<?xml version="1.0" encoding="utf-8"?><rss version="2.0" xmlns:atom="http://www.w3.org/2005/Atom"><channel><title>TRB Publications Index</title><link>http://pubsindex.trb.org/</link><atom:link href="http://pubsindex.trb.org/common/TRIS Suite/feeds/rss.aspx?tc=NN%3ABbca%2A" rel="self" type="application/rss+xml" /><description></description><language>en-us</language><copyright>Copyright © 2015. National Academy of Sciences. All rights reserved.</copyright><docs>http://blogs.law.harvard.edu/tech/rss</docs><managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor><webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster><image><title>TRB Publications Index</title><url>http://pubsindex.trb.org/Images/PageHeader-wTitle.png</url><link>http://pubsindex.trb.org/</link></image><item><title>Collaborative Optimization of Company Commuter Bus Stop Selection and Route Programming Considering Stochastic Travel Time and Demand</title><link>http://pubsindex.trb.org/view/2188201</link><description><![CDATA[Company commuter bus service (CCBS) is a convenient commuting mode provided for employees. which has always been popular because of its flexible route planning and low cost. Some companies offer CCBS to their employees for free. However, there are also some companies that need employees to pay the fare for CCBS. For fee-based CCBS, profit is an important consideration. Appropriate stop setting and route programming can attract more commuters and generate greater profits. This paper studies the stop selection and route planning for CCBS considering uncertain demand and travel time. In the data preparation phase, we propose an improved fuzzy c-means clustering to obtain appropriate clusters of commuters’ addresses. In the solution phase, we designed a collaborative framework for stop selection and route programming with the objective to maximize the profit of CCBS. A novel heuristic stochastic dynamic programming (H-SDP) method is then designed for the stop selection sub-problem considering the uncertainties of both traveling time and commuting demand. Meanwhile, we employ a variable neighborhood search algorithm with a novel shaking operation suitable for the routing problem. Finally, we conduct a series of computational experiments to demonstrate the effectiveness and efficiency of the developed algorithms.]]></description><pubDate>Sat, 03 Jun 2023 16:29:24 GMT</pubDate><guid>http://pubsindex.trb.org/view/2188201</guid></item><item><title>Through Running and Integration of Federal Railroad Administration and Federal Transit Administration Regulated Passenger Trains: A Path Toward Mixing Intercity, Commuter, Metro, and Light Rail on the Same Tracks</title><link>http://pubsindex.trb.org/view/1999009</link><description><![CDATA[U.S. rail transit (subways, metros, and light rail) and Federal Railroad Administration (FRA) regulated heavy rail (commuter, intercity and regional rail) operate completely separately in revenue service. This necessitates transfers between the modes at terminals. While not unique to the U.S.A., its version of this practice is extreme and prevents the development of robust seamless rail networks. Especially in the post-Covid environment, this leaves commuter rail in search of a mission and rail transit isolated from suburbs. This paper discusses the statutory regulatory scheme that divides the two modes in the U.S.A. It will analyze the justification for the segregation and its history. Such issues include potential collisions, weight, crashworthiness, electrification, signaling, loading gauge, platform height, and operating practices. This paper concludes that the regulatory barrier preventing an FRA-regulated train from going onto a non-FRA railroad are surmountable. Running through trains between the FRA-regulated system and the rail transit network would enhance regional networks. The “Karlsruhe model” in Germany and the through running of regional trains onto the Tokyo subway network are two prime examples. Recent technological advances—such as dual mode battery multiple units, robust signaling systems such as Communications Based Train Control and Positive Train Control, and advanced car body designs able to deal with different loading gauges—make through running more practical. With little or no new right-of-way, it is possible to create far more useful rail networks. Potential shared networks at the conceptual level are discussed for Los Angeles, Seattle, Washington, D.C., Dallas, and Sacramento.]]></description><pubDate>Wed, 27 Jul 2022 09:19:21 GMT</pubDate><guid>http://pubsindex.trb.org/view/1999009</guid></item><item><title>Modeling the Effect of New Commuter Bus Service on Demand and Impact on Greenhouse Gas Emissions: Application to Greater Boston</title><link>http://pubsindex.trb.org/view/1633546</link><description><![CDATA[The transportation sector is considered one of the major contributors to greenhouse gas (GHG) emissions in metropolitan areas. Any efforts to reduce these emissions require strategic management of multiple transportation modes. This paper presents a method to identify opportunities to reduce GHG emissions by expanding commuter bus services and providing incentives to shift commuters from private cars to transit. The approach uses a nested multinomial logit model for mode choice in a region where modes include driving alone, carpooling, walking, cycling, and using four possible transit modes (ferry, commuter rail, rapid transit, and bus) by walk-access or drive-access. A model of existing conditions was calibrated with data from the Boston metropolitan area. Using an emission factor model based on average speeds from the California Air Resources Board, the net effect of a new commuter bus service on GHG emissions from transportation is estimated. Potential GHG reductions are weighed against the capital and operating costs of new transit services to quantify the cost-effectiveness of new commuter bus services for isolated origin-destination pairs. This modeling framework is used to optimize fares and bus frequency to identify the corridors with the most cost-effective potential for GHG reduction. Results are presented for the Boston region, demonstrating the feasibility of implementation and the potential magnitude of benefits for cost-effectively reducing GHG emissions associated with transportation. The method is general and can be applied in other cities around the world.]]></description><pubDate>Wed, 03 Jul 2019 13:51:41 GMT</pubDate><guid>http://pubsindex.trb.org/view/1633546</guid></item><item><title>A Route Optimization Algorithm for Long-Distance Commuter Express Bus Service Based on OD Estimation from Mobile Phone Location Data: A Case of the Changping Corridor in Beijing</title><link>http://pubsindex.trb.org/view/1494479</link><description><![CDATA[With the background of hyper-urbanization and jobs-housing imbalance in Beijing and other megacities in China, this study aims to develop a systematic method of planning effective and efficient rapid transit services for long-distance commuters. Taking the Express Bus Services (EBS) in the Changping Corridor in Beijing as an example, this study presents an algorithm to design and optimize the route layout of long-distance express bus lines. Mobile Phone Location (MPL) data attained from the major operator serve as a valid foundation for this study, which provides a new perspective for spatiotemporally analyzing the commuters’ travel demands. The Origin-Destination (OD) matrices distribution is specified via geocoding the MPL data. For maximizing the efficiency of the EBS lines, this study distinguishes long-distance commuting trips among the set of OD matrices by defining the operation distance threshold, which is calculated from the comparison between EBS travel time and the travel time on regular local buses and private cars. Using this threshold and several prerequisite parameters, this study conducts an iterative computing process with a series of equations. The locations of all stations and the layout of the routes are determined through this process. Compared with regular local buses, the planned EBL lines can reduce the aggregated travel time by 20% on average. These results demonstrate that the algorithm presented in this study is applicable and maneuverable. It leads to new research directions for optimization of long-distance commuter bus networks. The limitation of this study and the future research agenda are also discussed.]]></description><pubDate>Mon, 12 Mar 2018 15:02:03 GMT</pubDate><guid>http://pubsindex.trb.org/view/1494479</guid></item><item><title>Reimagining a Commuter Bus Network: A Case Study of Staten Island-to-Manhattan Express Bus Service in New York City</title><link>http://pubsindex.trb.org/view/1494426</link><description><![CDATA[The purpose of this study was to identify route design changes for MTA New York City Transit’s Staten Island-to-Manhattan express bus service to improve travel speeds and reliability while better meeting existing travel demands. To inform these changes, an understanding of existing express bus operations and ridership was developed by analyzing Automated Vehicle Location and Automated Fare Collection data. Additionally, public outreach was conducted through community workshops and surveys on buses and at bus stops. The result of the study was a recommended network redesign driven by four major concepts: a simplified network with higher frequency service on fewer routes, splitting service so that routes travel to either Downtown or Midtown Manhattan but not both in the same trip, greater spacing between bus stops, and more direct routes that minimize travel time on local streets. The new network design was estimated to reduce the average end-to-end route running time by 20 minutes while still serving more than 99% of existing riders.]]></description><pubDate>Mon, 12 Mar 2018 15:02:02 GMT</pubDate><guid>http://pubsindex.trb.org/view/1494426</guid></item><item><title>UberHOP in Seattle: Who, Why, and How?</title><link>http://pubsindex.trb.org/view/1498436</link><description><![CDATA[UberHOP is a commute-focused interpretation of the Uber suite of transportation services, with the goal of reducing personal vehicle commute trips. The service first launched in Seattle, Washington, and Toronto, Ontario, Canada, in December 2015 and expanded to Manila, Philippines, in early 2016. UberHOP is similar to vanpooling with fixed pickup and drop-off locations in the primary commute direction during peak hours, but it leverages Uber’s ridesourcing platform to replace fixed departure schedules with riders matched in real time. This paper reports on an intercept survey (83% response rate) to understand who rode, how they traveled to the pickup location, why they rode, and what modes UberHOP was replacing for all 11 UberHOP routes in Seattle during the morning and evening commute periods. In addition, detailed trip and total rider count data were collected during the survey administration process. The results show that many UberHOP riders made UberHOP their primary form of commute mode. Unlike standard ridesourcing services, UberHOP riders predominantly replaced public transportation modes rather than personal vehicles. UberHOP services were canceled in Seattle in August 2016. However, with larger rider densities per trip, the UberHOP model can be profitable, and it is reasonable to expect that Uber or others will resurrect a similar service in the future.]]></description><pubDate>Fri, 26 Jan 2018 10:03:01 GMT</pubDate><guid>http://pubsindex.trb.org/view/1498436</guid></item><item><title>Methods for Forecasting Demand and Quantifying Need for Rural Passenger Transportation</title><link>http://pubsindex.trb.org/view/1247871</link><description><![CDATA[This report documents the development of methods for use by planners in rural areas and operators of rural passenger transportation systems to quantify the need for passenger transportation services and the demand that is likely to be generated if passenger transportation services are provided. The methods for estimating need are of two types – the number of persons likely to have a need for passenger transportation and the number of trips that would be required to provide persons lacking a personal vehicle with a level of mobility equal to those having access to a personal vehicle. The methods for estimating demand address four specific markets – general public rural passenger transportation, passenger transportation specifically related to social service or other programs, travel on fixed-route services in micropolitan areas, and travel on commuter services from rural counties to urban centers. The methods were developed using data from the Rural National Transit Database (2006, 2009, and 2010), the National Household Travel Survey (2001 and 2009), the American Community Survey (various years) and the Longitudinal Employment-Household Dynamics dataset as well as data on services operated and ridership on those services provided by over 200 individuals who participated in workshops held in a dozen states in 2010 and 2011. The report documents the process used by the research team in developing the need and demand estimation methods, the findings of the analyses, and recommendations for functions to be used in estimation of need and demand.]]></description><pubDate>Wed, 17 Apr 2013 16:04:07 GMT</pubDate><guid>http://pubsindex.trb.org/view/1247871</guid></item><item><title>The Importance of Being Early</title><link>http://pubsindex.trb.org/view/910085</link><description><![CDATA[The objective of this research is to test whether the cost of being early is in fact less than the cost of lateness by empirically observing morning commuter trips from two different sources.  The first empirical analysis uses individual level travel survey data from 6 metropolitan regions while the second analysis uses aggregate level actual traffic data from the Twin Cities freeway network.  The results not only confirm the hypothesis of earliness being less expensive than lateness but also show that the hypothesis holds steady over time and across different regions and levels.]]></description><pubDate>Wed, 21 Apr 2010 13:56:28 GMT</pubDate><guid>http://pubsindex.trb.org/view/910085</guid></item><item><title>If You Build It, They Will Come? A Dynamic Analysis of Factors Affecting the Transit Ridership in New York City Region</title><link>http://pubsindex.trb.org/view/910657</link><description><![CDATA[This study analyzes the impacts on commuter rail ridership on New Jersey Transit, specifically focusing on employment, service level (transit supply), transit fare, and gasoline price. The effects of employment, service level, and fare have been studied previously; however, recent volatility in gasoline price presents an opportunity to examine the short-term and long-term impacts on transit ridership. This study sets to answer two questions about the determinants of transit ridership: what is the causal relationship between transit supply and transit demand, and what are the short-term and long-term impacts of gasoline prices on transit ridership? Robust time series analysis will answer these two questions. We find that there is an immediate and a four month lag effect of transit supply on transit demand, with no leads. We also find that the short-term and long-term elasticities of gasoline price are 0.11 and 0.19, respectfully. These results are then compared to previous research in this field.]]></description><pubDate>Wed, 14 Apr 2010 07:14:13 GMT</pubDate><guid>http://pubsindex.trb.org/view/910657</guid></item><item><title>Riding the Light Rails: Analysis of User Satisfaction and Personal, Temporal, and Environmental Factors</title><link>http://pubsindex.trb.org/view/848666</link><description><![CDATA[This paper analyzes the often neglected behavioral factors associated with light rail transit users’ intention to patronize the system in the future.  Using on-board passenger survey data of St. Louis, Missouri MetroLink users in 2005 and 2006, this study found that African American, males in particular, and young females have a higher probability of not intending to use to service in the coming year. Also, riders with a household income of $25,000-49,999 and those who do not use MetroLink for the work commute are less likely to patronize the service. Users who commute from the suburbs by private vehicles to access transit stations and those who have a high level of satisfaction with MetroLink’s on-time service and the value of service for fare paid are more likely to report an intention to use the service in the subsequent year. Finally, this study found that the average number of reported crimes at the MetroLink stations most frequently used by the riders is negatively associated with patronage in the coming year.  Examining factors contributing to system rider ship offers important information in modeling transit service improvement, planning, and demand.]]></description><pubDate>Mon, 25 Feb 2008 14:33:12 GMT</pubDate><guid>http://pubsindex.trb.org/view/848666</guid></item><item><title>Coordinating Intercity and Commuter Rail in the Central Puget Sound Corridor</title><link>http://pubsindex.trb.org/view/848649</link><description><![CDATA[Sound Transit and the Washington State Department of Transportation are working together, and in collaboration with Amtrak and the BNSF Railway to improve intercity rail passenger service and establish regional commuter rail service in the 80 mile corridor linking Everett, Seattle, Tacoma and Lakewood in the Central Puget Sound region.  Nearly $1.0 billion has been invested in train sets, stations, track and signal upgrades, grade crossing safety, and improving a maintenance facility.  Complex patterns of ownership, funding, investment strategies and operations present significant challenges.  Meshing diverse interests and goals has been accomplished to deliver an array of new intercity and commuter rail services while also meeting the need for expanded rail freight capacity.  Careful coordination of planning, construction and operations has not always been easy, but the results are paying dividends for growing numbers of rail travelers and by reducing freight train congestion with investments that expand system capacity.]]></description><pubDate>Mon, 25 Feb 2008 14:33:08 GMT</pubDate><guid>http://pubsindex.trb.org/view/848649</guid></item><item><title>Commuting Mode Choice and Health: Japanese Perspective</title><link>http://pubsindex.trb.org/view/848929</link><description><![CDATA[In this paper, the authors deepened the understanding of the relationship between transport and health by focusing on commuting mode choice and health conditions for Japanese commuters. The authors examined relationship among commuting mode choice, the number of steps per day and body mass index (BMI) at macro level by analyzing prefectural dataset of Population Census and National Health and Nutrition Surveys. The authors also studied the same relationship at individual level by conducting a questionnaire survey and a panel experiment. The macro study indicated that lower BMI values and higher number of steps per day might possibly be explained by lower share of car commuting in the prefectures containing large cities where better alternative commuting modes to car were often available. The study of the questionnaire survey revealed that rail and bus as well as walking and cycling commuters would walk more than the car commuters. The commuting mode choice among car, rail and bus, and walking and cycling made the difference of the distributions of BMI and the number of steps per day. BMI and the number of steps per day for rail and bus, and walking and cycling commuters were better than the car commuters because car commuting required much less physical activity. The panel experiment where 30 participants switched to commuting modes with more physical activity for about five weeks revealed that there was a weak relationship between the BMI improvement index and the change of the number of steps per day. This implied that increase in the number of steps per day by switching to commuting mode with more physical activity was likely to be improving BMI and relevant health conditions.]]></description><pubDate>Mon, 25 Feb 2008 14:32:36 GMT</pubDate><guid>http://pubsindex.trb.org/view/848929</guid></item><item><title>Comparison of Emissions from Light-Rail Transit, Electric Commuter Rail, and Diesel Multiple Units</title><link>http://pubsindex.trb.org/view/776530</link><description><![CDATA[The United States is experiencing a revival of interest in diesel multiple-unit (DMU) passenger railcars. At the same time, communities are questioning whether diesel makes good sense as they compare the diesel multiple unit with electric rail modes such as light rail or electric multiple units. This study quantifies the emissions into a region from diesel multiple units and the electricity generation for electric rail modes, for oxides of nitrogen (NOx), an ozone precursor; particulate matter (PM); volatile organic compounds (VOCs), another ozone precursor; carbon monoxide (CO); and carbon dioxide (CO2). The study found that emissions attributable to electric rail modes are highly variable and depend on the cleanliness of the electricity generated. The dirtiest electricity pollutes orders of magnitude more than the cleanest. The study conclusion is that emissions from diesel multiple units and electric rail modes are not dramatically different on a per seat mile basis and that the exact comparison will depend on the cleanliness of the electricity generation and the type of diesel multiple unit consist. When compared on a per seat mile basis against electric rail modes using the average electricity generated in the United States, DMUs emit about the same amount of PM, equal or greater amounts of NOx, more CO and VOCs, and less CO2. The study also concludes that the rapidly changing diesel engine emissions standards will result in DMUs being introduced within the next 6 years with PM and NOx emissions that are nearly as low as the cleanest electricity generation today.]]></description><pubDate>Fri, 03 Mar 2006 10:28:40 GMT</pubDate><guid>http://pubsindex.trb.org/view/776530</guid></item><item><title>Analyzing the Effectiveness of Commuter Benefits Programs</title><link>http://pubsindex.trb.org/view/767305</link><description><![CDATA[This report will be of interest to employers, transit agencies, and other stakeholders interested in commuter benefits programs and, in particular, the potential of these programs to increase transit ridership and transit agency revenues, reduce parking demand, and lower air-pollutant emissions.  This report is designed to help employers, transit agencies, policy makers, and organizations that promote commuter benefits to better understand what effects they might expect from a commuter benefits program and how to quantify these effects.  However, this report focuses mostly on transit benefits, a subset of commuter benefits, because more information is available on transit benefits than on vanpool benefits.  This report offers readers two things:  (1) A guide for evaluating the effectiveness of a transit benefits program and information on how a transit benefits program can be designed and implemented to more effectively meet goals and objectives; and (2) A summary of research on the impacts of transit benefits programs on travel behavior and on transit agencies' systemwide ridership, revenues, and costs.  The research findings are based on a review of 21 surveys conducted by transit agencies and other organizations in 12 metropolitan areas, analysis of worksite trip reduction records from three regions with mandatory commute trip reduction programs, and interviews with seven transit agencies.  Overall, the report finds that transit benefits programs can be effective at meeting various goals for employers, transit agencies, and governments.  However, it is critical for these stakeholders to set realistic expectations and conduct valid evaluations in order to assess these effects.]]></description><pubDate>Wed, 30 Nov 2005 14:28:30 GMT</pubDate><guid>http://pubsindex.trb.org/view/767305</guid></item><item><title>TRANSPORTATION NEEDS, LOCATION CHOICE, AND PERCEIVED ACCESSIBILITY FOR BUSINESSES</title><link>http://pubsindex.trb.org/view/749664</link><description><![CDATA[Results from a survey of businesses were analyzed with both descriptive and inferential statistical techniques to investigate how the businesses used the transportation system and how access could affect site location decisions.  Most of today's businesses rely heavily on automobiles for all facets of business activities.  The only exception is the central business district, where rail transit is heavily used for employee commutes.  In addition, more than 90% of the businesses enjoy at least a somewhat convenient level of overall access.  The perceived level of overall access of a site is statistically correlated with the automobile access and parking but not with the transit access.  Analyses indicate that the locational advantage of the sites that are situated close to transportation facilities is minimal.  Based on the complex and changing nature of transportation needs uncovered by the survey and on market research, an approach is recommended for inclusion in the transportation planning process.]]></description><pubDate>Tue, 15 Feb 2005 00:00:00 GMT</pubDate><guid>http://pubsindex.trb.org/view/749664</guid></item></channel></rss>