Performance indicators for transit management

Transit performance can be evaluated through quantitative indicators. As the provision of efficient and effective transit service are appropriate goals to be encouraged by federal and state governments, these goals are used to develop performance indicators.Three efficiency and four effectiveness indicators are described, together with two overall indicators. These nine indicators are analyzed for comparability utilizing operating and financial data collected from public transit agencies in California.Performance indicators selected for this study should not be viewed as final. Twenty-one performance indicators proposed by previous studies were reviewed. Theoretical considerations and unavailability or unreliability of data caused omission of several useful measures like passenger-miles. Circumstances such as improved data, emphasis upon goals other than efficiency and effectiveness, and local conditions might warrant the inclusion of indicators deleted from this research.This paper is based on work conducted for the Urban Mass Transportation Administration under University Research and Training Grant CA-11-0014, Development of Performance Indicators for Transit. The views expressed herein are those of the authors and not necessarily those of the University of California or the United States Government. We are indebted to John Feren for assistance with the statistical processing and data gathering.     

A test of inter-modal performance measures for transit investment decisions

Choices among alternative transit capital investments are often complex and politically controversial. There is renewed interest in the use of performance indicators to assist in making rational and defensible choices for the investment of public funds. To improve the evaluation of rail and bus performance and provide more useful information for transit investment decision-makers, it is important to use performance indicators that fairly and efficiently compare different transit modes. This paper proposes a set of inter-modal performance indicators in which service input, service output, and service consumption are measured by total cost, revenue capacity miles/hours, and unlinked passenger trips/miles respectively based on economic principles and evaluation objectives. The proposed improvements involve the inclusion of capital as well as operating costs in such comparisons, and the recognition of the widely varying capacities of transit vehicles for seated and standing passengers. Two California cases, the Los Angeles – Long Beach Corridor and the Market/Judah Corridor in San Francisco, are used for testing their usefulness in the evaluation of the efficiency and effectiveness of rail and bus services. The results show substantial differences between performance indicators in current use and those proposed in this study. The enhanced inter-modal performance indicators are more appropriate for comparing the efficiency and effectiveness of different modes or a combination of transit modes at the corridor and system levels where most major investment decisions are made. This revised version was published online in June 2006 with corrections to the Cover Date.     

The effect of slow zones on ridership: An analysis of the Chicago Transit Authority “El” Blue Line

Transit agencies frequently upgrade rail tracks to bring the system to a state of good repair (SGR) and to improve the speed and reliability of urban rail transit service. For safety during construction, agencies establish slow zones in which trains must reduce speed. Slow zones create delays and schedule disruptions that result in customer dissatisfaction and discontinued use of transit, either temporarily or permanently. While transit agencies are understandably concerned about the possible negative effects of slow zones, empirical research has not specifically examined the relationship between slow zones and ridership. This paper partially fills that gap. Using data collected from the Chicago Transit Authority (CTA) Customer Experience Survey, CTA Slow Zone Maps, and, the Automatic Fare Collection System (AFC), it examines whether recurring service delays due to slow zones affect transit rider behavior and if the transit loyalty programs, such as smart card systems, increase or decrease rider defections. Findings suggest that slow zones increase headway deviation which reduces ridership. Smart card customers are more sensitive to slow zones as they are more likely to stop using transit as a result of delay. The findings of this paper have two major policy implications for transit agencies: (1) loyalty card users, often the most reliable source of revenue, are most at risk for defection during construction and (2) it is critical to minimize construction disruptions and delays in the long run by maintaining state of good repair. The results of this paper can likely be used as the basis for supporting immediate funding requests to bring the system to an acceptable state of good repair as well as stimulating ideas about funding reform for transit.     

Understanding the Relationship Between Physical and Virtual Representations of Transit Agencies

Abstract

This study examines whether physical attributes of transit agencies, such as agency size, make a difference in how transit websites are designed, and how transit information is distributed. The objective of this study is to see if there is a relationship between physical and virtual representations of transit agencies. A rating instrument is developed for evaluating the quality of transit websites. Our findings suggest that transit agency size plays a key role in determining website quality: When the size of transit system is large, the information about the agency is too complex to be effectively presented on web pages. Thus, the quality of the large agencies’ websites is lower than medium-sized agencies. Instead, we find that large agencies attempt to design more user-friendly sites, and provide advanced information searching tools to compensate for low information quality. Policy implications for transit agencies are discussed.     

Performance indicators for public transit connectivity in multi-modal transportation networks

Connectivity plays a crucial role as agencies at the federal and state level focus on expanding the public transit system to meet the demands of a multimodal transportation system. Transit agencies have a need to explore mechanisms to improve connectivity by improving transit service. This requires a systemic approach to develop measures that can prioritize the allocation of funding to locations that provide greater connectivity, or in some cases direct funding towards underperforming areas. The concept of connectivity is well documented in social network literature and to some extent, transportation engineering literature. However, connectivity measures have limited capability to analyze multi-modal public transportation systems which are much more complex in nature than highway networks.In this paper, we propose measures to determine connectivity from a graph theoretical approach for all levels of transit service coverage integrating routes, schedules, socio-economic, demographic and spatial activity patterns. The objective of using connectivity as an indicator is to quantify and evaluate transit service in terms of prioritizing transit locations for funding; providing service delivery strategies, especially for areas with large multi-jurisdictional, multi-modal transit networks; providing an indicator of multi-level transit capacity for planning purposes; assessing the effectiveness and efficiency for node/stop prioritization; and making a user friendly tool to determine locations with highest connectivity while choosing transit as a mode of travel. An example problem shows how the graph theoretical approach can be used as a tool to incorporate transit specific variables in the indicator formulations and compares the advantage of the proposed approach compared to its previous counterparts. Then the proposed framework is applied to the comprehensive transit network in the Washington–Baltimore region. The proposed analysis offers reliable indicators that can be used as tools for determining the transit connectivity of a multimodal transportation network.     

A comparison of two methodologies for selecting transit performance indicators

Two contrasting methodologies have appeared in the literature for selecting indicators to evaluate the performance of public transit firms. One methodology specifies the criteria that the selected performance indicators must satisfy. The other methodology requires the specification of operating objectives by the transit firm for the purpose of then selecting performance indicators. This paper compares the two methodologies and discusses the attributes of one methodology versus those of the other methodology. Also, a major difference in the premises of the two methodologies is demonstrated.     

Subsidy and public transit performance: A factor analytic approach

The need to measure and evaluate transit system performance has led to the development of numerous performance indicators. However, depending upon the indicator, we oftentimes reach different conclusions regarding transit system performance. The research reported in this paper uses factor analytic methods to generate a set of underlying attributes (factors) that capture the performance of public transit systems in Indiana. Similar to what is reported in the literature, this study finds three attributes that best describe transit system performance: efficiency, effectiveness, and overall performance. Based upon systemsÕ factor scores, the study finds that systems scoring highly on one attribute generally perform well on the remaining attributes. Further, there is an inverse relationship between system performance and subsidies, a finding that supports performance based subsidy allocations.     

Through the storm: Transit agency management in response to climate change

The increase in extreme weather events due to climate change poses serious challenges to public transit systems. These events disrupt transit operations, impair service quality, increase threats to public safety, and damage infrastructure. Despite the growing risk of extreme weather and climate change, little is known about how public managers recognize, experience and address these risks. Using data from a national study of public transit agencies we investigate the types of extreme weather events transit agencies are experiencing, the associated risks, and how agencies are preparing for them. We find that while extreme events are commonly experienced by transit agencies across states and transit managers perceive increased risks from these events, most agencies rely on the traditional emergency management approach to address extreme weather ex post rather than taking a proactive approach to mitigating the adverse weather impact on transit assets and infrastructure ex ante. Managers report that a lack of access to financial resources is the greatest challenge for undertaking adaptation and preparation. We conclude with a discussion of what these findings mean for understanding organizational adaptation behavior as well as climate adaptation policy making.     

Exploring partnership between transit agency and shared mobility company: an incentive program for app-based carpooling

Transportation - How should public transit agencies deliver mobility services in the era of shared mobility? Previous literature recommends that transit agencies actively build partnerships with...     

A new street connectivity indicator to predict performance for feeder transit services

This paper defines a novel street Connectivity Indicator (C.I.) to predict transit performance by identifying the role that street network connectivity plays in influencing the service quality of demand responsive feeder transit services. This new C.I. definition is dependent upon the expected shortest path between any two nodes in the network, includes spatial features and transit demand distribution information and is easy to calculate for any given service area. Simulation analyses over a range of networks have been conducted to validate the new definition. Results show a desirable monotonic relationship between transit performance and the proposed C.I., whose values are directly proportional and therefore good predictors of the transit performance, outperforming other available indicators, typically used by planners.     

Modeling isoexposure to transit users for market potential analysis

Transit operators face a difficult fiscal environment and an imperative to contribute to urban sustainability. Under these circumstances, operators must find innovative ways to make public transportation attractive to broader segments of the public, while simultaneously trying to raise revenue to reduce reliance on public subsidies. Development of commercial partnerships is seen as a promising way to achieve these goals. Previous research has examined the potential of using geodemographics to assist transit agencies in the task of identifying potential partners for developing mutually beneficial commercial agreements. In this paper we describe an approach to model isoexposure to transit users as a tool to assess market potential. The approach is based on the analysis of walking behavior of transit users, and specifically distance walked at the end of their transit trip. Spatial modeling is used to geographically project estimates of walking distance for a desired demographic profile at a specific transit facility. After expanding the estimates using sample weights, overlays of these estimates can be used to generate variations in exposure to transit travelers at different locations in space. The approach is demonstrated using the case of Metro users in Montreal, Canada. The case study demonstrates the use of isoexposure profiles as a novel approach to generate marketing intelligence. This should be of interest to transit agencies and businesses interested in developing partnerships.     

Accounting for emissions in the measurement of transit agency efficiency: A directional distance function approach

This paper uses a directional distance function approach to demonstrate the importance of considering a transit agency’s goal of reducing vehicular emissions as well as production of passenger or vehicle-miles, when measuring agency efficiency. This is especially critical given the increased emphasis policymakers may place on efficiency in the allocation of scarce public resources. The analysis includes 43 single mode US bus transit agencies for the year 2000. Results show only five agencies performing efficiently when emission abatement is not included in the analysis, but 22 firms are identified as efficient once emission abatement is considered. Consistent with previous studies, public agencies are found to be less efficient than private agencies, regardless of the efficiency measure used.     

Factors underlying the connections between active transportation and public transit at commuter rail in the Greater Toronto and Hamilton Area

Transportation - Encouraging the integration of active transportation with transit is increasingly being pursued as a strategy by transit agencies to boost alternative means to access transit...     

Illuminating the unseen in transit use: A framework for examining the effect of attitudes and perceptions on travel behavior

This study develops the Perception–Intention–Adaptation (PIA) framework to examine the role of attitudes, perceptions, and norms in public transportation ridership. The PIA framework is then applied to understand the relative importance of socio-demographic, built environment, transit service, and socio-psychological factors on public transit use for 279 residents of south Los Angeles, California, a predominately low-income, non-white neighborhood. Confirmatory factor analysis based on 21 survey items resulted in six transit-relevant socio-psychological factors which were used in regression models of two measures of transit use: the probability of using transit at least once in the 7-day observation period, and the mean number of daily transit trips. Our analysis indicates that two PIA constructs, attitudes toward public transportation and concerns about personal safety, significantly improved the model fit and were robust predictors of transit use, independent of built environment factors such as near-residence street network connectivity and transit service level. Results indicate the need for combined policy approaches to increasing transit use that not only enhance transit access, but also target attitudes about transit service and perceptions of crime on transit.     

Unlimited Access

Universities and public transit agencies have together invented an arrangement – called Unlimited Access – that provides fare-free transit service for over 825,000 people. The university typically pays the transit agency an annual lump sum based on expected student ridership, and students simply show their university identification to board the bus. This paper reports the results of a survey of Unlimited Access programs at 35 universities. University officials report that Unlimited Access reduces parking demand, increases students' access to the campus, helps to recruit and retain students, and reduces the cost of attending college. Transit agencies report that Unlimited Access increases ridership, fills empty seats, improves transit service, and reduces the operating cost per rider. Increases in student transit ridership ranged from 71 percent to 200 percent during the first year of Unlimited Access, and growth in subsequent years ranged from 2 percent to 10 percent per year. The universities' average cost for Unlimited Access is $30 per student per year.     

Implementation of interactive transit information kiosks at New York City transit facilities: Analysis of user utilization and lessons learned

Transit Traveler Information Systems (TTIS) comprise a wide range of technologies that transit agencies use to provide reliable and timely transit-related information to customers. The touch-screen interactive information kiosk is an example of these emerging TTIS technologies. This paper examines the implementation of interactive touch-screen information kiosks, known as “On the Go!” Touch-Screen Travel Stations, at Metropolitan Transportation Authority-New York City Transit (MTA-NYCT) facilities in 2011. It analyzes data from passenger intercept surveys, from the kiosks’ built-in application usage logs and from field observations to understand actual passenger utilization of the kiosks and to assess the implications for transit agencies. The field observations also made it possible to obtain a profile of kiosk users, which sheds light on the concept of the “digital divide.” The findings, presented as lessons learned, can help agencies elsewhere develop guidelines and effective strategies for implementing similar interactive transit information systems.     

Reducing the cost of peak hour transit service through contracting out service

Transit service contracting has responded to fiscal and financial woes of public transit agencies as the most uniquely attractive cost‐saving strategy at present. Most transit service contracting, however, has been in the traditional provision of entire fixed route bus service or commuter express bus service, and exclusive demand responsive service for the general public or for special disadvantaged population groups such as the elderly and/or the handicapped. This paper presents a new module in transit service contracting whereby the public and private operators jointly provide the peak service on the same route and at the same time. While the public agency provides the base demand of the service, the private provider provides the excess demand, both following the same schedules and similar service arrangements. In this paper, proposed service arrangements, costing and contracting procedures are discussed. It is also reported that substantial cost savings ranging from 32 to 57% with an average savings of 48% can be achieved if the excess peak hour bus transit service on highly peaked routes in public transit agencies is contracted to competing private operator(s).     

Planning hierarchical urban transit systems for reductions in greenhouse gas emissions

Public transit systems with high occupancy can reduce greenhouse gas (GHG) emissions relative to low-occupancy transportation modes, but current transit systems have not been designed to reduce environmental impacts. This motivates the study of the benefits of design and operational approaches for reducing the environmental impacts of transit systems. For example, transit agencies may replace level-of-service (LOS) by vehicle miles traveled (VMT) as a criterion in evaluating design and operational changes. In previous work, we explored the unintended consequences of lowering transit LOS on emissions in a single-technology transit system. Herein, we extend the analysis to account for a more realistic case: a transit system with a hierarchical structure (trunk and feeder lines) providing service to a city where demand is elastic. By considering the interactions between the trunk and the feeder systems, we provide a quantitative basis for designing and operating integrated urban transit systems that can reduce GHG emissions and societal costs. We find that highly elastic transit demand may cancel emission reduction potentials resulting from lowering LOS, due to demand shifts to lower occupancy vehicles. However, for mass transit modes, these potentials are still significant. Transit networks with buses, bus rapid transit or light rail as trunk modes should be designed and operated near the cost-optimal point when the demand is highly elastic, while this is not required for metro. We find that the potential for unintended consequences increases with the size of the city. Our results are robust to uncertainties in the costs and emissions parameters.     

Impact of weather on urban transit ridership

Utilizing daily ridership data, literature has shown that adverse weather conditions have a negative impact on transit ridership and in turn, result in revenue loss for the transit agencies. This paper extends this discussion by using more detailed hourly ridership data to model the weather effects. For this purpose, the daily and hourly subway ridership from New York City Transit for the years 2010–2011 is utilized. The paper compares the weather impacts on ridership based on day of week and time of day combinations and further demonstrates that the weather’s impact on transit ridership varies based on the time period and location. The separation of ridership models based on time of day provides a deeper understanding of the relationship between trip purpose and weather for transit riders. The paper investigates the role of station characteristics such as weather protection, accessibility, proximity and the connecting bus services by developing models based on station types. The findings indicate substantial differences in the extent to which the daily and hourly models and the individual weather elements are able to explain the ridership variability and travel behavior of transit riders. By utilizing the time of day and station based models, the paper demonstrates the potential sources of weather impact on transit infrastructure, transit service and trip characteristics. The results suggest the development of specific policy measures which can help the transit agencies to mitigate the ridership differences due to adverse weather conditions.     

The effect of crowding on public transit user travel behavior in a large-scale public transportation system through modeling daily variations

In this paper, the crowding effect in a transit vehicle is modeled in a time-expanded network that considers the daily variation in passenger flows. The study models the daily variation of in-vehicle crowding in a real large-scale transit system. A transit assignment for this real network is modeled and implemented by constructing a crowding cost function that follows the valuation of crowding and by using the reliable shortest path finding method. The direct application of the crowding model to a real network for the Utah Transit Authority indicates that crowd modeling with multi-user classes could influence public transportation system planning and affect the revenues of transit agencies. Moreover, the addition of the disutility factor, crowding, does not always appear to cause an increase in disutility for transit users.