Bus System - Basic Services

Ryan has a fairly extreme understanding of bus metrics and general urban transportation metrics to offer guidance to the cities bus services department, this we can toast to successes and to have the best measures we can provide as we hold-the-line for new forms of transport to take over in some specific aspects of the bus matrix. This will be better explained with interviews about the specifics of how unperceived enhancements will revolutionise the rapid acceleration of transportation speeds and why the bus will hold a specified place, and why it will survive in the future of transportation.

BUS GEOMETRY AT A GLANCE BY RYAN PAUSINA

Negative aspects of a bus in no particular order

Can not even transport a cake, on board a bus... Transportation of personal affects low.
The bus does not fit on the road by geometry of length. When a bus travels down a road, the vehicles heading the other way must pull over and stop to let the bus pass. This is a total stoppage of the vehicle metric in the opposite in direction. (Not motorcycles)
Damaged vehicles, busses swing out in the rear and damage vehicles parked roadside. This is a common occurrence.
The dimensional geometry of a bus is prism and cuboid. It is a field-of-view blocker. People often walk out from in front or behind a bus and are hit by another vehicle. This is a common occurrence due to the highly cuboid geometry of a bus.
A bus does not have brakes. As the passengers within a bus are unrestrained, a bus driver can not apply the brakes if a person suddenly walks out in to a pedestrian crossing. If the bus driver applied the brakes, even more people would be injured in the bus. This occurence is the same when people are transporting goods that are not heavily secured, the driver only gently applies the brakes, not to have equipment come loose. For this reason, there is a high incidence of people hit and killed by a bus. Fact: A bus does not really have brakes.
A bus is hard to over take by length and also width. If a bus pulls over at a bus stop, and that bus stop is road side, the traffic metric in that direction is stopped until the passengers have got off and new passengers have got on and are seated. The more busses on the road, the traffic is pegged to the speed of a bus.
The more full a bus gets, the slower it goes. If the bus is completely empty, it takes 5 minutes to get from home to the local mall, the bus never stops the whole way. What about when the bus is totally full? The bus travels 200meters and stops, 5 people get off and 5 people get on. The bus goes another 200 meters and stops, as it is 100% full, 5 people get off and 5 people get on.... and so on. The ride takes 15 minutes and the traffic is impeded by the common denomination formula of capacity and load. The more full a bus gets, the slower it goes and the slower all other vehicle traffic goes in multi destination routes.
The bus can not swerve. A car can swerve, a bus can not swerve, due to axle diameter, tipping points, maximum width diameter. Two busses taking up two lanes can not serve. Aforementioned, a bus does not fit on the road.
Sub-prime transportation metrics. A bus does not take a person from location A to destination point/location B. Example: A person leaves home at location A. they walk in the weather to the bus stop location B, they then take a bus to the city location C, they then walk to another bus line at location D, they then take the second bus to location E, where they walk to their final destination at location point F. The journey is compete. A bus is an A to F transportation system and also a proximally sub prime elongated transportation system. A private vehicle and an uber, both have A-B metrics. However if street parks are removed or parking at the destination is not possible, a private vehicle is an A-C metric and for an uber, the start point is always different so it is an A-C metric for the driver and always an A-B metric for the passenger. Uber has a prime-ultimate passenger metric.
A bus is 100% dependent on a driver being present and attentive. In life a bus driver is a committed person, however if wrongly employed, a driver is not always present with their own children and responsibilities, health and what not that makes them not always present. If the driver is not present, the metric of that mass transport device is zero. The more full a bus is, the more used a bus is, the greater the incidence of driver absence. For example (for the right brainer's), if the bus were to be 100% of our transport system, then each day, something like 20,000 people could be late for work each day.
Mechanical breakdown is a low incidence situation, however when so, it is responsible for the number of people who are on that route.
Inefficiency, a bus is highly inefficient in energy and road use when empty. A mini-van would be some potentially three times more efficient in environmental use, mechanical, materials, tyre rubber.
Poor transport metrics. The bus does not travel at a minutes need. A bus only operates at set times throughout the day. It does not operate at times at night at all. The system works by the time frequency by the timetable. The bus operates secondary platform that is a timetable constriction system.
As the bus becomes more full, the frequency of a bus being unable to stop due to being full of passengers increases. The more economic a bus becomes, the more the bus reliability outcomes are reduced. BUS FULL
Storage of a bus can not fit into a carpark building (vehicle container) after use.

Positive aspects of a bus

A school bus can collect children from location A and take them to a single location/destination B with prime ultimate metrics. A bus has a prime metric to take a group of people from one location to another single location such as a sports field. Also can a large van/minibus for smaller numbers.
It is sub hazardous for children logistics.
A bus is penultimate to take children from school at location point A to a variable location/destination route point B<C<D<E<F<G< etc. A school bus from example; Sacred Heart college collection to Benson Road route in Remuera is a penultimate outcome for bus metrics.
A bus is ideal to bring children to and from school. Plain clothes police and good samaritans can provide ecort and monitoring within the metric.
Children are excluded from using the road due to the motor function, geometry and other nature of a vehile including mainly the propensity to do high monetry value damage in the event of an accident.
A bus can take passengers from a carpark building over a congested bridge to a variable destination with excellent metrics.
A bus can take 100 passengers with a ratio of one driver. 100 - 1.

A specific bus has a high value in logistics of items/goods when used in a location A-B metric A high cab truck with bench seats and tail lifts could have a higher value for certain goods and are excellent backup vehicles with improved braking capability.

Candidate For Mayor

Ryan, as a career product developer and an expert in the field of volumetrics, is ideal for the role as mayor of Auckland. Ryan scores himself highly in transport expertise. WIth transport being in the top 5 prime fields of the role itself, Ryan gives himself a score of 9.6 out of 10 for ability to executively manage the transport analytics division of the mayoral office.

With congestion at near to disfunctional levels, Ryan is still able to improve the reliability of busses, improve bus driver training and driver analytics. He is able to apply busses more intellectually, which can have a large impovement. Apply mini-busses more strategicaly. Construct timetables more effectvely. Make use of bus-only lanes more usefully for courier drivers and motorcyclists, who need priority and do not add to most elements of the congestion metric.

Most of all, Ryan will not invest into tunnels, bridges, cyclelanes that have low scores in analytics. Ryan has learned through business, that to change something which has both a positive improvement and also a negative, you would be a mug. Cycleways remove ideal roadside carparks at a cost of $70,000 per 7 meter space. These carspaces have prime ultimate analytics in proximal distance from road, distance from shops, crossing of footpaths, logistical moving of items. Roadside parks are a cornerstone of roading design from as far back as the 18th century.There is no gain whatsoever to create uncovered micro-transport and other cycle lanes road side, the cyclelanes are environmental but also have very slow analytics, a bike must stop every 100 meters for a red light and a bike lane can affect vehicle analytics negatively. Bike lanes may have low uptake in reality, in bad weather and are less safe for both cycllists and pedestrians, also for many children to navigate. Cycleways may not have any much of an improvement or worse. Roadside obsticales may pose dangers for micro transport increase may increase injuries or permanent injuries if not done right.

Ryan is interested in a theoretical concept of uber of bus stops, minivans and an elevated micro trasport system that is far cheaper to construct than colossal cycleway projects. Ryan is also interested in community monitoring and plain clothes officer monitoring of school busses and feels that many more school children can take busses and potentially uber of bus stops.

Ryan would like to examine tax on owning one investment property. If a person were to rent their house out to a tenant, while living in a rented home closer in proximity to schol or wirk, why should a person be required to pay tax twice? Why should a person have to pay $30,000 in fees to sell-up and live closer to work or school? It should be $2000