Substantial Transportation - Looking toward the future.
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FAQ
  •   The “Street View Maker” can automatically integrate the video-recording and GPS coordinate-detecting functions of an EVR, and further combine image and space information to create street views that can be accessed at any time. Moreover, these street views can be stored and displayed at different recording times to compare and determine the changes in street conditions. The application scope of the “Street View Maker” includes roads and streets, railways, bicycle routes, footpaths, and forest trails.
  •   After acquiring street video and the corresponding GPS coordinates from your DVR, simply set up the “Street View Maker” and it can then be used to compress and convert excessive video information into equidistant street views. If you desire to access an already-stored street view, the “Street View Maker” enables you to drag markers onto or directly enter road names into Google Maps, which would subsequently access and display the previous street view of that location. The “Street View Maker” also allows you to export the relevant street view into .jpg or .doc formats, which can then be used for other value-added applications.
  •   When using the “Street View Maker” to create street views, street videos and corresponding GPS coordinates should first be obtained. Because most DVR that are currently available on the market are equipped with video-recording and GPS coordinate-detecting functions, only a general DVR is required as a prerequisite for creating street views with the “Street View Maker”.
  •   The policies of energy or environment protection that relate to green transportation from the Ministry of Transportation and Communications (MOTC), the Environmental Protection Administration (EPA) and the Ministry of Economic Affairs (MOEA) have been included in the “Transportation Policy” and the “Environment Protection Policy” on the “Green Transportation Educational Website”. The “White Book on Green Transportation” released by the MOTC last July has been put on the website. Besides, many domestic and international low carbon or eco-friendly website links have been included in the “Related Green Transportation Links” on this website, such as “Environment E-learning (http://www.epa.gov.tw/children/index.html) or “GreenLiving Information Platform (http://greenliving.epa.gov.tw/GreenLife/)”.
  •   There has not been a venue for the public to leave messages in the “Green Transportation Educational Website” yet. However, people can leave messages on our Facebook Page (https://www.facebook.com/greentransport.tw).
  •   The serial research has already accomplished collecting and analyzing the data, as well as constructing the models for passenger cars from earlier periods (2007 to 2009) and buses from this period (2010 to 2011). Currently, the research is focused on scooters and motorcycles, which shall last for two years (2012 to 2013), to complete the domestic energy consumption / emission models and provide an overall basic application.
  •   The IOT from MOTC began equipping public transportation vehicles (including Intercity Buses and City Buses) with HORIBA OBS-2200 emission sampling devices for cars. Along with GPS (Global Positioning System) and connecting environmental conditions like temperature, humidity, and atmospheric pressure, the IOT performed research on fuel consumption/CO2 emissions of buses in actual road performances in Taiwan for the first time. The research established the first curve and model that would estimate fuel consumption and CO2 emissions by second based on the instantaneous data from public transportation vehicles in service (including rates by second, fuel consumption, and CO2 emissions). Furthermore, such a model has been tested to see if it might be transferred to be suitable adopted for different routes, vehicles, driving habits and regions.

      The model for the experiment was constructed from the data of the Intercity Bus with the route from Taipei to Luodong, as well as of Taipei City Bus 226 when running normal service (with 392,000 pieces of data from the Intercity Bus and 226,000 pieces from the City Bus). The route of the Intercity Bus covers freeways, provincial highways, and roads in cities, while the Taipei City Bus mainly included the routes in the city. Through these data, relationships between average and dynamic fuel consumptions were first transferred, and then this transferring ratio was combined with the average fuel consumption of public transportation vehicles all over the country in order to estimate the dynamic consumption / emission curve of public transportation vehicles all over the country.
  •   Since fuel consumption grows larger when driving at low speeds in the city, using congestion management and eco-friendly driving methods shall provide significantly efficient fuel saving and carbon reducing. This is also a direction expecting improvements in the future. Strategies that accompany this project of public transportation vehicles also consist of improving the traffic lights, efficient improvements for passengers getting on and off buses in bus lanes, and equipping proper devices to assist in saving fuel while driving at lower speeds.
  •   MOTC expects to offer a reference for local governments to improve public transportation services for remote areas all over the country through this trial experience. In the future, MOTC shall cooperate with domestic governments, and through coordinating among the public, the government and business holders, as well as collecting resources and constructing community awareness, they shall improve the environment of public transportation service quality in remote areas together. At the same time, MOTC hopes that more media will advocate and publicize the ideas and service contents, in order to make it more convenient to smoothly promote and develop the service in our country.
  •   According to “Regulations on Developing Mass Transportation”, common highway buses or city buses that belong to mass transportation systems are required to travel fixed routes and follow fixed schedules, as well as offer fixed stops or stations for the public to wait to take rides. Furthermore, currently in remote areas, residents that mainly have to travel out count on the service mentioned above. However, as the service frequency is too little, it is inconvenient for them to take mass transportations, so that their intentions of going out have lowered or they count on personal vehicles. On the other hand, since business owners that provide services are limited by rigid systems and operating considerations, they can only provide limited and fixed routes as well. That is to say, they cannot meet the various needs of residents in daily life. This has also caused problems for the government and residents, as well as the business runners, forcing them to face the lack of quantity and difficulties in raising the quality.

      In order to resolve this problem, MOTC expected to create outstanding services by using limited resources, and that was why DRTS was introduced, to take as much care for residents’ basic needs as possible. The operating model is actually similar to the current “Rehabus” provided for handicapped people in counties and cities, though it is more applicable for residents in remote areas. The operating method of such a service is to follow practical reservation requests from passengers and then adopt flexible schedules and routes. After passengers finish their booking, the business holders shall collect all of these needs, arrange the schedules, and plan the cars on the routes. Then the buses shall pick the passengers up at appointed times in appointed places. Through such a matchmaking service between needs and provisions, it is possible to save waiting and traveling time for passengers, as well as improve the intentions for remote areas residents to use public transportation. The result of this trial shows that DRTS was extremely welcome and had great feedback from local residents, who hope the service turns into a normal daily service.
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