China
Africa
Explore chapters and articles related to this topic
Intelligent Transport Systems and Traffic Management
Published in Rajshree Srivastava, Sandeep Kautish, Rajeev Tiwari, Green Information and Communication Systems for a Sustainable Future, 2020
Pranav Arora, Deepak Kumar Sharma
An intelligent transit/transport system (ITS) is a sophisticated system, the major objective of which is to produce innovative services with reference to completely alternative modes of transportation and management of traffic, and placing users higher up in the order of priority, and thus creating a safer, more coordinated, and more efficient use of the existing transport networks. These intelligent or smart transportation systems also differ in the techniques that are used, from a simple organizational system, like basic automotive navigation, to traffic light management systems, instrumental management systems, variable message signs, automatic recognition of number plates, or speed detection cameras to observe vehicles, with a system like security cameras, in the form of various CCTV systems, as well as the use of additional complex techniques that integrate live information and review from a variety of different sources, such as guided parking systems, live weather information, and reports of accidents nearby. One such system is Google Maps which guides us to our destination, showing us the correct route, and the predicted/expected time it will take for us to reach our destination.
Economic analysis of transit facility preservation
Published in Zongzhi Li, Transportation Asset Management, 2018
Business productivity gains: Transit helps improve business productivity in many ways. A shift from automobile to transit will facilitate increased economic productivity and competitiveness for cities. Transit helps alleviate traffic congestion and shorten travel time, so that time and money can be saved and further be invested in business. For example, a delivery company may be more productive if transit reduces traffic congestion. Transit expands the activity range of individuals. From the perspective of business, transit gives companies access to a wider labor market by making job centers available to workers who do not drive, which may lead to a reduction in the wages needed to attract workers. From the perspective of individuals, improved mobility gives them more options in the job market. Overall, transit helps markets optimize resource allocation. For example, a non-driving resident of a small village can only find a job in his village without transit service if he is not willing to move, but he can commute to the large city nearby every workday by using transit services.
Transportation And Land Use
Published in Dušan Teodorović, The Routledge Handbook of Transportation, 2015
Giovanni Circella, Francesca Pagliara
The importance of integrating the development of transportation infrastructures with land use is central to the implementation of policies for transit-oriented development (TOD). TOD aims at the development of high-density urban areas, with mixed land use and high quality of life, which favor the use of transit facilities. It combines the objectives of proximity to transit (within an easy walk) and development shaped by transit, promoting a pedestrian-oriented layout around major transit nodes (Dunphy et al., 2004). Among the benefits from TOD, residents are able to reduce car use while maintaining high levels of accessibility and mobility (Hess and Lombardi, 2004; Dunphy and Porter, 2006). In the short term, transit oriented development maximizes the benefits from transportation investments, supporting the increase in density, mixed land use and urban quality along the transportation corridors. In the long run, it contributes to a modal shift toward public transportation, and limits urban sprawl.
Measuring the transit benefits of accessibility with the integration of transit systems
Published in Transportmetrica A: Transport Science, 2023
Hyun Kim, Keumsook Lee, Woo-kung Huh, Yena Song
There are many traditional approaches to addressing the disparity issue of transit benefits from a global perspective (see Ramjerdi 2006). As a traditional approach, the cost–benefit analysis focuses on measuring the economic effectiveness of transit benefits against operational or social costs. For example, transit benefits can be measured by growth in employment and its effect on economic development. Many transit benefits, from this perspective, have supported investing in public transit with positive economic effects (Godavarthy, Mattson, and Ndembe 2014; Weisbrod et al. 2017). However, this approach is less responsive to the variation of the effect of transit benefits at the local geographic scale. For example, transit benefits do not always outweigh their costs in small rural areas, unlike transit benefits in large urban areas, which have been shown to substantially benefit passengers (Ferrell 2015), which suggests a need for identifying areas of greater or lesser transit benefits (Kim et al. 2018). Similarly, the Gini coefficient which has been widely adopted as a standard measure for assessing transit equity, does not provide the detail of local variation of transit benefits in accessibility (Lucas, van Wee, and Maat 2016; Jang et al. 2017; Song et al. 2018). Hence, improving the Gini coefficients of a transit system does not necessarily conform with enhancing transit benefits locally and vice versa.
Concepts and practices for transforming infrastructure from rigid to adaptable
Published in Sustainable and Resilient Infrastructure, 2021
Erica J. Gilrein, Thomaz M. Carvalhaes, Samuel A. Markolf, Mikhail V. Chester, Braden R. Allenby, Margaret Garcia
‘Smart’ public transit systems incorporate ICT infrastructure in public transit to continuously gather and provide information to travelers and transit managers (often via smartphones or displays). These systems embrace hardware-to-software and connectivity to coordinate between public and private transport, inform users of delays, locate and track vehicles, streamline payment, and help plan and adjust routes (Gowtham & Mehdi, 2016; Neirotti et al., 2014; Pelletier et al., 2011). They support connectivity between travel modes by communicating information about ‘last-kilometer’ transport (the difference between the user’s destination and the closest access point of a transit route) and creating facilities to accommodate multiple modes (e.g. Bike shares at bus stops). Some bicycle and scooter shares address the last-kilometer problem with ‘station-less’ systems, where two-way communications facilitate locating two-wheel vehicles for both users and managers via GPS and mobile applications (Chandra et al., 2018; US20110307394A1, 2009; Wu & Xue, 2017).
Are transit-adjacent developments effective neighborhood design models to help meet the recommended weekly physical activity levels? The case of Abu Dhabi
Published in International Journal of Sustainable Transportation, 2021
Allan Ribeiro Pimenta, Praveen K. Maghelal, Khaled Alawadi
Since the 1990s, urban planning has seen a paradigm shift, such as new urbanism and smart-growth, that encourages more walking and biking and decreased dependence on private vehicles. One such transit-focused approach is the Transit-Oriented Development (TOD) proposed by Calthorpe (1993). Transit-oriented developments are compact neighborhoods surrounding high-capacity transit, typically characterized by medium-to-high density, a high mix of land uses with pedestrian and biking infrastructure, housing diversity, and well-connected street patterns (Calthorpe, 1993). TOD can mitigate various urban issues such as automobile-dependency, traffic congestion, greenhouse gas emissions, urban sprawl, and eventually enhance levels of physical activity (Cervero & Gorham, 1995; Khatak & Rodriguez, 2005). When the area surrounding a transit station does not have adequate built-environment characteristics to be considered as a TOD, availability of transit with the development that supports its use with certain characteristics of TOD can be alternatively called transit-adjacent developments (TAD) (Renne, 2009).