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Due to relatively low patronage levels, rural bus stops are sometimes questioned in order to improve travel time and reliability on regional bus services. Previous research into stop spacing has focused on urban areas, which means that there is a lack of knowledge regarding the effects of bus stops in regional networks, with longer distances, higher speeds, and lower passenger volumes, in general. The present study addresses this knowledge gap by analysing the effects of bus stops on a regional bus service regarding average travel times, travel time variability, and on-time performance. This is done by statistical analysis of automatic vehicle location (AVL) data, using a combination of methods previously used for analysis of rail traffic and urban bus operations. The results reveal that bus stops that are only used sporadically have a limited impact on average travel times, in general. In contrast, they are all the more influential on travel time variability, and, in turn, on on-time performance. On the studied bus service, the number of stops made have a far greater impact on travel time variability than any of the other included variables, such as the weather or traffic conditions during peak hours. However, the results suggest that rural bus stops have a much lower impact than what we define as secondary bus stops in urban areas. Consequently, by primarily focusing on bus stop consolidation in urban areas, it is possible to significantly improve service reliability without impairing rural coverage. [ABSTRACT FROM AUTHOR]

Background: Transit Oriented Development (TOD) is key to the success of public transport and for sustainable urban and regional development. Previous research has often focused on delivering TOD in urban areas with high population and building densities. This highlights the need to broaden the scope of TOD approaches to also include less densely populated areas located outside the immediate urban cores as a key concern for policy. Purpose: The aim of this paper is to increase the knowledge of how to deliver TOD in such low-density contexts. Methods: Three case studies of attempts at delivering TOD in sparsely populated areas in three Swedish city-regions are made. The data for the case studies consist of planning documents and 13 interviews with key stakeholders involved in the planning processes of the three cases. Results: The results show that many of the barriers and enablers are rather similar to those identified in research on TOD in much more urban contexts in other parts of the world, but the relationships between them are differently nuanced in low-density contexts. The lack of clear quantified definitions of what TOD is (or is not) allows a more flexible, site-specific understanding of TOD to emerge in this context. Results: It is important that a shared vision of TOD in each location is developed by the organizations involved—and such a shared vision appears to be crucial for the development to have a good chance of being delivered. Informal definitions, and individual perceptions (including those of the public) are important; and in locations that are quite "marginal" for TOD, all enablers must interact together positively for the development to have the maximum likelihood of going ahead as planned. [ABSTRACT FROM AUTHOR]

The purpose of this study is to look into patronage effects of extended supply outside peak hours on regional public transport services. Previous studies have shown that the service frequency is an attribute of great importance for regional passengers, but little is known about the details regarding peak and off-peak frequencies or service hours. The present study addresses this knowledge gap, departing from the hypothesis that additional off-peak supply means more flexibility for the passengers in terms of departure time options, and possibly also a sense of security for passengers who are uncertain about the time of their (return) trips. Essentially, the added off-peak departures may attract more passengers even if they normally do not or only occasionally use the off-peak services. The patronage effects are explored through four case studies from the region of Scania in southern Sweden. The cases include regional rail and bus services where substantial improvements have been made outside peak hours, resulting in at least hourly all-day services. The results of the study provide new insights into the fundamental planning policy trade-off between maximum frequency and span of public transport services in urban peripheries and rural areas. Importantly, the results suggest that improved time coverage may lead to substantial patronage growth, and this growth is evident also during peak hours, despite unaltered peak hour frequencies. Hence, off-peak departures cannot be assessed only through patronage levels in isolated time periods, let alone on the individual departures. [ABSTRACT FROM AUTHOR]