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The capacity of transport infrastructure is one of the very important tasks in transport engineering, which depends mostly on the geometric characteristics of road and headway analysis. In this paper, we have considered 14 road sections and determined their efficiency based on headway analysis. We have developed a novel interval fuzzy-rough-number decision-making model consisting of DEA (data envelopment analysis), IFRN SWARA (interval-valued fuzzy-rough-number stepwise weight-assessment-ratio analysis), and IFRN WASPAS (interval-valued fuzzy-rough-number weighted-aggregate sum–product assessment) methods. The main contribution of this study is a new extension of WASPAS method with interval fuzzy rough numbers. Firstly, the DEA model was applied to determine the efficiency of 14 road sections according to seven input–output parameters. Seven out of the fourteen alternatives showed full efficiency and were implemented further in the model. After that, the IFRN SWARA method was used for the calculation of the final weights, while IFRN WASPAS was applied for ranking seven of the road sections. The results show that two sections are very similar and have almost equal efficiency, while the other results are very stable. According to the results obtained, the best-ranked is a measuring segment of the Ivanjska–Šargovac section, with a road gradient = −5.5%, which has low deviating values of headways according to the measurement classes from PC-PC to AT-PC, which shows balanced and continuous traffic flow. Finally, verification tests such as changing the criteria weights, comparative analysis, changing the λ parameter, and reverse rank analysis have been performed. [ABSTRACT FROM AUTHOR]

Advanced driver assistance systems (ADASs) have recently gained popularity as they assist vehicle operators in staying within safe boundaries, helping them thereby to prevent possible collisions. However, despite their success and development, most ADAS use common and deterministic warning thresholds for all drivers in all driving environments. This may occasionally lead to the issuance of annoying inadequate warnings, due to the possible differences between drivers, the changing environments and driver statuses, thus reducing their acceptance and effectiveness. To fill this gap, this paper proposes adaptive algorithms for commonly used warnings based on real-time traffic environments and driver status including distraction and fatigue. We proposed adaptive algorithms for headway monitoring, illegal overtaking, over-speeding, and fatigue. The algorithms were then tested using a driving simulator. Results showed that the proposed adaptive headway warning algorithm was able to automatically update the headway warning thresholds and that, overall, the proposed algorithms provided the expected warnings. In particular, three or four different warning types were designed to distinguish different risk levels. The designed real-time intervention algorithms can be implemented in ADAS to provide warnings and interventions tailored to the driver status to further ensure driving safety. [ABSTRACT FROM AUTHOR]

As the commercialization of maglev trains continues to accelerate, effective improvement of maglev train operation has become a topic for researchers. The train headway of the maglev is the preparation basis for the train timetable and is also an essential factor affecting the line capacity utilization. This paper proposed an approach to estimate the train headway by considering the characteristics of partitioned control of maglev operations. First, we build the tracking model for maglev with the theory of blocking time, in which the train speed profile is the key input source. Then, a customized method is proposed to estimate the minimum headway of maglev trains. According to the experiment, we can effectively obtain the minimum train headway by the approach, and the result of improving the maglev line capacity utilization is verified. [ABSTRACT FROM AUTHOR]

We propose a methodology for optimization of service headway and stop spacing along a low-demand bus route that minimizes operator and user costs. This study develops analytical cost models that are representative of low-demand routes by using negative binomial distribution for passenger demand for boarding and alighting pattern to estimate the probability of stopping and both random and planned arrival of passengers are considered to estimate the waiting time. Pareto optimal solutions obtained using multi-objective evolutionary algorithm, NSGA-II indicate that optimal values of headway and stop spacing are underestimated if optimized based on assumptions typical of high-demand routes which is passenger demand for boarding and alighting at bus stops randomly following a Poisson process. With the aid of the study methodology, transit planners will be able to improve the service utilization and passenger accessibility along an under-performing low demand routes by recommending minimal modifications to the existing route and bus schedule. [ABSTRACT FROM AUTHOR]

Copyright of Riwayat: Educational Journal of History & Humanities is the property of Riwayat: Educational Journal of History & Humanities and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

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. [ABSTRACT FROM AUTHOR]

This paper deals with a simulation assessment of the impact of the introduction of ETCS L2 and L3 on the capacity of railway lines. The simulation itself is carried out in the OpenTrack simulation software, especially in the tool headway calculator. For this research, an infrastructure model has been built, which represents a typical layout of lines and stations in the Czech Republic. By successive modifications of the model, the significance of the impact of the implementation of ATP systems on the capacity of lines can be simulated. In the paper, the influence of the implementation of different application levels of ATP systems on the capacity of railway lines is evaluated. [ABSTRACT FROM AUTHOR]

Timetable stability depends on the regularity of trains. Any deviation from the planned timetable leads to its instability. Railway network characteristics determine the capacities of the transport service. Depending on the capacity calculation method, time components are added to the minimum headway to ensure timetable stability. The UIC 405 method is simple and can be used on all railways. The disadvantage is that the calculations are based on average data. According to the method, the minimum headway consists of the time of the average headway interval, additional time and the buffer time. The additional time is precisely defined by the number of APB sections, while the buffer time is in the average value. When creating the timetable, the goal is optimal utilisation of the infrastructure. If the headway is too long, the capacity is not used, and if it is too short, timetable instability will ensue. Instead of averaging, this work calculates a buffer time that depends on the ratio of the travel time of the previous and the following trains. In this way, the headway is optimised and the calculation of the UIC 405 method is improved.

Modern smartphones differ vastly from classic cellphones with enormous capabilities, changing cellphones from making phone calls and short messages to pocket-sized computers with full internet connectivity. The downside of modern phone evolution is changing drivers' behavior and phone usage addiction. Several researchers have investigated the safety implications of phone usage while driving on accidents risk. Nevertheless, the effect of phone usage on the performance of traffic facilities did not receive equal attention.Hence, this research aims to study the impact of smartphone usage on traffic signal operations. The parameters considered in the study were drivers' activity while waiting at the signal, startup lost time, and saturation flow rate. The study team covered 25 intersections in the study area, observed the activities of over 6800 drivers while waiting at the signal, and recorded their corresponding discharge headways. The study team then supplemented field data with a behavioral survey questionnaire for drivers living in the study area to interpret field observations. Finally, the collected data were processed and analyzed, resulting in mathematical models for the relationship between the reduction in saturation flow rate and the red time interval.The team found two primary conclusions. The study's first finding was that the traditional concept for estimating startup lost time adopted by the highway capacity manual (HCM) appears inaccurate. The field results revealed that the lost times caused by other distracted drivers upstream in the queue were comparable to the estimated startup lost time following the HCM method for estimating startup lost time. The second finding was that the reduction in saturation flow rate at the traffic signal is an exponential function of the red time interval, reducing the overall capacity for the intersection and increasing the average delay. Finally, the authors suggest mitigating the problem and making recommendations for future research.

This paper deals with a simulation assessment of the impact of the introduction of ETCS L2 and L3 on the capacity of railway lines. The simulation itself is carried out in the OpenTrack simulation software, especially in the tool headway calculator. For this research, an infrastructure model has been built, which represents a typical layout of lines and stations in the Czech Republic. By successive modifications of the model, the significance of the impact of the implementation of ATP systems on the capacity of lines can be simulated. In the paper, the influence of the implementation of different application levels of ATP systems on the capacity of railway lines is evaluated.

Modern smartphones differ vastly from classic cellphones with enormous capabilities, changing cellphones from making phone calls and short messages to pocket-sized computers with full internet connectivity. The downside of modern phone evolution is changing drivers' behavior and phone usage addiction. Several researchers have investigated the safety implications of phone usage while driving on accidents risk. Nevertheless, the effect of phone usage on the performance of traffic facilities did not receive equal attention. Hence, this research aims to study the impact of smartphone usage on traffic signal operations. The parameters considered in the study were drivers' activity while waiting at the signal, startup lost time, and saturation flow rate. The study team covered 25 intersections in the study area, observed the activities of over 6800 drivers while waiting at the signal, and recorded their corresponding discharge headways. The study team then supplemented field data with a behavioral survey questionnaire for drivers living in the study area to interpret field observations. Finally, the collected data were processed and analyzed, resulting in mathematical models for the relationship between the reduction in saturation flow rate and the red time interval. The team found two primary conclusions. The study's first finding was that the traditional concept for estimating startup lost time adopted by the highway capacity manual (HCM) appears inaccurate. The field results revealed that the lost times caused by other distracted drivers upstream in the queue were comparable to the estimated startup losttime following the HCM method for estimating startup lost time. The second finding was that the reduction in saturation flow rate at the traffic signal is an exponential function of the red time interval, reducing the overall capacity for the intersection and increasing the average delay. Finally, the authors suggest mitigating the problem and making recommendations for future research. [ABSTRACT FROM AUTHOR]

• Distracted driving poses one of the most difficult challenges to ensuring a safe and efficient transportation system. Safety has been thoroughly explored in terms of distracted driving. However, impacts on traffic operations have received minimal research attention. • New Florida laws are prohibiting cellphone usage while driving but is allowed when the vehicle is stationary which may result in increased cellphone use at red lights. This research aims to quantify how distracted left turning drivers impact operations at signalized intersections. • Field data were collected from six (6) intersections, studying different land uses and lane configurations during periods of high demand. • 87% of all drivers were distracted with 28% were distracted by cell phone usage. Motorists in residential & school land use were more cautious near school zones. In contrast, motorists in mixed land use tend to be more distracted by the commercial and tourist areas. • The TOD analysis showed that the distractions increased the headway by 40%, 37%, and 43% during the AM, MD and PM peak hours, respectively. Conversely, the overall distractions results showed that the base headway increased by 40% resulting in reducing the intersection's capacity by 30%. Distracted driving represents a serious obstacle to maintaining an efficient transportation system. The safety impacts of distracted driving had been thoroughly explored. However, the traffic operations impact has received less attention. Few studies addressed distracted driving behaviors in through lanes, but less focus has been provided on the left turners. The goal of this study is to fill this gap in the research and address the impact of distracted driving for left turners on traffic operations at signalized intersections. Field data were collected from six (6) intersections, with thousands of observations analyzed in Orange County, Florida, studying different land use, lane configurations, and peak periods. The results demonstrated that 87% of all drivers were distracted. 28% were distracted by cell phone usage and showed significant effect only during the AM peak. During the PM peak, talking to passengers and dashboard categories were significant. In all peak periods, the category of "not identified" distractions was dominant (48%), indicating drivers not paying attention and staring through the windshield. Drivers in the first row in the queue experienced more distractions in the PM peak than in the AM peak. Motorists in residential & school land use had lower headway than those in mixed land use. This can be attributed to motorists' cautious driving behavior due to the existence of school zones and pedestrian crossings. In contrast, motorists in mixed land use tend to be more distracted by the commercial and tourist areas. The statistical models demonstrated that the overall effect of distracted drivers in the left lanes on the discharge headway at signalized intersections is significant. The TOD analysis showed that the distractions increased the headway by 40%, 37%, and 43% during the AM, MD and PM peak hours, respectively. Conversely, the overall distractions model results showed that the base headway increased by 40% resulting in reducing the intersection's capacity by 30%. [ABSTRACT FROM AUTHOR]

Transportation has an important role in people's lives, where the rate of population growth is getting higher, which results in an increase in people's need for transportation. This can increase the use of public transport transportation; this problem is closely related to the traffic flow network, especially in the city of Makassar in the Tamalanrea sub-district. The application of the feeder transport line in the city of Makassar is one form of solution to the problems that occur in the city of Makassar, namely the traffic flow network. Based on the results of the planning of the Feeder Transport Route Model, the route that has been researched can be a solution to reduce congestion on the main road, where public transportation types Metromini can be diverted to local routes with planned routes and road types, which can meet the type of public transport Metromini. For public perception, it is more dominant to agree if the feeder system is implemented in Makassar. The purpose of this study was to determine the performance of feeder transport if applied in the city of Makassar. It can be seen from the number of conflicts that have occurred due to the increasing number of public transport vehicles on the main roads of the city of Makassar. [ABSTRACT FROM AUTHOR]

Even before the start of the COVID-19 pandemic, bus ridership in the United States had attained its lowest level since 1973. If transit agencies hope to reverse this trend, they must understand how their service allocation policies affect ridership. This paper is among the first to model ridership trends on a hyper-local level over time. A Poisson fixed-effects model is developed to evaluate the ridership elasticity to frequency on weekdays using passenger count data from Portland, Miami, Minneapolis/St-Paul, and Atlanta between 2012 and 2018. In every agency, ridership is found to be elastic to frequency when observing the variation between individual route-segments at one point in time. In other words, the most frequent routes are already the most productive in terms of passengers per vehicle-trip. When observing the variation within each route-segment over time, however, ridership is inelastic; each additional vehicle-trip is expected to generate less ridership than the average bus already on the route. In three of the four agencies, the elasticity is a decreasing function of prior frequency, meaning that low-frequency routes are the most sensitive to changes in frequency. This paper can help transit agencies anticipate the marginal effect of shifting service throughout the network. As the quality and availability of passenger count data improve, this paper can serve as the methodological basis to explore the dynamics of bus ridership.

The capacity of transport infrastructure is one of the very important tasks in transport engineering, which depends mostly on the geometric characteristics of road and headway analysis. In this paper, we have considered 14 road sections and determined their efficiency based on headway analysis. We have developed a novel interval fuzzy-rough-number decision-making model consisting of DEA (data envelopment analysis), IFRN SWARA (interval-valued fuzzy-rough-number stepwise weight-assessment-ratio analysis), and IFRN WASPAS (interval-valued fuzzy-rough-number weighted-aggregate sum–product assessment) methods. The main contribution of this study is a new extension of WASPAS method with interval fuzzy rough numbers. Firstly, the DEA model was applied to determine the efficiency of 14 road sections according to seven input–output parameters. Seven out of the fourteen alternatives showed full efficiency and were implemented further in the model. After that, the IFRN SWARA method was used for the calculation of the final weights, while IFRN WASPAS was applied for ranking seven of the road sections. The results show that two sections are very similar and have almost equal efficiency, while the other results are very stable. According to the results obtained, the best-ranked is a measuring segment of the Ivanjska–Šargovac section, with a road gradient = −5.5%, which has low deviating values of headways according to the measurement classes from PC-PC to AT-PC, which shows balanced and continuous traffic flow. Finally, verification tests such as changing the criteria weights, comparative analysis, changing the λ parameter, and reverse rank analysis have been performed.

Advanced driver assistance systems (ADASs) have recently gained popularity as they assist vehicle operators in staying within safe boundaries, helping them thereby to prevent possible collisions. However, despite their success and development, most ADAS use common and deterministic warning thresholds for all drivers in all driving environments. This may occasionally lead to the issuance of annoying inadequate warnings, due to the possible differences between drivers, the changing environments and driver statuses, thus reducing their acceptance and effectiveness. To fill this gap, this paper proposes adaptive algorithms for commonly used warnings based on real-time traffic environments and driver status including distraction and fatigue. We proposed adaptive algorithms for headway monitoring, illegal overtaking, over-speeding, and fatigue. The algorithms were then tested using a driving simulator. Results showed that the proposed adaptive headway warning algorithm was able to automatically update the headway warning thresholds and that, overall, the proposed algorithms provided the expected warnings. In particular, three or four different warning types were designed to distinguish different risk levels. The designed real-time intervention algorithms can be implemented in ADAS to provide warnings and interventions tailored to the driver status to further ensure driving safety.

Empirical observation, controlled experiments, and pedestrian dynamics models are used to research pedestrian movement. These studies rely on single-file fundamental diagrams. Experiments were conducted in Ghana, and African students in China and Germany undertook experiments (Seyfried et al., 2005) [1]. Different groups of pedestrians were tested, and then told the entrance group conducted three corridor rotations. A t-test and z-test were employed to compare all measurement findings statistically. The study found significant spatial and cultural implications on single-file pedestrian travel. African pupils in China have an R2 of 0.63 (63%), while Ghanaians have an R2 of 0.77 (77%). Both groups are African, suggesting that location influences single-file pedestrian principles. According to a comparable study, Indian and German pedestrian fundamental diagrams [2,3], German and Brazil [4,5] show considerable variances. This research examines whether locations and culture affect single-file pedestrian travel.

The evolution of headways (time intervals between consecutive vehicles) is an important performance indicator of public transportation systems. In this paper, we develop a data processing system that processes the expected arrival time data provided by the corresponding APIs of Madrid and London bus public transport systems with the aim of modeling and supervising their evolution along the time to detect their operational anomalies. By employing only estimates of the time headways between buses, we construct joint statistical modeling along the time of these headways within a stochastic process framework. Then, this model is employed to design a deviation detection procedure that provides a simple and adjustable anomaly detection scheme, as well as a complementary index for assessing the overall Quality of Service (QoS) provided by the operator. The proposed adjustable system can be easily tuned by managers or operators for online anomaly detection, which is an important asset to increase the efficiency of bus transportation services. [ABSTRACT FROM AUTHOR]

Bus bunching in public transport is the concentration of similar buses having different schedules to a common time point. The reason for this phenomenon is variations existing in the bus operation as earliness and lateness. Bus bunching has the consequence of reduced service reliability concerning both passengers and operators. A zero bunching state is vital for enhancing the usage of public transport where the buses operate with utmost schedule adherence. Two generally adopted strategies for solving bus bunching are a schedule-based strategy which provides slack time in a timetable to address late running and fixed departure time for the early operations, and a headway-based strategy that maintains headway between buses. Bus bunching due to multiple origins is a special case in which common tactics cannot effectively control a bunching tendency that arises at the entry point. The operation schedules of multiple origins must be so designed that a state of zero bus bunching can be ensured while buses from different origins reach the entry points. This article presents a model of a multiple-origins public transport network as a combination of origins, routes and entry points, developed in the search for achieving a zero bunching state in the operation beyond an entry point. The origins are modelled based on the entry-point variables. The routes are modelled based on the running time, departure time, arrival time, and dwell time. The entry points are modelled based on route and entry-point variables. Redesigning route schedules based on the entry-point characteristics and an appropriate slack time implementation are proposed and observed to be suitable for overcoming bunching in a multiple-origins bus operation. [ABSTRACT FROM AUTHOR]

Kereta Rel Listrik atau KRL menjadi moda transportasi baru di jalur Yogyakarta – Solo. KRL adalah kereta yang ramah lingkungan karena menggunakan listrik sebagai sumber energinya. Daya listrik yang digunakan KRL disuplai melalui sistem catenary 1500 VDC dari gardu traksi. Keunggulan lain selain ramah lingkungan, KRL dapat mengangkut penumpang dalam jumlah banyak, namun di masa pandemi ini KRL harus membatasi jumlah penumpang untuk menggurangi kerumunan di dalam kereta. Upaya untuk mengatasi hal tersebut adalah dengan menambah jadwal pemberangkatan kereta. Penambahan jadwal pemberangkatan harus mempertimbangkan dalam berbagai aspek, salah satunya adalah suplai daya listrik dari gardu traksi harus cukup untuk kebutuhan KRL yang melintas. Tujuan dari penelitian ini untuk mengetahui kemampuan maksimal gardu traksi Yogyakarta – Solo terhadap pembebanan KRL yang melintas. Penelitian dilakukan dengan mengumpulkan data teknis terkait KRL dan gardu traksi, kemudian dilakukan perhitungan kapasitas yang dibutuhkan gardu traksi dengan parameter perhitungan beban puncak berdasarkan arus maksimum dan penyempitan headway. Hasil perhitungan kapasitas gardu akan dibandingkan dengan kapasitas yang tersedia di gardu traksi. Hasil dari penelitian gardu traksi Jogja – Solo mampu menyuplai beban KRL hingga headway 12 menit secara terus menerus dan headway 7,5 menit selama dua jam. Gardu traksi Jogja – Solo tidak mampu menyuplai beban KRL dengan headway 5 menit.

Most congestion occurs at intersections. Increasing the intersection capacity is crucial to alleviate the congestion. Saturation flow rate (SFR) is the basis for capacity calculation. SFR depends on many factors, and the guidelines sketched in the highway capacity manual can be applied. Most SFR are defined at the stop-line. The vehicles depart from the stop-line, enter the intersection, and exit from the outlet of the intersection. In a congestion scenario, vehicles would compete with each other before leaving the intersection and even get stuck within the intersection. The flow rate at the outlet thus decreased, and as a result, the theoretical capacity based on conventional SFR cannot be achieved. The manuscript defines a concept called OSFR (outlet saturation flow rate) to reflect the influence of the game behavior at the outlet and proposes a model that generates the OSFR. The model divides the vehicle’s movement into three parts: departure from the stop-line, drive along its trajectory, and finally exist from the outlet with game behavior with other drivers. A game model for outlet lane-choosing is proposed. Based on empirical data, the stop-line headway distribution model, speed model, and payoff function involved in the model were calibrated. The results show that the proposed model can generate real-world OSFR distributions. This model can effectively describe the invisible interaction between vehicles and can be used to get the outlet headway distribution in the case of mismatched lanes number.

Congestion is one of problems that must be solved by the Government of Bandung City. One of the projects are improving the public transport sector. Trans Metro Bandung (TMB) is one of public transport at Bandung. People’s interest to use TMB is very low. This happens because TMB does not have a reliable bus schedule. The focus of this study is to build a TMB’s corridor 2 schedule with headway based on the current passenger condition. The headway is determined using the max load method. This study will compare the current headway target set by TMB with the headway based on the passenger arriving pattern. After that, the schedule which is made from the choosen headway will be simulated. This study shows that the current headway set by Trans Metro Bandung management is better. Simulation shows that schedule can reduce passenger average waiting time quite significant.

Copyright of Journal of Beijing University of Technology is the property of Journal of Beijing University of Technology, Editorial Department and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Journal of Tikrit University for Humanities is the property of Republic of Iraq Ministry of Higher Education & Scientific Research (MOHESR) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This paper presents a mathematical model to optimize zonal demand responsive transit (DRT) considering heterogeneous environment (i.e., community boundary, land use, demand distribution, line-haul travel time, etc.) under the advent of Mobility-as-a-Service (MaaS). Since most previous models over-simplified conditions of the DRT service area, we propose a new modeling approach to formulate the operator and user costs. Passengers with varied expectations of vehicle arrival time at a drop-off location are considered. The average cost is minimized through optimizing service zone areas and associated headways subject to practical constraints (i.e., policy headway and vehicle capacity). A real-world region in the City of Calgary, Canada, is applied to demonstrate the applicability of the model. The impact of real-time vehicle arrival information to the optimal solution is assessed. The relationship between system parameters (i.e., line-haul travel time, demand density, vehicle capacity, and passenger composition, etc.) and the optimized solutions (i.e., zone area, headway, and costs) is explored through the sensitivity analysis. [ABSTRACT FROM AUTHOR]

In suburban areas where the demand is not high enough, the fixed-route buses usually operate with infrequent services, which increase the cost of waiting transit services for fixed-route service users. For those low demand regions, flexible-route bus operations with doorstep services, which operate with flexible routes, flexible schedules, and smaller vehicles, can be a feasible alternative. This study formulates the social welfare for flexible-route bus operations under various financial constraints, seeking to jointly optimize the headway, fare, and zone size. Elastic demand functions are constructed as a part of problem formulations. Unlike many previous studies, this study does not presume the shape of the zone, so that the flexible-route bus services can be designed according to the geographical conditions in the regions. Moreover, the amount of subsidy for financially constrained policy is calculated based on the actual demand although many previous studies used the potential demand to calculate the subsidy amount. Numerical analyses are explored to evaluate and compare system-wide welfares for different financial perspectives, i.e., no financial constraint, break-even policy, and subsidized policy. The solution optimality for constrained nonlinear optimization problems is verified using analytical optimization or the Karush-Kuhn-Tucker (KKT) conditions. It is found that the welfare of subsidized transit operations is located between the welfare amounts of unconstrained and break-even cases; this finding of welfare variations over subsidy amounts can be a helpful resource for transportation mobility analysts in determining the appropriate service quality and the corresponding amount of subsidy. Sensitivity analyses are presented to explore the system-wide welfare with respect to critical input parameters, including a comprehensive analysis of the unit cost of bus operations, which offers implications toward Mobility-as-a-Service (MaaS) planning. [ABSTRACT FROM AUTHOR]

Each variation in public transportation system has a direct effect on passengers travel time. It’s due to the integrated, direct and continuous relationship between passengers and public transportation system. In addition to, reduction in travel and waiting time for passengers will increase the use of public transport systems in a metropolitan. On the other hand, now a days, using simulation software, is one of the strongest and most acceptable tools for traffic analysis. In this study the AIMSUN (Advanced Interactive Microscopic Simulator for Urban and non-urban) and Legion software has been used for simulation of pedestrian travel time between a group of urban subway stations from Gheitarieh to Shahid Haqqani. The pedestrian flow in each station, waiting time, boarding, alight and travel time inside the vehicle has been considered too. According to the current schedule of trains, sum of the waiting time for pedestrian will be 15% more than the schedule with 5 minutes headway. Also the 4 minutes headway will cause the 45% decrease in passengers waiting time.

Beberapa tahun belakangan ini pemerintah sedang gencar mengajak masyarakat untuk menggunakan transportasi umum bagi seluruh penduduk daerah di Indonesia. Mattson dkk. (2021) berpendapat sudah bahwa transportasi dan aksesibilitas di desa lebih luas dan kompleks persoalan transportasinya. Oleh karena itu penelitian ini dilakukan untuk mengukur pelayanan jasa angkutan pedesaan dalam rangka meningkatkan kinerja transportasi umum di Kabupaten Pringsewu. Metode yang digunakan adalah mixed method, yakni menggabungkan data kuantitatif dan data kualitatif dalam satu waktu (Creswell, 2014). Yaitu data dianalisis secara kuantitatif dan selanjutnya dijelaskan berdasarkan kondisi existing serta dugaan sementara. Data yang digunakan adalah data primer dan sekunder. Data primer diperoleh melalui survei lapangan pada empat trayek angkutan pedesaan yang ada di Kabupaten Pringsewu untuk mendapatkan data faktor beban, kecepatan kendaraan, waktu tunggu, waktu perjalanan, frekuensi/jam, dan jumlah kendaraan yang beroperasi dari tiap rute. Selanjutnya data tersebut dievaluasi dan diberikan penilaian berdasarkan kesesuaian indikator berdasarkan standar penilaian dari Direktorat Jenderal Perhubungan Darat Kementerian Perhubungan. Data Sekunder diperoleh dari publikasi Badan Pusat Statistik, dokumen resmi, situs web resmi pemerintah. Hasil analisis menunjukkan bahwa pelayanan angkutan pedesaan di kabupaten Pringsewu, berada di bawah standar ideal (70%), dengan rata-rata faktor muat 40—50% yang termasuk dalam kategori buruk. Hal ini diestimasi dipengaruhi oleh beberapa faktor yakni tingkat rendahnya load factor dan headway. Rekomendasi yang diajukan adalah perlunya dilakukan upaya untuk penambahan headway dan peningkatan kecepatan waktu perjalanan serta mengurangi frekuensi perjalanan untuk meningkatkan kinerja angkutan.

Problem. Currently, there is no universal approach to improve the efficiency of the urban public transport operation. Different methods are used during the estimation of public transport operation cost and the quality of services for the passengers. It makes actual the development of the target function which will allow assessing the carrier cost and passenger expenditures, and therefore find the balance between the interests of these parties of the transportation process. Thus, the alternative to the existing approaches can be created and then used to organize passenger transportation and improve transport enterprise management. Development of this alternative is the actual task as the new target function will open the horizon to improve the methods of organization of public transport operation. Goal. The new approach to optimize the costs of public transport operation needs to be tested for the appropriateness for the planning of passenger service in cities. Methodology. The developed target function was derived as the result of the analysis of the economic and social factors influencing the efficiency of the urban public transport operation. Results. The use of the developed target function allows finding the optimal values of cost components for the passenger and the carrier. Originality. The obtained function to optimize the performance of public transport allows reducing the costs of suboptimal use of vehicles capacity, suboptimal allocation of the vehicles to the routes and the irrational organization of vehicles operating on the routes. Practical value. The results of the research clarify the controlled and uncontrolled parameters of the public transport system operation.

Problem. Currently, there exist two main types of service on public transport routes – headway-based and timetable-based. They differ by the frequency of service at the stops and by the information available for passengers. The required frequency of service significantly affects transport operator costs and passenger travel time which, in turn, influences the cost for a passenger. One of the ways to reduce costs for both parties of the transportation process is to make a reasonable choice of the type of service or switch between the types during the day depending on the passenger flow volume. Goal. In the paper, to justify the choice of between the types of service, the cost of public transport vehicles operation and the losses of passenger travel times are taken into account. Methodology. The developed way of making a choice about the type of service allows increasing the efficiency of urban public transport due to reducing the passenger waiting time by switching from the headway-based service in rush hours to timetable-based service in the periods of passenger flow volume decline. Results. The relationship allowing making a decision about the type of service on the route is developed. It allows to correctly introduce the type of service which will ensure the balance between the transport operator and passenger costs. Originality. The developed approach to make a decision on the type of service allows reducing the passenger waiting time by switching from headway-based service in rush hours to the timetable-based service in the periods of decline in passenger flow volume during the day. Practical value. The results of the research based on the survey data allowed estimating the numerical value of the headway at which it is expedient to switch to the timetable-based service.

This paper evaluates the capacity effect of ERTMS/ETCS Hybrid Level 3 (HL3, also known as Hybrid Train Detection, HTD) on a conceptual level by looking at a scenario with two trains and on a network level. Key performance indicators help evaluate the results of implementing HL3: headway for the conceptual model and capacity utilization and punctuality for the network level. The study uses the simulation tool RailSys for both levels. A case study on the interaction between two trains examines how various lengths of virtual blocks affect the performance indicator headway. The network scale simulations use a real-world infrastructure and a complete timetable. Two cases examine how the performance indicators capacity utilization and punctuality are affected by the share of Level 2 and Level 3 trains in a HL3 system. Results from the conceptual two-train interaction show that HL3 slightly improves the headway, but it is similar for varying virtual block lengths. The results from the network model indicate the share of Level 2 and Level 3 trains has minimal effect on punctuality and capacity utilization. However, we identified some factors influencing the HL3 capacity evaluation, like stations and switches on the line, that affect the potential capacity gains. [ABSTRACT FROM AUTHOR]

• • Cost efficiency analysis of vehicle technologies for semi-flexible transit. • • Total system cost estimated includes operator, user, and environmental costs. • • Diesel and battery-electric vehicle technology evaluated for three vehicle sizes. • • Optimal values of service headway and slack time are identified. • • Analysed sensitivity to charging speed, demand, and battery capacity. In low-demand areas, semi-flexible transit system (SFT) operated by battery electric vehicles (BEVs) can reduce operational costs and achieve zero emissions, allowing SFT to be used more widely, and transit agencies to benefit more significantly. This paper is aimed at analyzing the effect of the additional requirements of BEVs on the cost efficiency of SFT services while considering different headways and slack time to accommodate route-deviation. Analytical models are used for detailed estimation of the total cost, including operator, user, and environmental costs, allowing a comparison with internal combustion engine (ICEV) vehicle technology, and three vehicle sizes: minivans, standard vans, and minibuses. Study results can be used to evaluate budget requirements to upgrade an existing ICEV based standard bus service along an underperforming low demand route to a BEV based SFT service. The application of the proposed methodology is demonstrated for a low-demand bus route in Regina, Canada. [ABSTRACT FROM AUTHOR]

The car following behaviour of a driver is the process of following the drivers’ creation of an adjustment in the leading vehicle behaviour. In a condition, where the traffic volume is in a free-flowing situation, the selection of vehicles speed is typically limited by some factors such as weather conditions, lighting, and road geometry features. This study aims to investigate the effects of climates on driver’s car following behaviour and speed flow relationships for highways in Kuwait. The case study was conducted at Road 40 in Kuwait using RTMS Sx-300 device, which is known as a radar device particularly used for monitoring traffic. The data was gathered in the period from 29th December 2018 to 5th January 2019 in winter. MATLAB code was written to analyse and classify the gathered data. Then, the models were built using R-software. The study depicts that nearly 24.87% of the vehicles move between 60 km/h and 69 km/hour. Additionally, the vehicles were segmented according to their types, i.e., Truck, Small-, Medium-, and Large-Sized Cars, in order to find the impact of following pattern on the vehicle average. It has been found that no significant association remains amidst the type of following pattern and the headway. Ultimately, a liner regression of data was developed to calculate a liner equation that shows the average headway as an element of speed for sixteen diverse following patterns. It has been recognized that an association could be supposed in mediumsized and small-sized vehicles. It has been observed that headway average could be placed in a linear equation for large, medium, and small as well as truck vehicles. It is worthy denoting that when data is bigger, the exactitude of a study is enhanced. Findings from each model of liner regression have more than 80% confidence level. The models of regression are deliberated as statistically significant, where the R (square) figures lie amidst 0.99 till 0.6. As per the findings, speed is the key influencing factor for headway value. The type of car does affect headway with drivers behind Heavy Good Vehicles and cars at the similar speed. According to the data, cars are identified to keep more headway when behind Heavy Good Vehicles in contrast with when behind other cars. These results will help the drivers understand their behaviour associated with car crashes, thus, increasing road safety awareness and reducing traffic congestion in Kuwait. [ABSTRACT FROM AUTHOR]

The efficient scheduling of train running is fundamental to operational planning of train movement in the passenger-based transportation industry. The timetable determines the availability of transport services across time & space. It also indicates the need of supporting infrastructures like rolling stock, train control system, traction system, and manpower. The rationalization of the timetable may profoundly affect the efficiency of the operator by optimizing the need for supporting infrastructure. Timetable rationalization in an urban rail transit system is considered with the two aims, first is human intervention to meet up the rising passenger demand in form of ridership. Second is lowering the operational expenditure in terms of energy consumption during train operation. A data-based exploratory case study of Delhi Metro line-2 is used to demonstrate the performance of the proposed approach. This paper presents an overview of the initiatives adopted in Delhi Metro Rail Corporation to ameliorate the train schedule and timetable by adopting innovative ways like matching supply with demand, real-time monitoring of demand for necessary intervention in the timetable of the day, coasting or energy-saving mode of operations in Automatic Train Operation, dwell time optimization, and interlacing of high-capacity trains during peak hours.

There is evidence that drivers' behaviour adapts after using different advanced driving assistance systems. For instance, drivers' headway during car-following reduces after using adaptive cruise control. However, little is known about whether, and how, drivers' behaviour will change if they experience automated car-following, and how this is affected by engagement in non-driving-related tasks (NDRT). The aim of this driving simulator study, conducted as part of the H2020 L3Pilot project, was to address this topic. We also investigated the effect of the presence of a lead vehicle during the resumption of control, on subsequent manual driving behaviour. Thirty-two participants were divided into two experimental groups. During automated car-following, one group was engaged in an NDRT (SAE Level 3), while the other group was free to look around the road environment (SAE Level 2). Both groups were exposed to Long (1.5 s) and Short (.5 s) Time Headway (THW) conditions during automated car-following, and resumed control both with and without a lead vehicle. All post-automation manual drives were compared to a Baseline Manual Drive, which was recorded at the start of the experiment. Drivers in both groups significantly reduced their time headway in all post-automation drives, compared to a Baseline Manual Drive. There was a greater reduction in THW after drivers resumed control in the presence of a lead vehicle, and also after they had experienced a shorter THW during automated car-following. However, whether drivers were in L2 or L3 did not appear to influence the change in mean THW. Subjective feedback suggests that drivers appeared not to be aware of the changes to their driving behaviour, but preferred longer THWs in automation. Our results suggest that automated driving systems should adopt longer THWs in car-following situations, since drivers' behavioural adaptation may lead to adoption of unsafe headways after resumption of control. [ABSTRACT FROM AUTHOR]

Even before the start of the COVID-19 pandemic, bus ridership in the United States had attained its lowest level since 1973. If transit agencies hope to reverse this trend, they must understand how their service allocation policies affect ridership. This paper is among the first to model ridership trends on a hyper-local level over time. A Poisson fixed-effects model is developed to evaluate the ridership elasticity to frequency on weekdays using passenger count data from Portland, Miami, Minneapolis/St-Paul, and Atlanta between 2012 and 2018. In every agency, ridership is found to be elastic to frequency when observing the variation between individual route-segments at one point in time. In other words, the most frequent routes are already the most productive in terms of passengers per vehicle-trip. When observing the variation within each route-segment over time, however, ridership is inelastic; each additional vehicle-trip is expected to generate less ridership than the average bus already on the route. In three of the four agencies, the elasticity is a decreasing function of prior frequency, meaning that low-frequency routes are the most sensitive to changes in frequency. This paper can help transit agencies anticipate the marginal effect of shifting service throughout the network. As the quality and availability of passenger count data improve, this paper can serve as the methodological basis to explore the dynamics of bus ridership. [ABSTRACT FROM AUTHOR]