CATA Assessment of Articulated Bus Utilization

Total Page:16

File Type:pdf, Size:1020Kb

CATA Assessment of Articulated Bus Utilization (Page left intentionally blank) Table of Contents EXECUTIVE SUMMARY .......................................................................................................................................................... E-1 Literature Review ................................................................................................................................................................................................................E-1 Operating Environment Review ........................................................................................................................................................................................E-1 Peer Community and Best Practices Review...................................................................................................................................................................E-2 Review of Policies and Procedures and Service Recommendations ...........................................................................................................................E-2 1 LITERATURE REVIEW ........................................................................................................................................................... 1 1.1 Best Practices in Operations ..................................................................................................................................................................................... 1 1.1.1 Integration into the Existing Fleet ........................................................................................................................................................................................................... 1 1.1.2 Operational Characteristics ........................................................................................................................................................................................................................ 2 1.1.3 Infrastructure Needs ..................................................................................................................................................................................................................................... 3 1.1.4 Operator Training .......................................................................................................................................................................................................................................... 5 1.1.5 Branding and Customer Perception ....................................................................................................................................................................................................... 5 1.1.6 Other Operational Procedures .................................................................................................................................................................................................................. 6 1.2 Best Practices in Maintenance .................................................................................................................................................................................. 6 1.2.1 Fleet Maintenance ......................................................................................................................................................................................................................................... 6 1.2.2 Maintenance Facility ..................................................................................................................................................................................................................................... 7 1.3 Conclusion ................................................................................................................................................................................................................... 7 2 PEER COMMUNITY AND BEST PRACTICES REVIEW ........................................................................................................ 8 2.1 Peer Selection.............................................................................................................................................................................................................. 8 2.2 Summary of Interviews .............................................................................................................................................................................................. 9 2.3 Fleet Characteristics ................................................................................................................................................................................................. 10 2.4 Planning Considerations.......................................................................................................................................................................................... 10 2.4.1 Implementation ............................................................................................................................................................................................................................................ 10 2.4.2 Bus Stop and Roadway .............................................................................................................................................................................................................................. 11 2.4.3 Staffing Levels ............................................................................................................................................................................................................................................... 11 2.5 Branding and Perception ........................................................................................................................................................................................ 11 2.6 Safety and Comfort .................................................................................................................................................................................................. 12 2.7 Operations ................................................................................................................................................................................................................. 12 2.7.1 Scheduling ...................................................................................................................................................................................................................................................... 12 2.7.2 Vehicle Operation ........................................................................................................................................................................................................................................ 12 2.7.3 Operator Training ........................................................................................................................................................................................................................................ 13 2.7.4 Boarding Standards ..................................................................................................................................................................................................................................... 14 2.7.5 Supplemental/Special Service ................................................................................................................................................................................................................. 14 2.8 Maintenance .............................................................................................................................................................................................................. 14 2.8.1 Costs .................................................................................................................................................................................................................................................................. 14 2.8.2 Inspection Procedures / Preventative Maintenance ...................................................................................................................................................................... 15 2.8.3 Towing .............................................................................................................................................................................................................................................................. 16 2.8.4 General Maintenance ................................................................................................................................................................................................................................. 16 2.9 Conclusion ................................................................................................................................................................................................................. 16 3 OPERATING ENVIRONMENT REVIEW ............................................................................................................................ 17 3.1 System Overview ...................................................................................................................................................................................................... 17 3.1.1 Transit Service ..............................................................................................................................................................................................................................................
Recommended publications
  • The Influence of Passenger Load, Driving Cycle, Fuel Price and Different
    Transportation https://doi.org/10.1007/s11116-018-9925-0 The infuence of passenger load, driving cycle, fuel price and diferent types of buses on the cost of transport service in the BRT system in Curitiba, Brazil Dennis Dreier1 · Semida Silveira1 · Dilip Khatiwada1 · Keiko V. O. Fonseca2 · Rafael Nieweglowski3 · Renan Schepanski3 © The Author(s) 2018 Abstract This study analyses the infuence of passenger load, driving cycle, fuel price and four diferent types of buses on the cost of transport service for one bus rapid transit (BRT) route in Curitiba, Brazil. First, the energy use is estimated for diferent passenger loads and driving cycles for a conventional bi-articulated bus (ConvBi), a hybrid-electric two- axle bus (HybTw), a hybrid-electric articulated bus (HybAr) and a plug-in hybrid-electric two-axle bus (PlugTw). Then, the fuel cost and uncertainty are estimated considering the fuel price trends in the past. Based on this and additional cost data, replacement scenarios for the currently operated ConvBi feet are determined using a techno-economic optimisa- tion model. The lowest fuel cost ranges for the passenger load are estimated for PlugTw amounting to (0.198–0.289) USD/km, followed by (0.255–0.315) USD/km for HybTw, (0.298–0.375) USD/km for HybAr and (0.552–0.809) USD/km for ConvBi. In contrast, C the coefcient of variation ( v ) of the combined standard uncertainty is the highest for C PlugTw ( v : 15–17%) due to stronger sensitivity to varying bus driver behaviour, whereas C it is the least for ConvBi ( v : 8%).
    [Show full text]
  • Bi-Articulated Bi-Articulated
    Bi-articulated Bus AGG 300 Handbuch_121x175_Doppel-Gelenkbus_en.indd 1 22.11.16 12:14 OMSI 2 Bi-articulated bus AGG 300 Developed by: Darius Bode Manual: Darius Bode, Aerosoft OMSI 2 Bi-articulated bus AGG 300 Manual Copyright: © 2016 / Aerosoft GmbH Airport Paderborn/Lippstadt D-33142 Bueren, Germany Tel: +49 (0) 29 55 / 76 03-10 Fax: +49 (0) 29 55 / 76 03-33 E-Mail: [email protected] Internet: www.aerosoft.de Add-on for www.aerosoft.com All trademarks and brand names are trademarks or registered of their respective owners. All rights reserved. OMSI 2 - The Omnibus simulator 2 3 Aerosoft GmbH 2016 OMSI 2 Bi-articulated bus AGG 300 Inhalt Introduction ...............................................................6 Bi-articulated AGG 300 and city bus A 330 ................. 6 Vehicle operation ......................................................8 Dashboard .................................................................. 8 Window console ....................................................... 10 Control lights ............................................................ 11 Main information display ........................................... 12 Ticket printer ............................................................. 13 Door controls ............................................................ 16 Stop display .............................................................. 16 Level control .............................................................. 16 Lights, energy-save and schoolbus function ............... 17 Air conditioning
    [Show full text]
  • Guaranteed Ride Home: U.S
    Q Guaranteed Ride Home: U.S. Department of Transportation Taking the Worry Out of Ridesharing November 1990 Table of Contents Introduction What is a Guaranteed Ride Home program? i m Section 1: Program Design Outline Goals and Objectives / Understand Company and Employee Needs 2 Approximate the Number of Trips to be Taken 3 Identify Options 4 Recognize Liability Issues 9 Solicit Management Support lo m Program Implementation Choosing Options and Vendors 11 Writing a Policy 12 Eligibility Requirements 13 Valid Reasons for Using GRH Sen/ices 14 Restrictions 15 Procedures to Participate 16 Staffing 17 Budgeting 17 Cost to Employees 18 Methods of Payment 19 Marketing 20 Monitoring 20 Finding Help 21 m Appendix A: Research and Data Background Research 23 Cost Comparison of GRH Options 27 CTS's GRH Profile Usage Rates Among Southern California Companies 29 Appendix B: Resources Taxi Operators Resource List 33 Auto Rental Companies Resource List 35 Private Shuttle Companies Resource List 35 Community Sponsored Shuttles/Local Dial-A-Ride Companies Resource List 36 Public Transit Operators Resource List 40 GRH Contact List 42 u Appendix C: Samples Employee GRH Needs Assessment Survey 49 Vouchers 51 Central Billing Application and Other Rental Car Information 55 Fleet Vehicle Mileage Log 60 Fleet Vehicle GRH Agreement 61 TMO GRH Agreement with Participating Members 62 GRH Informed Consent, Release and Waiver of Liability 63 Letter to Supervisors 65 GRH Pre- Registration Application 66 Procedures to Participate 67 GRH Confirmation Report 68 GRH Marketing Materials 69 This handbook introduces the Guaranteed Ride Home program as an incentive to encourage ridesharing.
    [Show full text]
  • Optimal Automated Demand Responsive Feeder Transit Operation and Its Impact
    Final Report Optimal Automated Demand Responsive Feeder Transit Operation and Its Impact Principal Investigator Young-Jae Lee, Ph.D. Associate Professor, Department of Transportation and Urban Infrastructure Studies, Morgan State University, 1700 E. Cold Spring Lane, Baltimore, MD 21251 Tel: 443-885-1872; Fax: 443-885-8218; Email: [email protected] Co-Principal Investigator Amirreza Nickkar Graduate Research Assistant, Department of Transportation and Urban Infrastructure Studies, Morgan State University, 1700 E. Cold Spring Lane, Baltimore, MD 21251 Email: [email protected] Date September 2018 Prepared for the Urban Mobility & Equity Center, Morgan State University, CBEIS 327, 1700 E. Coldspring Lane, Baltimore, MD 21251 1 ACKNOWLEDGMENT The authors would like to thank Mana Meskar and Sina Sahebi, Ph.D. students at Sharif University of Technology, for their contributions to this study. This research was supported by the Urban Mobility & Equity Center at Morgan State University and the University Transportation Center(s) Program of the U.S. Department of Transportation. Disclaimer The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the U.S. Department of Transportation’s University Transportation Centers Program, in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. ©Morgan State University, 2018. Non-exclusive rights are retained by the U.S. DOT. 2 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. 4. Title and Subtitle 5. Report Date Optimal Automated Demand Responsive Feeder Transit September 2018 Operation and Its Impact 6.
    [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]
  • 1 Transportation Network Companies, §321N.1
    1 TRANSPORTATION NETWORK COMPANIES, §321N.1 321N.1 Definitions. As used in this chapter, unless the context otherwise requires: 1. “Department” means the state department of transportation. 2. “Digital network” means an online-enabled application, internet site, or system offered or utilized by a transportation network company that enables transportation network company riders to prearrange rides with transportation network company drivers. 3. “Personal vehicle” means a noncommercial motor vehicle that is used by a transportation network company driver and is owned, leased, or otherwise authorized for use by the transportation network company driver. “Personal vehicle” does not include a taxicab, limousine, or other vehicle for hire. 4. “Prearranged ride” means the provision of transportation by a transportation network company driver to a transportation network company rider. A prearranged ride begins when a driver accepts a ride request from a rider through a digital network controlled by a transportation network company, continues while the driver transports the requesting rider, and ends when the last requesting rider departs from the driver’s personal vehicle. A prearranged ride does not include transportation provided using a taxicab, limousine, or other vehicle for hire, or a shared expense carpool or vanpool arrangement. 5. “Transportation network company” or “company” means a corporation, partnership, sole proprietorship, or other entity that operates in this state and uses a digital network to connect transportation network company riders to transportation network company drivers who provide prearranged rides. A transportation network company is not deemed to control, direct, or manage a transportation network company driver that connects to its digital network, or the driver’s personal vehicle, except as agreed to by the company and the driver pursuant to a written contract.
    [Show full text]
  • King County Metro Transit 2008 Annual Management Report
    King County Metro Transit 2008 Annual Management Report Kurt Triplett King County Executive King County, Washington Harold S. Taniguchi Director, Department of Transportation 201 South Jackson Street, M.S. KSC-TR-0815 Seattle, Washington 98104-3856 Phone: (206) 684-1441 Fax: (206) 684-1224 Internet: [email protected] Kevin Desmond, General Manager King County Metro Transit 201 South Jackson Street, M.S. KSC-TR-0415 Seattle, Washington 98104-3856 Phone: (206) 684-1619 Fax: (206) 684-1778 Internet: [email protected] Report Prepared by: Research and Management Information Chuck Sawyer, Supervisor Lisa Durst, Project/Program Manager King County Metro Transit 2008 Annual Management Report Department of Transportation Metro Transit Division 201 South Jackson Street Seattle, WA 98104 Table of Contents Ridership Transit . 1 Vanpool . 1 Access Program . 1 Transit Operations Vehicle Reliability . 2 Service Reliability. 2 Safety . 3 Security . 3 Assaults and Disturbances . 4 Customer Services Responses to Customer Contacts . 4 Percent of Calls Answered . 5 Complaints per Millin Boardings . 5 Ridematch Services . 5 Financial Summary . 6 Capital Program Highlights . 7 Rider Satisfaction . 9 Detailed Financial and Operating Data Revenues . 10 Operating Expenditures . 11 Capital Expenditures . 11 Transit Statistics. 12 Customer Services . 13 Paratransit Services . 14 DART Service . 15 Vanpool Services . 15 Water Taxi . 16 Operating Environment . 16 Metro Transit Employee Information . 16 Transit Fleet Information . 17 Facilities Information . 18 Fares . 19 Annual Summary . 20 King County Metro Transit, 2008 Annual Management Report GENERAL MANAGER'S NOTE This report presents King County Metro Transit operating and financial statistics for 2008, and other information important for gauging how well the Transit Division is doing in providing safe, reliable, cost-efficient transportation services to the King County region.
    [Show full text]
  • Fare Pricing Elasticity, Subsidies and the Demand for Vanpool Services
    Urban Transport 839 Fare pricing elasticity, subsidies and the demand for vanpool services P. L. Sisinnio Concas & F. W. W. Winters Center for Urban Transportation Research, University of South Florida, USA Abstract Transportation demand management practitioners consider pricing a crucial determinant of vanpool market demand. Publicly sponsored programs stress the significance of fare pricing and subsidies as key tools for increasing ridership. This paper investigates the effects of fares and fare subsidies on the demand for vanpool services. Using employer and employee data from the 1999 survey of the Commute Trip Reduction (CTR) program of the Puget Sound region (Washington), a conditional discrete choice model is built to analyze the choice of vanpool services with respect to competing means of transportation as a function of various socioeconomic characteristics. The predicted value of the direct elasticity is -0.73, indicating that vanpool demand is relatively inelastic with respect to fare changes. For trips below 30 miles, the individual elasticities are equivalent to the aggregate estimate. As the distance from home to work increases beyond 60 miles, individuals are less responsive to price changes. Subsidies have a relevant impact in increasing ridesharing, controlling for firm size and industry sector. Whenever employees are offered a subsidy, the predicted probability of choosing vanpool more than doubles. When considered in the context of subsidies, these results support the evidence that policies other than those intended to directly affect fare pricing, could play a relevant role in stimulating ridership. Keywords: travel demand management, rideshare, vanpool, fare elasticity, fare subsidies, mode choice. 1 Introduction Vanpooling is a travel mode that brings 5 to 15 commuters together in one vehicle, typically a van.
    [Show full text]
  • MAN Lion's City
    MAN LION’S CITY. Welcome to the citybus family. Environment has right of way. As a partner to transport services and opera- ons requirements and remain highly economi- tors of local public transport, MAN presents cal. Being efficient also means satisfying indi- solutions satisfying the major requirements of vidual demands and having the right solution tomorrow: flexibility, comfort and conveni- for every requirement that comes along. From ence, safety and protection of the environ- midi-bus and double-decker through to inter- ment. Today, more than ever, the focus is on city service bus, the MAN family of city buses cost/benefit. Maximum efficiency is the order includes models in all lengths from 10.5 to of the day. The Lion’s City lowfloor city buses 18.75 metres, and offers you the highest le- are an answer to the questions facing us. vels of efficiency: as Lion’s City, Lion’s City M, They are cleaner and more fuel-efficient than Lion’s City C/L, Lion’s City G/GL and Lion’s ever before and use the environmentally City LE models (Low Entry). Climb on board! friendly Euro 6 exhaust technologies that cur- rently apply. Regardless of whether the vehic- le is driven by a diesel engine or natural gas: the MAN city buses meet the highest emissi- Some of the equipment shown or described in this brochure is not included as standard. 2 – Profile Profile – 3 Efficient all along the line: the Lion’s City. The Lion’s City sets the tone. It primarily offers new highlights when it comes to comfort and convenience, safety, cost-effectiveness and sustainability.
    [Show full text]
  • MAN Emobility Solutions Brochure
    STEP INTO THE FUTURE OF MOBILITY. Your eMobility solutions from MAN. The world of urban transportation is changing. Public transport systems need to meet increasingly demanding requirements, whilst increasing passenger numbers need to be reconciled with ever-stricter legislation and a desire for a better quality of life. The key to fi nding a comprehensive solution to this challenge is to take a holistic approach. 2 Challenges URBAN TRANSPORT: WHERE DOES THE FUTURE LIE? Cities of tomorrow that want to ensure an emissions-free future need to set the right course today. The key is to move from “low emission” to “no emission”. However, converting part or all of your fleet to electric vehicles can give rise to a whole host of questions: Which lines can I run using electric vehicles? What steps can a city take to optimise the transition? What is the future of battery technology? MAN can already provide the answer to these questions, with ideas and technologies that take you reliably into the future. We’re ready! By as early as 2030, every second MAN city bus is set to have an emissions-free drive system. In order to realise this vision, MAN has developed a comprehensive overall concept for you. By combining holistic and tailored con- sultation, customised mobility solutions and a reliable electric bus with tried-and- tested cell and battery technology, we pave the way for you to get started with e-mobility from 2020 onwards. Challenges 3 THE FUTURE IS HERE: E-MOBILITY SOLUTIONS FROM MAN. Turning a vision into reality: with our extensive experience and exceptional innovative spirit, we at MAN work hand in hand with you to devise the roadmap to the future.
    [Show full text]
  • View Transportation & Air Quality
    TRANSPORTATION & AIR QUALITY 140 | ARC GREEN COMMUNITIES 2020 CERTIFICATION SUBMISSION 39. COMMUTE OPTIONS DESCRIPTION OF MEASURE The local government discourages employees from driving alone by offering and subsidizing alternatives, such as a vanpool or carpool program, or subsidizing transit at a greater value than parking. The local government also offers incentives to reduce employee commutes during peak hours such as compressed work weeks, telecommuting, and/or flexible work schedules. To meet the intent of this measure, the local government must offer its employees one primary option and three supporting options. Primary Options: 1. At least $30 per month towards a transit pass or vanpool pass to each employee who commutes using transit or a vanpool. If the local jurisdiction offers a parking subsidy more than $30/month, this option’s value must be greater than that of the parking subsidy. 2. At least $30 per month to each employee who carpools with two or more passengers. If the local jurisdiction offers a parking subsidy more than $30/month, this option’s value must be greater than that of the parking subsidy. 3. A significant telecommuting or compressed work week program that reduces by at least 5 percent the number of employee commuting trips. Supporting commute options: 1. active participation in a voluntary regional air quality program through a local employer service organization or Georgia Commute Options program 2. active participation in carpool, vanpool and biking partner matching (such as through Georgia Commute Options) 3. pre-tax transit subsidy or vanpool subsidy deducted from employee paycheck 4. transit benefit of less than $30 per month 5.
    [Show full text]
  • Operating a Bus Rapid Transit System
    APTA STANDARDS DEVELOPMENT PROGRAM APTA-BTS-BRT-RP-007-10 RECOMMENDED PRACTICE Approved October, 2010 American Public Transportation Association APTA BRT Operations Working 1666 K Street, NW, Washington, DC, 20006-1215 Group Operating a Bus Rapid Transit System Abstract: This Recommended Practice provides guidance for operational considerations for bus rapid transit systems. Keywords: bus rapid transit (BRT), operations Summary: BRT is a suite of elements that create a high-quality rapid transit experience using rubber-tired vehicles. This experience often includes a high degree of performance (especially speed and reliability), ease of use, careful attention to aesthetics and comprehensive planning that includes associated land uses. BRT seeks to meet or exceed these characteristics through the careful application of selected elements. Scope and purpose: The purpose of this document is to provide guidance to planners, transit agencies, local governments, developers and others interested in operating a BRT systems or enhancing existing BRT systems. This Recommended Practice is part of a series of APTA documents covering the key elements that may comprise a BRT system. Because BRT elements perform best when working together as a system, each Recommended Practice may refer to other documents in the series. Agencies are advised to review all relevant guidance documents for their selected elements. This Recommended Practice represents a common viewpoint of those parties concerned with its provisions, namely, transit operating/planning agencies, manufacturers, consultants, engineers and general interest groups. The application of any standards, practices or guidelines contained herein is voluntary. In some cases, federal and/or state regulations govern portions of a rail transit system’s operations.
    [Show full text]