Browsing by Subject "Bus transit"

Now showing 1 - 4 of 4
  • Thumbnail Image
    Item
    Better Understanding the Potential Market of Metro Transit's Ridership and Service
    (University of Minnesota Center for Transportation Studies, 2006-10) Krizek, Kevin; El-Geneidy, Ahmed
    Ridership is a key element in the transit industry. Conventional travel analysis focuses on two types of transit users: captive and choice riders. Captive riders are typically those who lack an alternative to transit; they therefore use it as their primary mode of transportation to reach their destination. Choice riders are those who have realistic alternatives (e.g., driving) but choose to use transit for various trips. Service reliability and availability affects the ridership of both populations. However, substantial increases in ridership are usually assumed to be derived only from choice riders. Populations not using transit may be further considered as two distinct populations: auto captives and potential riders. Auto captives are mainly auto users who don’t have transit as a potential mode of transportation or would not even realistically consider using transit. Potential riders are currently not using transit for certain reasons and/or concerns, but may consider the idea of using transit based on certain criteria. This research analyzes results from two surveys conducted in the Twin Cities metropolitan region: one of existing riders and the other of non-riders. The aim is to understand the characteristics of both captive and choice riders, with an eye toward the factors that can increase ridership of the latter population. This research classifies riders and non-riders differently from previous research. In addition to the captivity of modes, the classification considers regularity of commuting. Accordingly, transit riders are classified as one of four categories: captive riders with regular commuting habits, captive riders with irregular commuting habits, choice riders with regular commuting habits, and choice riders with irregular commuting habits. Similarly, there are four types of non-riders: auto captives with regular commuting habits, auto captives with irregular commuting habits, potential riders with regular commuting habits, and potential riders with irregular commuting habits. Using the survey data to uncover such population, this research then comments on how using advanced forms of technology could increase the ridership from various populations.
  • Thumbnail Image
    Item
    Cross-Elasticities in Frequencies and Ridership for Urban Local Routes
    (2016-08-01) Totten, Joseph C; Levinson, David M
    Observational data from the Minneapolis-Saint Paul region’s Metro Transit, are analyzed to determine the effects of service levels on ridership levels at different intervals. This research is innovative because it compares changes in service levels and ridership in several service intervals, and includes the elasticities and cross elasticities, or the influence that these service levels have on different service intervals’ ridership. These cross-elasticities are not known to have been researched previously, and are found to have little effect during the week; however, weekend ridership was found to be influenced by rush hour and overnight frequencies. Future research should replicate this study in other cities, and should use express and suburban routes.
  • Thumbnail Image
    Item
    Perception of Waiting Time at Transit Stops and Stations
    (Center for Transportation Studies, University of Minnesota, 2016-02) Fan, Yingling; Guthrie, Andrew; Levinson, David
    Waiting time in transit travel is often perceived negatively and high-amenity stops and stations are becoming increasingly popular as strategies for mitigating transit riders’ aversion to waiting. However, beyond recent evidence that realtime transit arrival information reduces perceived waiting time, there is limited empirical evidence as to which other specific station and stop amenities can effectively influence user perceptions of waiting time. To address this knowledge gap, the authors conducted a passenger survey and video-recorded waiting passengers at different types of transit stops and stations to investigate differences between survey-reported waiting time and video-recorded actual waiting time. The authors employ regression analysis to explain the variation in riders’ reported waiting time as a function of their objectively observed waiting time, as well as station and stop amenities, while controlling for weather, time of day, personal demographics, and trip characteristics. Based on the regression results, most waits at stops with no amenities are perceived at least 1.3 times as long as they actually are. Basic amenities including benches and shelters significantly reduce perceived waiting times. Women waiting for more than 10 minutes in surroundings perceived to be insecure report waits as dramatically longer than they really are, and longer than do men in the same situation. The authors recommend a focus on providing basic amenities at stations and stops as broadly as possible in transit systems, and a particular focus on stops on low-frequency routes and in less safe areas for security measures.
  • Thumbnail Image
    Item
    The Transportation Needs of People with Developmental Disabilities
    (University of Minnesota Center for Transportation Studies, 2007-01) Levinson, David M; Wasfi, Rania
    Society's reliance on private automobiles as well as low-density development creates mobility challenges for the elderly and the developmentally disabled. Although some in these populations can meet their transportation needs with the existing system, others cannot. This report is part of a study that sought to learn about the transportation needs and concerns of members in these specific population groups. To learn about the elderly, the researchers partnered with area senior centers and service providers to distribute surveys to approximately 8,000 residents of Hennepin County aged 60 to 90 years old. Besides gathering demographic information about the participants, the survey also gauged their attitudes about traveling and asked them to complete a travel diary. Specifically, the survey asked questions about the difficulty of reaching desired destinations in order to attend medical appointments, work, shop, conduct business, or visit family or friends, among other things. The first component of the study was measuring existing travel behavior patterns for the elderly, and the next, determining unmet needs and wants of the groups. This provided a baseline of information to proceed with subsequent planning and decision making. Public transit was the second most-used mode of transportation. Seniors in the sample showed a willingness to use public transit, yet often did not because of a lack of service near their homes or destinations. Although some seniors have a difficult time using public transit (for example, getting up the stairs), a bigger concern was fear of being a victim of a crime; more than half were also concerned about waiting for transit or the length of time of the trip. In the study exploring the transportation needs of adults with developmental disabilities, the researchers conducted a survey similar to that used for the senior population. To design and distribute these surveys, the researchers partnered with community agencies that provide support to the targeted population group. The survey revealed that more than half of these adults live in group homes, while about a quarter live with relatives. Despite not living independently, many (40 percent) consider themselves independent travelers, and 70 percent reported that the mode of transportation they used was their choice. About half of the trips these adults took were work related, with recreational and shopping trips cited as well. More than half of the sampled population worked every day, while recreation occurred at least once a week for about two-thirds of the population. About 30 percent reported being unable to make trips they wanted to make, and about 46 percent were unable to make trips they needed to make. Walking, public transit, and dial-a-ride were listed as the primary modes of transportation the participants used to meet their transportation needs.