scholarly journals Measuring when Uber behaves as a substitute or complement to transit: An examination of travel-time differences in Toronto

2019 ◽  
Author(s):  
Mischa Young ◽  
Jeff Allen ◽  
Steven Farber
Keyword(s):  
Travel Time ◽  
Public Transportation ◽  
Ordinary Least Squares ◽  
Gap Filling ◽  
Service Levels ◽  
Transit Service ◽  
Logistic Regressions ◽  
Transit Agencies ◽  
Using Data ◽  
The City

Policymakers in cities worldwide are trying to determine how ride-hailing services affect the ridership of traditional forms of public transportation. The level of convenience and comfort that these services provide is bound to take riders away from transit, but by operating in areas, or at times, when transit is less frequent, they may also be filling a gap left vacant by transit operations. These contradictory effects reveal why we should not merely categorize all ride-hailing services as a substitute or supplement to transit, and demonstrate the need to examine ride-hailing trips individually. Using data from the 2016 Transportation Tomorrow Survey in Toronto, we investigate the differences in travel-times between observed ride-hailing trips and their fastest transit alternatives. Ordinary least squares and ordered logistic regressions are used to uncover the characteristics that influence travel-time differences. We find that ride-hailing trips contained within the City of Toronto, pursued during peak hours, or for shopping purposes, are more likely to have transit alternatives of similar duration. Also, we find differences in travel-time often to be caused by transfers and lengthy walk- and wait-times for transit. Our results further indicate that 31% of ride-hailing trips in our sample have transit alternatives of similar duration (≤ 15 minute difference). These are particularly damaging for transit agencies as they compete directly with services that fall within reasonable expectations of transit service levels. We also find that 27% of ride-hailing trips would take at least 30 minutes longer by transit, evidence for significant gap-filling opportunity of ride-hailing services. In light of these findings, we discuss recommendations for ride-hailing taxation structures.

scholarly journals Measuring when Uber behaves as a substitute or complement to transit: An examination of travel-time differences in Toronto

2019 ◽  
Author(s):  
Mischa Young ◽  
Jeff Allen ◽  
Steven Farber
Keyword(s):  
Travel Time ◽  
Public Transportation ◽  
Least Square ◽  
Wait Times ◽  
Ordinary Least Square ◽  
Logistic Regressions ◽  
The Difference ◽  
Transit Agencies ◽  
Using Data ◽  
The City

Policymakers in cities worldwide are trying to determine how ride-hailing services affect the ridership of traditional forms of public transportation. The level of convenience and comfort that these services provide is bound to take riders away from transit, but by operating in areas, or at times, when transit is less frequent, they may also be filling a gap left vacant by transit operations. These contradictory effects reveal why we should not merely categorize ride-hailing services as a substitute or complement to transit, and demonstrate the need to examine ride-hailing trips individually. Using data from the 2016 Transportation Tomorrow Survey in Toronto, we investigate the difference in travel-time between observed ride-hailing trips and their fastest transit alternative. Ordinary least square and ordered logistic regressions are used to uncover the characteristics that influence travel-time differences. We find that ride-hailing trips contained within the City of Toronto, pursued during peak hours, or for shopping purposes, are more likely to have transit alternatives of similar duration. We also find discrepancies in travel-time to be often caused by lengthy walk- and wait-times for transit or because of transfers. Our results further indicate that 30.61% of ride-hailing trips in our sample have transit alternatives of similar duration. These are particularly damaging for transit agencies as they compete directly with services that fall within reasonable transit expectations. We also find that 26.87% of ride-hailing trips would take at least 30 minutes longer by transit. In light of these findings, we discuss recommendations for ride-hailing taxation structures.

scholarly journals City Best Practices to Improve Transit Operations and Safety

2021 ◽  
Author(s):  
Michelle DeRobertis ◽  
Christopher E. Ferrell ◽  
Richard W. Lee ◽  
David Moore
Keyword(s):  
Best Practices ◽  
Public Transportation ◽  
Land Development ◽  
Metropolitan Planning ◽  
Passenger Safety ◽  
Municipal Policies ◽  
Transit Services ◽  
Transit Agencies ◽  
The City ◽  
Policies And Practices

Public, fixed-route transit services most commonly operate on public streets. In addition, transit passengers must use sidewalks to access transit stops and stations. However, streets and sidewalks are under the jurisdiction of municipalities, not transit agencies. Various municipal policies, practices, and decisions affect transit operations, rider convenience, and passenger safety. Thus, these government entities have an important influence over the quality, safety, and convenience of transit services in their jurisdictions. This research identified municipal policies and practices that affect public transport providers’ ability to deliver transit services. They were found from a comprehensive literature review, interviews and discussions with five local transit agencies in the U.S., five public transportation experts and staff from five California cities. The city policies and practices identified fall into the following five categories: Infrastructure for buses, including bus lanes, signal treatments, curbside access; Infrastructure for pedestrians walking and bicycling to, and waiting at, transit stops and stations; Internal transportation planning policies and practices; Land development review policies; Regional and metropolitan planning organization (MPO) issues. The understanding, acknowledgment, and implementation of policies and practices identified in this report can help municipalities proactively work with local transit providers to more efficiently and effectively operate transit service and improve passenger comfort and safety on city streets.

scholarly journals KARAKTERISTIK DAN POLA PERGERAKAN PENDUDUK KOTA BATAM DAN HUBUNGANNYA DENGAN PERKEMBANGAN WILAYAH HINTERLAND

2016 ◽  
Vol 4 (1) ◽  
Author(s):  
Imam Setyohadi
Keyword(s):  
Travel Time ◽  
Public Transportation ◽  
Rural Areas ◽  
Industrial Development ◽  
Coastal Region ◽  
Industrial Area ◽  
City Center ◽  
The People ◽  
The Many ◽  
The City

Batam Island’s role as an industrial development center causes fast-paced growth in many sectors with an uneven inhabitant distribution. With most people inhabit the Batam city.The hinterland area is characterised by islands and housing pattern of community clusters in the form of fishermen’s neighborhood along the coastal region with most of the houses are semi-permanent buildings. Most of people’s activities there are consisted of fishing. With limited infrastructure, the mode of transportation used in between the many islands there is with motor boats (Pancung). This is very much in contrast with the condition down the Batam City, in terms of its socio-economic, housing and other aspects.This research is aimed at figuring out the reason as to why people prefer to have their house located in rural areas and finding out the characteristic pattern of people’s movement around the Batam Island.Samples were taken using the sample random proporsional method. Samples were taken randomly from many districts with a proper ratio of people from weak, middle and upper class economic strata. The data were then analyized with cross classification.Results show that people chose rural areas because that where the industrial locations are so that it is closer for them to go to work, and the housin price or rent there are relatively cheaper too. Whereas people who chose to live in the Batam City do so because they want to improve their livelyhood by opening up alternative businesses other than working within the industry.People’s traveling destination is in and around the rural areas because it is where the industries are located evenly and the rest of them travel to the areas surrounding Batam Island. Such as people of Nongsa, 23% of the travel to the Kabil industrial area, and 12% of them go to the city center (Nagoya). In contrast, people of the Sekupang District, 29% of them travel only in and around Sekupang area. Other than that only 2% of Batam inhabitants travel to the islands surrounding Batam Island. Whereas for the people of Sei Beduk, 29% of them go to Muka Kuning and 14% of them to the city center. And for the people of Lubuk Baja District, 32% of them go to the city center (Nagoya), because it is actually the CBD center.The type of transportation used by people in rural areas are mostly private vehicles because they are thought to be more comfortable and safe, as is the case for Nongsa and Sekupang. Nonetheless, 2% of Sekupang inhabitants use motor boats to travel to the islands surrounding Batam Island. In Nongsa, 36% of the people use motorcycle, public transportation account for 32%, and in Sekupang car owners are around 35%. Contrary, the people of Sei Beduk are mostly using public transportation, 42%, due to the already availabel public road and vehicles and only 34% use cars.As for the distance covered by those people, Nongsa and Sekupang residents are 42% cover around 5-10 Km with a travel time of 20-30 minutes a day. Whereas the people of Sei Beduk, 45% of them only cover 105 km in around 10 minutes a day due to the proximity of their living place with the industrial location.On the other hand, Lubuk Baja (city center) people are 43% using cars,  for the are much more comfortable and allow them to have higher mobility. And only 31% of the inhabitants there use public transportation. Most of the people there cover 1-5 km (52%) to 5-10 km (27%) a day with a travel time of around 10 to 20-30 minutes. 

Community Issues in American Metropolitan Cities

2014 ◽  
Vol 16 (1) ◽  
pp. 23-39 ◽  
Author(s):  
Brooke Sullivan ◽  
Sinjini Mitra
Keyword(s):  
Public Schools ◽  
San Francisco ◽  
Public Transportation ◽  
Transportation Services ◽  
Large Cities ◽  
City Life ◽  
Annual Survey ◽  
Community Issues ◽  
Using Data ◽  
The City

The city of San Francisco in California has 826,000 residents and is growing slowly compared to other large cities in the western United States, facing concerns such as an aging population and flight of families to nearby suburbs. This case study investigates the social and demographic factors that are causing this phenomenon based on data that were collected by San Francisco's city controller's office in its annual survey to residents. By using data analytics, we can predict which residents are likely to move away, and this help us infer which factors of city life and city services contribute to a resident's decision to leave the city. Results of this research indicate that factors like public transportation services, public schools, and personal finances are significant in this regard, which can potentially help the city of San Francisco to prioritize its resources in order to better retain its locals.

scholarly journals Implementation of road charging in the city of Žilina – a tool for reducing negative externalities

2019 ◽  
Vol 294 ◽  
pp. 04009
Author(s):  
Alica Kalašová ◽  
Veronika Harantová ◽  
Simona Kubíková ◽  
Jerzy Mikulski
Keyword(s):  
Travel Time ◽  
Urban Area ◽  
Public Transportation ◽  
Negative Externalities ◽  
Social Survey ◽  
Traffic Volumes ◽  
The City

It has been proven on several implementations worldwide, that introducing of road charging scheme in urban area is very simple and efficient way to reduce traffic volumes, lower congestions and shorten travel time. Herewith, there is a possibility of utilization of charged money, e.g. for financing of public transportation. In our paper, based on analysis of traffic intensities and results of social survey, we describe a proposal of charging schema for the central part of the city of Žilina in Slovakia.

scholarly journals Introducing a Navigation Algorithm for Reducing the Spread of Diseases in Public Transport Networks

2021 ◽  
Author(s):  
Jens Klinker ◽  
Mohamed Hechem Selmi ◽  
Mariana Avezum ◽  
Stephan Jonas
Keyword(s):  
Travel Time ◽  
Public Transport ◽  
Public Transportation ◽  
Urban Traffic ◽  
Planning Problem ◽  
Navigation Algorithm ◽  
Urban Public Transport ◽  
Flow Through ◽  
The Impact ◽  
The City

Reducing passenger flow through highly frequented bottlenecks in public transportation networks is a well-known urban planning problem. This issue has become even more relevant since the outbreak of the SARS-CoV-2 pandemic and the necessity for minimum distances between passengers. We propose an approach that allows to dynamically navigate passengers around dangerously crowded stations to better distribute the passenger load across an entire urban public transport network. This is achieved through the introduction of new constraints into routing requests, that enable the avoidance of specific nodes in a network. These requests consider walks, bikes, metros, subways, trams and buses as possible modes of transportation. An implementation of the approach is provided in cooperation with the Munich Travel Corporation (MVG) for the city of Munich, to simulate the effects on a real city’s urban traffic flow. Among other factors, the impact on the travel time was simulated given that the two major exchange points in the network were to be avoided. With an increase from 26.5 to 26.8 minutes on the average travel time, the simulation suggests that the time penalty might be worth the safety benefits.

scholarly journals ANÁLISE DA ACESSIBILIDADE DA POPULAÇÃO DA CIDADE DE MONTES CLAROS/MG À UMA ESCOLA PÚBLICA POR TRANSPORTE COLETIVO

2020 ◽  
Vol 16 (01) ◽  
pp. 329-343
Author(s):  
Narciso Ferreira Santos Neto ◽  
Rodrigo Marques do Nascimento ◽  
José Luiz Lopes Teixeira Filho
Keyword(s):  
Travel Time ◽  
Public Transportation ◽  
Social Role ◽  
Minas Gerais ◽  
The North ◽  
Palabras Clave ◽  
City Population ◽  
Traffic Generator ◽  
The City ◽  
Sistemas De Informacion

As cidades médias se destacam pelo seu caráter dinâmico, centralizador, atrativo de mercadoria, serviços e pessoas. A cidade de Montes Claros, localizada no norte de Minas Gerais, tem demonstrado tais características através do intenso fluxo de viagens demandado pela população aos Polos Geradores de Tráfego. Nesse cenário, necessita-se de um modo capaz de suprir a carência de transporte das pessoas, de maneira segura, econômica, sustentável e racionalizando. O ônibus, gerido por meio de diretrizes do Estado, se apresenta como melhor opção em relação aos automóveis particulares, uma vez que reduzem congestionamento e exercem papel social. Nessa perspectiva, o presente trabalho analisa a acessibilidade por transporte público coletivo ao polo gerador de tráfego (Escola Estadual Professor Plínio Ribeiro), localizado na Avenida Mestra Fininha, número 1225, bairro Jardim São Luiz, em Montes Claros – MG. Essa análise leva em conta o tempo de viagem (tempo de espera e tempo de percurso) por transporte público com ligação direta a escola e utiliza Sistemas de Informações Geográficas para armazenamento, processamento e espacialização dos dados coletados. A partir daí, sugere-se o nível de acessibilidade dos moradores da cidade de Montes Claros à escola Estadual Professor Plínio Ribeiro, o qual se mostrou com melhores resultados na área central e, quase sempre, reduziu-se à medida que se aproximava das regiões periféricas. Palavras-chave: Cidades Médias. Transporte Público Coletivo. Acessibilidade. Montes Claros.   ANALYSIS OF THE ACCESSIBILITY OF THE CITY POPULATION OF MONTES CLAROS / MG TO A PUBLIC SCHOOL FOR COLLECTIVE TRANSPORTATION ABSTRACT Medium cities stand out for their dynamic character, centralizer, attractive merchandise, services and people. The average city of Montes Claros, located in the north of Minas Gerais, has shown such feature by intense displacement flow demanded by the population Polos traffic generators. In this scenario, you need is a modal capable of filling the transport of persons, safe, economical, sustainable and rational manner. The bus, operated by state guidelines, is presented as the best option in relation to private cars, since they do not cause congestion and exert social role. In this perspective, this paper analyzes the service by public transportation to the pole traffic generator (State School Professor Plinio Ribeiro), located on the promenade Master Slim, number 1225, São Luiz Jardim, in Montes Claros - MG. This analysis takes into account the travel time (waiting time and travel time) by public transportation with direct connection to school and uses Geographic Information Systems for storage, processing and spatial distribution of the data collected. From there, it is suggested that the level of accessibility of the residents of the city of Montes Claros State Teacher Plinio Ribeiro school.  Keywords: Medium Cities. Collective Public Transport. Accessibility. Montes Claros.    ANÁLISIS DE LA ACCESIBILIDAD DE LA POBLACIÓN DE LA CIUDAD DE MONTES CLAROS / MG A UNA ESCUELA PÚBLICA POR TRANSPORTE COLECTIVO RESUMEN Las ciudades medias se destacan por su carácter dinámico, centralizador, atractivo de mercancía, servicios y personas. La ciudad de Montes Claros, ubicada en el norte de Minas Gerais, ha demostrado tales características a través del intenso flujo de viajes demandado por la población a los Polos Generadores de Tráfico. En este escenario, se necesita de un modo capaz de suplir la carencia de transporte de las personas, de manera segura, económica, sostenible y racional. El autobús, gestionado por medio de directrices del Estado, se presenta como mejor opción en relación a los automóviles privados, ya que reducen congestión y ejercen papel social. En esta perspectiva, el presente trabajo analiza la accesibilidad por transporte público colectivo al polo generador de tráfico (Escuela Estadual Profesor Plínio Ribeiro), ubicado en la Avenida Maestra Fininha, número 1225, barrio Jardim São Luiz, en Montes Claros - MG. Este análisis tiene en cuenta el tiempo de viaje (tiempo de espera y tiempo de recorrido) por transporte público con conexión directa a la escuela y utiliza Sistemas de Información Geográfica para almacenamiento, procesamiento y espacialización de los datos recolectados. A partir de ahí, se sugiere el nivel de accesibilidad de los habitantes de la ciudad de Montes Claros a la escuela estatal, el profesor Plínio Ribeiro, el cual se mostró con mejores resultados en el área central y casi siempre se redujo a medida que se acercaba a las regiones Periféricos. Palabras clave : Ciudades Medias. Transporte Público Colectivo. Accesibilidad. Montes Claros.

Modeling the Impact of Transit Fare Change on Passengers’ Accessibility

2017 ◽  
Vol 2652 (1) ◽  
pp. 78-86 ◽  
Author(s):  
Zhenyuan (Eric) Ma ◽  
Abdul Rahman Masoud ◽  
Ahmed O. Idris
Keyword(s):  
British Columbia ◽  
Travel Time ◽  
Choice Model ◽  
Transit Planning ◽  
Job Accessibility ◽  
Monetary Value ◽  
Mode Choice Model ◽  
Transit Agencies ◽  
The Impact ◽  
The City

Accessibility “to” and “through” public transit has been one key transit planning indicator that reflects service quality. Occasionally, transit agencies may consider a fare change to maintain operations or to attract more passengers. However, transit agencies do not usually consider the effect of such fare change on passengers’ accessibility. This paper investigates that effect. A multinomial logit mode choice model is developed to measure the monetary value of transit users’ travel time. Then, the cumulative opportunity measure of accessibility is used to examine the change in job accessibility after a recent transit fare increase in the city of Kelowna, British Columbia, Canada. The results show that the loss in job accessibility resulting from transit fare increase is inversely proportional to the length of the trip, given a flat fare structure. The findings of this paper should be kept in mind before a transit agency rethinks transit fare structures. For example, a transit agency could consider applying a zone-based fare structure as opposed to a flat fare structure to ensure better equity for all transit users.

scholarly journals Using Combined Bus Rapid Transit and Buses in a Dedicated Bus Lane to Enhance Urban Transportation Sustainability

2021 ◽  
Vol 13 (6) ◽  
pp. 3052
Author(s):  
Chinnawat Hoonsiri ◽  
Siriluk Chiarakorn ◽  
Vasin Kiattikomol
Keyword(s):  
Travel Time ◽  
Public Transportation ◽  
Environmental Sustainability ◽  
Bus Rapid Transit ◽  
Rapid Transit ◽  
Time Saving ◽  
Passenger Demand ◽  
Potential Success ◽  
Bus Lane ◽  
Transit Agencies

Combined bus rapid transit and buses in a dedicated bus lane (CBBD) is a measure that bus rapid transit (BRT) operators implement to reduce overlapping routes between BRT and fixed-route buses. The CBBD measure can combine the passengers of both systems on the same route, which helps increase passenger demand for the BRT, and reduce fuel consumption and emissions from utilizing the exclusive lanes for the combined route. However, the CBBD could affect some bus and BRT passengers in terms of either losing or gaining travel time-saving benefits depending on their travel pattern. This research proposed a methodology to determine the travel distance initiating disadvantage for BRT passengers (DDB) to justify the potential success of the CBBD operations. The number of passengers gaining a benefit from the CBBD was sensitive to the distance between the CBBD stops and the operational period of the CBBD. The CBBD reform would be beneficial to transit agencies to improve the travel time of passengers and be able to promote environmental sustainability for the public transportation system in urban cities.

Travel Time Map of Szczecin Main Railway Station

2017 ◽  
Author(s):  
Joanna Tomala ◽  
Krzysztof Pokonieczny ◽  
Albina Moscicka ◽  
Anna Wilbik
Keyword(s):  
Travel Time ◽  
Public Transportation ◽  
Good Accuracy ◽  
Population Distribution ◽  
Measurement Data ◽  
Absolute Error ◽  
Control Points ◽  
Railway Station ◽  
The Absolute ◽  
The City

This article presents the research on time accessibility of public transport. The study concerned the territory of Szczecin and travelling from anywhere in the city to the Main Railway Station. A self-gathering measurement data method was used, which was developed by Authors in earlier studies. Szczecin was selected as the test area because of the shape of the city as well as the location and shape of the excluded areas (areas not accessible to pedestrians or cyclists). Two travel maps were created, for daytime and nighttime public transportation. The study used 162 measurement points arranged in 1x1 km grids. Travel times to the Main Railway Station were calculated with the use of the jakdojade.pl online service. They were calculated for each measurement point and these values were then interpolated with the IDW method. The travel time maps were evaluated by computing the absolute error on the basis of 10 control points. The absolute error was not greater than 4 minutes, what proves very good accuracy of research. The results of the analysis were compared with the population distribution in Szczecin. The interdependence of population distribution and accessibility of the Main Railway Station was analysed.

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