10,055 research outputs found
The way ahead for London’s bus priority at traffic signals
No full textLondon has a long history of successful schemes for bus priority at traffic signals. Recently, Transport for London (TfL) has procured a modern automatic vehicle location (AVL) system for bus fleet management, passenger information and bus priority. The new system is known as iBUS and is based on global positioning system (GPS) and supporting technologies for bus location. The system eliminates the need for on-street hardware for detecting buses and provides more flexibility and opportunity for using bus detectors. However, bus location based on this system is less accurate than location based on fixed infrastructure (e.g. beacons) and could result in reduced benefits from bus priority. This paper first summarises how bus priority at traffic signals works within iBUS, and then explores the effects of GPS locational errors on bus priority benefits. This is followed by a discussion of opportunities available in the context of iBUS to build an even more efficient and beneficial bus priority system by taking advantage of its cost-effective multiple detection capabilities. The paper is based on various studies carried out by the Transportation Research Group (TRG) at the University of Southampton for TfL
Using global positioning system for bus priority in London: traffic signals close to bus stops
No full textLondon's bus network is one of the largest and most comprehensive urban transport systems in the world. The contribution of buses is recognised by implementing a series of initiatives including bus priority at traffic signals. London has a long history of the implementation of bus priority at traffic signals. It has kept pace with the development of new technologies by updating its bus priority system. Now, London is moving towards a bus management system based on global positioning system (GPS), which will also be used to provide bus priority at traffic signals. The authors describe theoretical work carried out by TRG on behalf of Transport for London Bus Priority Team to tackle the challenge posed by locational error associated with GPS where a traffic signal is close to a bus stop
Bus economics
No full textPrincipal aspects of bus economics (mainly using British examples) including cost structure, elasticities of demand, deregulation, competition, privatisation, latest legislatio
Hedonic pricing models for metropolitan bus services
No full textConventional studies on the pricing of bus services use the cost structure to explain bus fares. In this paper, a hedonic pricing model for bus services in Hong Kong is estimated. The contributions of cost and market factors are uncovered. It is found that the cost factors dominate the determination of bus fares. In contrast to our expectation, bus fares do not react to competition faced by bus companies. Moreover, except the three cross-harbour tunnels, the bus fare has no direct relationship with the tolls of other tunnels. Our model serves well as a reference tool for bus companies to set market-acceptable bus fares.Hedonic Pricing Model, Bus Fares, Kowloon Motor Bus.
School Bus Safety Study: Kadyn’s Law, December 2012
No full textIn 2012, the Iowa legislature passed a bill for an act relating to school bus safety, including providing penalties for failure to obey school bus warning lamps and stop signal arms, providing for a school bus safety study and administrative remedies, and making an appropriation. The bill, referred to as Iowa Senate File (SF) 2218 or “Kadyn’s Law,” became effective March 16, 2012. A multiagency committee addressed three specific safety study elements of Kadyn’s Law as follows:
* Use of cameras mounted on school buses to enhance the safety of children riding the buses and aid in enforcement of motor vehicle laws pertaining to stop-arm violations
* Feasibility of requiring school children to be picked up and dropped off on the side of the road on which their home is located
* Inclusion of school bus safety as a priority in driver training curriculum
This report summarizes the findings for each of these topics
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The geography of bus shelter damage: the influence of crime, neighbourhood characteristics and land-use
No full textThis paper offers unique insights into the distribution of damage to bus shelters, in a single
case study area, Merseyside (UK). The geography of bus shelter damage is examined in
relation to the criminogenic and socio-economic characteristics of its neighbourhood, and
the local land use context. The findings suggest that shelter damage is related in a known
and predictable way to known characteristics of its neighbourhood, and that shelters in
areas with high levels of anti social behaviour and violence against the person are more
susceptible to bus shelter damage. Two key factors in the occurrence of bus shelter
damage appear to be lack of capable guardianships and the presence of youths. In relation
to the influence of land use, the presence of parks, children s play areas and schools
(particularly those whose unauthorised truancy levels were above the national average)
were positively correlated with shelter damage. By contrast, negative relationships were
found between shelter damage and the presence of pubs, clubs, and off-licenses. The
implications of these findings for crime prevention are then discussed, alongside some
potential avenues for future research
A private-public comparison of bus service operators
No full textDue to the steady increase in the use of private autos in Japan, the bus business is facing hard times. In particular, bus services owned by public organizations have been struggling with increases in operating deficits and subsidies, so that recently in many cities there has been a call for restructuring. Publicly and privately owned bus operators co-exist in the Japanese market. Although their financial situation is not completely healthy, privately owned bus operators have performed better than their publicly owned counterparts. The main purpose of this study is to find the key factors causing the differences in efficiency between private and public bus operators, especially in these areas: efficiency in service production, wage, utilization of vehicles, and cost. In this study, we will make an analysis using observations of both private and public bus operators in the Kansai region in Japan for the five years from 1996 to 2000. After we examine the performance differences between the two sectors, we will estimate with econometric methods certain functions such as the production function of bus services and the wage function. Based on these functions, we will evaluate the differences in efficiency between private and public bus operators.
Bus driving behaviour and fuel consumption
No full textThe behaviour of driver is influenced by many factors, which include the personal characteristics (attitude, experience etc.) environmental (road geometry, traffic control etc.) and vehicle characteristics (performance, load etc.). Professional drivers, such as bus drivers, generally have higher levels of training and experience, and by virtue of their profession have attitudes, which are more likely to promote with save driving. However bus drivers experience the same environmental traffic condition as other drives, as well as additional constraints imposed by the vehicle characteristics, concern for passenger comfort/safety and the need to adhere to timetables. This research is focussed on understanding the behaviour differences both between and within bus drivers leaving from different types of stops. Understanding such differences will enable approaches to be developed to modifying behaviour so as to improve fuel consumption. A substantial database was collected with the cooperation of the UniLink bus operation in Southampton. The database consisted of detailed knowledge of bus location, instantaneous speed (reflecting the combination of behaviour and vehicle control), acceleration, accelerator pedal position(reflecting driver behaviour) and fuel consumption records. The data was gathered using a Portable Vehicle CANBus System (PVCS) combined with GLOBAL positioning System (GPS) on 2 buses. This research adopted advanced technology to mount the instantaneous accelerator pedal control of the driver, acceleration and fuel consumption. The devices used in this study provide a transferable methodology for the appraisal of fuel consumption saving through changes in acceleration behaviour (within 10 seconds leaving from stationary). The finding of this study revealed that the bus fuel consumption is sensitive to the level of acceleration. In the situation studied, the fuel consumption increased 67% for acceleration increase in the range 0.5 ms-2 to 1.5 ms-2 when leaving from stationary. More than 50 ml fuel is saved per acceleration within 10 second leaving from stationary if the driver reduces the rate of acceleration. Shifting driving behaviour from aggressive toward normal driving or from normal to economic save more than 20% or 40% fuel consumption respectively. However, the driving behaviour of the bus was influenced by factors such environment, passenger on board, and road condition that influences bus ability to accelerate and hence affect fuel consumption
Timely Data Delivery in a Realistic Bus Network
No full textInternational audienceWiFi-enabled buses and stops may form the backbone of a metropolitan delay-tolerant network, which exploits nearby communications, temporary storage at stops, and predictable bus mobility to deliver non-real-time information. This paper studies the routing problem in such a network. Assuming that the bus schedule is known, we maximize the delivery probability by a given deadline for each packet. Our approach takes the randomness into account, which stems from road traffic conditions, passengers boarding and alighting, and other factors that affect bus mobility. In this sense, this paper is one of the first to tackle quasi-deterministic mobility scenarios. We propose a simple stochastic model for bus arrivals at stops, supported by a study of real-life traces collected in a large urban network. A succinct graph representation of this model allows us to devise an optimal (under our model) single-copy routing algorithm and then extend it to cases where several copies of the same data are permitted. Through an extensive simulation study, we compare the optimal routing algorithm with three other approaches: 1) minimizing the expected traversal time over our graph; 2) maximizing the delivery probability over an infinite time-horizon; and 3) a recently proposed heuristic based on bus frequencies. We show that our optimal algorithm shows the best performance, but it essentially reduces to minimizing the expected traversal time. When transmissions frequently fail (more than half of the times), the algorithm behaves similarly to a heuristic that maximizes the delivery probability over an infinite time horizon. For reliable transmissions and values of deadlines close to the expected delivery time, the multicopy extension requires only ten copies to almost reach the performance of the costly flooding approach
Venture capitalists, business angels, and performance of entrepreneurial IPOs in the UK and France
No full textUsing a unique sample of 444 entrepreneurial IPOs in the UK and France, this paper analyses the investment patterns and the stock-market performance effects of two types of early stage investors: venture capitalists (VCs) and business angels (BAs). Extending existing research, we identify important endogeneity and institutional effects. Our findings indicate that UK IPOs have a higher retained ownership and lower participation ratio by BAs, but a lower retained ownership and participation ratio by VCs than in France. BA and VC investments are substitutes, and they are endogenously determined by a number of firm- and founder-related factors, such as founder ownership and external board 'interlocks', and underwriter reputation. UK VCs are effective third-party certifying agents who reduce underpricing in UK IPOs, whereas in French IPOs they increase it by appearing to engage in grandstanding. This certification effect is more significant in UK IPOs involving both high VC and BA ownership. Finally, underpricing increases with VC participation ratio, where the higher exit of VCs seems to increase the risk premium required by outside investors, in particular in the UK. © 2007 Blackwell Publishing Ltd.AERNOUDT R, 2001, BUSINESS ANGELS MAGA; BARRY CB, 1990, J FINANC ECON, V27, P447, DOI 10.1016-0304-405X(90)90064-7; ARMOUR J, 2006, IN PRESS OXFORD EC P; BAKER M, 2003, J LAW ECON, V46, P1097; BHAGAT S, 2004, UNPUB DETERMINANTS I; BIRLEY S, 2000, BLACKWELL HDB ENTERP; Black BS, 1998, J FINANC ECON, V47, P243, DOI 10.1016-S0304-405X(97)00045-7; Certo ST, 2001, STRATEGIC MANAGE J, V22, P641, DOI 10.1002-smj.182; CHAHINE S, 2006, IN PRESS INT REV FIN; CHAHINE S, 2005, VENTURE CAPITALISTS; CUMMING DJ, 2006, IN PRESS J CORPORATE; CUMMING DJ, 2003, CONTRACTS EXITS VENT; CUMMINGS DJ, 2004, LEGALITY VENTURE GOV; EHRLICH SB, 1994, J BUS VENTURING, V9, P67, DOI 10.1016-0883-9026(94)90027-2; Espenlaub S., 1999, VENTURE CAPITAL INT, V11, P325, DOI 10.1080-136910699295848; *EVCA, 2003, EVCA YB 2003; FIET JO, 1995, J MANAGE STUD, V32, P551, DOI 10.1111-j.1467-6486.1995.tb00788.x; Filatotchev I, 2006, SMALL BUS ECON, V26, P337, DOI 10.1007-s11187-005-2051-3; Filatotchev I., 2005, LIFE CYCLE CORPORATE; FILATOTCHEV I, 2002, STRATEGIC MANAGEMENT, V28, P941; FRANCIS B, 2000, UNDERPRICING VENTURE; FREEAR J, 1994, J BUS VENTURING, V9, P109, DOI 10.1016-0883-9026(94)90004-3; Giudici G., 2004, RISE FALL EUROPES NE; Goergen M, 2006, J BUS FINAN ACCOUNT, V33, P79, DOI 10.1111-j.1468-5957.2006.00657.x; GOMPERS PA, 1995, J FINANC, V50, P1461; GORMAN M, 1989, J BUS VENTURING, V4, P231, DOI 10.1016-0883-9026(89)90014-1; Granlund M, 1996, BRIT J DEV DISABIL, V42, P1; Habib MA, 2001, REV FINANC STUD, V14, P433, DOI 10.1093-rfs-14.2.433; Hellmann G, 2002, INT POLITIK, V57, P1; HOCHBERG YV, 2003, VENTURE CAPITAL CORP; Jelic R, 2005, J BUS FINAN ACCOUNT, V32, P643, DOI 10.1111-j.0306-686X.2005.00608.x; Jeng Leslie A., 2000, J CORP FINANC, V6, P241, DOI DOI 10.1016-S0929-1199(00)00003-1; JENSEN MC, 1976, J FINANC ECON, V3, P305, DOI 10.1016-0304-405X(76)90026-X; Johnson S, 2000, AM ECON REV, V90, P22, DOI 10.1257-aer.90.2.22; KAPLAN S, 2004, LEGAL DIFFERENCES LE; Kaplan SN, 2003, REV ECON STUD, V70, P281, DOI 10.1111-1467-937X.00245; LaPorta R, 1997, J FINANC, V52, P1131; Larcker D. F., 2005, USE INSTRUMENTAL VAR; LEE PM, 2003, AC MAN ANN C SEATTL; LELAND HE, 1977, J FINANC, V32, P371, DOI 10.2307-2326770; Lerner J., 1999, VENTURE CAPITAL CYCL; LERNER J, 1995, J FINANC, V50, P301, DOI 10.2307-2329247; Lerner J, 1998, J BANK FINANC, V22, P773, DOI 10.1016-S0378-4266(98)00043-0; LERNER J, 1994, FINANC MANAGE, V23, P16, DOI 10.2307-3665618; Lins KV, 2003, J FINANC QUANT ANAL, V38, P159, DOI 10.2307-4126768; Lockett A, 2001, OMEGA-INT J MANAGE S, V29, P375, DOI 10.1016-S0305-0483(01)00024-X; Lockett A, 2002, RES POLICY, V31, P1009, DOI 10.1016-S0048-7333(01)00174-3; Macmillan I.C., 1985, J BUSINESS VENTURING, V1, P119, DOI DOI 10.1016-0883-9026(85)90011-4; Manigart S., 2000, EUROPEAN FINANCIAL M, V6, P389, DOI 10.1111-1468-036X.00130; MEGGINSON W, 1991, J FINANC, V96, P879; Prowse S, 1998, J BANK FINANC, V22, P785, DOI 10.1016-S0378-4266(98)00044-2; RINDERMAN G, 2003, VENTURE CAPITALIST P; RITTER JR, 1984, J FINANC, V39, P1231, DOI 10.2307-2327627; Sapienza HJ, 1996, J BUS VENTURING, V11, P439, DOI 10.1016-S0883-9026(96)00052-3; SAPIENZA HJ, 1994, ACAD MANAGE J, V37, P1618, DOI 10.2307-256802; van Osnabrugge M., 1998, ENTREP THEORY PRACT, V22, P23; Wong A., 2002, ANGEL FINANCE OTHER; Wright M, 2003, J MANAGE STUD, V40, P2073, DOI 10.1046-j.1467-6486.2003.00412.x; Wright M., 1998, J BUSINESS FINANCE A, V25, P521, DOI 10.1111-1468-5957.00201; Zahra S. A., 2004, J MANAGE STUD, V41, P88330282
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