Voting Outcomes of Local Tax Ballot Measures with a Substantial Rail Transit Component: Case Study of Effects of Transportation Packages

2002 ◽  
Vol 1799 (1) ◽  
pp. 10-17 ◽  
Author(s):  
Richard A. Werbel ◽  
Peter J. Haas
Keyword(s):  
Rail Transit ◽  
Ballot Measures ◽  
Component Case

scholarly journals Perceived Trip Time Reliability and Its Cost in a Rail Transit Network

2021 ◽  
Vol 13 (13) ◽  
pp. 7504
Author(s):  
Jie Liu ◽  
Paul Schonfeld ◽  
Jinqu Chen ◽  
Yong Yin ◽  
Qiyuan Peng
Keyword(s):  
Regression Models ◽  
Influential Factors ◽  
Rail Transit ◽  
Linear Regression Models ◽  
Transit Network ◽  
Time Index ◽  
Trip Time ◽  
Buffer Time ◽  
Transfer Times

Time reliability in a Rail Transit Network (RTN) is usually measured according to clock-based trip time, while the travel conditions such as travel comfort and convenience cannot be reflected by clock-based trip time. Here, the crowding level of trains, seat availability, and transfer times are considered to compute passengers’ Perceived Trip Time (PTT). Compared with the average PTT, the extra PTT needed for arriving reliably, which equals the 95th percentile PTT minus the average PTT, is converted into the monetary cost for estimating Perceived Time Reliability Cost (PTRC). The ratio of extra PTT needed for arriving reliably to the average PTT referring to the buffer time index is proposed to measure Perceived Time Reliability (PTR). To overcome the difficulty of obtaining passengers’ PTT who travel among rail transit modes, a Monte Carlo simulation is applied to generated passengers’ PTT for computing PTR and PTRC. A case study of Chengdu’s RTN shows that the proposed metrics and method measure the PTR and PTRC in an RTN effectively. PTTR, PTRC, and influential factors have significant linear relations among them, and the obtained linear regression models among them can guide passengers to travel reliably.

A Case Study of Planning

2001 ◽  
Author(s):  
Marlon Boarnet ◽  
Randall C. Crane
Keyword(s):  
United States ◽  
Land Use ◽  
Urban Areas ◽  
San Diego ◽  
The United States ◽  
San Diego County ◽  
Light Rail ◽  
Rail Transit ◽  
The South

The facts, figures, and inferences in chapter 7 regarding municipal behavior toward transit-oriented housing opportunities illustrate many points. Still, there is much that even a careful statistical analysis might miss or misunderstand. For that reason, we also explored what we could learn by talking to real planners about these issues. The case of San Diego is interesting and useful for several reasons. First, the San Diego Trolley is the oldest of the current generation of light rail projects in the United States. Unlike many newer systems, the age of San Diego’s rail transit (the South Line opened in 1981) allows time for land use planning to respond to the fixed investment. Second, the San Diego system is no stranger to modern transit-based planning ideas. The San Diego City Council approved a land-use plan for their stations that includes many of the ideas promoted by transit-oriented development (TOD) advocates (City of San Diego, 1992). Third, the light rail transit (LRT) authority in San Diego County, the Metropolitan Transit Development Board (MTDB), is often regarded as one of the more successful municipal LRT agencies. The initial parts of the MTDB rail transit system were constructed strictly with state and local funds, using readily available, relatively low-cost technology (Demoro and Harder, 1989, p. 6). Portions of San Diego’s system have high fare-box recovery rates, including the South Line, which in its early years recovered as much as 90 percent of operating costs at the fare box (Gómez-Ibáñez, 1985). All of these factors make San Diego potentially a “best-case” example of TOD implementation. When generalizing from this case study, it is important to remember that the transit station area development process in San Diego is likely better developed than in many other urban areas in the United States. The results from San Diego County can illustrate general issues that, if they have not already been encountered, might soon become important in other urban areas with rail transit systems. Also, given San Diego County’s longer history of both LRT and TOD when compared with most other regions, any barriers identified in San Diego County might be even more important elsewhere.

A Case Study on BIM-Enabled Operation and Maintenance Management for Rail Transit Projects in China

ICCREM 2020 ◽  
2020 ◽  
Author(s):  
Zhujing Zhang ◽  
Guangbin Wang ◽  
Zhefeng Zhou ◽  
Xiaoyu Wang ◽  
Min Zhu
Keyword(s):  
Maintenance Management ◽  
Rail Transit ◽  
Operation And Maintenance

Parking Supply Policy and Transit Use: Case Study of Atlanta, Georgia

1997 ◽  
Vol 1604 (1) ◽  
pp. 60-66 ◽  
Author(s):  
Arthur C. Nelson ◽  
Michael D. Meyer ◽  
Catherine B. Ross
Keyword(s):  
Rail Transit ◽  
Limited Success ◽  
Supply Policy ◽  
Transit Ridership ◽  
New Development ◽  
Policy Objectives ◽  
Transit Use ◽  
The City ◽  
Parking Facilities

For two decades, the city of Atlanta, Georgia, has used special public interest districts (SPIDs) to attract new development to and improve transit ridership around Midtown rail transit stations operated by the Metropolitan Atlanta Rapid Transit Authority (MARTA). Buildings locating inside SPIDs need not provide any parking facilities and can be developed more intensively than buildings located outside SPIDs. Buildings constructed outside SPIDs must have at least two parking stalls for every 1,000 ft2 (92.9 m2) of gross leasable area and are limited to about 30 floors. The extent to which these policy objectives have been fulfilled by Atlanta’s parking supply policies as they are applied around Midtown MARTA stations is analyzed. Findings are mixed. Development was attracted to SPIDs, and transit ridership among employees working within SPIDs was substantially higher than among those working outside SPIDs. On the other hand, new parking has proliferated throughout Midtown with some evidence to suggest that transit ridership has fallen as a result. It is concluded that without areawide parking supply efforts, policies patterned after Atlanta’s SPID program will have limited success in improving transit ridership.

Karlsruhe 1975–1995: A Case Study of Light Rail Transit Development

1998 ◽  
Vol 1623 (1) ◽  
pp. 155-164 ◽  
Author(s):  
P. G. Brandl ◽  
K. W. Axhausen
Keyword(s):  
System Development ◽  
Political Process ◽  
Light Rail ◽  
Rail Transit ◽  
The Public ◽  
Ownership Structures ◽  
Public Transport System ◽  
The Past ◽  
Heavy Rail

The public transport system of Karlsruhe, Germany, in particular its innovative services on jointly used heavy rail lines, has received substantial attention throughout the last 2 decades. The discussion of the system and of its development was rather limited in the past, mostly highlighting technical aspects. An overview is provided of the development, including the urban development of the region, and of the funding system. The ridership and financial development of the operator is documented in detail. Case studies focus on the integration of the system development in the general political process of the region and demonstrate the limitations of the operator under its current ownership structures.

scholarly journals Assessing Protection Strategies for Urban Rail Transit Systems: A Case-Study on the Central London Underground

2019 ◽  
Vol 11 (22) ◽  
pp. 6322 ◽  
Author(s):  
Annunziata Esposito Amideo ◽  
Stefano Starita ◽  
Maria Paola Scaparra
Keyword(s):  
Path Length ◽  
Integrated Approach ◽  
Urban Rail Transit ◽  
Rail Transit ◽  
Sequential Approach ◽  
Transit Systems ◽  
Urban Rail ◽  
London Underground ◽  
Protection Strategies

Urban rail transit systems are highly prone to disruptions of various nature (e.g., accidental, environmental, man-made). Railway networks are deemed as critical infrastructures given that a service interruption can prompt adverse consequences on entire communities and lead to potential far-reaching effects. Hence, the identification of optimal strategies to mitigate the negative impact of disruptive events is paramount to increase railway systems’ resilience. In this paper, we investigate several protection strategies deriving from the application of either single asset vulnerability metrics or systemic optimization models. The contribution of this paper is threefold. Firstly, a single asset metric combining connectivity, path length and flow is defined, namely the Weighted Node Importance Evaluation Index (WI). Secondly, a novel bi-level multi-criteria optimisation model, called the Railway Fortification Problem (RFP), is introduced. RFP identifies protection strategies based on stations connectivity, path length, or travel demand, considered as either individual or combined objectives. Finally, two different protection strategy approaches are applied to a Central London Underground case study: a sequential approach based on single-asset metrics and an integrated approach based on RFP. Results indicate that the integrated approach outperforms the sequential approach and identifies more robust protection plans with respect to different vulnerability criteria.

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