scholarly journals Measuring Cost Variability in Provision of Transit Service

2000 ◽  
Vol 1735 (1) ◽  
pp. 101-112 ◽  
Author(s):  
Brian D. Taylor ◽  
Mark Garrett ◽  
Hiroyuki Iseki
Keyword(s):  
Los Angeles ◽  
Cost Allocation ◽  
Public Transit ◽  
Time Of Day ◽  
Allocation Model ◽  
Transit Systems ◽  
Capital Costs ◽  
Transit Service ◽  
Cost Variability ◽  
Time Of Travel

The cost of producing public-transit service is not uniform but varies by trip type (e.g., local or express), trip length, time of travel, and direction of travel, among other factors. However, the models employed by public-transit operators to estimate costs typically do not account for this variation. The exclusion of cost variability in most transit-cost-allocation models has long been noted in the literature, particularly with respect to time-of-day variations in costs. This analysis addresses many of the limitations of cost-allocation models typically used in practice by developing a set of models that account for marginal variations in vehicle-passenger capacity, capital costs, and time-of-day costs. FY 1994 capital and operating data are used for the Los Angeles Metropolitan Transportation Authority (MTA). This analysis is unique in that it combines a number of previously and separately proposed improvements to cost-allocation models. In comparison with the model currently used by the Los Angeles MTA, it was found that the models developed for this analysis estimate ( a) higher peak costs and off-peak costs, ( b) significant cost variation by mode, and ( c) lower costs for incremental additions in service. The focus is on the limitations of the rudimentary cost-allocation models employed by most transit operators and not on the Los Angeles MTA per se. This analysis found that an array of factors addressed separately in the literature can be incorporated simultaneously and practically into a usable cost-allocation model to provide transit systems with far better information about the highly variable costs of producing service.

scholarly journals Subways, Strikes, and Slowdowns: The Impacts of Public Transit on Traffic Congestion

2014 ◽  
Vol 104 (9) ◽  
pp. 2763-2796 ◽  
Author(s):  
Michael L. Anderson
Keyword(s):  
Los Angeles ◽  
Traffic Congestion ◽  
Regression Discontinuity ◽  
Public Transit ◽  
Choice Model ◽  
Public Support ◽  
Regression Discontinuity Design ◽  
Transit Systems ◽  
Transit Service ◽  
Net Benefits

Public transit accounts for 1 percent of US passenger miles traveled but attracts strong public support. Using a simple choice model, we predict that transit riders are likely to be individuals who commute along routes with severe roadway delays. These individuals' choices thus have high marginal impacts on congestion. We test this prediction with data from a strike in 2003 by Los Angeles transit workers. Estimating a regression discontinuity design, we find that average highway delay increases 47 percent when transit service ceases. We find that the net benefits of transit systems appear to be much larger than previously believed. (JEL H76, J52, L92, R41)

Understanding Differences in Public Transit: Comparison of Boston and Toronto

1997 ◽  
Vol 1604 (1) ◽  
pp. 9-17 ◽  
Author(s):  
Paul Schimek
Keyword(s):  
Population Density ◽  
Public Transit ◽  
Operating Costs ◽  
Level Of Service ◽  
Massachusetts Bay ◽  
Transit System ◽  
Transit Systems ◽  
Transit Service ◽  
American Cities ◽  
The City

Public transit systems in Toronto and Boston, two North American cities of similar size and income, are compared. Although Boston has a reputation as a transit-oriented city, there are about twice as many public transit trips in Toronto. Transit service in Toronto runs, on average, twice as frequently as service in Boston on a network of similar size. This level of service can be supported in part because population density does not decrease as much with increasing distance from the center of the city and because employment is more centralized. The transit system in Boston is constrained from emulating the Toronto transit system not only by a less transit-favorable distribution of population and employment but also by operating costs that are twice as high. The Massachusetts Bay Transit Authority’s higher costs are the result of more fringe benefits for employees and disproportionately more managers and fixed facilities.

scholarly journals Analysis of Aerial Ropeways by following various Indian and International Codes for Urban Mobility with some Structural Modifications in Monocable Ropeways to make it Safe, Secure, Economical and all Weather Durable

2021 ◽  
Vol 9 (VI) ◽  
pp. 1539-1548
Author(s):  
Bhat Omair Bashir
Keyword(s):  
Public Transportation ◽  
Urban Areas ◽  
Public Transit ◽  
Transportation Systems ◽  
Urban Transport ◽  
Transport Systems ◽  
Transit Systems ◽  
Tourist Attractions ◽  
Structural Modifications ◽  
Transit Service

Cable-propelled transit’ (CPT), in particular detachable aerial ropeways are widely employed as transportation systems in alpine areas. In recent years, these transport systems have also been increasingly used in urban areas and are no longer a niche public transportation technology (Hoffmann 2006, Alshalalfah, Shalaby, and Dale 2014). Cable cars systems compete with performance characteristics of other more common urban transport technologies and have the potential to enhance the existing transport provision in cities (O'Connor and Dale 2011). While many applications can be found as transportation systems in airport facilities, and to provide access to tourist attractions, several metropolitan areas have even incorporated gondolas and aerial tramways into their public transport networks. This paper focuses on aerial ropeway systems that operate as a mass transit service (similar to buses, BRT, LRT, etc.) and are part of the public transit systems in their respective cities. Therefore, the analysis and case studies presented in the paper concern systems that are used as a public transit service

Critical Measures of Transit Service Quality in the Eyes of Older Travelers

2003 ◽  
Vol 1835 (1) ◽  
pp. 84-92 ◽  
Author(s):  
Jon E. Burkhardt
Keyword(s):  
Service Quality ◽  
Public Transportation ◽  
Consumer Satisfaction ◽  
Older Persons ◽  
Public Transit ◽  
Transit Systems ◽  
Transit Service ◽  
Focus Group Research ◽  
Near Term ◽  
The Individual

Older travelers use public transportation services for relatively few of their trips. Attracting additional older riders will require that transit operators pay more attention to the specific mobility preferences of older travelers. Focus group research generated measures of transit service quality. These measures rate factors that affect the relative levels of consumer satisfaction for older persons, who rate certain factors differently from other travelers. The travel attributes that were most highly valued by seniors in the focus groups are used to assess current travel modes and to suggest near-term and long-term improvement strategies for public transit operators. Public transit systems most likely to succeed in attracting older persons (and other riders as well) are expected to be those systems that offer the following: more choices in travel modes and their corresponding attributes, especially price; greater focus on higher-quality services; and greater degree of service articulation, in which travel services are more closely tailored to the specific travel needs of the individual traveler and a specific trip.

Planning Truck-Only Lanes: Emerging Lessons from the Southern California Experience

2003 ◽  
Vol 1833 (1) ◽  
pp. 73-78 ◽  
Author(s):  
Michael J. Fischer ◽  
Dike N. Ahanotu ◽  
Janine M. Waliszewski
Keyword(s):  
United States ◽  
Los Angeles ◽  
Southern California ◽  
The United States ◽  
Time Of Day ◽  
Inland Empire ◽  
Capital Costs ◽  
San Gabriel Valley ◽  
History Of ◽  
Analytical Tools

Recent efforts to develop truck-only facilities in the United States are discussed. The rationale for truck-only highways is described, and the history of efforts to separate trucks and automobiles on the nation's roadways is presented. The truck lane program of the Southern California Association of Governments is one of the most ambitious programs of its type in the United States. Preliminary analysis of truck lanes for SR-60 and I-710 is described. SR-60 is an east–west corridor linking downtown Los Angeles with the warehouse and manufacturing districts of the San Gabriel Valley and the Inland Empire. 1-710 is the major access route to the ports of Los Angeles and Long Beach. Both freeways each have one of the highest truck volumes in California, and truck mobility on these corridors is a significant problem. Truck lane projects on SR-60 and I-710 are in the feasibility analysis stage and much has been learned in these early studies. Various issues are addressed, including the trade-off between limiting access to improve operational costs and limit capital costs, need to generate demand, time-of-day distribution of truck traffic and its relationship to potentially benefit truck mobility, and need for improved analytical tools. Also described are issues related to facility design and configuration, demand analysis, and toll analysis.

An online cost allocation model for horizontal supply chains

2021 ◽  
Vol 122 ◽  
pp. 102888
Author(s):  
Han Zou ◽  
Maged M. Dessouky ◽  
Shichun Hu
Keyword(s):  
Supply Chains ◽  
Cost Allocation ◽  
Allocation Model

Cost of Speed: Analysis of Capital Cost Estimates for High-Speed Ground Transportation Systems

1997 ◽  
Vol 1584 (1) ◽  
pp. 17-21
Author(s):  
John A. Harrison
Keyword(s):  
Los Angeles ◽  
High Speed ◽  
Capital Cost ◽  
Travel Times ◽  
Department Of Transportation ◽  
High Speed Rail ◽  
Cost Estimates ◽  
Capital Costs ◽  
Trip Time ◽  
Wide Range

The Intermodal Surface Transportation Efficiency Act of 1991 required the U.S. Department of Transportation to evaluate the commercial feasibility of high-speed ground transportation—a family of technologies ranging from incremental rail improvements to high-speed rail and magnetic levitation (Maglev) systems—in selected urban corridors. The evaluation involved estimating travel times, capital costs, operation and maintenance costs, and ridership for proposed service frequencies and then computing the potential return on investment from fares and other potential revenues. The results are documented in a U.S. Department of Transportation report generally referred to as the commercial feasibility study (CFS). Two elements of the CFS are addressed here: travel times and capital costs in four illustrative corridors—Chicago to St. Louis; Los Angeles to San Francisco; Eugene, Oreg., to Vancouver, B.C.; and Miami to Tampa via Orlando. Analysis of the results reveals common cost trends: for average speeds up to about 200 km/hr (125 mph), the initial investment required is generally in the range $1.6 to $3 million per route-kilometer ($2.6 to 4.8 million per route-mile). Above this speed regime (which varies by corridor), the initial investment increases steadily with speed, generally reaching $10 to $12 million per route-km ($16 to $19 million per route-mi) for very-high-speed rail systems and from $14 to $19 million per route-km ($23 to $31 million per route-mi) for Maglev systems. Analysis of the capital cost estimates reveals that despite the wide range of initial costs for the high-speed options, the cost per minute of trip time saved is remarkably consistent in corridors of similar length and with similar terrains. Cost-effectiveness plots are provided, allowing the reader to compare the performance of each of the four corridors in terms of trip time savings and cost per route-kilometer.

Sign in / Sign up

Export Citation Format

Share Document