1. Chapter 10 1 Chapter 10. Public Mass Transportation 1. Design rail service in a corridor with respect to station spacing and vehicle capabilities 2. Calculate changes in transit ridership in response to changes in fare or service 3. Measure and compare the performance of public transportation operations 4. Discuss public transportation’s role in addressing 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)

2. Chapter 10 2 10.1 Transit Modes Objectives of 10.1 Objectives 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...

3. Chapter 10 3 10.1 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

4. Chapter 10 4 Portland’s Max Portland Airport Portland Downtown Bike racks Light Rail Transit (LRT)

5. Chapter 10 5 France’s TGV Heavy Rail Transit (HRT)

6. Chapter 10 6 Japan’s Shinkansen Heavy Rail Transit (HRT)

7. Chapter 10 7 Shanghai’s Maglev

8. Chapter 10 8 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.

9. Chapter 10 9 Public transport system classified by routing and scheduling types Scheduling (frequency of service) Routing (degree of coverage and access)

10. Chapter 10 10 Prof. Vucan Vuchic’s classification BRT Front Runner TRAX

11. Chapter 10 11 Munich Augsberg Ulm Karlsruhe Heidelberg Cologne Berlin Dresden Bamberg Visiting public transit agencies in Germany

12. Chapter 10 12 Public Transit: Keys to Success Intermodality (transfer from a mode to another mode is simple and easy) Intermodality (transfer from a mode to another mode is simple and easy) Convenient ticket pricing and vending Convenient ticket pricing and vending Multiline coverage of major areas of a city Multiline coverage of major areas of a city Service to passengers Service to passengers Munich

13. Chapter 10 13 Public Transit: Keys to Success (continued) Cologne

14. Chapter 10 14 Modern Airport-like RR Station Berlin Central

15. Chapter 10 15 10.2 Designing Rail Transit Line Objectives of 10.2 Objectives of 10.2 Explain the trade-offs available for dealing with accessibility and mobilityExplain the trade-offs available for dealing with accessibility and mobility Determine transit vehicle travel regimes in terms of travel distance and timeDetermine transit vehicle travel regimes in terms of travel distance and time By the end of this section, the student will be able to...

16. Chapter 10 16 10.2 Designing Rail Transit Line (with respect 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

17. Chapter 10 17 Trax vs. Commuter Rail (Trade off example)

18. Chapter 10 18 FrontRunner in Utah County

19. Chapter 10 19 10.2.2 Transit Vehicle Regimes The 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/s 2 ) Jerk (Rate of change of accel or decel rate): 1.12-2.68 m/s 3 (3.6– 8.79 ft/s 3 ) Travel Regime Diagram 5 4 3 2 1

20. Chapter 10 20 Equations for Transit Vehicle Travel Regimes Examine these equations carefully. Eq. 10.12 (shown below) does not contain the constant speed regime. S = s a + s c + s b,c

21. Chapter 10 21 Examples 10.1 – 10.3 We will walk through these examples. We will walk through these examples.

22. Chapter 10 22 10.3 Predicting Transit Ridership Changes Objectives of 10.3 Objectives of 10.3 Define elasticity.Define elasticity. Tell the difference between “elastic” and “inelastic” demand.Tell the difference between “elastic” and “inelastic” demand. Determine elasticity values, such as fare elasticity of transit, service elasticity, etc.Determine elasticity values, such as fare elasticity of transit, service elasticity, etc. By the end of this section, the student will be able to...

23. Chapter 10 23 10.3 Predicting Transit Ridership Changes Elasticity = (% change in quantity of service purchased)/(% change in price of service) Elasticity = (% change in quantity 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

24. Chapter 10 24 Mythaca Bus Company case If the value of the shrinkage factor is -0.33,

25. Chapter 10 25 Recent 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 -0.33 mentioned in the textbook). Fare Elasticity - Bus Services Cities/Areas with Population of more than 1 millionless 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

26. Chapter 10 26 Fare elasticity Fare elasticity = Elasticity of transit ridership with respect to fare. Fare elasticity = Elasticity of transit ridership 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 demand is “inelastic,” which is the case above. If revenue will increase, despite a fare increase, the demand is “inelastic,” which is the case above. If revenues will decrease as the fare increases, the demand is “elastic.” If revenues will decrease as the fare increases, the demand is “elastic.” This concept is very important when transit agencies consider fare hikes. In the case above, MBC ridership is fare elastic or fare inelastic?

27. Chapter 10 27 10.3.3 Transit Elasticity with Respect to Service Elasticity of transit ridership with respect to service Elasticity of transit ridership with respect to service 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

28. Chapter 10 28 10.4 Performance Measures in Public Transportation Objectives of 10.4 Objectives of 10.4 Evaluate a transit system’s operation using performance measures.Evaluate a transit system’s operation using performance measures. Distinguish longitudinal analysis from peer group analysis.Distinguish longitudinal analysis from peer group analysis. By the end of this section, the student will be able to...

29. Chapter 10 29 10.4 Performance Measures in Public Transportation Effectiveness (do the right thing) vs. efficiency (doing something well) Effectiveness (do the right thing) vs. 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.

30. Chapter 10 30 Transit 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:

31. Chapter 10 31 Mobility 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

32. Chapter 10 32 Performance measures - samples See Table 10.4 TVM Revenue vehicle miles Ridership Cost/mi Cost/trip Fare box recovery ratio % Labor See Example 10.6

33. Chapter 10 33 What’s longitudinal analysis? It’s an analysis method that compares the performance measures of then and now. Used when peers are not available. It’s an analysis method that compares the performance measures of then and now. Used when peers are not available. Must compare performance measures taken under similar conditions. (Before and after analyses must be done in a similar environment, meaning, if the before data were taken in January, after data may need to be taken January of the following year. Must compare performance measures taken under similar conditions. (Before and after analyses must be done in a similar environment, meaning, if the before data were taken in January, after data may need to be taken January of the following year. Review Example 10.7. It is straight forward. (P. 10.24)