transit ridership
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2022 ◽  
Author(s):  
Matthew Palm ◽  
Jeff Allen ◽  
Yixue Zhang ◽  
Ignacio Tiznado Aitken ◽  
BRICE BATOMEN ◽  
...  

Public transit agencies face a transformed landscape of rider demand and political support as the COVID-19 pandemic continues. We explore people’s motivations for returning to or avoiding public transit a year into the pandemic. We draw on a March 2021 follow up survey of over 1,900 people who rode transit regularly prior to the COVID-19 pandemic in Toronto and Vancouver, Canada, and who took part in a prior survey on the topic in May, 2020. We model how transit demand has changed due to the pandemic, and investigate how this relates to changes in automobile ownership and its desirability. We find that pre-COVID frequent transit users between the ages of 18-29, a part of the so-called “Gen Z,” and recent immigrants are more attracted to driving due to the pandemic, with the latter group more likely to have actually purchased a vehicle. Getting COVID-19 or living with someone who did is also a strong and positive predictor of buying a car and anticipating less transit use after the pandemic. Our results suggest that COVID-19 heightened the attractiveness of auto ownership among transit riders likely to eventually purchase cars anyways (immigrants, twentysomethings), at least in the North American context. We also conclude that getting COVID-19 or living with someone who did is a significant and positive predictor of having bought a car. Future research should consider how the experiencing of having COVID-19 has transformed some travelers’ views, values, and behaviour.


2022 ◽  
Vol 9 (12) ◽  
pp. 238-249
Author(s):  
Charles Chieppo ◽  
Joseph Giglio

Urban mobility revolution is transforming and traditional transportation agencies may be ill-equipped to oversee the changes.  Even before the COVID-19 pandemic, U.S. transit ridership was down as more people in metropolitan areas chose the convenience of options like Uber and Lyft.  The apparent durability of working from home has exacerbated both fiscal and equity challenges for transit. Meanwhile, vehicle travel is already ahead of pre-pandemic levels in 15 states.  The combination of reduced transit ridership and more cars threatens to worsen the challenges posed by climate change. Consumers have demonstrated their preference for the convenience new technologies provide.  But the skills and capabilities of traditional urban transit agencies do not foster innovation.  We propose that urban mobility be overseen by “Metro Transport Corporations,” public-private partnerships that combine the accountability of government with the entrepreneurial and technology-savvy influence of the private sector to address equity and sustainability challenges while driving superior customer service.   


2022 ◽  
Vol 12 (01) ◽  
pp. 59-79
Author(s):  
Taniya Sultana ◽  
Virginia P. Sisiopiku ◽  
Jalal Khalil ◽  
Da Yan

2021 ◽  
Vol 11 (1) ◽  
Author(s):  
Kenneth B. Medlock ◽  
Ted Temzelides ◽  
Shih Yu Hung

AbstractWe investigate the connection between the choice of transportation mode used by commuters and the probability of COVID-19 transmission. This interplay might influence the choice of transportation means for years to come. We present data on commuting, socioeconomic factors, and COVID-19 disease incidence for several US metropolitan areas. The data highlights important connections between population density and mobility, public transportation use, race, and increased likelihood of transmission. We use a transportation model to highlight the effect of uncertainty about transmission on the commuters’ choice of transportation means. Using multiple estimation techniques, we found strong evidence that public transit ridership in several US metro areas has been considerably impacted by COVID-19 and by the policy responses to the pandemic. Concerns about disease transmission had a negative effect on ridership, which is over and above the adverse effect from the observed reduction in employment. The COVID-19 effect is likely to reduce the demand for public transport in favor of lower density alternatives. This change relative to the status quo will have implications for fuel use, congestion, accident frequency, and air quality. More vulnerable communities might be disproportionally affected as a result. We point to the need for additional studies to further quantify these effects and to assist policy in planning for the post-COVID-19 transportation future.


2021 ◽  
Vol 2021 ◽  
pp. 1-15
Author(s):  
Zhe Li ◽  
Weifeng Li ◽  
Qing Yu

Since fare discounts have been regarded as an effective economical measure to increase passenger flow, it is helpful for local governments and transit operators to understand its impact on ridership. Taking Xiamen, China, as an example, this study uses transaction data to analyze the changes of weekday daily metro ridership after the opening of Xiamen Metro Line 1. At the initial stage of operation of Xiamen Metro Line 1, there are three preferential schemes: discount per trip, money reduced per trip, and discount after reaching the accumulated fare. Therefore, the algorithm of the iterated cumulative sums of squares is introduced to identify structural change points of the time series of daily ridership, which varies according to the type of ticket. The effects of different fare discounts on total ridership and ridership varied by ticket types are analyzed by the regression discontinuity method. The results show that the dates of structural change points are well-matched with the start and end dates of preferential schemes. Each preferential scheme has its own benefited groups. During the fare discount period, the number of passengers gradually increased. But after the cancellation of the favorable preferential scheme, the number of passengers decreased sharply. By understanding the impact of fare discounts on ridership in Xiamen, China, several metro ticketing policy recommendations are put forward, including raising the focus on E-Tickets, formulating more attractive preferential measures to promote the mode conversion of private cars and vehicles to metro, paying attention to high-frequency passengers, and seeking common subsidies from the financial industry to achieve a win-win situation. In addition, the analytical framework proposed in this study can be used to evaluate the effectiveness of other transportation policies in the future.


Author(s):  
Auyon Siddiq ◽  
Christopher S. Tang ◽  
Jingwei Zhang

Problem definition: Because of a prolonged decline in public transit ridership over the last decade, transit agencies across the United States are in financial crisis. To entice commuters to travel by public transit instead of driving personal vehicles, municipal governments must address the “last-mile” problem by providing convenient and affordable transportation between a commuter’s home and a transit station. This challenge raises an important question: Is there a cost-effective mechanism that can improve public transit adoption by solving the last-mile problem? Academic/practical relevance: In this paper, we present and analyze two incentive mechanisms for increasing commuter adoption of public transit. In a direct mechanism, the government provides a subsidy to commuters who adopt a “mixed mode,” which involves combining public transit with hailing rides to/from a transit station. The government funds the subsidy by imposing congestion fees on personal vehicles entering the city center. In an indirect mechanism, instead of levying congestion fees, the government secures funding for the subsidy from the private sector. We examine the implications of both mechanisms on relevant stakeholders. These two mechanisms are especially relevant because several jurisdictions in the United States have begun piloting incentive programs, in which commuters receive subsidies for ride-hailing trips that begin or end at a transit station. Methodology: We present a game-theoretic model to capture the strategic interactions among five self-interested stakeholders (commuters, public transit agency, ride-hailing platform, municipal government, and local private enterprises). Results: By examining equilibrium outcomes, we obtain three key findings. First, we characterize how the optimal interventions associated with the direct or the indirect mechanism depend on: (a) the coverage level of the public transit network; (b) the public transit adoption target; and (c) the relative strength of commuter preferences between driving and taking public transit. Second, we show that the direct mechanism cannot be budget-neutral without undermining commuter welfare. However, when the public transit adoption target is not too aggressive, we find that the indirect mechanism can increase both commuter welfare and sales to the private-sector partner while remaining budget-neutral. Finally, we show that, although the indirect mechanism restricts the scope of government intervention (by eliminating the congestion fee), it can dominate the direct mechanism by leaving all stakeholders better off, especially when the adoption target is modest. Managerial implications: Our findings offer cost-effective prescriptions for improving urban mobility and public transit ridership.


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