chapter 10 1 chapter 10. public mass transportation 1. design rail service in a corridor with...

Chapter 10Chapter 10 11

Chapter 10. Public Mass TransportationChapter 10. Public Mass Transportation

1.1. Design rail service in a corridor with Design rail service in a corridor with respect to station spacing and vehicle respect to station spacing and vehicle capabilitiescapabilities

2.2. Calculate changes in transit ridership in Calculate changes in transit ridership in response to changes in fare or serviceresponse to changes in fare or service

3.3. Measure and compare the performance of Measure and compare the performance of public transportation operationspublic transportation operations

4.4. Discuss public transportation’s role in Discuss public transportation’s role in addressing certain public issuesaddressing certain public issues

Chapter objectives covered in CE361: By the end of this chapter the student will be able to:

Section 10.5 not covered in this course.

Heavy Rail Transit (HRT)


10.1 Transit Modes10.1 Transit Modes

Objectives of 10.1Objectives of 10.1• Name different transit modesName different transit modes• Explain the niches of different transit modesExplain the niches of different transit modes

By the end of this section, the student will be able to...


10.1 Transit Modes10.1 Transit Modes

Three characteristics of public mass transportation:

1. A common carrier

2. Fixed route and fixed schedule

3. The area served is limited to an urban area or a rural area (Intercity service is called “intercity mass transportation”)

NJ Hudson-Bergen LRT

NYCMTA

Staten Island Ferry

Others: Paratransit

Long Island RR/Jamaica Sta.

JFK Airport


Portland’s MaxPortland’s Max

Portland Airport

Portland Downtown

Bike racks

Light Rail Transit (LRT)


France’s TGVFrance’s TGVHeavy Rail Transit (HRT)


Japan’s ShinkansenJapan’s ShinkansenHeavy Rail Transit (HRT)


Shanghai’s MaglevShanghai’s Maglev


Japan’s Maglev (test)Japan’s Maglev (test)

Japan, France, China, Germany: Their governments invest in public transit. How about the US?

Test speed reached 500 kph (313 mph) recently.


Public transport system classified by routing and scheduling typesPublic transport system classified by routing and scheduling typesSch

edulin

g (

freq

uency

of

serv

ice)

Routing (degree of coverage and access)


Prof. Vucan Vuchic’s classificationProf. Vucan Vuchic’s classification

BRT

Front Runner

TRAX


Munich

Augsberg

UlmKarlsruhe

Heidelberg

Cologne

Berlin

Dresden

Bamberg

Visiting public transit agencies in Germany


Public Transit: Keys to SuccessPublic Transit: Keys to Success Intermodality (transfer from a mode to another mode is Intermodality (transfer from a mode to another mode is

simple and easy)simple and easy) Convenient ticket pricing and vendingConvenient ticket pricing and vending Multiline coverage of major areas of a cityMultiline coverage of major areas of a city Service to passengersService to passengers

Munich


Public Transit: Keys to Success (continued)Public Transit: Keys to Success (continued)

Cologne


Modern Airport-like RR StationModern Airport-like RR Station

Berlin Central


10.2 Designing Rail Transit Line10.2 Designing Rail Transit Line

Objectives of 10.2Objectives of 10.2• Explain the trade-offs available for dealing with Explain the trade-offs available for dealing with

accessibility and mobilityaccessibility and mobility• Determine transit vehicle travel regimes in Determine transit vehicle travel regimes in

terms of travel distance and timeterms of travel distance and time



10.2 Designing Rail Transit Line 10.2 Designing Rail Transit Line (with respect (with respect to station spacing and vehicle capabilities)to station spacing and vehicle capabilities)

10.2.1 Transit Vehicle Travel Analysis

Goal of providing service: (a) increase access to as many riders as it can, and at the same time (b) Minimize the time it takes to carry passengers from their origins to their destinations. The trade-off to achieve these two conflicting goals becomes:

A. Increase the number of stops along a route

B. Reduce the number of stops (Increase travel speed)

Section 10.2 focuses on Strategy B:

B1. Determine the best distance between transit stops on a route to make the best use of the performance characteristics of the transit vehicles assigned to the route

B2. Determine the best performance characteristics for transit vehicles assigned to a particular route, given a specified spacing between transit stops on that route


Trax vs. Commuter RailTrax vs. Commuter Rail(Trade off example)


FrontRunner in Utah County


10.2.2 Transit Vehicle Regimes10.2.2 Transit Vehicle RegimesThe goal of strategies B1 & B2: Maximize the average operating speed along the route (& at the same time save energy as much as possible). Acceleration, deceleration, and maximum speed are the three key vehicle performance characteristics.

Diagram of Five Transit Travel Regimes:

Station Standing Time

Acceleration & Deceleration: 3-4 mph/s (4.42–5.9 ft/s2)

Jerk (Rate of change of accel or decel rate): 1.12-2.68 m/s3 (3.6–8.79 ft/s3)

Travel Regime Diagram

54

3

2

1


Equations for Transit Vehicle Travel RegimesEquations for Transit Vehicle Travel Regimes

Examine these equations carefully.

Eq. 10.12 (shown below) does not contain the constant speed regime.

S = sa + sc + sb,c


Examples 10.1 – 10.3Examples 10.1 – 10.3 We will walk We will walk

through through these these examples.examples.


10.3 Predicting Transit Ridership Changes10.3 Predicting Transit Ridership Changes

Objectives of 10.3Objectives of 10.3• Define elasticity.Define elasticity.• Tell the difference between “elastic” and Tell the difference between “elastic” and

“inelastic” demand.“inelastic” demand.• Determine elasticity values, such as fare Determine elasticity values, such as fare

elasticity of transit, service elasticity, etc.elasticity of transit, service elasticity, etc.



10.3 Predicting Transit Ridership Changes10.3 Predicting Transit Ridership Changes

Elasticity = (% change in quantity of service Elasticity = (% change in quantity of service purchased)/(% change in price of service)purchased)/(% change in price of service)

10.3.2 Transit Elasticity with respect to Fare

Shrinkage Ratio = Elasticity

The value of the shrinkage ratio is one way of measuring the demand elasticity of transit ridership with respect to fare.

When the sign of the shrinkage ratio is negative, the quantity of service purchased decreases. The number of passenger will decrease.

A typical value for public transit is – 0.33 (meaning 1% (10%) increase in fare will cause 0.33% (3.3%) decrease in ridership).

Pay attention to the sign of the shrinkage ratio


Mythaca Bus Company caseMythaca Bus Company case

If the value of the shrinkage factor is -0.33,


Recent study on fare elasticityRecent study on fare elasticity Fare Elasticity-Bus Services Average (all hours all cities)Fare Elasticity-Bus Services Average (all hours all cities)

-0.40 (apparently greater than-0.40 (apparently greater than -0.33 mentioned in the -0.33 mentioned in the textbook). textbook).

Fare Elasticity - Bus Services

Cities/Areas with Population of

more than 1 million less than 1 million

All hour average -0.36 -0.43

Peak hour average -0.23

Off-peak hour average -0.42

Peak hours -0.18 -0.27

Off-peak hours -0.39 -0.48

Source: APTA website


Fare elasticityFare elasticity Fare elasticity = Elasticity of transit ridership Fare elasticity = Elasticity of transit ridership

with respect to fare.with respect to fare.

Before: $0.75 x 10,000 = $7,500

After: $1.00 x8,750 = $8,750

If revenue will increase, despite a fare increase, the If revenue will increase, despite a fare increase, the demand is “demand is “inelasticinelastic,” which is the case above.,” which is the case above.

If revenues will decrease as the fare increases, the demand If revenues will decrease as the fare increases, the demand is “is “elasticelastic.”.”

This concept is very important when transit agencies consider fare hikes.In the case above, MBC ridership is fare elastic or fare inelastic?


10.3.3 Transit Elasticity with Respect to Service10.3.3 Transit Elasticity with Respect to Service

Elasticity of transit ridership with respect to Elasticity of transit ridership with respect to serviceservice

We will walk through Examples 10.4 & 10.5.

• Typical headway elasticities are -0.37 during peak hours and -0.46 in the off-peak.

• How do we express “service” by headway or frequency


10.4 Performance Measures in Public 10.4 Performance Measures in Public TransportationTransportation

Objectives of 10.4Objectives of 10.4• Evaluate a transit system’s operation Evaluate a transit system’s operation

using performance measures.using performance measures.• Distinguish longitudinal analysis from Distinguish longitudinal analysis from

peer group analysis.peer group analysis.



10.4 Performance Measures in Public 10.4 Performance Measures in Public TransportationTransportation

Effectiveness (do the right thing) vs. Effectiveness (do the right thing) vs. efficiency (doing something well)efficiency (doing something well)

10.4.1 Transit performance measures

Need to have a set of performance measures and their criteria to compare the performance level of a transit system with the performance levels of similar systems (of a peer group).

For example, ridership is an effectiveness measure, while cost per mile is an efficiency measure.


Transit Performance Measures - samplesTransit Performance Measures - samples

Average travel time Average trip length Percent of population within x miles of employment Percent of population that can reach services by transit, bicycle, or walking Percent of transit dependant population Percent of transfers between modes to be under x minutes and n feet Transfer distance at passenger facility Percent of workforce that can reach worksite by transit within one hour and with no

more than two transfers Percent of population within access to transit service Percent of urban and rural areas with direct access to passenger rail and bus

service Access time to passenger facility Route miles of transit service Route spacing Percent of total transit trip time spent out of vehicle Existence of information services and ticketing Availability of park and ride

Accessibility related PMs:


Mobility related PMsMobility related PMs

Percent on-time performance Percent of scheduled departures that do not leave within a

specified time limit Travel time contour Minute variation in trip time Fluctuations in traffic volumes Average transfer time/delay Dwell time at intermodal facilities Proportion of persons delayed In-vehicle travel time Frequency of service Average wait time to board transit Number of public transportation trips


Performance measures - samplesPerformance measures - samples

See Table 10.4

TVM

Revenue vehicle miles

Ridership

Cost/mi

Cost/trip

Fare box recovery ratio

% Labor

See Example 10.6


What’s longitudinal analysis?What’s longitudinal analysis?

It’s an analysis method that compares the It’s an analysis method that compares the performance measures of then and now. Used performance measures of then and now. Used when peers are not available.when peers are not available.

Must compare performance measures taken Must compare performance measures taken under similar conditions. (Before and after under similar conditions. (Before and after analyses must be done in a similar environment, analyses must be done in a similar environment, meaning, if the before data were taken in meaning, if the before data were taken in January, after data may need to be taken January, after data may need to be taken January of the following year.January of the following year.

Review Example 10.7. It is straight forward.

(P. 10.24)

chapter 10 1 chapter 10. public mass transportation 1. design rail service in a corridor with...

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