Transit Capacity and Quality of Service Manual, Third Edition (2013) / Chapter Skim
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Pages 191-298
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From page 191... ...
1. User's Guide 2.
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From page 192... ...
Transit Capacity and Quality of Service Manual, 3'd Edition LIST OF EXHIBITS Exhibit 5-1 Quality of Service Framework: Fixed-Route Transit ............................................. 5-3 Exhibit 5-2 Fixed-Route Frequency QOS ............................................................................................
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From page 193... ...
Transit Capacity and Quality of Service Manual, 3rd Edition Exhibit 5-29 Quality of Service Framework: Demand Responsive Transit ....................... 5-4 7 Exhibit 5-30 DRT Response Time QOS .............................................................................................
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From page 194... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Exhibit 5-57 Calculation Example 3: Schedule Deviation Calculations .............................. 5-91 Exhibit 5-58 Calculation Example 3: Headway Deviation Calculations ..............................
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From page 195... ...
Organization of Chapter 5. Service measures have associated QOS tables that interpret measure results from the passenger and transit operator points of view.
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From page 196... ...
Transit Capacity and Quality of Service Manual, 3'd Edition "multimodal transit LOS" measure is provided that incorporates most of the elements of the fixed-route QOS framework, but produces a single LOS letter as a result, rather than the six that were produced in previous editions of the TCQSM. The LOS letter produced by this measure can be directly compared to LOS letters produced for companion measures for the bicycle, pedestrian, and automobile modes, as the letters indicate similar levels of traveler satisfaction across modes.
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From page 197... ...
Exhibit 5-1 Quality of Service Framework: FixedRoute Transit The core availability QOS measures address how often, how long, and where transit service is available. Access to information about the service, access to fare media, and availability of capacity are also aspects of transit availability.
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From page 198... ...
Transit Capacity and Quality of Service Manual, 3'd Edition of ridership, with more frequent routes being more attractive to potential passengers, all other things being equal. Service standards based on frequency are typically developed at the route level, and are linked to the route's intended function, ridership, or both.
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From page 199... ...
Exhibit 5-2 (cont'd.) Fixed-Route Frequency QOS Average Headway 11-15 min 16-30 min 31-59 min 60 min >60 min Transit Capacity and Quality of Service Manual, 3'd Edition Passenger Perspective • Relatively frequent service, but passengers will usually check scheduled arrival times to minimize their waiting time at the stop or station • Maximum desirable wait time for the next service if a bus or train is missed • Passengers will check scheduled arrival times to minimize their waiting time • Passengers must adapt their travel to the transit schedule, often resulting in lessthan-optimal arrival or departure times for them • Non-clockface headways require passengers to check scheduled arrival times • Passengers must adapt their travel to the transit schedule, usually resulting in lessthan-optimal arrival and/or departure times for them • Provides more bus departures per day than hourly service over the same service span • Provides a minimal service level to meet basic travel needs • Passengers must adapt their travel to the transit schedule, usually resulting in lessthan-optimal arrival and departure times for them • Undesirable for urban transit service due to typical long waits for return trips and when a bus is missed Operator Perspective • Often branded as "frequent service" in conjunction with long service hours, including weekends • Feasible in higher-density corridors (e.g., 15 dwelling units/net acre for bus service [3]
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From page 200... ...
Transit Capacity and Quality of Service Manual, 3'd Edition ridership changes induced by changes (up or down) in future frequency, and comparing the results to the agency's policy headway, which may specify minimum service levels.
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From page 201... ...
Transit Capacity and Quality of Service Manual, 3rd Edition Exhibit 5-3 Fixed-Route Hours of Service QOS Hours of Service >18 h 15-18 h 12-14 h 7-11 h 4-6 h <4 h Passenger Perspective • A full range of trip purposes can be served • Allows bus travel to replace potentially riskier travel by other modes late at night (e.g., crime, drunk driving, poor visibility) • Provides service late into the evening and/or earlier in the morning, allowing a broad range of trip purposes to be served (e.g., night classes, retail and industrial employee work trips, social and entertainment trips, early morning flights/train trips)
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From page 202... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Hours of service can be calculated as follows : • Service at least hourly. Subtract the departure time of the first trip of the day from the departure time of the last trip of the day, add 1 h, and round down any fractional hours.
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From page 203... ...
'Transit-supportive area served" is the recommended measure of systemwide access. Transit-supportive areas are capable of supporting at least hourly weekday bus service.
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From page 204... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Service Level >90% of service a rea population served >90% of transitsupportive area served 75-90% of transitsupportive area served 50-74%of transitsupportive area served <50% of transitsupportive area served Passenger Perspective • Transit serves nearly all destinations within a community • On-board travel time may be long, as routes wind and loop through neighborhoods to meet a service coverage standard • Transit serves nearly all higher-density areas within the community • Destinations located in lower-density areas may not be accessible • Most destinations within higher-density areas are served, but not all • A majority of destinations within higherdensity areas are served • Walking and bicycling access to transit likely to be longer, as service is provided farther away from many origins and/or destinations • Service is typically provided only in the community's highest-density corridors • What service is provided is likely to be relatively direct, resulting in relatively short travel times Defining the Service Coverage Area Operator Perspective • Transit operator has made a policy decision to emphasize coverage over cost-efficiency • Portions of routes covering low-density areas likely to be unproductive • May be inefficient to serve isolated portions of the transit-supportive area due to poor street connectivity or geographic barriers • Likely inefficient to serve small pockets of higher density surrounded by large areas of low density • Balances coverage and cost-efficiency objectives • Potential opportunity to add service, as many areas that could support service have no service • Transit operator has made a policy decision to emphasize cost-efficiency over coverage The following method for determining a transit system's service coverage area can be implemented at various levels of complexity, ranging from a planning-level activity that only considers air distances from stops and stations to more detailed analyses that also incorporate considerations of street network patterns, sidewalk existence, streetcrossing difficulty, terrain, and age of the population. A decision on the level of complexity to use in an analysis should consider: • Available tools.
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From page 205... ...
Service coverage areas extending across barriers that block pedestrian access should be removed. Equation 5-l Transit Capacity and Quality of Service Manual, 3rd Edition • Questions being asked.
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From page 206... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Because of the greater number of factors incorporated in a more detailed analysis, this method is better suited for analyzing small areas that range from the vicinity of an individual stop to a neighborhood. However, it can be applied to larger areas, up to an entire system, if data are available or if the analyst develops default values (e.g., default hourly traffic volumes by street class and location)
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From page 207... ...
Exhibit 5-6 Street Pattern Types Exhibit 5-7 Street Connectivity Factors Transit Capacity and Quality of Service Manual, 3rd Edition ~ ~l ll¥Jr ± \-'- -~~ J=::::1 =>','X-:::J II Y.!
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From page 208... ...
Transit Capacity and Quality of Service Manual, 3'd Edition As an alternative to using the sketches, a measure of the network connectivity may be used instead to determine the area type. The network connectivity index is the number of links (i.e., street segments between intersections)
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From page 209... ...
Equation 5-2 Exhibit 5-10 Pedestrian Crossing Factor Transit Capacity and Quality of Service Manual, 3rd Edition The pedestrian crossing factor reduces transit availability in proportion to the number of people who walk, for example, 4 min or less to a transit stop, compared to those who walk 5 min or less. Using the Edmonton, Alberta curve (representing the approximate mid-point of the reported results)
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From page 210... ...
Transit Capacity and Quality of Service Manual, 3'd Edition d = (C- 9Walk) 2 P 2C where: dr = average pedestrian delay (s)
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From page 211... ...
Exhibit 5-12 Average Pedestrian Crossing Delay (s) : Unsignalized Crossings with No Yielding to Pedestrians "Jobs" refers to jobs at worksites.
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From page 212... ...
Transit Capacity and Quality of Service Manual, 3'd Edition When calculating these densities, it is important to distinguish between net and gross acres. Net acres are often referenced in zoning codes and consider only the area developed for housing or employment.
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From page 213... ...
Exhibit 5-14 Service Coverage Calculation Results : Table Form Exhibit 5-15 Service Coverage Calculation Results : Map Form Transit Capacity and Quality of Service Manual, 3rd Edition allocated between the two sections based on the relative areas of the two sections. Next, the GIS software's area-calculation function is used to determine the areas of each section.
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From page 214... ...
Transit Capacity and Quality of Service Manual, 3'd Edition ADA Accessible Routes A pedestrian network that is usable by persons with disabilities improves the mobility options of that segment of the population. It can also make fixed-route transit service accessible by persons who would otherwise have to rely on potentially less convenient and more costly (for both the passenger and the provider)
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From page 215... ...
Transit Capacity and Quality of Service Manual, 3rd Edition be used to identify areas with poor bicycling conditions, due to a lack of bicycle infrastructure, high traffic volumes, high traffic speeds, and other factors. The availability of on board bicycle storage and bicycle parking capacity can also be used as indications of potential constraints to bicycle access.
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From page 216... ...
Transit Capacity and Quality of Service Manual, 3'd Edition MEASURES OF COMFORT AND CONVENIENCE As discussed previously, transit service availability is a minimum requirement for transit being a travel option for a given trip. However, transit's comfort and convenience aspects also contribute to passenger satisfaction with the service and their likelihood of using it.
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From page 217... ...
Exhibit 5-16 Fixed-Route Passenger Load QOS (Vehicles Designed for Mostly Seated Passengers) Transit Capacity and Quality of Service Manual, 3rd Edition Exhibit 5-16 describes the quality of service provided at different load factors for vehicles designed for mostly seated passengers, along with the potential implications for transit agencies regarding route productivity and operating issues.
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From page 218... ...
Transit Capacity and Quality of Service Manual, 3'd Edition The best QOS from a passenger point of view (e.g., low crowding, good choice of seats) is often undesirable from an operator point of view, as it can represent unproductive service.
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From page 219... ...
Exhibit 5-18 Body Ellipse Transit Capacity and Quality of Service Manual, 3rd Edition Body Ellipse Passenger space values toward the lower end of the range for maximum schedule load conditions-2.2 ft2 jp (0.2 m2 jp ) -have appeared in the literature since the early 1970s, when the concept of a body ellipse was introduced to pedestrian facility analysis (14)
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From page 220... ...
Transit Capacity and Quality of Service Manual, 3'd Edition estimated by extrapolating relationships between weight and body depth from other anthropometric data (15)
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From page 221... ...
Exhibit 5-20 U.S. Male Passenger Space Requirements Transit Capacity and Quality of Service Manual, 3rd Edition Situation Projected Area (te)
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From page 222... ...
Transit Capacity and Quality of Service Manual, 3'd Edition same dimensions, but 38 longitudinal seats, which take up ( 4.3 x 38 = 163.4 ft2) , leaving 140.3 ft2• This space accommodates 54 standees at the maximum schedule load.
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From page 223... ...
Industry definitions of "on time. " Treatment of early departures.
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From page 224... ...
Transit Capacity and Quality of Service Manual, 3'd Edition On-time Performance Passenger Perspective 95-100% • Passenger making one round trip per 90-94% 80-89% 70-79% <70% weekday with no transfers experiences one not-on-time vehicle every 2 weeks • Passenger making one round trip per weekday with no transfers experiences one not-on-time vehicle every week • Passenger making one round trip per weekday with no transfers experiences up to two not-on-time vehicles every week • Passenger making one round trip per weekday with no transfers experiences up to three not-on-time vehicles every week • Passenger making one round trip per weekday with a transfer experiences a not-on-time vehicle every day • Service likely to be perceived as highly unreliable Operator Perspective {System Level) • Achievable by transit services operating below capacity on a grade-separated guideway not shared with non-transit vehicles, with few infrastructure or vehicle problems • Achievable by transit services operating on a grade-separated guideway not shared with non-transit vehicles • Typical range for commuter rail that shares track with freight rail • Typical range for light rail with some street running • Achievable by bus services in small- to mid-sized cities • Typical range for light rail with a majority of street running • Achievable by bus services in large cities • May be best possible result for mixedtraffic operations in congested CBDs Notes: Depending on local conditions, any given route can operate considerably better or worse than the typical ranges given here.
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From page 225... ...
Exhibit 5-22 Fixed-Route Headway Adherence QOS Equation 5-4 Transit Capacity and Quality of Service Manual, 3rd Edition to the right of Z on one tail of a normal distribution curve, where Z in this case is 0.5 divided by Cvh · For an illustration of these relationships, see Exhibit 6-56 (page 6-65)
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From page 226... ...
Transit Capacity and Quality of Service Manual, 3'd Edition When transit service is scheduled at long headways (approximately 15 min or more) , passengers time their arrival based on their knowledge of the schedule and the service's reliability.
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From page 227... ...
Exhibit 5-23 Components of Longheadway Waiting Time Transit Capacity and Quality of Service Manual, 3'd Edition scheduled departure : (4:00p.m.)
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From page 228... ...
Transit Capacity and Quality of Service Manual, 3'd Edition At the route level, travel time, average speed, and travel time rate are useful metrics for transit agencies for assessing and forecasting performance: • Travel time directly impacts the number of transit vehicles needed to operate on a route at a given headway and the impact oflocation-specific transit preferential treatments and operational strategies will typically be expressed as a travel time saved per location. • Average speed (distance divided by time)
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From page 229... ...
Exhibit 5-24 Fixed-Route TransitAuto Travel Time Ratio QOS Transit Capacity and Quality of Service Manual, 3rd Edition Transit-Auto Travel Time Ratio Passenger Perspective Operator Perspective :51 • Faster trip by transit than by auto • Feasible when transit operates in a separate right-of-way and the roadway network is congested >1-1.25 • Comparable in-vehicle travel times by transit and auto • Feasible with express service • For a 40-min commute, transit takes up to 10 min longer • Feasible with limited-stop service in an exclusive lane or right-of-way >1.25-1.5 • Tolerable for choice riders • For a 40-min commute, transit takes up to 20 min longer >1.5-1.75 • Round trip up to 1 h longer by transit for a 40-min one-way trip >1.75-2 • A trip takes up to twice as long by transit • May be best possible result for mixed >2 than by auto traffic operations in congested downtown • Tedious for all riders areas • May be best possible result for small city service that emphasizes coverage over direct connections Other Comfort and Convenience Measures Although the comfort and convenience factors presented above are both important to passengers and relatively straightforward to quantify and forecast, there are also other factors that have been shown to be important to passengers, but which are more difficult to quantify and very difficult to forecast. These include: • Passenger safety and security; • Customer service, particularly driver friendliness; and • Quality of the passenger environment.
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From page 230... ...
Transit Capacity and Quality of Service Manual, 3'd Edition • Number of traffic tickets issued to operators, percent of buses exceeding the speed limit-these measures identify potential safety problems with bus operators. The former measure can be categorized by type of infraction, while the latter measure allows problems to potentially be identified and addressed before a driver is ticketed.
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From page 231... ...
See TCRP Report 47 for detailed information on customer satisfaction surveys. Transit Capacity and Quality of Service Manual, 3'd Edition provided (i.e., simply acknowledging receipt of the contact-while important in letting the customer know it was received-does not provide the information or assistance being sought)
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From page 232... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Absence of graffiti Absence of offensive odors Accessibility to persons with disabilities Availability of handrails or grab bars Availability of monthly discount passes Availability of schedule information Availability of schedules/maps at stops Availability of seats on train/bus Availability of shelter and benches at stops Cleanliness of interior, seats, windows Cleanliness of stations/stops Cleanliness of train/bus exterior Clear and timely announcements of stops Comfort of seats on train/bus Connecting bus service to main bus stops Cost effectiveness, affordability, and value Cost of making transfers Display of customer service number Ease of opening doors when getting on/off Ease of paying fare, purchasing tokens Explanations and announcements of delays Fairness/ consistency of fare structure Freedom from nuisance behaviors of riders Frequency of delays from breakdowns/emergencies Source: TCRP Report 47 (28)
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From page 233... ...
The TCQSM's CD-ROM provides an Excel spreadsheet for implementing this method. Transit Capacity and Quality of Service Manual, 3'd Edition • Equipment-functional speakers in stations; escalators/elevators in operation; public telephones in working order; station control areas that have a working booth microphone; trash receptacles usable in stations; functional tokenjMetroCard vending machines; and functional turnstiles; and • Station agents-proper uniforming and proper display of badges.
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From page 234... ...
Transit Capacity and Quality of Service Manual, 3'd Edition This section presents only the method for calculating transit LOS. To calculate the LOS of other modes on an urban street, consult Chapter 17 (Urban Street Segments)
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From page 235... ...
Transit Capacity and Quality of Service Manual, 3rd Edition Average Passenger Load Factor Load factor is calculated as described in the Passenger Load section above, and is used for both bus and rail vehicles, regardless of relative standing and seated capacities. When field observations are used to determine passenger loading, it is sufficient to define just a few categories that can be readily observed from outside the vehicle (e.g., numerous empty seats, nearly full seated load, some standees, many standees, packed vehicle)
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From page 236... ...
Transit Capacity and Quality of Service Manual, 3'd Edition A continuous barrier is defined as a solid object (e.g., Jersey barrier) at least 3ft (0.9 m high)
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From page 237... ...
Equation 5-7 Equation S-8 Equation S-9 Equation 5-10 Transit Capacity and Quality of Service Manual, 3rd Edition The base speed is 10 mijh (16 km/h) for the central business districts of metropolitan areas with populations of 5 million or more and 15 mi/h (25 km/h)
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From page 238... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Equation 5-8 shows that the perceived travel time rate has three components: • A perceived travel speed, based on the actual travel speed, but adjusted to reflect on-board crowding; • Added perceived travel time due to excess wait time; and • Subtracted perceived travel time due to the provision of amenities at the transit stop. The perceived travel time weighting factor for crowding ranges from 1.00 when the load factor is 0.8 pjseat or less to 2.32 at a load factor of 1.6 pjseat (12)
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From page 239... ...
Exhibit 5-27 Variables for Pedestrian Environment Score Equation 5-15 Transit Capacity and Quality of Service Manual, 3rd Edition Wbuf = buffer width between roadway and available sidewalk ( = 0.0 if sidewalk does not exist)
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From page 240... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Step 4: Determine Transit LOS Transit LOS is determined by comparing the transit LOS score with the thresholds in Exhibit 5-28. LOS LOS Score A 52.00 B >2.00-2.75 c >2 .75-3.50 D >3 .50-4.25 E >4.25-5.00 F >5.00 Exhibit 5-28 Thresholds for Transit LOS Values Fixed-Route Quality of Service Page 5-46 Chapter 5/Quality of Service Methods
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From page 241... ...
This QOS framework is not intended to apply to evaluating ADA paratransit service. Exhibit 5-29 Quality of Service Framework: Demand Responsive Transit Transit Capacity and Quality of Service Manual, 3'd Edition 3.
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From page 242... ...
Transit Capacity and Quality of Service Manual, 3'd Edition time basis. Technology such as GPS/ AVL and mobile data computers (MDCs)
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From page 243... ...
Exhibit 5-30 (cont'd.) DRT Response Time QOS Response Time Same-day service Same-day service on space available basis Will-call or Call When Ready Chapter 5/Quality of Service Methods Transit Capacity and Quality of Service Manual, 3rd Edition Passenger Perspective • Allows passengers to make DRT trips relatively spontaneously • Requires very little advance planning, with the ability to take a trip within as little as 2 to 3 hours of a trip request • Provides riders the opportunity to book a same-day trip if space is available • May be adequate service for trips that are last-minute and not time sensitive • Requires riders to be flexible as to time of travel and open to a trip turn-down if space not available • Provides option for passenger to call for return trip when ready; eligibility may be restricted to specific trip purposes (e.g, .
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From page 244... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Response Time Next-day/ 24-hour advance reservation Two-day/48-hour advance reservation and up to one week More than one week in advance Passenger Perspective • Requires some advance planning • Inconvenient if transit agency requires reservation literally "24hours-in-advance" rather than by the end of the previous day • Requires more advance planning than next-day service • For important time-sensitive trips, passengers may want the option to schedule more than one week in advance • Requires advance planning for all DRT trips • For important time-sensitive trips, passengers may like the option to schedule trips more than one week in advance Transit Agency Perspective • Requires the transit agency to adopt policies and procedures for deadlines to request next-day service (e .g. by the end of the previous business day or literally 24 hours in advance)
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From page 245... ...
Transit Capacity and Quality of Service Manual, 3rd Edition Using an average for this measure is not appropriate if riders are able to reserve trips farther in advance than the stated minimum response time policy. For example, a user might call one week in advance to book a trip even though this is not necessary.
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From page 246... ...
Transit Capacity and Quality of Service Manual, 3'd Edition might be the best service that a rural transit agency can provide, rationing resources so that DRT service rotates among scattered small communities within a large service area, providing a "lifeline" service for those who have no other transportation options. Days of Service 7 days/week 6 days/week Passenger Perspective • Allows DRT trips every day of the week including the weekend • Increases access to employment and education any day of the week • Permits trips on weekend days that are more likely "life-fulfilling" (e.g., trips for social, recreational, religious purposes)
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From page 247... ...
Exhibit 5-31 (cont'd.) DRT Days of Service QOS Transit Capacity and Quality of Service Manual, 3rd Edition Days of Service 5 days/week Less than 5 days/week Passenger Perspective • Allows DRT trips every day of the traditional work week • Permits trips by DRT for full-time, weekday employment and education if combined with appropriate hours per day • Provides access to medical services five days per week • Provides weekly access by DRT to essential shopping, personal business, medical appointments, and social or government services • Allows trips for part-time employment and education if combined with appropriate hours per day.
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From page 248... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Hours of Service ;e:16.0 h/day 12.0-15.9 h/day 9.0-11.9 h/day 5.0-8.9 h/day <5.0 h/day Passenger Perspective • Allows use of DRT for all trip purposes during daytime hours and until midevening • Provides DRT for full-time employment or education, including hours extending until mid-evening • Allows for DRT use during typical business hours including early evening hours • Permits DRT service for many full-time workers and for full-time and parttime students • Enables DRT trips for medical appointments and health services including some extended hours • Allows DRT trips during daytime business hours • Permits DRT trips for some users with full-time jobs, depending on trip length/travel time from home to work location • Allows transit use for most medical appointments and health services • Allows opportunity for DRT trips for essential shopping, personal business, medical appointments, human or government services, and some parttime jobs and educational programs • Requires pre-planning transit trips to ensure both "going" and return trips are scheduled within service hours • Limits the opportunity to use transit for any purpose other than lifeline trips such as grocery shopping, banking, or medical appointments • Requires pre-planning transit trips to ensure both "going" and return trips are scheduled within limited hours Transit Agency Perspective • Provides robust DRT service hours for a community • Requires a commitment of operating funds to sustain this high level of service availability • May increase need to consider strategies to reduce payroll hours, e.g., by increasing part-time work assignments or by providing evening service an on-call basis (only for trips reserved in advance) or through a taxivoucher program or volunteer drivers • Provides good DRT service hours for most communities.
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From page 249... ...
Transit Capacity and Quality of Service Manual, 3rd Edition Service Coverage In addition to DRT response time and service span, DRT availability can be measured by the geographic area where passengers can travel: service coverage or the service area. This measure is applied differently for DRT than for fixed-route service.
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From page 250... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Roseau Pennington Beltrami County Lower Red Lake Hubbard COMFORT AND CONVENIENCE MEASURES Reliability LEGEND DRT Service Availabililty Lake of th Q Monday through Saturday - 1st and 3rd Thursday of the Month - 1st and 3rd Friday of the Month Water Features Lake; Stream; Canal ·· '! '~·· Swamp or Marsh Koochiching , ..
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From page 251... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Because of the nature of DRT where riders schedule individual DRT trips, there is more variability than there is for fixed-route service. For fixed-route service, the rider simply walks to the bus stop along the published route a few minutes before the scheduled time when the vehicle will pass by.
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From page 252... ...
Transit Capacity and Quality of Service Manual, 3'd Edition trips. Some transit agencies record missed trips as a subset of late or very late trips, and some classify trips that are very late as missed.
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From page 253... ...
Exhibit 5-34 (cont'd.) DRT On-time Performance QOS With a 30-min Ontime Window On-Time Percentage 80.0-89.9% 70.0-79.9% <70.0% Transit Capacity and Quality of Service Manual, 3rd Edition Passenger Perspective • Means passengers can usually rely on DRT to be on time for most scheduled trips, but there will be exceptions • For a frequent rider taking two trips each weekday per month, 80% on time means 8 late trips per month • Riders with time-sensitive trips (e.g., work, school)
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From page 254... ...
Transit Capacity and Quality of Service Manual, 3'd Edition of service (productivity) which at the same time increases the operating cost per passenger trip (34)
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From page 255... ...
Transit Capacity and Quality of Service Manual, 3rd Edition picks up passengers until no more standees can fit on the vehicle, a DRT system responds to passengers' individualized trip requests, traveling between different origin and destination locations with schedules that vary day to day. If the DRT capacity is already booked and a rider's requested trip cannot be reasonably inserted into the existing schedule, then the rider's trip is turned down.
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From page 256... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Percentage Trips Turned Down Passenger Perspective 0-1% • Riders can rely on DRT for trip needs >1-3% >3-5% >5-10% • For a frequent rider taking two trips each weekday per month (40 oneway trips per month) , 0-1% trips turned down means essentially no trips will be refused during an average month • Riders will find DRT service usually available when needed, thus generally reliable • For a frequent rider taking two trips each weekday per month, 1-3% trips turned down means one trip out of an average 40 DRT requests per month may be refused • Depending on the nature/trip purpose of the trips turned down, riders may consider DRT reasonably reliable • For a frequent rider taking two trips each weekday per month, 3-5% trips turned down means no more than 2 trips out of an average 40 DRT requests per month will be refused • Riders may need other options for needed trips when DRT is not available • For a frequent rider taking two trips each weekday per month, 5-10% trips turned down means 2 to 4 trips out of an average 40 DRT requests per month will be refused Demand-Responsive Quality of Service Transit Agency Perspective • Provides enough DRT capacity to serve all trip requests • With enough capacity during all times of the day, there may be some excess capacity during low demand periods; transit agency might assess driver scheduling and use of full-time/parttime shifts to ensure driver shifts correspond to ridership patterns • Occasional trips turned down can be expected during periods of higher demand • Suggest alternate trip times to riders if they request trips when capacity is not available, rather than turning down the trip • Requires monitoring trips turned down to determine if they occur on particular days or during specific time periods • Indicates the need to assess operational policies/procedures/ practices to ensure service is deployed efficiently, e.g., excess no-shows will use capacity without providing trips for passengers • Increases the need to negotiate alternate trip times for passengers when capacity is not available, rather than turning down the trip • User information/rider's guide should indicate time periods of less demand so riders with a choice of trip times can plan trips accordingly • Risks riders with other transportation options may stop using DRT service, particularly for important trips • Calls for an analysis of the number of trips turned down by time of day to analyze patterns and possibly adjust driver scheduling and use of fulltime/part-time shifts to ensure driver shifts correspond to ridership patterns • Requires more attention to operational policies/procedures/practices to ensure service is deployed efficiently and capacity is maximized with current resources • Risks an increase in passenger complaints about service availability Exhibit 5-35 DRT Trips Turned Down QOS Page 5-62 Chapter 5/Quality of Service Methods
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From page 257... ...
Exhibit 5-35 (cont'd.) DRT Trips Turned Down QOS Transit Capacity and Quality of Service Manual, 3rd Edition Percentage Trips Turned Down Passenger Perspective >10% • Riders cannot rely on DRT for all trip Travel Time needs • A rider will experience more than 4 trip turndowns for every 40 one-way trips requested .
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From page 258... ...
Transit Capacity and Quality of Service Manual, 3'd Edition the passenger from the trip origin to the trip destination, and the same DRT trip with ride-sharing. Measuring DRT travel time against an exclusive, direct trip emphasizes DRT's important attribute of shared-ride yet also recognizes the DRT passenger's desire for a shorter rather than a longer trip.
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From page 259... ...
Exhibit 5-36 (cont'd.) DRT Travel Time QOS Travel Time >75%to 100% longer than exclusive-ride trip More than 100% longer than exclusive-ride trip Transit Capacity and Quality of Service Manual, 3rd Edition Passenger Perspective • Provides adequate to satisfactory service • Requires passengers to share the trip with other riders • Increases a direct, 30-min trip by no more than 100%, or twice the time of the direct trip • Riders may find service adequate if their usual DRT trips have similar travel times or if the longer travel time occurs only occasionally or results from an unusual event (e.g., major traffic incident)
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From page 260... ...
Transit Capacity and Quality of Service Manual, 3'd Edition At the fourth level, DRT trips are becoming longer and riders who have other options may look to those options if their DRT trips are consistently 75 to 100% longer than a direct trip. At the fifth and lowest service level, DRT trips are more than twice as long as a direct trip.
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From page 261... ...
Exhibit 5-37 Example DRT Travel Time Calculation Process Transit Capacity and Quality of Service Manual, 3rd Edition passenger trips and trip purposes are varied (for example, if passengers use DRT transit for commute trips, for medical trips, and also for social and recreational purposes)
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From page 262... ...
Transit Capacity and Quality of Service Manual, 3'd Edition less like to follow rules for cancelling trips and may not wait the full on-time window for the vehicle to arrive for a scheduled trip. The rider may just assume the trip is late, find another transportation option or forego the trip, and no-show the DRT vehicle, inconveniencing other passengers on board and affecting productivity.
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From page 263... ...
Exhibit 5-38 DRT No-Show QOS Transit Capacity and Quality of Service Manual, 3rd Edition option which has been used by transit agencies to combat no-shows includes additional scheduling requirements for regular riders who frequently no-show such as requiring those passengers to call-in one hour in advance of a scheduled trip to confirm the trip. Percent NoShows <2% 2-5% Passenger Perspective • Experiences few if any instances of noshows by other riders scheduled on the same vehicle • A frequent rider with 40 one-way trips in a month may be inconvenienced by another passenger who no-shows during an average month • May experience occasional trips where another passenger scheduled on the same vehicle is a no-show • A frequent rider with 40 one-way trips in a month may be inconvenienced 1 or 2 times during an average month due to another passenger who noshows Transit Agency Perspective • Experiences a small percentage of scheduled trips as no-shows with limited impact on operations and performance • Requires a formal and enforced noshow/cancellation policy to ensure noshow rate remains low • Reflects passengers who are well informed and adhere to the no-show/ cancel policy or results from an operating environment where noshows are not an issue • Experiences a percentage of no-shows, which may have a negative impact on operations and lower productivity • Requires an effort to mitigate, especially if the trend reflects an increasing number of no-shows • If not already in place, adopt a formal no-show/cancellation policy with appropriate penalties for riders with excessive no-shows • Ensure the riders guide and other passenger information includes the noshow policy, the importance of cancelling unneeded trips, and how to cancel trips • Provide an easy-to-use and welladvertised method for riders to cancel trips (e.g., a dedicated phone line that records messages)
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From page 264... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Percent NoShows >5% Passenger Perspective • Will experience occasional to frequent trips where another passenger scheduled on the same vehicle is a noshow • Delays service and may negatively impact on-time performance • A frequent rider with 40 one-way trips per month will be inconvenienced by 2 or more passengers who no-show during an average month, with increasing numbers of no-shows as the frequency of trips increases Transit Agency Perspective • Experiences excessive no-shows, which have a negative impact on productivity, quality of service for passengers, and potentially on-time performance • Ensure no-show/cancellation policy is understood by all passengers and the rules are enforced • Ensure control center staff stay current on all cancelled trips so driver schedules can be updated, are accurate, and do not include cancelled passenger trips • Analyze factors behind no-shows and take action as appropriate (e.g., are passengers and drivers missing each other at large trip generators such as a mall or medical complex? Are clients of human service agencies no-showing because the agency is booking trips on their behalf without full knowledge of their clients' trip needs, etc.)
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From page 265... ...
Transit Capacity and Quality of Service Manual, 3rd Edition 4. APPLICATIONS Material in this section is adapted from the Transit Quality of Service Applications Guide prepared for the Florida DOT (37)
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From page 266... ...
Transit Capacity and Quality of Service Manual, 3'd Edition on the first two editions of the TCQSM. Although these are no longer used, except for multimodal analysis, the basic concepts are still quite applicable, when one substitutes actual performance measure values for LOS letters and compares which values meet or do not meet an established goal or standard.
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From page 267... ...
Exhibit 5-40 Seattle Priority Bus Network Map Transit Capacity and Quality of Service Manual, 3rd Edition Activity center QOS results can also be shown in the form of a table, comparing the travel demand for a particular origin-destination pair to the quality of service provided. This format allows frequency and hours of service, for example, to be compared to the actual travel demand, allowing areas with potentially too much or too little service to be flagged for further evaluation.
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From page 268... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Service Coverage Analysis Areawide Analysis The TCQSM's access measures are useful for identifying potentially unserved transit markets. Exhibit 5-41 shows an example of this kind of analysis for an LRTP.
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From page 269... ...
Transit Capacity and Quality of Service Manual, 3rd Edition STATEWIDE TRANSPORTATION PLANNING At a statewide level, QOS measures derived from NTD data can be used to track trends in fixed-route transit provision across the state, for the state as a whole, or for groups representing different population ranges. These measures include average system peak-period headway (described in the section on fixed-route frequency)
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From page 270... ...
Transit Capacity and Quality of Service Manual, 3'd Edition TRANSIT DEVELOPMENT PLANS Transit development plans (TOPs) are six-year plans that set out a transit agency's near-term service strategy.
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From page 271... ...
Exhibit 5-42 QOS-related Measures Applicable to Peer Reviews Transit Capacity and Quality of Service Manual, 3rd Edition information for use in a peer comparison. Exhibit 5-42 shows potential peer comparison topics related to quality of service and potential QOS measures that could be applied to them.
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From page 272... ...
Transit Capacity and Quality of Service Manual, 3'd Edition study may address means of best accommodating transit service as part of a comprehensive set of multimodal improvements in the corridor. Scoping Transit Improvements When planned future transit service will be frequent, consideration should be given to operational and transit preferential treatments that will provide the desired level of speed and reliability for transit service in the corridor.
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From page 273... ...
Exhibit 5-43 List of Calculation Examples Transit Capacity and Quality of Service Manual, 3rd Edition 5. CALCULATION EXAMPLES Example Description 1 Service coverage analysis (planning level)
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From page 274... ...
Transit Capacity and Quality of Service Manual, 3'd Edition + -~ 0 0.25 0.5 1 -== -- =:~ ___ Miles - Roadways D City Limit - River a Park & Ride P Hospital Exhibit 5-45 shows the locations of the transportation analysis zones (TAZs) covering Riverbank, which were obtained from the regional transportation planning model.
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From page 275... ...
Exhibit 5-46 Calculation Example 1: Population and Employment Data Transit Capacity and Quality of Service Manual, 3rd Edition Vear2015 Vear2035 TAZ Area (acres) HH Jobs HH Jobs 346 331.9 506 58 990 676 347 362.3 334 365 1,199 1,204 349 143.9 88 1,346 216 1,524 350 90.8 9 1,203 27 1,415 361 1,203.6 938 472 1,593 844 362 462.8 1,391 1,151 1,864 1,595 363 549.0 854 5,112 2,291 7,572 364 432.0 181 3,022 181 4,373 365 747.3 19 1,518 19 5,361 366 334.4 154 205 516 905 371 500.1 9 375 17 1,344 372 505.0 180 885 826 1,569 373 1,008.3 2,582 580 2,991 891 Note: HH =households.
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From page 276... ...
Transit Capacity and Quality of Service Manual, 3'd Edition + \ 0 0.25 0.5 1 ••.::::::.•..:::::: -- Miles Step 2: Determine the Transit-Supportive Area s Bus Stop - Bus Route -- Roadways D City limit - River Hours of Service - 19-24 hours - 17-18 hours 4-11 hours C 0-3 hours Each T AZ is evaluated to determine whether it meets the criteria for being "transitsupportive" (i.e., a household density of 3 households or more per acre or a job density of 4 jobs or more per acre)
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From page 277... ...
A more detailed analysis could look at where particular land use types are located within a TAZ. Exhibit 5-49 Calculation Example 1: Transit-Supportive TAZs Transit Capacity and Quality of Service Manual, 3rd Edition Note that a local transportation plan might wish to go into more detail to identify potential TSAs.
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From page 278... ...
Transit Capacity and Quality of Service Manual, 3'd Edition 0 0.25 0.5 1 ••~~:::~•-= -- • Miles • Bus Stop _ Bus Route 0 City Limit Roadways • River ClTAZ Note: TAZ =transportation analysis zone, TSA =transit-supportive area . Step 4: Determine Service Coverage QOS 373TAZ# Sub-TAZs • TSA not served • TSA served 0 Not aTSA As the final step, GIS software is used to calculate the area (in acres)
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From page 279... ...
Exhibit 5-51 Calculation Example 2: Study Area Map Transit Capacity and Quality of Service Manual, 3rd Edition CALCULATION EXAMPLE 2: SERVICE COVERAGE ANALYSIS (DETAILED) The Situation The Cowford Transit Authority has developed a good working relationship with the City of Cowford, and the city routinely gives extra priority to public works projects, such as sidewalk and pedestrian crossing improvements, that provide transit benefits.
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From page 280... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Street Name Spring Park Road Spring Glen Road Kennerly Road Barnes Road Barnes Road South Parental Home Road Computational Steps Outline of Solution Peak Hour Traffic Volume Street Width (veh/h) (lanes)
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From page 281... ...
Exhibit 5-53 Calculation Example 2: Excess Pedestrian Delay Calculations Transit Capacity and Quality of Service Manual, 3rd Edition Average Pedestrian Excess Pedestrian Street Name Delay (s/ped) Delay (s/ped)
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From page 282... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Combined Adjusted Radius Street Name Factors (mi) Spring Park Road 0.85 0.213 Spring Glen Road (signalized)
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From page 283... ...
Transit Capacity and Quality of Service Manual, 3rd Edition improve pedestrian connectivity. In the longer term, zoning provisions to require more pedestrian connectivity as land redevelops could be considered.
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From page 284... ...
Transit Capacity and Quality of Service Manual, 3'd Edition A.M. Peak Midday P.M.
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From page 285... ...
Exhibit 5-57 Calculation Example 3: Schedule Deviation Calculations I Transit Capacity and Quality of Service Manual, 3rd Edition A.M. Peak Midday P.M.
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From page 286... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Scheduled Departure Headway Deviation (min)
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From page 287... ...
Transit Capacity and Quality of Service Manual, 3rd Edition solution to improve on-time performance would be better control of early departures, as four of the seven not-on-time departures left more than 1 min early. In addition, during the a.m.
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From page 288... ...
Transit Capacity and Quality of Service Manual, 3'd Edition street parking would be removed and the bicycle lane merged into a right-turn lane. • Alternative 3 would create part-time (peak hour, peak direction)
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From page 289... ...
Exhibit 5-61 Calculation Example 4: Transit Data by Scenario Exhibit 5-62 Calculation Example 4: Pedestrian Environment Data by Scenario Transit Capacity and Quality of Service Manual, 3rd Edition The Question What is each alternative's transit LOS during the weekday a.m. peak hour?
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From page 290... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Calculation Steps Outline of Solution The full calculation process will be shown for existing conditions. The results of the calculations will be shown for the alternatives.
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From page 291... ...
Transit Capacity and Quality of Service Manual, 3rd Edition 1.3Psh + 0.2pbe Tat= -- -- -lpt 1.3(0)
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From page 292... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Condition fh f.t Tat Ttt '" Sw-r Existing 2.80 1.41 0.0 13.79 0.64 1.79 Alternative 1 2.80 1.41 0.0 13.79 0.64 1.79 Alternative 2 2.80 1.41 0.0 12.96 0.65 1.82 Alternative 3 2.80 1.41 0.4 9.54 0.72 2.01 There are no differences in transit conditions between Alternative 1 and existing conditions, so their transit wait-ride scores are identical. Alternative 2 produces a small improvement in the score due to the slightly improved speed, while Alternative 3 produces a larger improvement due to improved speed and reliability, and the provision of a shelter and bench at this segment's bus stop.
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From page 293... ...
Exhibit 5-64 Calculation Example 4: Pedestrian Environment Score Calculation Results Transit Capacity and Quality of Service Manual, 3rd Edition • Second, the segment's demand flow rate is greater than 160 veh/h under existing conditions; therefore the effective total width Wv = Wtor 12ft. • Third, the percentage of utilized parking in the segment is not less than 0.2 5 under existing conditions; therefore the effective combined width of the bicycle lane and shoulder (parking lane)
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From page 294... ...
Transit Capacity and Quality of Service Manual, 3'd Edition Step 3: Determine the Transit LOS Score and Step 4: Determine Transit LOS The transit LOS score is computed from Equation 5-15. For existing conditions, these calculations are as follows: It = 6.0- 1.50sw-r + 0.151p It = 6.0- 1.50(1.79)
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From page 295... ...
Links to the TCRP reports listed here can be found on the accompanying CD-ROM. Transit Capacity and Quality of Service Manual, 3rd Edition 6.
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From page 296... ...
Transit Capacity and Quality of Service Manual, 3'd Edition 15. Pheasant, S
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From page 297... ...
Transit Capacity and Quality of Service Manual, 3rd Edition 27. Kittelson & Associates, Inc.; Urbitran, Inc.; LKC Consulting Services, Inc.; MORPACE International, Inc.; Queensland University of Technology; andY.
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From page 298... ...
Transit Capacity and Quality of Service Manual, 3'd Edition 37. Kittelson & Associates, Inc.
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Key Terms
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