However, Apple Maps does scan your phone for compatible transit apps and links you to them, or helps you find them in the App Store. See all the screenshots created for this post.
Arrival times, no trip planning. Continue reading The best Chicago transit apps for iOS 6 devices. You could make a digital, online version of this map that residents created at the Bloomingdale Trail charrette. SEAT Toledo. Honda CR-V. Smart Fortwo. Honda Civic Tourer.
Suzuki Ciaz. Volkswagen Tiguan. Toyota Aygo. DS DS 4 Crossback. Skoda Yeti. KIA K5. Honda Jazz. Suzuki Vitara. Volkswagen Touran.
Skoda Fabia Combi. KIA Sportage. SEAT Alteca. Skoda Superb. Volkswagen Golf. SEAT Alhambra. Volkswagen Amarok Volkswagen Golf Variant. Volkswagen Sharan. Honda Civic. Peugeot Partner. Volkswagen Golf GTE. Suzuki Baleno. Volkswagen Scirocco. Buick Excelle. Volkswagen California Volkswagen E-Golf. Volkswagen Golf Cabriolet. Volkswagen Polo. Volkswagen Caravelle Volkswagen Golf Sportsvan.
Volkswagen Multivan Volkswagen Passat. Smart Forfour. The issue of fullness has been cited during our interviews with riders who use wheeled mobility devices. Without this information, they do not know if they will be able to get on the bus they are waiting for. As with single event reporting, these issues can be resolved through citizen science approaches. Universal design was founding principle of the design process and rich media event reporting was identified as a valuable approach early in the project.
The remaining factors crowd-sourcing and dynamic information push surfaced during interactions with stakeholders. In general, public services are designed to benefit everyone, but also to create a sense of fairness through their focus on services more specifically for disadvantaged communities. In our project, we seek to find harmony between in the needs of all riders by adopting universal design principles. The basic premise of this design philosophy is that designers should focus on services and systems that work for everyone within a single design.
In taking this approach, designers consider the needs of all users from the start, instead of adding tacked on modifications designed to support the letter, but not the spirit of the ADA and similar laws.
For example, static information such as signs indicating bus stops work well for most riders, but they fail blind and low-vision riders. Providing fully accessible systems at each stop e. The preliminary fieldwork that investigated the information needs of riders and of transit service providers Yoo et al.
The interface and interaction design for the system were tested with disabled users. This testing resulted in additional functionality. Our investigation examined factors for modalities of the Notes text, audio and Media none, photo, video for both riders without disabilities and wheeled mobility device users.
Participants documented representative problems in a simulated bus shelter using all six combinations e. The results suggest that text with photos should be supported, and that riders do not perceive the use of video as adding additional value in terms of communicating the problem they wish to document. Both groups had a strong preference for the use of photos with text notes.
This work evaluated rider preferences for communication but did not measure the effectiveness of the communication for the service provider. Each report was rated on 7-point scales in terms of Detail, Context, and Clarity.
Is there enough to understand out what the problem is… whether the step is 1" or 3", is it clear there is a maintenance problem, etc. Can you tell what the item is and what the influences are… a step into a door vs. As with the preference and social comfort ratings seen in the prior study Steinfeld et al.
Figure 1. While in-vehicle video has proven to be a valuable tool for capturing adverse events in transit systems, it does not seem to add much value to the information riders could collect and deliver to the transit service. Interviews and interaction concept testing by the team Yoo et al. The benefit side of the equation is the perceived likelihood that a report will actually be seen and acted on.
Analysis of survey questions about experiences with reporting problems to the local transit agency showed low rates of feedback and perceived timely resolution of the problem Steinfeld et al. This feature has been shown to work well for groups like ParkScan.
A crowd-sourcing approach, assuming you can get a critical mass of participants, provides several advantages. First, it is significantly cheaper for the transit service than commercial systems due to the fact that it leverages a technical infrastructure that is already in place. Second, it allows for collection of many different kinds of dynamic information such as fullness of vehicle, available space for bikes, space for wheelchairs, etc.
Third, the constant use of this service by many riders provides a platform for ongoing dialog between the transit service and riders. While many crowd-source models benefit from altruistic participants and a sense of ownership e.
We suspect this difference is based on two factors. Second, riders of public transit services interact with the service much more like a consumer than other public services e. Riders pay a small amount for each journey or they repeatedly purchase passes. Factors like community identity and bond can be designed into the user interaction with the system to foster motivation.
For this application, motivating users to sustain their relationship with the community is critically important. We recognize this as a challenge in the design of our system, and we are currently experimenting with several motivational models.
This parade, with only two days notice, forced them to make a large number of routing changes. In order to prevent riders from waiting at stops that buses would never visit, they literally sent their employees out on the street to find stranded riders and send them towards the closest, temporary stops. One important feature of Twitter is that users can set up automatic mobile phone text messages.
Twitter has also been suggested as a source for gathering real-time data from populations during evacuations and public planning e. PAAC is an interesting example because there were two large-scale disruptive events in Pittsburgh in one year — the G20 meeting and a week of major snowstorms in February The account gained 50 followers over the next two days. The snowstorms occurred about four months later. Two storms over five days left the region largely immobilized with many roads unplowed and major arteries severely constricted for over a week.
PAAC used Twitter heavily during this crisis, often copying and pasting internal messages straight into the account Schwartzel, Word of mouth about these updates led to giant increases in followers.
For example, followers joined on February 9th and were rewarded with new messages the following day. No large drop in followers is present in the data after the snowstorms and the number of followers has steadily grown since the crisis. This phenomenon is not unique to bus transit services. Similar spikes in followers were seen for airlines during the Icelandic volcano ash cloud delays in the spring of 6 TRB Annual Meeting Paper revised from original submittal.
There seems to be a willingness within transit agencies to share dynamic information and a desire among riders to receive this information in a mobile, electronic form. This two-way communication reinforced the value of this information resource and supported sustainability of this Twitter community.
This approval process is obviously not suitable for the types of rapid updates required for real-time changes. Experts at the workshop recommend letting a designated employee post independently.
Another barrier is that tweets are posted to all users, regardless of relevance. Syntax can vary and descriptions can be both narrow and broad e. We are currently designing a system that captures Twitter traffic and routes the traffic directly to the relevant users. Specific features have been implemented and fielded see Pilot Study, below but others are still under development. The design of the mobile client app includes two main methods for contributing data.
First, users can trace vehicle location and fullness and contribute Twitter-like messages. All of this data is linked to specific vehicles and stops. Second, riders can report single event observations with the option of including an accompanying photograph. As mentioned earlier, awareness of whether there is room for a wheelchair to board a vehicle is extremely valuable to riders who use wheeled mobility devices. Therefore, the fullness reporting includes designation of four fullness levels empty, seats available, standing room only, and full as well as three wheelchair levels room, not sure, no room.
The separation is necessary since a wheelchair can fit onboard if there is room for people to stand when vacating the wheelchair parking area. The range in size of wheelchairs and scooters D'Souza et al.
Figure 2.
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