization Model for Reserve Fleet Sizes in Traditional Transit Systems considering the Risk of Vehicle Breakdowns

2018 ◽  
Vol 2018 ◽  
pp. 1-10 ◽  
Author(s):  
Bowen Hou ◽  
Shuzhi Zhao ◽  
Huasheng Liu ◽  
Jin Li
Keyword(s):  
Optimization Model ◽  
Queueing Theory ◽  
Solution Method ◽  
Transit System ◽  
Transit Systems ◽  
Total Cost ◽  
User Costs ◽  
Transit Services ◽  
Optimized Model ◽  
In Transit

Traditional transit systems are susceptible to unexpected costs and delays due to unforeseen events, such as vehicle breakdowns. The randomness of these events gives the appearance of an imbalance in the number of operating vehicles and of unreliable transit services. Therefore, this paper proposes the queueing theory as a means to characterize the state of any given transit system considering the risk of vehicle breakdowns. In addition, the proposed method is used to create an optimized model for reserve fleet sizes in transit systems, in order to ensure the reliability of the transit system and minimize the total cost of any transit system exposed to the risks of vehicle breakdowns. The optimization is conducted based on the two main characteristics of all bus systems, namely, operator costs and user costs, in both normal and disruptive situations. In addition, the situations in our optimization are generated in scenarios that have a certain degree of probability of experiencing delays. This paper formulates such an optimization model, presents the formulation solution method, and proves the validity of the proposed method.

scholarly journals Resilient Schedule Coordination for a Bus Transit Corridor

2020 ◽  
Vol 2020 ◽  
pp. 1-12
Author(s):  
Xiongfei Lai ◽  
Jing Teng ◽  
Paul Schonfeld ◽  
Lu Ling
Keyword(s):  
Bus Transit ◽  
Schedule Coordination ◽  
Operating Environments ◽  
Transit Services ◽  
Passenger Flows ◽  
Transit Agencies ◽  
Transfer Stations ◽  
Link Travel Time ◽  
Bus Schedule ◽  
In Transit

Providing convenient transit services at reasonable cost is important for transit agencies. Timed transfers that schedule vehicles from various routes to arrive at some transfer stations simultaneously (or nearly so) can significantly reduce wait times in transit networks, while stochastic passenger flows and complex operating environments may reduce this improvement. Although transit priority methods have been applied in some high-density cities, operating delays may cause priority failures. This paper proposes a resilient schedule coordination method for a bus transit corridor, which analyzes link travel time, passenger loading delay, and priority signal intersection delay. It maximizes resilience based on realistic passenger flow volume, whether or not transit priority is provided. The data accuracy and result validity are improved with automatically collected data from multiple bus routes in a corridor. The Yan’an Road transit corridor in Shanghai is used as a case study. The results show that the proposed method can increase the system resilience by balancing operation cost and passenger-based cost. It also provides a guideline for realistic bus schedule coordination.

Use of Planning Support Software in Transit Services

2005 ◽  
Vol 1927 (1) ◽  
pp. 126-136
Author(s):  
Zhong-Ren Peng ◽  
Sarah Hawks ◽  
Kate West
Keyword(s):  
General Trend ◽  
Daily Activities ◽  
Transit Planning ◽  
Planning Support ◽  
Transit Services ◽  
Customer Services ◽  
Transit Agencies ◽  
Support Software ◽  
In Transit ◽  
The U.S

Many U.S. transit agencies have been using planning support software to assist in daily planning, operation, and customer services. However, the literature is not clear about the extent to which transit agencies are using planning support software programs for daily activities. To determine the state of the practice in the use of planning support software in the U.S. transit agencies, a survey was conducted. The survey found that the use of planning support software confirms the general trend in the use of information technology: that is, its use is directly related to the size of the transit agencies. Larger transit agencies tend to use more planning support software, while small agencies do not use that much. Probably one of the most important findings is that many smaller transit agencies consider the purchase and use of planning support software in transit planning, operation, and marketing as unnecessary, especially given the difficulties in obtaining funding, training staff, and hiring and retaining technical support personnel. However, those difficulties are mainly caused by constraints in budgeting and technical staffing issues rather than the undesirability of or the unproved or unrealized benefits related to the use of planning support.

scholarly journals Comparing best-worst and ordered logit approaches for user satisfaction in transit services

2019 ◽  
Vol 130 ◽  
pp. 752-769 ◽  
Author(s):  
Eneko Echaniz ◽  
Chinh Q. Ho ◽  
Andres Rodriguez ◽  
Luigi dell'Olio
Keyword(s):  
User Satisfaction ◽  
Ordered Logit ◽  
Transit Services ◽  
In Transit

Shared Use of Railway Corridors by Public Transit Vehicles

2011 ◽  
Author(s):  
Alexandre J. M. Eyquem ◽  
Joseph Lee Hutchins ◽  
Christopher Taylor ◽  
John Falcetta
Keyword(s):  
Capital Investment ◽  
Transportation Systems ◽  
Point Of View ◽  
Transit Planning ◽  
Distant Future ◽  
The Public ◽  
Public Purpose ◽  
Transit Services ◽  
In Transit ◽  
Transit Routes

As transportation corridors become an ever more important asset, existing rail freight corridors are under increasing pressure to be shared for transit purposes. In defining the expanded corridor use a comprehensive look at factors was undertaken on behalf of Transport Canada by AECOM. Understanding the issues is imperative in navigating this complex subject. In locations where the transit network and expected ridership-generation points are compatible with existing railway networks, the best use of a network of corridors for freight and transit should be one of the first steps in municipal and regional planning. Finding a best use of existing network typically does not happen for two reasons. First, the public entities typically do not observe the complete “freight network” and have a limited stake in its function and complexity. Unlike public roads or transit, public entities tend to look at single opportunities such as little used freight segments, or specific corridors that they can afford to pursue with a specific public purpose. As a result, freight railways often find themselves responding to a specific request for a segment in the context of their network and whether it serve a functional need. Second, the private freight railways similarly do not have opportunity or patience to investigate the public contribution to their networks. The point of view of what might be done if the potential transit services were understood and what it could mean to freight business with capital investment in an improved and/or rationalized freight delivery system may be hard to define, and the benefits may only occur in the distant future. They have a priority to pursue their immediate business model and therefore tend to wait until the public entity comes forward and asks about a specific corridor or opportunity. The issue of assets inventory, rationalization paired with transit planning, is the first step in evaluating efficient transportation systems through urban centres. Furthermore, the ability of some transit vehicles to be used on both on dedicated railway transit corridors, where it makes sense, as well as for street services, provide for greater flexibility in transit networks. What is missing is a review of freight networks from a regional perspective relative to all potential transit routes. The first question to be asked when looking at the freight network of an urban area is: where is it going, why is it going there, and could it be handled more effectively, and if so what are the overall benefits to all parties.

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