Maneuvering Mobility: Measuring Multimodality in New York City’s Selected Transit Hubs

The main purpose of this research is to answer the question of how New York City encourages multimodality through institutional and fare integration and how different transportation hubs within the city service multimodality through physical design. This research is primarily a qualitative study that heavily relies on direct field observations as well as reviews of the relevant literature. The analysis of this thesis is broken down into three main categories of multimodality integration: institutional, fare, and physical. The analysis of physical integration is focused on three transportation hubs: namely the Atlantic Terminal, the Wall Street Ferry Station, and the Harlem 125th Street Station. This thesis finds that New York City is a unique context in the organizations that are active in daily operations of public transportation. This institutional division of operations would consequently lead to low integration. While the presence of different transportation modes are continually present in proximity to each other, the ease of transfer most of the time is coincidental based on density and frequency of service and has little to do with intentional integration

Full Issue 14(4)

il saggio esamina compiutamente la disciplina dell'art. 19 d.lgs. n. 5/200

TRIPDECODER: Study travel time attributes and route preferences of metro systems from smart card data

National Research Foundation (NRF) Singapore under International Research Centres in Singapore Funding Initiativ

Modelling route choice behaviour with incomplete data: an application to the London Underground

This thesis develops a modelling framework for learning route choice behaviour of travellers on an underground railway system, with a major emphasis on the use of smart-card data. The motivation for this topic comes from two respects. On the one hand, in a metropolis, particularly those furnished with massive underground services (e.g. London, Beijing and Paris), severe passenger-traffic congestion may often occur, especially during rush hours. In order to support the public transport managers in taking actions that are more effective in smoothening the passenger flows, there is bound to be a need for better understanding of the passengers’ routing behaviour when they are travelling on such public transport networks. On the other hand, a wealth of travel data is nowadays readily obtainable, largely owing to the widespread implementation of automatic fare collection systems (AFC) as well as popularity of smart cards on the public transport. Nevertheless, a core limitation of such data is that the actual route-choice decisions taken by the passengers might not be available, especially when their journeys involve alternative routes and/or within-station interchanges. Mostly, the AFC systems (e.g. the Oyster system in London) record only data of passengers’ entry and exit, rather than their route choices. We are thus interested in whether it is possible to analytically infer the route-choice information based on the ‘incomplete’ data. Within the scope of this thesis, passengers’ single journeys are investigated on a station basis, where sufficiently large samples of the smart-card users’ travel records can be gained. With their journey time data being modelled by simple finite mixture distributions, Bayesian inference is applied to estimate posterior probabilities for each route that a given passenger might have chosen from all possible alternatives. We learn the route-choice probabilities of every individual passenger in any given sample, conditional on an observation of the passenger’s journey time. Further to this, the estimated posterior probabilities are also updated for each passenger, by taking into account additional information including their entry times as well as the timetables. To understand passengers’ actual route choice behaviour, we then make use of adapted discrete choice model, replacing the conventional dependent variable of actual route choices by the posterior choice probabilities for different possible outcomes. This proposed methodology is illustrated with seven case studies based in the area of central zone of the London Underground network, by using the Oyster smart-card data. Two standard mixture models, i.e. the probability distributions of Gaussian and log-normal mixtures, are tested, respectively. The outcome demonstrates a good performance of the mixture models. Moreover, relying on the updated choice probabilities in the estimation of a multinomial logit latent choice model, we show that we could estimate meaningful relative sensitivities to the travel times of different journey segments. This approach thus allows us to gain an insight into passengers’ route choice preferences even in the absence of observations of their actual chosen routes

Capacity constrained accessibility of high-speed rail

This paper proposes an enhanced measure of accessibility that explicitly considers circumstances in which the capacity of the transport infrastructure is limited. Under these circumstances, passengers may suffer longer waiting times, resulting in the delay or cancellation of trips. Without considering capacity constraints, the standard measure overestimates the accessibility contribution of transport infrastructure. We estimate the expected waiting time and the probability of forgoing trips based on the M/GB/1 type of queuing and discrete-event simulation, and formally incorporate the impacts of capacity constraints into a new measure: capacity constrained accessibility (CCA). To illustrate the differences between CCA and standard measures of accessibility, this paper estimates the accessibility change in the Beijing–Tianjin corridor due to the Beijing–Tianjin intercity high-speed railway (BTIHSR). We simulate and compare the CCA and standard measures in five queuing scenarios with varying demand patterns and service headway assumptions. The results show that (1) under low system loads condition, CCA is compatible with and absorbs the standard measure as a special case; (2) when demand increases and approaches capacity, CCA declines significantly; in two quasi-real scenarios, the standard measure overestimates the accessibility improvement by 14–30 % relative to the CCA; and (3) under the scenario with very high demand and an unreliable timetable, the CCA is almost reduced to the pre-BTIHSR level. Because the new CCA measure effectively incorporates the impact of capacity constraints, it is responsive to different arrival rules, service distributions, and system loads, and therefore provides a more realistic representation of accessibility change than the standard measure

Tampa Bay Region Mass Transportation: Phase II

Tampa Bay Region, Florida Tampa Bay region mass transportation: Phase II. Prepared for the Tampa Bay Regional Planning Council, by Harvey N. Kreisberg. McLean, Va : TRW Systems Group, 1971. With appendixes document

Transportation Hub – H.P.R.U.C [Hub, Park and Ride As the Urban Catalyst]

In urban context, the healthy city must provide easy access to the city dwellers. This project is conducted in Joyoboyo area. The development of Joyoboyo area at presently fails to provide easy access to the pedestrians and mass-transportation’s user. The development of infrastructure without integration between transportation system and the city’s development leads complex problems. Transit Oriented Development (TOD) is one of concepts to perform an integration urban development scheme that maximizes residential, business and leisure space within walking distance of public transport. This project is proposed to design an architectural building within a city planning scheme that employs TOD concepts with several elements, i.e. land use intensity and people’s expectations toward the city’s development concept. The design uses Open-act Architecture and Catalyst Architecture as design approach which focuses on active user’s participation. The method used is city planning design concept with the guide of city space area design elements. This project yields a planning concept in a form of an architectural design illustration which proposes integrated design and planning between transportation system, buildings, open spaces, pedestrian paths, and other existing activities in targeted