DOCSLIB.ORG

MADISON BUS SIZE STUDY Draft Final Report

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
MADISON BUS SIZE STUDY Draft Final Report MADISON BUS SIZE STUDY Draft Final Report January 2014 IN ASSOCIATION WITH: EDWARDS ENGINEERING CONSULTANTS, LLC BAY RIDGE CONSULTING MADISON BUS SIZE STUDY | DRAFT FINAL REPORT City of Madison/Metro Transit Table of Contents Page 1 Executive Summary ................................................................................ Error! Bookmark not defined. Purpose of Study .......................................................................................................................................................1-1 Bus Fleet Make-up Considerations and Options ................................................................................................1-1 Unique Characteristics of Madison ........................................................................................................................1-4 How the Study Was Conducted .............................................................................................................................1-6 2 Project overview........................................................................................................................... 2-1 3 Bus Loading Analysis ................................................................................................................... 3-1 Data Collection and Analysis ..................................................................................................................................3-1 Preliminary Results ....................................................................................................................................................3-9 4 MPO and Metro Staff Review and Interline Analysis ................................................................... 4-1 MPO and Metro Staff Review ...............................................................................................................................4-1 Summary .................................................................................................................................................................. 4-11 5 Impacts of Bus Size Changes ........................................................................................................ 5-1 Cost Analysis ..............................................................................................................................................................5-1 Greenhouse Gas Emissions ......................................................................................................................................5-7 Corridor Capacity .....................................................................................................................................................5-7 6 Bus Rapid Transit ......................................................................................................................... 6-1 7 Operations and Maintenance Facility Evaluation Summary ......................................................... 7-1 8 Bus Stop and Roadway Evaluation .............................................................................................. 8-1 Bus Stop Evaluation ...................................................................................................................................................8-1 Roadway Evaluation .................................................................................................................................................8-2 Transfer Point Evaluation .........................................................................................................................................8-1 9 Recommendations and Next Steps ............................................................................................... 9-1 10 Appendix: Operations and Maintenance Facility Evaluation ...................................................... 10-1 Introduction .............................................................................................................................................................. 10-1 Exterior Travel ........................................................................................................................................................ 10-1 Interior Travel .......................................................................................................................................................... 10-1 Summary .................................................................................................................................................................. 10-3 11 Appendix: Frequently Asked Questions .......................................................................................... 5 Nelson\Nygaard Consulting Associates Inc. | i MADISON BUS SIZE STUDY | DRAFT FINAL REPORT City of Madison/Metro Transit List of Figures Page Figure 1: Bus Types .............................................................................................................................................................1-3 Figure 2: Maximum Load Selection .................................................................................................................................1-7 Figure 3: Bus Size Decision Chart .....................................................................................................................................1-7 Figure 4: Bus Load Examples ............................................................................................................................................1-8 Figure 5: Examples of Vehicle Types Studied ...............................................................................................................2-2 Figure 6: Bus Size Study Decision Tree ...........................................................................................................................2-3 Figure 7: Bus Load Examples ............................................................................................................................................3-2 Figure 8: Route 28/56/57 Group...................................................................................................................................3-3 Figure 9: Load Observation Locations ............................................................................................................................3-4 Figure 10: Maximum Load Selection ...............................................................................................................................3-5 Figure 11: Observed Loads on Route 4 4:00 p.m. Trip Towards South Transfer Point .......................................3-6 Figure 12: Percentage of Observed Trips by Max Load on Route 4 ......................................................................3-6 Figure 13: Bus Size Decision Chart ..................................................................................................................................3-7 Figure 14: Example Bus Layouts .......................................................................................................................................3-8 Figure 15: Observed Mean Load by Route ............................................................................................................... 3-11 Figure 16: Percentage of Observed Trips by Max Passenger Load on Route 80 ............................................ 3-12 Figure 17: Percentage of Observed Trips by Max Passenger Load on Route 52 ............................................ 3-13 Figure 18: Percentage of Observed Trips by Max Passenger Load on Route 4 ............................................... 3-13 Figure 19: Percentage of Observed Trips by Max Passenger Load on Route 27 ............................................ 3-14 Figure 20: Reported Overloads by Route, Aug 27 – Nov 21, 2013 ......................................................................4-1 Figure 21: Reported Overloads by Day, Aug 27 – Nov 21, 2013 ........................................................................4-2 Figure 22: Reported Overloads by Time, Aug 27 – Nov 21, 2013 ........................................................................4-2 Figure 23: Potential Route 44 Restructure to Use Large & Small Buses ..................................................................4-4 Figure 24: Small and Large Bus Routes ..........................................................................................................................4-1 Figure 25: Potential Future Bus Rapid Transit System .................................................................................................6-2 Figure 26: Metro Transfer Point .......................................................................................................................................8-2 Figure 27: Storage Conflict ............................................................................................................................................ 10-3 Figure 28: Exterior Travel Patterns – Entering the Facility ............................................................................................. 1 Figure 29: Exterior Travel Pattern – Exiting the Building; Interior Travel Pattern – Route to Storage Area A; Storage Options................................................................................................................................... 2 Figure 30: Interior Travel Pattern – Route to Service Lanes 1 & 2, Maintenance Area B; Storage Options. .......................................................................................................................................................
Load more

Recommended publications
  • 4. Rail Capacity
    69719 Public Disclosure Authorized Public Transport Capacity Analysis Procedures for Developing Cities Public Disclosure Authorized Public Disclosure Authorized Jack Reilly and Herbert Levinson September, 2011 World Bank, Transport Research Support Program, TRS Public Disclosure Authorized With Support from UK Department for International Development 1 The authors would like to acknowledge the contributions of a number of people in the development of this manual. Particular among these were Sam Zimmerman, consultant to the World Bank and Mr. Ajay Kumar, the World Bank project manager. We also benefitted greatly from the insights of Dario Hidalgo of EMBARQ. Further, we acknowledge the work of the staff of Transmilenio, S.A. in Bogota, especially Sandra Angel and Constanza Garcia for providing operating data for some of these analyses. A number of analyses in this manual were prepared by students from Rensselaer Polytechnic Institute. These include: Case study – Bogota Ivan Sanchez Case Study – Medellin Carlos Gonzalez-Calderon Simulation modeling Felipe Aros Vera Brian Maleck Michael Kukesh Sarah Ritter Platform evacuation Kevin Watral Sample problems Caitlynn Coppinger Vertical circulation Robyn Marquis Several procedures and tables in this report were adapted from the Transit Capacity and Quality of Service Manual, published by the Transportation Research Board, Washington, DC. Public Transport Analysis Procedures for Developing Cities 2 Contents Acknowledgements ....................................................................................
    [Show full text]
  • MDTA Metromover Extensions Transfer Analysis Final Technical Memorandum 3, April 1994
    Center for Urban Transportation Research METRO-DADE TRANSIT AGENCY MDTA Metromover Extensions Transfer Analysis FINAL Technical Memorandum Number 3 Analysis of Impacts of Proposed Transfers Between Bus and Mover CUllR University of South Florida College of Engineering (Cf~-~- METRO-DADE TRANSIT AGENCY MDTA Metromover Extensions Transfer Analysis FINAL Technical Memorandum Number 3 Analysis of Impacts of Proposed Transfers Between Bus and Mover Prepared for Metro-Dade.. Transit Agency lft M E T R 0 D A D E 1 'I'··.·-.·.· ... .· ','··-,·.~ ... • R,,,.""' . ,~'.'~:; ·.... :.:~·-·· ,.,.,.,_, ,"\i :··-·· ".1 •... ,:~.: .. ::;·~·~·;;·'-_i; ·•· s· .,,.· - I ·1· Prepared by Center for Urban Transportation Research College of Engineering University of South Florida Tampa, Florida CUTR APRIL 1994 TECHNICAL MEMORANDUM NUMBER 3 Analysis of Impacts of Proposed Transfers between Bus and Mover Technical Memorandum Number 3 analyzes the impacts of the proposed transfers between Metrobus and the new legs of the Metromover scheduled to begin operation in late May 1994. Impacts on passengers walk distance from mover stations versus current bus stops, and station capacity will also be examined. STATION CAPACITY The following sections briefly describe the bus terminal/transfer locations for the Omni and Brickell Metromover Stations. Bus to mover transfers and bus route service levels are presented for each of the two Metromover stations. Figure 1 presents the Traffic Analysis Zones (TAZ) in the CBD, as well as a graphical representation of the Metromover alignment. Omni Station The Omni bus terminal adjacent to the Omni Metromover Station is scheduled to open along with the opening of the Metromover extensions in late May 1994. The Omni bus terminal/Metromover Station is bounded by Biscayne Boulevard, 14th Terrace, Bayshore Drive, and NE 15th Street.
    [Show full text]
  • Full Electrification of an Extended Bus Route 20X in Lund
    CODEN:LUTEDX/(TEIE-7257)/1-10/(2015) Full Electrification of an extended Bus Route 20x in Lund Mats Alaküla Division of Industrial Electrical Engineering and Automation Industrial Electrical Engineering and Automation Faculty of Engineering, Lund University Full Electrification of an extended Bus Route 20x in Lund Mats Alaküla Lund 2015-06-10 1 1 Summary In this report, and estimation of the costs related to a full electric operation of a bus route 20x, from Lund C to ESS, is made. The estimate is based on the report “Full electrification of Lund city buss traffic, a simulation study” written by Lars Lindgren at LTH, that do not cover route 20. Route 20x is an extended route 20, ending at ESS – a bit longer than today’s route 20. The extrapolation is based on an estimate on the transport needs in route 20x in 2030 and 2050, with 12 meter, 18,7 meter and 24 meter buses. Three different charging systems are evaluated, two conductive charging systems and one inductive. One conductive version is commercial and represent current state of the art with only bus stop charging. The other conductive version is expected to be commercial in a few years and partly include dynamic charging (while the bus is moving, also called ERS – Electric Road System). The Inductive solution is also commercial and do also include partly dynamic charging. Depending on the selection of energy supply system (Inductive or Conductive, ERS or No ERS) the additional investment cost for a full electric bus transport system between Lund C and ESS NE is 9 to 32 MSEK to cover for the transport capacity needed in 2030.
    [Show full text]
  • Transit Capacity and Quality of Service Manual (Part B)
    7UDQVLW&DSDFLW\DQG4XDOLW\RI6HUYLFH0DQXDO PART 2 BUS TRANSIT CAPACITY CONTENTS 1. BUS CAPACITY BASICS ....................................................................................... 2-1 Overview..................................................................................................................... 2-1 Definitions............................................................................................................... 2-1 Types of Bus Facilities and Service ............................................................................ 2-3 Factors Influencing Bus Capacity ............................................................................... 2-5 Vehicle Capacity..................................................................................................... 2-5 Person Capacity..................................................................................................... 2-13 Fundamental Capacity Calculations .......................................................................... 2-15 Vehicle Capacity................................................................................................... 2-15 Person Capacity..................................................................................................... 2-22 Planning Applications ............................................................................................... 2-23 2. OPERATING ISSUES............................................................................................ 2-25 Introduction..............................................................................................................
    [Show full text]
  • Geneva Community Unit School District 304 School Bus Driver/School Bus Monitor Working Conditions Agreement July 1, 2020
    Geneva Community Unit School District 304 School Bus Driver/School Bus Monitor Working Conditions Agreement July 1, 2020 - June 30, 2023 Board of Education Approved 12/14/2020 The purpose of the Geneva District 304 Transportation System is to transport all students safely. The safe transportation of students includes the continuous training of efficient operating procedures, safety enhancements, and effective communications for all employees. Each employee will possess a high level of integrity, professional image and safety-first mentality. Table of Contents Conditions of Employment ....................................................................................................................................2 Jury Duty .............................................................................................................................................................7 Paid and Unpaid Leave .........................................................................................................................................7 Sick Leave ...........................................................................................................................................................8 403 (b) Retirement Plan ..................................................................................................................................... 10 Personal Leave ................................................................................................................................................... 10 Professional
    [Show full text]
  • North Dakota
    NORTH DAKOTA SCHOOL BUS DRIVER’S GUIDE MARCH 2015 EDITION DEPARTMENT OF PUBLIC INSTRUCTION Kirsten Baesler, STATE SUPERINTENDENT Bismarck, North Dakota 58505-0440 2 A MESSAGE FROM THE SUPERINTENDENT OF PUBLIC INSTRUCTION Over 40,000 students are transported each day to North Dakota schools in school buses. The safety of these students and the efficiency of a district's transportation program depends on the dedicated men and women who accept the important responsibility of driving our school buses. This publication is the thirteenth edition of the handbook for North Dakota school bus drivers. We hope that this handbook answers many questions and gives school bus drivers the necessary guidelines to perform effectively and efficiently. Driving a school bus involves much more than merely driving a vehicle on the highways. The school bus driver must also be responsible for the safety and welfare of children, must be teacher by example, must promote good public relations, and must understand how to properly use and care for the school bus, a complex and expensive piece of equipment. The purpose of this guide is to provide each school bus driver with the basic information needed to develop the skills, attitudes, and knowledge that result in safe and efficient driving. It is my sincere hope that each of North Dakota's school bus drivers will study and properly apply the information presented in this guide to assure a safer transportation program for our students. Driving a school bus is one of the most important jobs we have in our school systems. You carry our state’s most precious resource.
    [Show full text]
  • Load Quantification of the Wheel–Rail Interface of Rail Vehicles for The
    Original Article Proc IMechE Part F: J Rail and Rapid Transit 0(0) 1–10 Load quantification of the wheel–rail ! IMechE 2016 Reprints and permissions: interface of rail vehicles for the sagepub.co.uk/journalsPermissions.nav DOI: 10.1177/0954409716684266 infrastructure of light rail, heavy rail, journals.sagepub.com/home/pif and commuter rail transit Xiao Lin, J Riley Edwards, Marcus S Dersch, Thomas A Roadcap and Conrad Ruppert Jr Abstract The type and magnitude of loads that pass through the track superstructure have a great impact on both the design and the performance of the concrete crossties and fastening systems. To date, the majority of North American research that focus on quantifying the rail infrastructure loading conditions has been conducted on heavy-haul freight railroads. However, the results and recommendations of these studies may not be applicable to the rail transit industry due to a variety of factors. Unlike the freight railroads, which have standardized maximum gross rail loads and superstructure design practices for vehicles, the rail transit industry is home to a significant variety of vehicle and infrastructure designs. Some of the current transit infrastructure design practices, which were established decades ago, need to be updated with respect to the current loading environment, infrastructure types, and understanding of the component and system-level behavior. This study focuses on quantifying the current load environment for light rail, heavy rail, and commuter rail transit infrastructure in the United States. As an initial phase of this study, researchers at the University of Illinois at Urbana-Champaign (UIUC) have conducted a literature review of different metrics, which is used to evaluate the static, dynamic, impact, and rail seat loads for the rail transit infrastructure.
    [Show full text]
  • M-7 Long Island Railroad .Montreal EMU .Gallery Car Electric Multiple Unit -M- ~ New York, Usj
    APPENDIX 6 . M-7 Long Island Railroad .Montreal EMU .Gallery Car Electric Multiple Unit -M- ~ New York, Usj Under joint agreement to the Metropolitan Transportation Authority / Long Island Rail Road (LIRR) and the Metro-North Railroad (MNR), Bombardier Transportation is providing Electric Multiple Unit (EMU) M- 7 commuter cars to LIRR to begin replacement of its Metropolitan M-I commuter car fleet. Chartered in 1834, the Long The units are equipped with The interior of the LIRR' Island Rail Road is the largest Bombardier's renowned stainless "Car of the Future" was designel Commuter Rail system in North steel carbodies for long life and with the input of the passenger America. low maintenance, and asynchro- and employees and includes a] nous AC motors featuring state- ADA compliant toilet, cellula Bombardier's new Electric of-the-art IGBT {isolated gate bipo- telephone and wide, single-lea Multiple Units, its first railcar lar transistors) inverters. Use of sliding doors for ease of entry an contract for the LIRR, will service outboard-bearing bolsterless fab- exit. the Long Island commuter lines, ricated bogies offers considerable constituting 80% of the system. weight savings over cast bogies. ~ BOMBARDIER BOMBARD" TRANSPORTATION 'V Electric Multiple Unit -M- 7 POWERCAR WITH TOILET ---10' 6' B END FEND I 3,200 mi , -: -" 0 C==- ~=0 :- CJCJ ~~[] CJCJCJCJCJCJ [] I D b 01 " ~) -1::1 1211-1/2 t~J ~~W ~~IL...I ~w -A'-'1~~~- I ~~ 309~mmt ~ 1 I~ 11 m 2205~16~m-! 591..1.6" mm --I I 1- -- 59°6" ° 4°8-1/2. , ~ 16,~:,60~m ~-- -;cl 10435mm ~ .-1
    [Show full text]
  • COMPREHENSIVE SYSTEM ANALYSIS | Volume II: Service Plan City of Minot
    COMPREHENSIVE SYSTEM ANALYSIS | Volume II: Service Plan City of Minot City of Minot COMPREHENSIVE SYSTEM ANALYSIS Volume II: Service Plan December 2013 Nelson\Nygaard Consulting Associates Inc. | i COMPREHENSIVE SYSTEM ANALYSIS | Volume II: Service Plan City of Minot Table of Contents Page 1 Introduction ......................................................................................................................1-1 Community Outreach ............................................................................................................................. 1-2 2 Vision, Goals, and Transit Planning Principles ................................................................2-1 Vision for Transit in Minot ..................................................................................................................... 2-1 Elements of the Complete Transit System .................................................................................... 2-3 Service Allocation and Design Principles .......................................................................................... 2-7 Service Allocation Goals................................................................................................................. 2-7 Service Design Guidelines .............................................................................................................. 2-9 3 Short-Term Service Plan ...................................................................................................3-1 Route Descriptions .................................................................................................................................
    [Show full text]
  • Travel Training
    MOVING YOU WHAT TYPES TRIP OF TRAVEL TRAINING TRAINING ARE Participants in this type of training work OFFERED? one-on-one with a Travel WHAT IS Trainer to practice using TRAVEL buses and trains to travel TRAINING? The RTA Travel Training to locations they visit on a Program offers two types regular basis. During Trip The Regional Transportation Training sessions, participants Authority (RTA) Travel Training of training tailored to meet will learn how to recognize Program teaches individuals with each participant’s needs: landmarks to know when to disabilities and older adults how get off the bus or train and to use Metra, Pace and CTA buses 1. Trip Training how to interact with transit and trains. Travel Training is free personnel and other riders. except for the cost of transit fares 2. Individual during training sessions. Transit TRAVEL Travel training sessions are Orientation led by professionals who TRAINING are knowledgeable about An Eligibility Assistant will PROGRAM transportation accessibility, and help participants decide have experience working with which type of training will people with disabilities and older work best. adults. A certified Orientation and Mobility Specialist is available to provide one-on-one travel training to participants who are blind or have low vision. INDIVIDUAL TRANSIT ORIENTATION Participants in this type HOW DO I SIGN UP? of training will work one-on-one with a Travel To sign up for Travel Training, Trainer to receive a BE FEARLESS contact the RTA Travel general introduction to bus and train accessibility. “I learned so much Training Program: BE CONFIDENT from my Travel Trainer.
    [Show full text]
  • Systematic Procedure for Analysis of Bus Garage Locations Frank Spielberg and Marvin Golenberg
    Transportation Research Record 746 39 Systematic Procedure for Analysis of Bus Garage Locations Frank Spielberg and Marvin Golenberg The overhead costs of transit operations represent one area in which $1 million/year. Given the size of the potential sav­ economies can be achieved. For a large system the costs of putting buses ing, the investment in location studies can yield a on routes and pulling them off (pull-on and pull-off) and driver relief can high rate of return for any transit operator who is be substantial: up to 10 percent of the operating budget for the system considering a new facility. studied. These costs are directly related to the route structure and the Throughout the discussion that follows it must be location and capacity of bus garages. This paper describes a procedure that uses generally available planning data in the analysis of the pull-on remembered that the costs involved represent only one and pull-off and relief costs for alternative garage programs. Factors element in the evaluation of garage location. Other studied include the number of facilities, their location, their capacity, and elements include availability and cost of land, sur­ the routes served from each garage. It is shown that the location of rounding development, access streets, and environ­ garages in relation to day-base routes is a determinant of relief costs and mental impacts. All factors must be weighed in the that the difference in operating costs for alternative programs can ap­ selection of the location for a new facility. proach $1 million per year. COST ELEMENTS Operation of a transit system involves direct costs as­ sociated with the provision of revenue service and over­ Pull-on and pull-off costs are defined to include the head costs associated with system management.
    [Show full text]
  • File 4 P. 48 • My Super Dense Crush Load Commute Every Morning I
    File 4 p. 48 • My Super Dense Crush Load Commute Every morning I start the day by squeezing into a train that is ‘super dense crush loaded’. These local trains carry more than twice the number of passengers than their capacity, which means I am crushed and sandwiched between at least eight other women from all sides1, hugging me from head to toe. […] There were times during my college days when I was almost hanging on the footboard2 of my train, trying to get myself inside the heavily loaded compartment. I would scream to the highest of my voice asking the women ahead to keep moving in to allow me and other women hanging outside to get inside the compartment. We don’t have any concept of doors closing before the train starts moving away from the station. This is what is really shocking about the world’s busiest railway lines here. […] Another amazing aspect of travelling on the local trains is that people have to board trains even before they halt at the station. I usually time my jump, leap inside the compartment holding the door handles, or even another commuter’s arm, then grab a seat before anyone else. Once this is done it is a feeling of great accomplishment! Kinjal Pandya-Wagh, bbc.co.uk, August 2016 1. Mumbai’s suburban trains have ladies’ carriages. 2. marchepied File 4 p. 49 • Chai Chai India can have no better symbol for national integration than the railways. The railway reservation form doesn’t ask you anything beyond your name, age, gender and address.
    [Show full text]