Niveles De Servicio De Un Sistema De Buses: Análisis Empírico Del Caso Transantiago
There is much discussion about the user-perceived value for various travel features (Brownstone and Small, 2005; Fosgerau and Karlström, 2010), the public bus system levels and its metrics (dell’Olio et al., 2010; Dell’Olio et al., 2011; Hensher et al., 2003), and the factors that determine travel t...
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| Tipo de recurso: | tesis de maestría |
| Estado: | Versión publicada |
| Fecha de publicación: | 2017 |
| País: | Chile |
| Idioma: | español |
| OAI Identifier: | oai:repositorio.anid.cl:10533/42641 |
| Acceso en línea: | https://hdl.handle.net/10533/42641 |
| Access Level: | acceso abierto |
| Palabra clave: | Ingeniería y Tecnología Ingeniería Civil |
| Sumario: | There is much discussion about the user-perceived value for various travel features (Brownstone and Small, 2005; Fosgerau and Karlström, 2010), the public bus system levels and its metrics (dell’Olio et al., 2010; Dell’Olio et al., 2011; Hensher et al., 2003), and the factors that determine travel time and its variability (Mazloumi et al., 2009; Moghaddam et al., 2011; Surprenant-Legault and El- Geneidy, 2011). In this context, this thesis aims to quantify the effects of the main design variables of a bus system over its service levels. It is considered as system levels: the average bus speed, the coefficient of variation (C.V.) of the travel time, and the C.V. of the times between buses of the same service. Additionally, it’s intended to identify the savings and costs generated by the use of dedicated public infrastructure and high-speed private highways, in the public bus system Transantiago, of Santiago de Chile. A method is proposed and applied, for the crossing of the georeferenced data of dedicated infrastructure and highways, with the other services’ attributes. Then, a weighted least squares with White’s standard errors model (Mukherjee et al., 1998; White, 1980) is developed for each identified system level index. It is found, that the use of dedicated infrastructure results in minor improvements over each of the three system levels: for every 10 additional km, the average bus speed increases in 0,1 km/h and the C.V. of the travel time and of the times between buses are decreased in 9% and 2%, respectively. On another hand, for every 10 additional km of highways, the average bus speed increases in 7 km/h; but the C.V. increases for the travel time in 13%, and for the times between buses in 4%. It’s also found, that most of the irregularity of the system is accountable to its operators, through the coefficient of variation of the times between buses at the start of the route. For each percentage point increase in the C.V. of the times between buses at the start of the route, the C.V. at the end of it increases in 0,8%. When looking at the Transantiago case, the savings generated by the use of vii highways stands out, while the savings generated by the use of dedicated infrastructure are minor. |
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