Edward Beimborn

Accessibility, Connectivity, and Captivity: Impacts on Transit Choice

Travelers can be classified into two groups: choice users and captive users. Choice users select transit or automobile service when they view one option as superior, whereas captive users have only one travel option. Surprisingly, little is known about captivity effects on mode split models. This research examines the way transit service factors such as accessibility and connectivity relate to mode captivity and mode choice. Data for this investigation come from the Portland, Oregon, 1994 Household Activity and Travel Diary Survey, the Regional Land Information System for the Portland area, the U.S. Environmental Protection Agency fuel economy database, and the U.S. Department of Energy. Individual trip data were segmented into transit captive, automobile captive, and choice users based on information about private vehicle availability, transit connectivity, and distance from a transit stop. Traditional transit mode split models are compared with models that segment users into choice and captive groups. It was found that traditional models underestimate the variation in mode choice for captive users, while overestimating the attractiveness of transit for choice users. These results indicate that better transit forecasts can result if accessibility and connectivity are used to help identify captive users. Additionally, among choice transit users, differences in travel times between automobile and transit modes do little to influence mode selection, while walk access to transit has more effect than previously thought.

USAGE, IMPACTS, AND BENEFITS OF INNOVATIVE TRANSIT PASS PROGRAM

An evaluation of an innovative transit program, UPASS, is summarized. UPASS provides unlimited use of the Milwaukee County Transit System at any time and any place and for any purpose for all students enrolled at the University of Wisconsin-Milwaukee. The pass program, paid for by a special fee attached to students’ tuition, was implemented in fall 1994 and was extensively evaluated to determine its impact on ridership and other factors and to determine whether the concept has the potential for transfer to other organizations and employers. Benefits and disbenefits to transit users, nonusers, employers, and transit agencies are described. In addition, elements of a successful program are outlined.

TRANSIT USER PERCEPTIONS OF THE BENEFITS OF AUTOMATIC VEHICLE LOCATION

An attitudinal survey on transit riders’ perception of the importance transit users place on features of an automatic vehicle location (AVL) system is reported. Onboard surveys and on-time field checks were conducted in the cities of Manitowoc and Racine, Wisconsin, to determine how users in those cities perceive their transit systems and how well each transit system performs. The surveys indicate that transit riders put a great value on increased on-time performance and improved schedule reliability. Passengers value features that AVL technology could bring, such as improving on-time performance, knowing when the next bus will arrive, knowing how long the delay is in case of delay, and knowing that another bus could be dispatched in case of breakdown. The surveys indicate that AVL technology could improve transit services and add value to passengers. The survey also found the expected ridership increase resulting from the AVL technology to be moderate. On-time performance surveys conducted in each city indicate that transit services in these communities generally operate on time at the route level. Although there are bigger variations at the timepoint level, transit services are usually on time. The implementation of AVL could further improve on-time performance, but maybe only marginally.

Breakeven Analysis for Statewide Intelligent Transportation System Project Identification and Assessment

The use of breakeven analysis as a tool to assess the benefits of intelligent transportation systems (ITS) at the system level in systemwide sketch planning is discussed. The breakeven analysis was developed on the basis of the SCRITS (SCReening for ITS) spreadsheet template and used data from Madison, Wisconsin, as a case study and provided considerable in sight into the magnitude of the potential benefits of different ITS programs. The analysis can help identify critical performance variables in the assessment of ITS benefits. Breakeven analysis coupled with sensitivity analysis can be used to identify and assess ITS projects for deployment in the ITS planning and programming process with limited data. It can be used to screen, prioritize, and select ITS projects among different ITS options. It can also be used to compare ITS projects in different geographic locations on the basis of different traffic data and breakeven points. The method is also useful in the identification of data needed for detailed ITS project assessments and evaluations. Such data should include before-and-after studies of ITS deployments as well as refined cost data and traffic flow estimates. The case study identified the breakeven points of several ITS deployment options, including ramp metering, traveler information systems, emergency response systems, and commercial vehicle operations under a variety of scenarios. These results can be used to identify and operate ITS projects so that they are likely to have the greatest payoff from their deployment.

Examination of process of innovation at transit systems

A study of the innovation process in transit agencies had two major components. First, case studies of innovations adopted by transit agencies in Wisconsin were conducted. Second, transit agencies across the country were surveyed online to gain a sense of innovation and change. An analysis of the case studies showed that many had common themes and barriers to the various innovations studied. These barriers and themes were funding, the nature of the organization, persistence, the regional planning commission, user involvement, a problem-centered approach, and a champion. The innovations discussed in the case studies came about because there was a need to improve the transit systems, an internal champion, funding, and persistence to overcome barriers to change. Analysis of the survey results revealed that the primary institutional barrier to innovation or change was money, and the main reason for change was an internal leader or champion. Innovation is most likely to occur when there is a need to improve service, when there is a champion to lead and coordinate to bring about the change, and when there is a source of funds for the planning and implementation of the innovation.

ENGINEER-IN-RESIDENCE: STRATEGY FOR INCREASING RELEVANCE IN TRANSPORTATION EDUCATION

Results are reported of the implementation of an engineer-in-residence concept in the Department of Civil Engineering and Mechanics at the University of Wisconsin–Milwaukee College of Engineering and Applied Science. This concept brings an experienced practitioner to campus specifically to mentor students and faculty in the application of engineering and management principles to real-life problems and to provide additional relevancy to the education process. Success of the concept is measured by evaluations completed by students and faculty. On the basis of the findings of these evaluations, the concept is a promising way to provide expanded relevancy to a transportation education program.

LOCAL ORGANIZATION OF TRANSPORTATION PLANNING ACTIVITIES IN THE UNITED STATES

This study provided an examination of the alternative means used by Metropolitan Planning Organizations (MPOs) to carry out transportation planning activities in different areas of the U.S.A. This has been done by first developing a general profile of the nature and functions of the MPOs in the 100 largest regions in the U.S. and by an in?depth analysis of seven regions. The purpose of these activities was to examine similarities and differences between MPOs and to identify factors that appear to lead to the effectiveness or non?effectiveness of MPOs in different areas. From the analysis, it is evident that there are wide differences between MPOs in their organization, function, and degree of effectiveness in carrying out transportation planning. These differences do not appear to be related to any structural characteristics of MPOs, but rather are the result of past history and the attitudes of people involved.