Disaggregate level simulation of bus transit emissions in a large urban region

Waraich, Asad Shahbaz; Anowar, Sabreena; Tenaglia, Tristano; Sider, Timothy; Alam, Ahsan; Minaei, Negaar Shabaanzaadeh; Hatzopoulou, Marianne; Eluru, Naveen

doi:10.1080/15568318.2019.1579009

Cited by 9 publications

(7 citation statements)

References 33 publications

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“…Whereas, for the per-person emissions, the passenger load is inversely proportional to the total emissions. A 20 percent increase in ridership resulted in a 1.1% increase in total emissions and a 13% decrease in per person emissions [19] . This result confirmed the advantage of buses in emissions reduction on a per person basis.…”

Section: Introductionmentioning

confidence: 99%

“…bus/route/corridor level. Emissions across a network of 200 bus lines in the city of Montreal, Canada were studied in [19] , however, ridership data used in their study were simulated which cannot reveal real passenger load. Spatio-temporal characteristics of bus emissions in combination with real ridership during different periods and locations at a metropolitan-wide scale remain uncovered.…”

Section: Introductionmentioning

confidence: 99%

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Mining urban sustainable performance: Spatio-temporal emission potential changes of urban transit buses in post-COVID-19 future

et al. 2020

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Highlights Proposing a framework to analyze emission patterns of buses and changes in post-COVID-19. 2056 buses with 1.5 million ridership and 7589 taxis with 0.2 million trips are used for analysis. 224 social surveys are collected and show a 56.3% ridership reduction in post-COVID-19. We find buses cannot be “greener” travel modal than cars if ridership reduces by more than 40%.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Mining urban sustainable performance: Spatio-temporal emission potential changes of urban transit buses in post-COVID-19 future

et al. 2020

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“…While our work does not capture variability in transit direct emissions attributable to variation in the vehicle fleet or in operational variables such as drive-cycle behavior, we note that such representation comes at a significant cost, involving large-overhead and complex agent-based models e.g. Lau et al (2011), (Waraich et al 2016). We suggest that future research should investigate the cost/benefit tradeoffs of these respective approaches.…”

Section: Limitationsmentioning

confidence: 99%

Modeling net effects of transit operations on vehicle miles traveled, fuel consumption, carbon dioxide, and criteria air pollutant emissions in a mid-size US metro area: findings from Salt Lake City, UT

Mendoza

Büchert

Lin

2019

Environ. Res. Commun.

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The Utah Transit Authority (UTA) serves Utah's Wasatch Front, a rapidly growing conurbation with a current population of ∼1.8 M people. UTA uses an electronic fare collection (EFC) system that requires riders to tap on as they enter a bus or train and tap off as they exit, as well as an automated passenger counter (APC) system that counts interruptions of infrared beams across vehicle doorways as riders board and alight. We analyzed EFC and APC data for 2016, along with service schedules and routes from General Transit Feed Specification (GTFS) data, to estimate the impact of UTA on the air quality in its service region by accounting for vehicle miles traveled, gasoline gallons equivalent of fuel consumed, and multiple pollutant species emitted. Buses, light rail, and commuter rail were found to collectively offset approximately 1.5% of the onroad emissions from the counties served by UTA due to transit use replacing single passenger vehicle use. These offsets are not homogeneous; ridership drops significantly (∼20%-50% depending on the mode) during the summer months as some of the largest users are educational institutions with noticeable seasonal cycles. Low transit use during the weekend negates some of the air quality benefits as buses and trains travel at lower capacity. Central routes, particularly during peak travel hours provide noticeable congestion, fuel consumption, and pollutant emissions reduction due to trips taken by transit replacing personal vehicles but off-peak, and non-central routes, show lower benefits. Because the light rail is electric, its local air quality benefits are significant due to the electricity being produced primarily outside the airshed. Upgrading the bus fleet to 2010 model, and newer, diesel and compressed natural gas (CNG) buses, as well as modeling an envisioned change to Tier 3 locomotives for the commuter rail system, was found to significantly reduce regional nitrogen oxides (NO x ), fine particulate matter (PM 2.5 ), and sulfur oxides (SO x ) emissions.

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“…The result suggested that bus stops influence traffic operations and emissions [ 10 ]. Waraich et al simulated transit bus ridership and GHG emissions in a network of 200 bus lines [ 11 ]. The study found that bus lines with very low ridership contributed to high per capita emissions, and bus routes with high ridership and low per capita emissions could benefit from increased bus frequency.…”

Section: Introductionmentioning

confidence: 99%

Quantifying the Impact of Alternative Bus Stop Platforms on Vehicle Emissions and Individual Pollution Exposure at Bus Stops

et al. 2022

IJERPH

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Due to stop-and-go events, bus stops are often treated as “hot spots” for air pollution. The design of bus stops should be optimized to reduce emissions and exposure for transit commuters. The objective of this study was to analyze the impact of bus stop platform types on vehicle emissions and individual pollution exposure. Second-by-second emissions data were first collected from one bus using a portable emission measurement system (PEMS). Microscopic traffic simulation was then used to estimate overall traffic emissions under six scenarios with different bus stop settings. Numerical simulation of pollutant dispersion was also conducted to calculate individual pollution exposure at bus stops. The results of PEMS tests showed no significant differences between bus emissions generated near two different types of stops. However, the effect of platform types on overall traffic emissions was revealed using traffic simulation. The results demonstrated that bus bays reduced the emissions of other heavy-duty vehicles. However, bus bays were not always effective during rush hours. The study also highlighted the importance of the location of bus stops, the number of bus lines, and the length of the platform, in addition to dynamic characteristics of traffic flows in the design of bus stop platforms. Bus stop platforms also affected individuals’ exposure due to the changes in the pollutant flow field. The passenger’s exposure at one bus stop was influenced by both the platform type and standing location. Results suggested that in a condition with a wind direction perpendicular to the bus stop shelter, the total exposure level to CO was lower at the bus bay stop if a passenger stood at the upstream of the station platform. However, the exposure was less at the downstream of the curbside bus stop.

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Disaggregate level simulation of bus transit emissions in a large urban region

Cited by 9 publications

References 33 publications

Mining urban sustainable performance: Spatio-temporal emission potential changes of urban transit buses in post-COVID-19 future

Mining urban sustainable performance: Spatio-temporal emission potential changes of urban transit buses in post-COVID-19 future

Modeling net effects of transit operations on vehicle miles traveled, fuel consumption, carbon dioxide, and criteria air pollutant emissions in a mid-size US metro area: findings from Salt Lake City, UT

Quantifying the Impact of Alternative Bus Stop Platforms on Vehicle Emissions and Individual Pollution Exposure at Bus Stops

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