Article Abstracts
Volume 1, No. 2, Winter 1997
Performance-Based Transit Operating Subsidy Allocation: A Before and After Study
Matthew G. Karlaftis and Kumares C. Sinha, Purdue University
Abstract
Transit operating subsidy allocation procedures based on such factors as deficit or population have been under attack ever since operating subsidy became widespread in the 1970s. These procedures do not directly provide any incentive for innovation, cost cutting strategies, and efficient operation. Recognizing the problems associated with a 100 percent population-based formula, the State of Indiana, since 1986, has used transit performance as a part of its subsidy allocation procedure. This paper examines the impact of this procedure on transit system self-reliance, efficiency, and effectiveness by analyzing the relevant data between the periods before and after the procedure was instituted. The results show that the procedure has positively affected transit system performance, particularly for small- and medium-sized properties. The largest positive change has been realized in transit system effectiveness and self-reliance, while no perceptible change was observed in transit system efficiency.
Changes in Traveler Stated Preference for Bus and Car Modes Due to Real-Time Schedule Information: A Conjoint Analysis
Thomas B. Reed and Jonathan C. Levine, University of Michigan
Abstract
This paper reports a conjoint analysis that explored potential impacts of real-time transit schedule information on mode preference. Conjoint analysis is a stated-preference approach to choice modeling in which respondents are asked to rate hypothetical products or services described by a single level of each of a number of attributes. Respondent ratings are decomposed into "part-worths" describing preferences for each attribute level. Subjects for the study were 500 randomly-sampled employees on the University of Michigan Medical Campus.The conjoint data indicate potential significance of real-time transit schedule information for circumstances under which modal choice decisions are made on a day-to-day basis. Stated mode preference is not, however, significantly affected by availability of such information when decisions are made on a month-by-month basis. These results should further motivate transit system designers to provide such information, with particular attention paid to developing a highly accessible method of information dissemination.
Goal-Setting and Performance Measurement in Transportation Planning and Programming
Darwin G. Stuart, Chicago Transit Authority
Abstract
A series of examples from highway planning, transit planning, and multimodal planning/programming is reviewed. The role of more systematic application of transportation goals and objectives and associated performance measures is explored. The need to connect with the overall planning/management structure of an agency is stressed. Distinctions are made between process-oriented and product-oriented goals, contrasting internal administrative measures with output or performance-oriented measures. Several multimodal planning studies are further contrasted with regard to their extent of employing product-oriented performance measures. A checklist for improved goal-setting is given.
Characteristics of Light Rail Travel Time: Examples from France
Jianping Wu, Mike McDonald, Nick Hounsell, University of Southampton, UK
Abstract
The total journey time of light rail vehicles (LRVs) is made up of running time, dwell time (station stops for passenger boarding and alighting), and signal delay (delay of LRVs being stopped by the regular traffic signals). Data from operational surveys of six modern light rail systems in France has shown that LRV running time was 65-71 percent of the total journey time and dwell time was 22-27 percent, while signal delay was 7 to 8 percent of the total journey time. The average operating speed of the light rail transit (LRT) ranged from 17.7 to 22.8 km/h and has an approximate linear relationship to passenger stop frequency (stops/km).Light rail dwell time has been found to follow a log-normal distribution, although the values differed significantly between different LRT systems. The means of the dwell time distribution have the range of 16 to 31 seconds in off-peak periods and 21 to 37 seconds in peak periods. Factors that influence light rail dwell time include the number of passengers at the stops, the number of standees in the vehicles, vehicle design (number of doors, door size, low floor or high floor vehicle, etc.), fare collection system, and the location of LRT stops.
The findings in this paper could be used by LRT planners and operators directly in developing and assessing operating and service changes and in providing input to long-range planning procedures. The results can also be used in microscopic simulation modeling studies of LRT in an urban network, such as the TRGMSM model.
Evaluating Transit Subsidies in Chicago
Ian Savage and August Schupp, Northwestern University
Abstract
This paper presents a model that calculates the social welfare benefits of using additional subsidy to reduce fare levels or improve service levels of public transit in Chicago. The model differentiates between the effects in peak and off-peak periods for both bus and rapid rail service. Results of the analysis are that bus fares should be reduced during the off-peak; rail fares are broadly acceptable; bus service levels are broadly acceptable, except for the peak period where they are too high; and rail service levels are too high at all times of the week, but especially in the peaks and on Sundays. In general, it is more advantageous to use subsidy monies to reduce fares than improve service levels. Even if overall subsidy levels were not increased, society would be better off if service levels were reduced, and the money saved channeled into reductions in fares.
Analyzing the Budgeting Process of Selected Rapid Rail Transit Systems
William D. Cooper, L. Milton Glisson, and Charles F. Malone, North Carolina A&T State University
Abstract
The transportation infrastructure in the United States is entering a period of growth and expansion. During this period of change, attention has been directed toward improving the organizational accountability of the rapid rail transit systems. To date, there has been no definitive study of how rapid rail transit systems integrate the operating budgetary process into decisionmaking or whether doing so would provide greater control over costs. Based on field interviews, this study examines the budgetary processes of 9 of the 13 rapid rail transit systems operating in the United States. Among the areas examined are (1) administrative issues, (2) budgetary planning, (3) frame of reference, (4) investigating variations from plans, and (5) planning feedback. In addition to describing the similarities and differences among the rapid rail transit systems, recommendations and observations are presented.