Brendan Pender

Social Media Use during Unplanned Transit Network Disruptions: A Review of Literature

Abstract This paper explores social medias role in managing unplanned transit networks disruptions. Although literature exists more broadly on the use of social media in transit, this paper presents the first literature review in this setting. When disruptions occur, commuters require reliable, up-to-date information. Its provision reduces anxiety and allows informed choices. Social media is beneficial given it provides real-time information but it can only supplement (not replace) conventional approaches. Information reliability was critical. Research in the field of disaster management illustrates the importance of publicly contributed information. Known as “crowdsourcing”, it is part of the emerging field of crisis informatics which for the first time was linked to unplanned transit disruption management. The results highlight that social medias real-time nature can reduce disrupted travel demand; however, its utilisation can be resource-intensive. A framework presented illustrates how social media utilisation varies according to the operational characteristics of a disrupted network. Social media use as an information delivery tool is still in its infancy and an unwillingness to embrace it is an impediment to sustained growth. Crowdsourcing is one approach that could resolve the issue of transit agency resourcing whilst satisfying the increased demand and expectation for real-time information.

Disruption Recovery in Passenger Railways

This research paper explores the manner in which passenger rail transit organizations plan for and manage unplanned service disruptions through an international survey of practices. The research reported here included semistructured interviews of those staff responsible for service disruption management within 71 international transit agencies. Results suggested that 20% of agencies had parallel transit systems that could be used by commuters whose service was disrupted. Most of these systems existed in inner-city contexts. Track intrusions, medical emergencies, weather extremes, and track and rolling stock failures were common causes of unplanned disruptions. Bus bridging was the most common response to line blockages, while transfer of passengers to the next train was the most common approach to individual rolling stock failures. Track crossovers were widely seen as critical to manage responses to disruptions. A small minority, mostly in cold climates, also saw crossovers as a cause of unplanned failures. Most agencies used spare buses as bus-bridging vehicles. Only 45% actively retracted buses from existing scheduled bus services. Some of these agencies did acknowledge that retraction often was done in extenuating circumstances, however. Rarely did agencies have a strategic reserve of buses for bus-bridging purposes. This paper discusses the implications of the study findings for further research and practice. This paper also documents that all responses to unplanned disruptions can be categorized according to the key disruption characteristics of duration, cause, time, and location, and it provides a typology of response mechanisms on the basis of such characteristics.

Proactive Recovery from Rail Disruptions Through Provision of Track Crossovers and Bus Bridging

This paper explores the importance of providing track crossovers in addressing the issue of replacement bus services in response to unplanned rail service disruptions by using a case study in Melbourne, Australia. Crossovers determine the point from which rail replacement bus services can operate and thus are critical in determining the scale, costs, and benefits of rail disruption management. Despite research evidence that provision for crossovers is important in managing rail disruption, the research literature gives little guidance concerning how it can be achieved and what the relative costs and benefits of providing crossovers are. Theoretical modeling evaluated passenger and operator impacts of alternative crossover plans for a case study of unplanned service disruptions on a suburban rail line in Melbourne. Results showed that an additional crossover reduced user rail disruption costs by 78% to 96%, while bus hire costs were reduced by 63% to 93%. Results suggested that only a few rail disruptions annually would make the provision of track crossovers financially viable on the basis of savings in rail replacement bus service costs. Research found that locating crossovers as close as possible to areas of major disruption provided the most benefits for users and operators. Sensitivity tests showed that even with significantly lower ridership and a lower frequency of disruption, the addition of crossovers was financially positive and generated substantial user benefits. All highlighted results are with respect to the one suburban rail line under analysis. Provision of additional track crossovers appears to be a highly positive means of reducing costs and improving services. However, research indicates that crossovers can cause disruption on some rail systems, and this factor needs to be considered in rail planning.

International Study of Current and Potential Social Media Applications in Unplanned Passenger Rail Disruptions

This paper presents research on the role that social media play in the management of unplanned passenger rail disruptions. The study incorporated an international survey of 86 agencies on current practice and a case study on social media use in Melbourne, Victoria, Australia. Research literature on social media in transit is limited; this paper presents the first analysis of their practical use during unplanned passenger rail disruptions. When disruptions occur, passengers need reliable, up-to-date information, which should be transparent and sympathetic to the impact of delays on passengers. Social media are useful during disruptions, because social media enable concise, real-time information to be provided and enable passengers to make informed, proactive choices in commonly reactive and suboptimal situations. Passengers have greater opportunity to take control of their situation as a result of social media communication. The international survey results indicated that 86% of the agencies used Twitter, 33% used Facebook, and only 12% did not use social media. Twitter was prevalent in high-frequency networks; its real-time nature provided the most appeal. Social media benefited soon-to-travel commuters the most and enabled proactive selection of alternative travel and nontravel options. The needs for support staff resources and skills were identified as impediments to social media deployment. Rail agencies also reported that the management of commuter expectations in the use of social media was a growing concern. A conceptual model for the social media impact on disruptions is developed in the paper on the basis of the research findings. The paper discusses future research and practice opportunities.

Economic Viability of Bus Bridging Reserves for Fast Response to Unplanned Passenger Rail Disruption

A new approach explores the economic viability of dedicated bus reserves purely for bus bridging purposes. The approach estimates feet costs and user benefits of reduced delay by improving the response to unplanned rail disruption. The feasibility of dedicated bus reserves has not been considered in previous research. Sourcing buses for bus bridging purposes is problematic during weekday peak periods, which coincide with the highest demand for rail travel. At all other times spare buses are available. Consequently, a dedicated bus reserve would exist mainly to provide bus bridging in the peak. Results suggest that a dedicated bus bridging reserve can be economically viable. Of 18 corridors studied, a dedicated reserve was feasible for 78%. Economically viable corridors have a benefit–cost ratio ranging between 1.5 and 9.7 (average, 4.5). Reserves were not feasible where existing rail demand, disruption likelihood, or both were low. Sensitivity tests explored viability with more conservative assumptions. In each test, the dedicated bus reserve in most corridors remained economically viable. The research suggests that a dedicated bus reserve should be considered by rail operators worldwide because of strong net economic benefits. However, reserves are a net cost (with no income), so investment must be based on economic, not financial, benefits. This aspect suggests that government authorities, rather than commercial operators, may find a dedicated reserve more feasible. This approach illustrates where reserves might best be allocated to maximize investment returns.