The public bus service is generally based on regular transit bus operations along the route calling at an approved bus stop according to published public transport schedules.
Video Public transport bus service
Sejarah bus
Origins
Despite an indication of attempted public transport in Paris in early 1662, there is evidence of a scheduled "bus route" from Market Street in Manchester to Pendleton in Salford UK, started by John Greenwood in 1824.
Another claim for the first public transport system for general use originated in Nantes, France, in 1826. Stanislas Baudry, a retired military officer who had built a public bath using excess heat from his milling mill on the edge of town, established a short route between the city center and his bathhouse. This service begins at the Place du Commerce, outside the hat shop of M. OmnÃÆ'¨s, which features the Omnibus Omnibus slogan (Latin for "everything for everyone" or "all for all") at front of his shop. When Baudry found out that the passengers were just as interested in going down at the midpoint as in degrading his baths, he changed the focus of his route. The new voiture omnibus ("carriage for all") combines the function of a rented rental car with a postal carriage that takes the predetermined route from lodging to lodging, carrying passengers and letters. The omnibus has wooden benches dangling by the side of the vehicle; passengers coming in from behind.
In 1828, Baudry went to Paris where he founded a company under the name Entreprise gà © à © nale des omnibus de Paris, while his son Edmond Baudry founded two similar companies in Bordeaux and in Lyon.
A London newspaper reported on July 4, 1829 that "a new vehicle, called omnibus , began operating this morning from Paddington to City", operated by George Shillibeer.
The first omnibus service in New York began in 1829, when Abraham Brower, an entrepreneur who had organized firefighting firms, set up a Broadway joint route starting at Bowling Green. Other American cities soon followed: Philadelphia in 1831, Boston in 1835 and Baltimore in 1844. In most cases, municipal governments gave private companies - generally small stablemen already in the livery or freight business - an exclusive franchise for operate a public trainer along a specified route. In return, the company agrees to maintain a certain minimum level of service.
In 1832, the New York omnibus had rivals when the first tram, or streecar began operating along the Bowery, which offered an excellent improvement in the ease of driving on smoother metal rails than rattling on granite sets, called "Belgian blocks ". The cars were financed by John Mason, a wealthy banker, and built by Irish-American contractor John Stephenson. Company Coach Fifth Avenue introduced an electric bus to Fifth Avenue in New York in 1898.
In 1831, New Yorker Washington Irving declared of the British Reformation (finally endorsed in 1832): "The great reform of the omnibus moves but slowly." Steam buses emerged in the 1830s as competition with horse-drawn buses.
Omnibus extends the reach of emerging cities. The journey from the former village of Paddington to the business center of London in the City is a long one, even for a young man who is in good condition. The omnibus thus offers the periphery of more access to the inner city. The omnibus encourages urbanization. Socially, the omnibus places the city's inhabitants, even if only half an hour, into physical proximity that was previously unheard of with strangers, squeezing knee-to-knee together. Only the very poor remain excluded. A new division in urban society is now coming forward, dividing those who keep the carriages off those who do not. The idea of ​​a "horse-drawn carriage," people who have never set foot on the streets, carrying goods brought out of the shop for their judgment, have their origins in omnibus crush.
Motorbus
John D. Hertz founded the Yellow Coach Manufacturing Company in 1923 and then sold most of its shares to General Motors in 1925.
Beginning in the 1920s, General Motors and others began buying tram systems throughout the United States in order to replace them with a bus known as the Great American Streetcar Scandal. This was accompanied by a series of continuous technical improvements: pneumatic "balloon" tires during the early 1920s, monocoque body construction in 1931, automatic transmission in 1936, diesel engines in 1936, 50 passengers in 1948, and air suspension in 1953.
The capture of Rosa Parks in 1955 for not giving up her seat to a white man on a public bus was considered one of the catalysts of the Civil Rights Movement in the United States.
Maps Public transport bus service
Service type
The names of different types of bus services vary according to local traditions or marketing, although services can be classified into basic types based on route length, frequency, purpose of use and type of bus used.
Urban transport
- Urban or suburban services are the most common type of public transport bus service, and are used to transport large numbers of people in urban areas, or to and from suburbs to population centers.
- The express bus service is a service intended to run faster than a normal bus service, either by operating as a "stop service" service for losing less busy stops, and/or traveling on a faster road like a highway than a local slow move Street.
- The park and ride bus service is designed to provide passenger onward travel from the parking lot. This can be labeled as a shuttle or express service, or part of a standard bus network.
- The feeder bus service is designed to pick up passengers in a particular area, and take them to the transfer point where they make their next journey on the luggage service. This could be another bus, or rail-based service such as tram, fast transit or train. Bus feeders can act as part of a wider local network, or regional coach network.
- Bus rapid transit (BRT) is the application of various infrastructure and marketing measures to produce public bus services that approach the characteristics of operations and the capacity of the rapid transit system.
Remote transport
Remote Trainer Service (USA: Intercity bus line) is a bus service operated over long distances between cities. This service can form a major travel network in countries with poor rail infrastructure. Different trainer operators may unite on a franchise or connect base to offer branded networks that span a long distance, such as Trailways and National Express. These networks can even operate internationally, such as the Eurolines of Europe. Intercity bus services are primarily intended to connect one or more urban centers, and thus often run as express services while traveling in rural areas, or even just call at two terminal points as a long-distance shuttle service. Some interurban services can be operated as luxury services with high specifications, using trainers, to compete with railways, or connecting areas not connected to trains. Interurban services may often end up at a central bus station rather than at a road stop. Other interurban services can specifically call in middle villages and may use slower transit buses or double-purpose buses.
Service specialist
- School buses transport children to and from school. While many countries and school districts manage their own services, such as school buses or charter buses, in some areas the school bus service is implemented as a special trip on a regular general schedule, specifically timed and directed to come and go coordinate with school bells.
- The shuttle bus is any type of bus service intended primarily to deliver passengers between two fixed points. This can be a bus or coach operated, but usually short or medium distance travel takes less than an hour. Shuttle buses will usually be connected to other transportation centers, such as airport shuttle buses. The general use of shuttle buses is in towns or cities with multiple train station terminals or bus stations, for interconnecting passengers. "Shuttle" as a brand name is applied varies across multiple service types.
- The postal bus service is a service that also carries letters, often on rural routes.
- The train replacement bus service is often rented by a railway company as an alternative means of transportation for train passengers. This may be pre-planned to include the maintenance of scheduled tracks or other planned closures, or to cover unplanned closures such as derailment.
Operation
Scheduling
Many public bus services run into certain schedules that provide certain departure and arrival times at the point along the route. This is often difficult to maintain in the event of congestion, damage, incident on/off buses, road blockages or bad weather. Predictable effects such as morning and afternoon rush hour traffic are often taken into account in the schedule using the past experience of effects, although this then prevents the opportunity to develop a 'face clock' schedule in which bus time can be predicted any time of day. The predictable short-term increase in the number of passengers can be handled by providing a "duplicate" bus, where two or more buses operate the same slot in the time schedule. Unexpected problems that result in delays and gaps in scheduled services can be dealt with by 'rotating' the bus early before reaching the terminal, so it can fill the gap in the opposite direction, meaning that every passenger on the changed bus must go down and continue on the next bus. Also, depending on the location of the bus depot, a replacement bus can be sent from the depot to fill another gap, starting part of the schedule part along the route.
There is a common cliche that people "wait all day, and then three come at once", in relation to the phenomenon in which regularly scheduled bus services can develop loopholes in services followed by buses that rise almost simultaneously. This happens when rush hour begins and the number of passengers stops increasing, increases the loading time, and thus delays scheduled services. The following bus followed because of fewer delayed start at the stop as fewer passengers were waiting. This is called bus bunching. This is prevented in some cities like Berlin by setting each stop arrival time in which the scheduled buses will arrive no earlier than specified.
Some services may not have a specific departure time, the time-out schedule of the service frequency on the route at a particular phase of the day. This may be determined by the time of departure, but the overriding factor is ensuring the regularity of the bus arriving at the stop. Often this is a more frequent service, up to the busiest fast bus transit scheme. For headway-based schemes, problems can be managed by changing speed, delaying at bus stops and jumping on boarding buses at bus stops.
Services can be strictly regulated in terms of compliance with timetables, and how often schedules can be changed. Operators and authorities may employ on road bus inspectors to monitor compliance in real time. Service operators often have a control room, or in case of major operations, a route controller, which can monitor service levels on routes and can take corrective action in case of problems. This becomes easier with technological advances from two-way radio contacts with drivers, and vehicle tracking systems.
Infrastructure remains
The bus service has led to the implementation of various types of infrastructure that are now common in many urban and suburban settings. The most common example is the bus stop everywhere. The big hills require the construction of the bus station. In streets and streets, infrastructure for buses has resulted in modifications on pavement lines such as protrusions and grooves, and even special pavement stones. All lanes or roads have been provided for buses on bus lines or bus lines. Bus fleets require large storage areas that are often located in urban areas, and may also utilize central work facilities.
Management
The level and reliability of the bus service often depends on the quality of the local road network and the level of traffic congestion, and population density. Services can be set on tightly regulated networks with restrictions on when and where services operate, while other services are operated ad hoc in shared taxi models.
Increasingly, technology is used to improve the information provided to bus users, with vehicle tracking technology to assist scheduling, and to achieve real time integration with passenger information systems featuring service information at bus stops, on the bus, and to wait for passengers through personal devices mobile or text message.
Tariff model
Bus drivers may be required to collect fares, check travel passes or free travel tickets, or supervise debiting of stored value cards. This may require installation of equipment to the bus. Alternatively, these tasks and equipment can be delegated to a conductor who takes the bus. In other areas, public transport buses may operate on a zero-tariff basis, or ticket validation may be possible through the use of an on-board/off-board payment system, checked by randomly riding ticket and bus ticket controllers.
In some competitive systems, incumbent operators can introduce "low cost units" that pay lower wages, in order to offer lower rates, using old buses that flow from the main fleet to also reduce costs. In some sectors, operators such as Megabus (both in the UK and in North America) have been trying to emulate a low-cost carrier model to attract passengers through low fares, offering no-frills bus service.
Ownership
Public bus operations are distinguished from other bus operations by the fact that the owner or driver of the bus is employed by or contracted to an organization whose primary public duty or commercial interest is to provide public transport services for passengers to appear and use, rather than fulfilling personal contracts between bus operators and users. Public transport buses are operated as public transport under contracts of carriage between passengers and operators.
The owner of a public transport bus may be a city authority or transit authority that operates it, or they may be owned by an individual or a private company that operates on behalf of the authority on the basis of a franchise or contract. Other buses may be run entirely as a private matter, either on the basis of the owner-driver, or as a multi-national transport group. Some countries specifically deregulate their bus services, allowing private operators to provide public bus services. In this case, authorities may cover the shortfall in the level of providing personal services by funding or operating 'socially necessary' services, such as early or late service, on weekends, or less busy routes. Ownership/operation of public transport buses may also take the form of charitable operations or not for profit-making enterprises.
Larger operations may have a fleet of thousands of vehicles. At its peak in the 1950s, the London Transport Executive had a bus fleet of 8,000 buses, the largest in the world. Many small operators only have a few vehicles or one bus owned by the owner's driver. Andhra Pradesh State Road Transport Corporation holds the Guinness world record of having the largest bus fleet with 22,555 buses.
Rule
In all cases in developed countries, public transport bus services are usually subject to some form of legal control in terms of vehicle safety standards and methods of operation, and possibly the rate charged and routes operated.
Bus services are increasingly accessible, often in response to the rules and recommendations set forth in the laws of disability discrimination. This has resulted in the introduction of flexible bus services, and the introduction of low floor buses with features aimed at assisting aging, handicapped or disrupted passengers.
See also
- Bus straddling
- Trolley bus
References
Source of the article : Wikipedia
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