Passenger transmission and productiveness of transit lines with high loads

Deterministic transit capacity analysis applies to planning, design and operational management of urban transit systems. The Transit Capacity and Quality of Service Manual (1) and Vuchic (2, 3) enable transit performance to be quantified and assessed using transit capacity and productive capacity. This paper further defines important productive performance measures of an individual transit service and transit line. Transit work (p-km) captures the transit task performed over distance. Passenger transmission (p-km/h) captures the passenger task delivered by service at speed. Transit productiveness (p-km/h) captures transit work performed over time. These measures are useful to operators in understanding their services’ or systems’ capabilities and passenger quality of service. This paper accounts for variability in utilized demand by passengers along a line and high passenger load conditions where passenger pass-up delay occurs. A hypothetical case study of an individual bus service’s operation demonstrates the usefulness of passenger transmission in comparing existing and growth scenarios. A hypothetical case study of a bus line’s operation during a peak hour window demonstrates the theory’s usefulness in examining the contribution of individual services to line productive performance. Scenarios may be assessed using this theory to benchmark or compare lines and segments, conditions, or consider improvements

Magnetic Field Effect in Josephson tunneling between d-Wave Superconductors

The magnetic field effect in the Josephson tunneling between two d-wave superconductors are investigated. When the crystal orientation of one (or each) superconductor relative to the interface normal is such that midgap states exist at the interface, there is a component of the tunneling current due to the midgap states. For a junction with a flat {001}|{110} or {100}|{110} interface, this component is the predominant contribution to the current. The predicted current-field dependence differs entirely from the conventional Fraunhofer pattern, in agreement with a published measurement. This is because, apart from the Fraunhofer factor, the critical current depends on the magnetic field B through the current density also which is a linear function of B for weak B.Comment: 5 pages, 2 figure

The mechanism of sputter-induced orientation change in YBCO films on MgO (001)

The mechanisms of the sputter-induced orientation change in YBa{sub 2}Cu{sub 3}O{sub 7{minus}x}(YBCO) films grown on MgO (001) substrates by pulsed organometallic beam epitaxy (POMBE) are investigated by x-ray diffraction. Rutherford backscatter spectroscopy (RBS), cross-section TEM (XTEM) and microanalysis. It is found that the W atom implantation concurring with the ion sputtering plays an important role in effecting the orientation change. This implantation changes the surface structure of the substrate and induces an intermediate layer in the initial growth of the YBCO film, which in turn acts as a template that induces the orientation change. It seems that the surface morphology change caused by ion sputtering has only a minor effect on the orientation change

New methodology for optimizing transit priority at the network level

A new methodology for optimizing transit road space priority at the network level is proposed. Transit vehicles carry large numbers of passengers within congested road space efficiently. This aids justification of transit priority. Almost all studies that have investigated transit priority lanes focus at a link or an arterial road level, and no study has investigated road space allocation for priority from a network perspective. The aim of the proposed approach is to find the optimum combination of exclusive lanes in an existing operational transport network. Mode share is assumed variable, and an assignment is performed for both private and transit traffic. The problem is formulated by using bilevel programming, which minimizes the total travel time. The approach is applied to an example network and the results are discussed. The approach can identify the optimal combination of transit priority lanes and achieve the global optimum of the objective function. Areas for further development are discussed

Dense, mixed-use, walkable urban precinct to support sustainable transport or vice versa? A model for consideration from Perth, Western Australia

Within the majority of the literature on sustainable transport, it is accepted as ideal to arrange new urban growth in close proximity to major public transit services. While the literature on this subject of transit-oriented developments (TOD) is positive and optimistic, for the most part such assertions are conjectural. This article will attempt to fill this gap by revealing a modeling process undertaken for a local area's reurbanization project to understand the potential and limitations of several modes of transport to support the increased activity density in the precincts. Several of the most standardized policy levers were employed, such as parking ratios and mix of use and building height, and contrasted with the trip generation and transit mode's hourly capacity to reveal potential real-estate yields. The outcomes indicate not only the immediate yields but also the capacity for urban transformation due to each level of sustainable transport investments. The model is unique in that the capacity, parking ratios, and assumptions are highly transparent

Inequitable walking conditions among older people: examining the interrelationship of neighbourhood socio-economic status and urban form using a comparative case study

<p>Abstract</p> <p>Background</p> <p>Supportive neighbourhood walking conditions are particularly important for older people as they age and who, as a group, prefer walking as a form of physical activity. Urban form and socio-economic status (SES) can influence neighbourhood walking behaviour. The objectives of this study were: a) to examine how urban form and neighbourhood SES inter-relate to affect the experiences of older people who walk in their neighbourhoods; b) to examine differences among neighbourhood stakeholder key informant perspectives on socio-political processes that shape the walkability of neighbourhood environments.</p> <p>Methods</p> <p>An embedded comparative case study examined differences among four Ottawa neighbourhoods that were purposefully selected to provide contrasts on urban form (inner-urban versus suburban) and SES (higher versus lower). Qualitative data collected from 75 older walkers and 19 neighbourhood key informants, as well as quantitative indicators were compared on the two axes of urban form and SES among the four neighbourhoods.</p> <p>Results and discussion</p> <p>Examining the inter-relationship of neighbourhood SES and urban form characteristics on older people's walking experiences indicated that urban form differences were accentuated positively in higher SES neighbourhoods and negatively in lower SES neighbourhoods. Older people in lower SES neighbourhoods were more affected by traffic hazards and more reliant on public transit compared to their higher SES counterparts. In higher SES neighbourhoods the disadvantages of traffic in the inner-urban neighbourhood and lack of commercial destinations in the suburban neighbourhood were partially offset by other factors including neighbourhood aesthetics. Key informant descriptions of the socio-political process highlighted how lower SES neighbourhoods may face greater challenges in creating walkable places. These differences pertained to the size of neighbourhood associations, relationships with political representatives, accessing information and salient neighbourhood association issues. Findings provide evidence of inequitable walking environments.</p> <p>Conclusion</p> <p>Future research on walking must consider urban form-SES inter-relationships and further examine the equitable distribution of walking conditions as well as the socio-political processes driving these conditions. There is a need for municipal governments to monitor differences in walking conditions among higher and lower SES neighbourhoods, to be receptive to the needs of lower SES neighbourhood and to ensure that policy decisions are taken to address inequitable walking conditions.</p

Healthy cities and sustainable innovation

In this chapter, the conceptualization of healthy city including its characteristics and societal benefits are discussed. To build and sustain healthy cities, a well-established approach found in literature is reviewed. Furthermore, more recent literature has been calling for more effective city-level systems to deal with constant and fast-changing city health conditions as city-immigration is hitting global record high and thus the challenge is ever more difficult. A particularly debated area is the impact of foreign direct investment (FDI) on health of cities of host countries. Recent emerging trend identifiable in recent literature is the seeking and promotion of building technologically-smart and resource-sustainable cities. The chapter concludes by highlighting some important future considerations for public policy bodies

High load transit line passenger transmission and productiveness efficiencies

Performance of urban transit systems may be quantified and assessed using transit capacity and productive capacity in planning, design and operational management activities. Bunker (4) defines important productive performance measures of an individual transit service and transit line, which are extended in this paper to quantify efficiency and operating fashion of transit services and lines. Comparison of a hypothetical bus line’s operation during a morning peak hour and daytime hour demonstrates the usefulness of productiveness efficiency and passenger transmission efficiency, passenger churn and average proportion line length traveled to the operator in understanding their services’ and lines’ productive performance, operating characteristics, and quality of service. Productiveness efficiency can flag potential pass-up activity under high load conditions, as well as ineffective resource deployment. Proportion line length traveled can directly measure operating fashion. These measures can be used to compare between lines/routes and, within a given line, various operating scenarios and time horizons to target improvements. The next research stage is investigating within-line variation using smart card passenger data and field observation of pass-ups. Insights will be used to further develop practical guidance to operators