TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page C1

TRNUMBER 303 NEWSMAY–JUNE 2016

The Bus Renaissance Intercity Travel, Bus Rapid Transit, Technology Advances, Rural Services TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page C2

TRANSPORTATION RESEARCH BOARD 2016 EXECUTIVE COMMITTEE*

Chair: James M. Crites, Executive Vice President of Operations, Dallas–Fort Worth International Airport, Texas Vice Chair: Paul Trombino III, Director, Iowa Department of Transportation, Ames The National Academy of Sciences was Executive Director: Neil J. Pedersen, Transportation Research Board established in 1863 by an Act of Congress, signed by President Lincoln, as a private, Victoria A. Arroyo, Executive Director, Georgetown Climate Center; Assistant Dean, Centers and nongovernmental institution to advise the Institutes; and Professor and Director, Environmental Law Program, Georgetown University Law nation on issues related to science and Center, Washington, D.C. technology. Members are elected by their Scott E. Bennett, Director, Arkansas State Highway and Transportation Department, Little Rock Jennifer Cohan, Secretary, Delaware Department of Transportation, Dover peers for outstanding contributions to Malcolm Dougherty, Director, California Department of Transportation, Sacramento research. Dr. Ralph J. Cicerone is president. A. Stewart Fotheringham, Professor, School of Geographical Sciences and Urban Planning, Arizona State University, Tempe The National Academy of Engineering was John S. Halikowski, Director, Arizona Department of Transportation, Phoenix established in 1964 under the charter of Susan Hanson, Distinguished University Professor Emerita, Graduate School of Geography, Clark the National Academy of Sciences to bring University, Worcester, Massachusetts the practices of engineering to advising the Steve Heminger, Executive Director, Metropolitan Transportation Commission, Oakland, California Chris T. Hendrickson, Hamerschlag Professor of Engineering, Carnegie Mellon University, nation. Members are elected by their peers Pittsburgh, Pennsylvania for extraordinary contributions to engi- Jeffrey D. Holt, Managing Director, Power, Energy, and Infrastructure Group, BMO Capital Markets neering. Dr. C. D. Mote, Jr., is president. Corporation, New York S. Jack Hu, Vice President for Research and J. Reid and Polly Anderson Professor of Manufacturing, The National Academy of Medicine (for- University of Michigan, Ann Arbor merly the Institute of Medicine) was estab- Roger B. Huff, President, HGLC, LLC, Farmington Hills, Michigan lished in 1970 under the charter of the Geraldine Knatz, Professor, Sol Price School of Public Policy, Viterbi School of Engineering, National Academy of Sciences to advise the University of Southern California, Los Angeles Ysela Llort, Consultant, Miami, Florida nation on medical and health issues. Melinda McGrath, Executive Director, Mississippi Department of Transportation, Jackson Members are elected by their peers for dis- James P. Redeker, Commissioner, Connecticut Department of Transportation, Newington tinguished contributions to medicine and Mark L. Rosenberg, Executive Director, The Task Force for Global Health, Inc., Decatur, Georgia health. Dr. Victor J. Dzau is president. Kumares C. Sinha, Olson Distinguished Professor of Civil Engineering, Purdue University, West Lafayette, Indiana The three Academies work together as Daniel Sperling, Professor of Civil Engineering and Environmental Science and Policy; Director, the National Academies of Sciences, Institute of Transportation Studies, University of California, Davis Kirk T. Steudle, Director, Michigan Department of Transportation, Lansing (Past Chair, 2014) Engineering, and Medicine to provide Gary C. Thomas, President and Executive Director, Dallas Area Rapid Transit, Dallas, Texas independent, objective analysis and advice Pat Thomas, Senior Vice President of State Government Affairs, United Parcel Service, Washington, to the nation and conduct other activities D.C. to solve complex problems and inform Katherine F. Turnbull, Executive Associate Director and Research Scientist, Texas A&M public policy decisions. The Academies also Transportation Institute, College Station encourage education and research, recog- Dean Wise, Vice President of Network Strategy, Burlington Northern Santa Fe Railway, Fort Worth, nize outstanding contributions to knowl- Texas edge, and increase public understanding in Thomas P. Bostick (Lieutenant General, U.S. Army), Chief of Engineers and Commanding General, matters of science, engineering, and U.S. Army Corps of Engineers, Washington, D.C. (ex officio) medicine. James C. Card (Vice Admiral, U.S. Coast Guard, retired), Maritime Consultant, The Woodlands, Texas, and Chair, TRB Marine Board (ex officio) Learn more about the National Academies T. F. Scott Darling III, Acting Administrator and Chief Counsel, Federal Motor Carrier Safety of Sciences, Engineering, and Medicine at Administration, U.S. Department of Transportation (ex officio) www.national-academies.org. Marie Therese Dominguez, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S. Department of Transportation (ex officio) Sarah Feinberg, Administrator, Federal Railroad Administration, U.S. Department of Transportation The Transportation Research Board is one (ex officio) of seven major programs of the National Carolyn Flowers, Acting Administrator, Federal Transit Administration, U.S. Department of Academies of Sciences, Engineering, and Transportation (ex officio) Medicine. The mission of the Transporta - LeRoy Gishi, Chief, Division of Transportation, Bureau of Indian Affairs, U.S. Department of the tion Research Board is to provide leader- Interior, Washington, D.C. (ex officio) ship in transportation innovation and John T. Gray II, Senior Vice President, Policy and Economics, Association of American Railroads, progress through research and information Washington, D.C. (ex officio) exchange, conducted within a setting that Michael P. Huerta, Administrator, Federal Aviation Administration, U.S. Department of Transportation (ex officio) is objective, interdisciplinary, and multi- Paul N. Jaenichen, Sr., Administrator, Maritime Administration, U.S. Department of Transportation modal. The Board’s varied committees, task (ex officio) forces, and panels annually engage about Bevan B. Kirley, Research Associate, University of North Carolina Highway Safety Research Center, 7,000 engineers, scientists, and other trans- Chapel Hill, and Chair, TRB Young Members Council (ex officio) portation researchers and practitioners Gregory G. Nadeau, Administrator, Federal Highway Administration, U.S. Department of from the public and private sectors and Transportation (ex officio) academia, all of whom contribute their Wayne Nastri, Acting Executive Officer, South Coast Air Quality Management District, Diamond Bar, California (ex officio) expertise in the public interest. The pro- Mark R. Rosekind, Administrator, National Highway Traffic Safety Administration, U.S. Department gram is supported by state transportation of Transportation (ex officio) departments, federal agencies including Craig A. Rutland, U.S. Air Force Pavement Engineer, U.S. Air Force Civil Engineer Center, Tyndall the component administrations of the U.S. Air Force Base, Florida (ex officio) Department of Transportation, and other Reuben Sarkar, Deputy Assistant Secretary for Transportation, U.S. Department of Energy (ex officio) organizations and individuals interested in Richard A. White, Acting President and CEO, American Public Transportation Association, the development of transportation. Washington, D.C. (ex officio) www.TRB.org Gregory D. Winfree, Assistant Secretary for Research and Technology, Office of the Secretary, U.S. Department of Transportation (ex officio) Frederick G. (Bud) Wright, Executive Director, American Association of State Highway and Transportation Officials, Washington, D.C. (ex officio) Paul F. Zukunft (Admiral, U.S. Coast Guard), Commandant, U.S. Coast Guard, U.S. Department of Homeland Security (ex officio)

* Membership as of June 2016. TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 1 TR NEWS NUMBER 303 MAY–JUNE 2016

THE BUS RENAISSANCE

3 INTRODUCTION The Bus Renaissance: Innovations Drive a Boom 4 Victoria A. Perk and Dennis P. Hinebaugh Research, technology, and innovative service strategies have contributed to maintaining the role of the bus as the workhorse of public transit and are increasing the importance of buses for local and longer-distance transportation.

4 The Decline and Revival of Intercity Bus Service Joseph P. Schwieterman A resurgence in intercity bus service is changing commercial competition for travelers, as new curbside operators are opening downtown-to-downtown routes of 125 to 350 miles. The author traces the industry’s turnaround, its extent, the types of services, issues for planners and researchers, and more.

11 The Intercity Bus Renaissance: One Company’s Experience David Hall 16 The author presents the history and background of Greyhound’s introduction of new brands and services—particularly BoltBus—and describes the demographic changes that led to the company’s expansion of scope from rural and long-haul trips to urban center–to–urban center trips, including applications of technology platforms.

16 Bus Rapid Transit in the United States: Making Inroads Jennifer M. Flynn Swift and inexpensive implementation makes bus rapid transit (BRT) an attractive option for cities contending with traffic congestion and constrained budgets. The author reviews the key features of BRT, the mode’s origins, federal initiatives, and examples of U.S. successes, as well as challenges, such as collisions. 22 CTfastrak Bus Rapid Transit System: Connecting Central Connecticut Randal P. Davis 34 23 POINT OF VIEW Bus Rapid Transit Works: Countering the Myths Samuel L. Zimmerman and Herbert S. Levinson The authors identify and debunk myths that have persisted in arguments against the adoption of BRT and cite four decades of evidence that BRT deserves serious consideration as an attractive, high-capacity, and cost-effective rapid transit investment that can improve the quality of urban living.

28 Transformative Trends in Bus Data: A Bright Future Ahead Catherine T. Lawson Operational data and other information routinely collected by bus systems are being put to work to assist bus riders and system planners. The creation of the General Transit Feed Specifications is a key development, but efforts are needed to take full advantage of emerging open-source data and programming capabilities, the author maintains. 31 Kansas City Pilots Microtransit: Partnership with Bridj Delivers On-Demand Bus Service 32 Automation Advancing into Transit Bus Operations: Lane Assist, Crash Avoidance—and More Matthew Lesh COVER: The bus renaissance, affecting intercity travel, bus rapid transit, and 34 The Changing State of Rural Transit: Challenges, Trends, Benefits, and Innovations urban and rural services, is tapping an array of technologies and new Jill Hough and Jeremy Mattson demographics. (Photo: Dolgachov/ Transit agencies serving rural areas are challenged by low population densities, long travel Bigstock) distances, recruiting and training staff, and securing local funding. The authors describe the size and scope of rural transit, the demographic shifts, the benefits, and the technology and organizational innovations to address the challenges. TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 2

TR NEWS features articles on innovative and timely re- search and development activities in all modes of transportation. Brief news items of interest to 38 NEW TRB SPECIAL REPORT the transportation community are also included, Interregional Travel: A New Perspective for Policy Making along with profiles of transportation profes- sionals, meeting an nouncements, summaries of Thomas R. Menzies, Jr. new publications, and news of Trans portation A new TRB policy study reviews the demand for interregional travel in the United Research Board activities. States and the uncertainties that arise in supplying transportation services and infrastructure to accommodate the demand. The study committee finds a need for TR News is produced by the analytical tools and up-to-date data on long-distance travel patterns and recommends Transportation Research Board initiatives to fill gaps in decision-making capacity. Publications Office Javy Awan, Editor and Publications Director Lea Camarda, Associate Editor Juanita Green, Production Manager Michelle Wandres, Graphic Designer ALSO IN THIS ISSUE: TR News Editorial Board Frederick D. Hejl, Chairman Christine L. Gerencher 43 Research Pays Off Edward T. Harrigan Christopher J. Hedges Assessing the Impacts of Real-Time Russell W. Houston Transit Information Katherine Kortum Kari Edison Watkins and Candace Brakewood Thomas R. Menzies, Jr. 45 Calendar Transportation Research Board Neil Pedersen, Executive Director Mark R. Norman, Director of Program 46 Profiles Development and Strategic Activities Transit systems researcher and consultant Russell W. Houston, Associate Executive Brendon Hemily; and Cheryl Allen Richter, Director infrastructure programs coordinator, Federal Ann M. Brach, Director, Highway Administration Technical Activities Stephen R. Godwin, Director, Studies and Special Programs 48 TRB Highlights Gary J. Walker, Director, Cooperative Research Programs News, 48 Administration and Finance 43 Christopher W. Jenks, Director, Cooperative Research Programs 49 News Briefs

TR News (ISSN 0738-6826) is issued bimonthly by 50 Bookshelf the Transportation Research Board, 500 Fifth Street, NW, Washington, DC 20001. Internet address: www.TRB.org.

Editorial Correspondence: By mail to the Publications Office, Transportation Research Board, 500 Fifth Street, NW, Washington, DC 20001, by telephone COMING NEXT ISSUE 202-334-2972, by fax 202-334-3495, or by e-mail [email protected].

Subscriptions: North America: 1 year $60; single Feature articles in the July–August TR News address key issues in aviation: the work- issue $12. Overseas: 1 year $85; single issue $12 force of the future—the needs to be filled and the sources of personnel; addressing the plus shipping. Inquiries or communications con- cerning new subscriptions, subscription problems, challenges of civil aviation safety; airline consolidation, competition, and the evolu- or single-copy sales should be addressed to the tion of air service; optimizing cybersecurity for commercial aviation; the operation of Business Office at the address below, or telephone unmanned aircraft in the 202-334-3216, fax 202-334-2519. Periodicals postage paid at Washington, D.C. National Airspace System; ERENCHER G aviation’s evolving role in a Postmaster: Send changes of address to TR News, Transportation Research Board, 500 Fifth Street, NW, HRISTY changing climate; airports : C Washington, DC 20001. and transportation net- HOTO P work companies; a state- Notice: The opinions expressed in articles appearing in TR News are those of the authors and do not of-the-union overview necessarily reflect the views of the Transportation from the Federal Aviation Research Board. The Transpor tation Research Board Administration; and more. and TR News do not endorse products or manufac- turers. Trade and manufacturers’ names appear in an article only because they are considered essential. Printed in the United States of America. Copyright © 2016 National Academy of Sciences. Main terminal interior, All rights reserved. For permissions, contact TRB. Washington Dulles International Airport, at dawn. TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 3

INTRODUCTION The Bus Renaissance Innovations Drive a Boom VICTORIA A. PERK AND DENNIS P. HINEBAUGH

uses form the backbone of public transit operations in the United the United States. Joseph Schwieterman describes the industry’s resur- States and are a major means of intercity transportation. Accord- gence and explains how innovations have contributed—such as curb- ing to the American Public Transportation Association, Ameri- side operation and ticketless boarding. Although amenities in buses and B express downtown service have attracted riders, the industry also has cans took approximately 5.1 billion trips by transit bus in 2015, accounting for nearly half of all transit trips. In addition, intercity benefited from the commercialization of the Internet and the advent of buses, which have experienced a renaissance in the past decade, carry smartphones, which have reduced ticketing costs and have enabled many more passengers than trains, even in the modally diverse North- easy access to schedule information. David Hall, General Manager of east Corridor. BoltBus, gives a firsthand account of the intercity bus renaissance by This special issue of TR News is dedicated to the ubiquitous, but detailing the challenges that Greyhound—the parent company—faced often overlooked, bus. The articles showcase recent developments and at the close of the 20th century and the company’s response in expand- innovations in bus planning, operations, and services, highlighting ing its brands and services. the uses of data and technology by operators and their customers, the challenges that rural bus operators are addressing, the revitalization of Applying Technologies intercity bus travel, and bus rapid transit or BRT—perhaps the most sig- The traditional transit bus has been the subject of innovation in recent nificant innovation in bus transit in recent times. years, benefiting from information technology and telecommunications advances. Catherine Lawson describes how data routinely collected by Notable Successes transit agencies are being used to improve bus service and operations BRT integrates several service features to mimic light rail, while pro- planning. In a Research Pays Off article, Kari Edison Watkins and Can- viding the flexibility and cost of buses. Jennifer Flynn explains the BRT dace Brakewood discuss the open-source mobile application OneBus- concept and describes the history of the mode, from its origins more Away, which provides transit riders with real-time information about bus than 40 years ago in Curitiba, Brazil, to its present-day incarnations in schedules and arrivals. A sidebar traces the Kansas City Area Trans- cities throughout the United States. Randal Davis of the Connecticut portation Authority’s introduction of on-demand “microtransit” bus Department of Transportation offers a glimpse into one of the newest service in partnership with the private service Bridj. Riders can hail small BRT systems in the nation, CTfastrak in Hartford. Launched in March transit buses via a mobile application similar in concept to the taxi-like 2016, CTfastrak already has served more than two million passengers. services of Uber and Lyft. In this way, the bus stop “comes to the riders, Despite the growing use of BRT systems in the United States and on the rider’s schedule.” around the world, critics maintain that BRT does not compare favor- Jill Hough and Jeremy Mattson discuss how rural bus operators are ably with rail transit. In a Point of View article, Samuel Zimmerman and innovating to serve the needs of rural communities. The authors point Herbert Levinson examine some common myths about BRT service, to the many challenges on the horizon for rural bus operators as the including limited capacity, rider preferences for rail, and the inability demographics of their service areas undergo changes. For these bus of BRT to promote economic development. Zimmerman and Levinson operators, innovation is not an option—it is essential for meeting the

argue that BRT has proved successful when properly planned and challenges. TR NEWS 303 MAY–JUNE 2016 implemented. Research, technology, and innovative service strategies have con- Intercity bus travel was once considered a “mode of last resort” in tributed to maintaining the role of the bus as the workhorse of public transit. These same forces are increasing the importance of buses for local and longer-distance transportation. The authors are with the Center for Urban Transportation Research, Special thanks to Jennifer Flynn for assisting us in the coordination University of South Florida, Tampa. Perk is Senior Research Associate, of the articles for this issue; to Frank Spielberg, emeritus member and and Hinebaugh is Interim Executive Director. Perk serves as Vice Chair past Chair of the TRB Bus Transit Systems Committee, for his help in of the TRB Transit Capacity and Quality of Service Committee, and the review of the articles; and to Thomas R. Menzies, Jr., who originated Hinebaugh is Chair of the Public Transportation Group and immediate the idea for this issue, assisted in shaping the contents, and served as past Chair of the Bus Transit Systems Committee. liaison to the TR News editorial board. 3 TRN_303.e$S_TRN_303 7/1/1611:46AMPage4

4 TR NEWS 303 MAY–JUNE 2016 Intercity BusService The DeclineandRevivalof bus travel. regional, andintercity the profileofcommuter, Wi-Fi accesshasraised For potentialriders,free the intercity busindustry. annual year-in-review of Illinois, andcoauthorofan University, Chicago, Development, DePaul tute forMetropolitan Professor, ChaddickInsti - The authorisDirector and JOSEPH P. SCHWIETERMAN The BusRenaissance A many cities—andagrowing interest inanurban contributors. Arevival ofdowntowndistrictsin gies, andaninfusionofoverseas capitalare important nomenon. Airport hassles,aggressive pricingstrate- trips butuncomfortably long fordriving. miles—distances considered tooshort forairline to downtown-to-downtownroutes of125to350 areago. Thenewservices makingsignificantchanges regarded as“amodeoflastresort” only adecade Go Buses,andMegabus—are rejuvenating asector bevy ofnewcurbsideoperators—includingBoltBus, Several factorsare spurring theintercity busphe- between manycitiesintheUnitedStates.A ing commercial competitionfortravelers resurgence inintercity ischang- busservice having watchedtheintercity bussectordecline inthe vices. Someplannerscontinueto becaughtoff guard, the diversionoftraffic from state-supported railser- the safetyofso-calledChinatown carriers,and curbside congestionduringarrivalsanddepartures, transportation plannersand researchers—notably, oil priceshaveplummeted. able—although thisfactorhassubsidedrecently as which madesingle-occupantdrivinglessafford- appeal withthedramaticescalationoffuelprices, chases easier. Energy-efficient bustravelalsogained nology, suchastravelappsthatmaketicketpur- expanding capabilitiesofpersonalelectronic tech- lifestyle—appear tobepart ofthemix,asare the

The increase inbustravel hasraisedissuesfor

C N C , J R : P HARLESTON ORTH OF ITY OHNSON YAN HOTO TR NEWS 303 MAY–JUNE 2016 5

PHOTO: RICKY COURTNEY An Amtrak California Thruway Motorcoach at Bakersfield station. In the 1990s, Amtrak strength- ened its Thruway bus system, connecting with feeder bus operations. line up for an Travelers intercity bus in New York’s Chinatown. The so-called Chinatown bus services pioneered the low-cost curbside model of intercity transportation, which gained popularity in the early 2000s. A few Chinatown owners achieved sufficient rid- A few Chinatown owners achieved sufficient from and Peter Pan suffered Although Greyhound

and expansion of Chinatown bus services on the trips number of daily bus East Coast. A large the Chinatown district in involved travel to and from by lower Manhattan. Generally owned and operated unloaded Asian businesses, the carriers loaded and law—at at the curb—a practice permitted by federal prices. bargain in rooms ership gains to upgrade their waiting adjacent to the curbside stops and stores restaurants Some became notorious for to dedicated storefronts. agencies their cat-and-mouse games with regulatory concerned about safety. the competition, the Chinatown services greatly by bus. expanded the number of passengers traveling The initial focus had been to serve groups immigrant

, F , P S : P LICKR ISANO TEVEN HOTO Major bus lines complained about unfair compe- Major bus lines complained about unfair Cor- the Northeast of The once-lucrative routes During the industry’s decades-long period of decades-long period industry’s During the The Curbside Model appeared. By 2000, indications of a turnaround Among the most notable signs was the introduction Redefining Routes the scene during the No major new carriers entered car- far the largest next 20 years. Greyhound—by strained labor–management rela- from rier—suffered bankruptcy tions and had to downsize before in car Increases led to a reorganization. proceedings airlines ownership and heightened competition from bus routes. fatal blows to many longer-haul delivered such as Cleveland, Ohio, cities, By 1995, some large had fewer than two dozen daily bus departures. In some cities, bus lines sought Amtrak. tition from available the connecting opportunities to strengthen to passengers by moving into consolidated trans- centers with Amtrak and local transit portation of its elevated the role Amtrak, in turn, providers. with feeder a synergy Thruway bus system, creating bus operations that continues today. in service ridor (NEC) underwent smaller reductions but the warning signs in other regions, than routes a entered Greyhound abundant. In response, were “pooling arrangement” with Peter Pan Bus Lines and to serve the NEC and other of New York Trailways the competition to improve jointly, Eastern routes bus car- with airline shuttles and Amtrak. The three consumers and offered schedules riers coordinated times. an array of departure The industry’s recent turnaround has followed a pat- turnaround recent The industry’s that of other transportation from tern that differs reform In 1982, regulatory modes after deregulation. and freely allowed bus lines to enter and exit routes not spark to compete on prices, but the changes did that improvements the innovations and the efficiency in airlines and rail freight. occurred Delayed Reaction to Deregulation Delayed Reaction 30-year period before 2006, when Megabus aggres- 2006, when Megabus before 30-year period orchestrate market and helped the U.S. sively entered the turnaround. Lines, various Trailways Greyhound retrenchment, “mom and pop” carriers grad- operators, and small back and pared routes ually eliminated less-traveled built in downtown terminals Many large frequencies. II period—a time of opti- War the early post–World in shuttered bus travel—were mism about intercity often located in less central favor of smaller facilities, the bus was a viable choice only many, To areas. had failed. when all other options TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 5 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage6

6 TR NEWS 303 MAY–JUNE 2016

PHOTO: TOM SIMPSON, FLICKR Illinois. Station inChicago, passengers nearUnion carrier Megabuspicksup The nationalcurbside model tocompete. adapted thecurbside intercity busservices Corridor expanded,other carriers intheNortheast As Chinatownbus many small cities without any bus service. many smallcitieswithoutanybusservice. another round ofcutsinthenextseveralyearsleft As DavidHallnotesinhisfeature article (page11), attacks ofSeptember11,2001,didnotstemthetide. niences associatedwithairtravelaftertheterrorist gasoline costsandtheadditionalfeesinconve- try withweakpassengerdemand.Evenrising riers intheNECproved tobeanoutlierinindus- curbside model. porate carrierseventuallycopiedthesuccessful sionals andtravelerswithlarger budgets.Thecor- soonbegantoattractyoungurbanprofes-services and passengersontightbudgets,butthesecut-rate Nonetheless, theexpansionofChinatowncar- in Philadelphia,Pennsylvania,2009,andWash- foothold innewmarkets,Megabusestablishedahub across thecountry. Inasustainedpushtogain teed seating,poweroutlets,andlater, Wi-Fi. withguaran- featuringlimited-stopservice service, 2009, thecompanylaunchedGreyhound Express chasing manynewbusesandupgradingstations.In lished acompetingNewYork busoperation. BoltBus, withaNewYork hub.Megabussoonestab- Peter PanLines,created itsowncurbsidecarrier, Group. Inearly2008,Greyhound, togetherwith another U.K.company, theLondon-basedFirst- petitor withAmtrak. Union Station,Megabusemerged asaseriouscom- proved popular. Operatingfrom curbsideatChicago as ChicagotoMinneapolis–SaintPaul,Minnesota, within 250miles—althoughlonger-haul routes, such hub inChicago,Illinois,operatingmostlytopoints market. Kingdom, movedfirsttotestthepotentialofU.S. intheUnited States—and ofMegabus,abusservice established buslines,mostlyintheEasternUnited Stagecoach Group, ownerofCoachUSA—aset scale corporateinvestment.TheScotland-based curbside buses,theindustrybegantoattractlarge- China With thenationaleconomyrecovering and the Heightened Competition The stagewassetforheightenedcompetition FirstGroup investedheavilyinGreyhound, pur- Greyhound’s ownership,meanwhile,passedto In spring2006,StagecoachopenedaMegabus

town carriersdemonstratingthepotentialof

J J : P ANNENE ERAMEY HOTO C C C

TR NEWS 303 MAY–JUNE 2016 7 Surveys suggest that most passengers prefer to Surveys suggest that most passengers prefer travel by rail than by bus when price and other fac- travel by rail than by bus when price and spacious environ- a more offer equal. Trains tors are to maneuver than buses can room ment and more The popularity of bus travel, however, provide. for travelers appears to be fueled by the opportunity Onboard to use their time on the bus productively. in the use bus observations show a dramatic growth devices between 2011 and of personal electronic increasingly 2014, suggesting that passengers are time to multitask. using the onboard Figure 2 Amtrak, BoltBus, and Greyhound Express 2 Amtrak, BoltBus, and Greyhound Figure 2015. service on the Portland–Seattle route, Figure 1 Development of Megabus hubs and service areas, with approximate 1 Development of Megabus hubs and service areas, Figure geographic range of service. Much of the explosive growth of curbside service Much of the explosive growth Greyhound affiliate BoltBus added the Pacific BoltBus affiliate Greyhound expansion gave value-conscious The aggressive was attributable to discount prices. Just as fares on was attributable to discount prices. Just as fares air conventional Amtrak trains generally undercut less than those for generally are bus fares fares, less. The dif- 30 percent trains—often approximately in the NEC and somewhat tends to be greater ference the year, In the past of the country. less in other parts appear to have shrunk somewhat, but differences bus for both the intercity demand has been sufficient lines and Amtrak to experience simultaneous growth in traffic. Answering Demands carriers The rapid expansion of city-to-city express safety and to address contributed to public pressure numbers of buses at curbside aesthetics. The large locations raised concerns, and public agencies in some cities either encouraged or demanded the car- locations. BoltBus and riers to move to off-street to a Boston ordinance in response Megabus relocated D.C., and several Washington, and in New York, loca- other cities voluntarily moved to an off-street tion. Northwest to its network in 2011 and California in Northwest trav- double-deckers were 2013. By 2014, Megabus in California, Florida, and eling new bus routes in defend- aggressive more grew Greyhound Texas. launching a Grey- against Megabus, often ing its turf service whenever Megabus initiated hound Express Chinatown carriers experienced service in a region. to the new competition and to a decline in response federal safety crackdowns. travelers the widest variety of ground-transportation mar- options in many years. In the Seattle–Portland for example, BoltBus ket of the Pacific Northwest, compared nine daily trips in each direction, offered four Express’ five and Greyhound with Amtrak’s 2, lower right). The discount bus line, how- (Figure intermediate stops—a change did not make ever, focused on endpoint-to- its NEC routes—but from endpoint travel. New Frontiers bus model if the curbside Observers wondered with thinly regions would be viable in car-dominated rail and bus services. 2011, Megabus In provided and Pittsburgh, Georgia, added hubs in Atlanta, without 1, right), areas Pennsylvania (see Figure by Amtrak or by the much corridor development Chinatown bus lines. ington, D.C., the following year, while smaller carri- the following year, ington, D.C., side by operated Go Buses and Vamoose, ers, such as NEC. side in the TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 7 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage8

8 TR NEWS 303 MAY–JUNE 2016 U.S.–Mexico border. cities nearthe long-haul servicesfrom Turimex busesprovide Union Station. operate frominside intercity carriersnow BoltBus, andother down andGreyhound, The terminalwastorn connecting fromAmtrak. pedestrians andtravelers and inconvenientfor Station, wascramped located nearUnion Peter Panbusterminal, D.C., Greyhoundand The oldWashington, number ofdailyschedulesoperatedbyapproximately University hasasmallteamthatannuallymeasures the schedules toestimatethesizeofsector. DePaul Resource SystemsGroup (RSG)haveevaluated bus cal reports, confoundinganalysis. uled orcharter operationsare includedinthestatisti- milesand—insomecases—nonsched- out-of-service and doesnotincludepassengercounts.“Deadhead”or federal government,therelease ofthedataisonadelay the numberofbusesandbusmilestheyoperateto report traffic statistics.Althoughcarriersmust report air travel,butintercity buscarriersare notrequired to and route-level dataare availableforrailpassenger and ments oftheintercity busrenaissance. Aggregate-level No centralizeddatasetallowsforaccuratemeasure- Industry Size

As aresult, consultanciessuchasAECOMand

, F , B R : P LICKR AUER ICHARD HOTO major citiesandrely primarilyonInternetticketing. between emphasize downtown-to-downtown service accounts forapproximately 40to42millionriders. ferson Linesare notable players inthissector, which Greyhound Lines,various Trailways units,andJef- operated bydifferent carrierswithasingle ticket. gers—that is,allowconnectionsbetweenbuses ally participate inagreements to“interline”passen- terminals inthedowntownsofmajorcitiesandusu- Most intercity bus linesfallintofourgroupings: Types ofService scheduled airlineshandlearound 650million. handles about31millionpassengersannually, and approximate magnitude.Incomparison,Amtrak by AECOMandRSGdiffer butare ofthesame Estimates campus, publictransit,andcasinoservices. excludes travelbyairport shuttlebusesorbyinter- according toDePaulresearch findings;thistotal handle anestimated62millionpassengersannually, onboard passengercounts,indicatethatthesebuses sources, includingcompanyannualreports and 2006. Theagglomerateddatafrom avarietyof United States—anincrease ofabout35percent since city bustripsare scheduledeachweekdayinthe dozen stops,makinganalysisofbusnetworksdifficult. unlike airlineflights,abusschedulecanentailseveral number inatimetable,likeanairlineflight—but origin–destination pair, whichisassignedaunique 115 intercity buscompanies.Ascheduleisaspecific Estimates suggestthatapproximately 5,000inter- u u Express city-to-city, orcurbside,operators Conventional buslines

operate primarilyfrom

DC, F DC, T M : P LICKR IN R HOTO TR NEWS 303 MAY–JUNE 2016 9

PHOTO: VONLANE Vonlane bus service in Vonlane bills itself as “a Texas private jet on wheels.” The luxury-oriented Royal Sprinter recently Sophisticated travel booking websites—notably of the than 80 percent more now covers Wanderu formal partnership a In 2014, Busbud entered began four daily roundtrips in the crowded New in the crowded began four daily roundtrips D.C., market. The concept of a York–Washington, higher level of bus service is not new to the NEC, as Limoliner in Boston, Vamoose with such providers and Dartmouth D.C. area, Gold in the Washington, however, Coach in New England. Royal Sprinter, a first-class serviceoffers with only eight seats on somewhat smaller and uses coaches that are board than the norm. and Websites Wi-Fi also investing established bus lines are more Larger, began publi- in amenities. Last autumn, Greyhound on Wi-Fi cizing the availability of power outlets and seat every bus, and Megabus expanded its reserved to a choice of 20 seats, including some at program bus tracker apps that offering tables. Both lines are accurate arrival times. project offering and Busbud.com—are Wanderu.com travelers a convenient means of com- higher-income book- parison shopping for bus travel. By aggregating ing information for buses, the websites allow for for similar to those of Orbitz and Travelocity searches air travel. with BoltBus, Megabus, United States and partners tools and other major carriers. Its search Greyhound, so that travelers point-to-point directions, provide the bus stops. can walk, bike, or drive to and from on a worldwide Busbud operates with Greyhound. each departures than 1 million scale and lists more nearly 89 countries, in 11 languages, for week across 1,500 operators worldwide. - generally Asian or generally offer servicesoffer oriented to Latino operators Chinatown operators, Chinatown u u Vonlane launched a first-class service launched between Vonlane The data suggest that since 2006, bus service has Luxury Services entering the fray and are New luxury services are expanding the base of business travel. In Florida, Red Coach, concentrating on the Miami to Jack- dedicated first- and offers routes, sonville and Tampa at every seat. business-class buses, with flat screens added in 2014 and recently Austin and Dallas, Texas, Houston to its network. The buses have only 16 attendant and an on-board Wi-Fi seats, but feature cost approxi- who serves snacks and drinks. Fares slightly higher than advance- mately $100 each way, but much lower than walk-up fares. airfares purchase had flown travelers who previously targets Vonlane via Southwest Airlines. New Amenities and Apps or curbside lines, once domi- City-to-city express major tran- nated by young people traveling between attracted sit-oriented cities or college campuses, have of passengers. Personal busi- range an ever-widening as ness and commuter trips appear to be growing, of busi- does travel by senior citizens. The number ness travelers, however—such as those on expense- and low, trips—appears to remain reimbursed also uncommon. are families traveling with children These carriers handle 12 to 13 million riders annually handle 12 to 13 million These carriers arrangements. do not make interline and generally Buses. Megabus, and Go Boltbus, are Examples Asian-American businesses, run between Chinatown Asian-American businesses, typically in buses without a districts in major cities, sur- of uncertainty degree company logo. A higher do sector—for example, carriers often this rounds timetables. Many Chinatown not publish traditional have been shut down, but a modest carriers recently This sector han- be under way. comeback appears to 2 to 3 million passengers annually. dles perhaps Bus, Turi Tornado Spanish-speaking populations. expanded much faster than air and rail service. Bus at a faster rate ridership also appears to have grown this than for air and rail, although substantiating have however, The past 15 months, claim is difficult. the gasoline prices falling, raised difficulties—with has slowed dramatically. growth sector’s mex, and Tufisia are among the largest in this group, among the largest are mex, and Tufisia cities near which emphasizes long-haul service from Because of the issues sur- the U.S.–Mexico border. of these carriers many immigration policy, rounding 4 to perhaps This sector handles keep a low profile. 5 million passengers each year. TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 9 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 10 TR NEWS 303 MAY–JUNE 2016 function. offers abustracker The Greyhoundapp growth inbustravel. prices canslowthe fully loaded;declinesin gallon whenbusesare passenger milesper travel canexceed175 The fuelefficiency ofbus throughout the state. networks for convenient connections between points Massachusetts,Oregonandbuild are undertoway and public transit networks. Programs in Colorado, intercityrail,travel, bus betweensynergybuild to governments are State expanding researchers. programs and planners of attentionthecommand tocontinue will mode this that suggests riers, particularly of city-to-city express car- The vitality of the intercity bus sector, Building onSynergies phone. via madechanges for $4.50 of fee a for changes in flights. BoltBus charges imposeairlinesmajorsome that fee $200 the thanfare—farless in ence tionsfor$10 orless, plus anydiffer- reserva- change to that customers allow features website added have to buses. rulesmay bepushing some travelers ticketing airline rigid that suggests twodays before thedepartures. This than less occur system the through More than half of the ticket purchases gest that bus travelers crave flexibility. BestBus, Megabus, and Vamooseand Megabus, BestBus, Bookingdata from Wanderu sug- years ago. 20 only resort last of mode a as dismissed sector withsinglea click. The possibilities bode well for a drop-offprovidingneighborhoodand cles,pickup intercitycoaches,vehi-minibuses,smalland vans, which travelers can access an integrated network of planners and app developers are shaping a world in sionforoptimism. With technological innovations, offeredUberPoolby andLyft Line—offers occa-an carsharingridesharingand services—such thoseas periods. peak duringgrowth limits thatconstraint another is locations curbside at Crowding cities. traffic- clogged other and York New from and to routes on delays to accustomed are travelers Bus NEC. the populateddenselyasregions, ticularlysuchin thismakes bus operators susceptible to delays, par- trafficlevels are rising sharply in some major cities; the Texas A&M Transportation Institute shows that tailed frequency. cur-routesalreadyhaveSomeseen. be remainsto oil crude of pricecurrent the at viable is network loaded.Whether thefullextent theofintercity bus 175 passenger miles per gallon when buses are fully level of fuel efficiency of bus travel, which cancally. exceed Cheap gas has offset the advantages of the high has slowed the rate of growth in bus travel dramati-

Yetgrowingthe synergy betweentravelbus and Another concern is traffic congestion. Research by The sharp decline in fuel prices in the past 2 years

, F , : P LICKR LINDSAY HOTO TR NEWS 303 MAY–JUNE 2016 11

PHOTO: MO1229, FLICKR PHOTO: GREYHOUND After a seven-seat 1914 Hupmobile successfully began ferrying miners between Alice and Hibbing, Company Minnesota, the Mesaba Transportation expanded—and soon became Greyhound Lines. as Monterrey, Mexico. The transcontinental network as Monterrey, than 180,000 unique serves locations and more 3,800 city pairs. ost people readily associate intercity bus associate intercity ost people readily service with the name Greyhound and the service the name Greyhound with running iconic symbol of the greyhound The founding entrepreneur, Carl Wickman, laid off Carl Wickman, The founding entrepreneur, serves network today thousands The Greyhound swiftly and efficiently. Greyhound Lines originated in Greyhound swiftly and efficiently. ago as a curbside than 100 years Minnesota more Hibbing to Alice miners from transporting operator, for 15 cents a ride. to become a Hupmobile the mines, had decided from car salesman. He had a single seven-seat car in inven- Knowing that many of his for- tory but lacked a buyer. from mer colleagues at the mine needed transportation bus ser- home to the mines, he launched the intercity Lines. vice that evolved into Greyhound of communities. Operations span nearly the entire as Yel- as far north American continent, from North across Territories, Northern low Knife in Canada’s most of the continental United States, to as far south M The Bus Renaissance The

Greyhound has adapted to new markets for bus service with BoltBus and other subsidiary brands. The author is General BoltBus, Manager, Dallas, Texas. One Company’s Experience One Company’s HALL DAVID The Intercity Bus Renaissance The Intercity TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 11 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage12 12 TR NEWS 303 MAY–JUNE 2016 favor urbanization. demographics beganto changing national became lessprofitableas stop routesinruralareas low-volume, frequent- A modelthatfocusedon leather seats. 50 passengersandhas MCI-D4505, seatsupto Greyhound’s fleet,the The newestcoachin dized withrevenues from thehigher-volume routes. also hadanimbalanceoflow-volumeroutes subsi- many routes redundant. TheGreyhound network the Southeast,andsubstantialoverlapmade of thetwocompanies. strengthsrural andlong-haultravel,thebasicservice unchanged for15years.Thenetworkemphasized refinements, andlefttheresulting networklargely combined thetworoute networks,madesome In 1987Greyhound acquired ContinentalTrailways, Historical Context experts hadforeseen. of theintercity busindustrythatfewtransportation particularly BoltBus,exemplifiesabroad renaissance ence inintroducing thesenewbrandsandservices, Greyhound’sand RuralConnectorService. experi- vices are BoltBus,Greyhound Express, QuickLink, customer needs.Amongthenewbrandsandser- asthecompanyhas diversifiedtomeet and services,

Trailways hadoperatedanextensivenetworkin The Greyhound enterpriseincludesmanybrands

: G : P REYHOUND HOTO hold wascontinuingtogrow. had increased andcarownershipperhouse- service; urban populationwasincreasing; discountairlines the country’s ruralpopulationhaddeclinedandthe the 15yearssinceGreyhound–Trailways merger, demand ofGreyhound’s traditionalcustomerbase.In tors hadbeguntoinfluencethedemographicsand As theseproblems were becomingevident,otherfac- A ChangingMarket taking toolongtoreach thedestination. cized thecompanyformakingtoomanystopsand satisfaction andrepeat ridership.Customerscriti- the ruralrouting becameadeterrent topassenger intended toincrease theprofitability ofruralroutes, many more stopstoalong-haultrip.Although link tothelonger-haul traffic. however, required connectionsatbothendsofthe and tofacilitatepassengerflow. Someschedules, were devisedtoachievethemaximumconnectivity ways off theInterstate HighwaySystem.Schedules passengers viaamore ruralschedule,oftenonroad- become Greyhound’s problem by2002. large forthestronger routes tosupport. Thishad ever, ifthenumberofweakerroutes becomestoo work. Cross-subsidization becomesaproblem, how- operatorreceives incremental revenue across thenet- dizing ofsomeroutes isacceptablebecausethe choices oforiginsanddestinations.Internalsubsi- of alarger networkthatoffers passengersmany the weakerones,andallofroutes benefitaspart networks—the stronger routes internallysubsidize

This practicetypicallyaddedseveralhoursand Greyhound traditionallyhadrouted longer-haul Some cross-subsidization isnotunusualinlarge

: G : P REYHOUND HOTO TR NEWS 303 MAY–JUNE 2016 13 At least 70 percent of BoltBus service connects with local transit providers. To compete with curbside compete To BoltBus carriers, the free brand features curbside onboard Wi-Fi, boarding, ticketless reservations, and more.

PHOTO: GREYHOUND The new brand started as a clean-sheet concept. as a clean-sheet The new brand started

With financial performance no longer a pressing financial performance With and was able to focus on growth issue, Greyhound pop- to the increasingly In response reinvigoration. by bus carriers (see the article ular curbside intercity launched Bolt- Schwieterman, page 4), Greyhound Corridor. Bus in 2008 in the Northeast than other legroom passengers more BoltBus offered network services, 110-volt power outlets, free a tick- convenient curbside boarding, Wi-Fi, onboard and dynamic pric- a loyalty program, etless process, had bus industry already ing. The intercity BoltBus implemented some of these elements, but packaged them all together. Diversifying Services

: G : P REYHOUND HOTO These developments combined to redefine the These developments combined to redefine had profitability company’s the By 2002, however, con- Although customers taking longer trips with assembled a team from In 2003, Greyhound methodi- Informed by these steps, Greyhound type of customers who sought intercity bus service. type of customers who sought intercity changing, Recognizing that the customer base was began in the late 1990s to invest in Greyhound data and reporting. to route improvements and the declining financial dramatically, dropped net- to assess its route led Greyhound performance revisions. work critically and to make fundamental survive, to the network would not only need To to align with a changing contraction but undergo customer base. the for profitability, still important nections were rural and company had to shift the emphasis from long-haul trips to urban center–to–urban center to make travel easier also sought trips. Greyhound and faster for all passengers, whether on long or trips. short within to work with consultants to plan changes in Data and structure. business approach the company’s mining was crucial to a highly analytical and quan- contribution to titative examination of each route’s and profitability. network traffic in five phases its schedule network cally reduced the company’s over 2 years. This contraction reduced eliminating service to miles by 32 percent, route overall. These states and to 900 locations entire necessary to stabilize the company’s actions were to modernize and and to inform actions profitability the company. revitalize TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 13 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage14 14 TR NEWS 303 MAY–JUNE 2016 local municipalities. working closelywith smaller busesand expenses lowwith keeping overhead serves ruralcommunities, Greyhound Connect network. to updateitstraditional characteristics ofBoltBus many ofthesuccessful Greyhound adapted structure. Becausetickets are purchased online,a donotrequirecurbside service muchdirect infra- ment oftheintercity busindustry. Busesproviding BoltBus operatesinaninnovativeandefficient seg- Adapting CurbsideFeatures both coasts,andinmore than40city-pairmarkets. original three routes tooperateinthree regions, on hound overall.BoltBustherefore expandedfrom its result wassignificantgrowth inmarketshare forGrey- the typicalprofile ofaGreyhound passenger, andthe have completedsomecollegeeducation. are between18and34yearsold;ofthese,82percent generation. Today, 70percent ofBoltBuscustomers buses, indicatingnewfoundappealtothemillennial more educatedthanthoseusingtraditionalintercity brand attractedcustomerswhowere youngerand tations forthefirstyearofoperation.Surprisingly, the routes inthe Northeast exceeded Greyhound’s expec- a Buck,”aseveryscheduleoffered atleastone$1fare. affordable wastag-lined“Boltfor prices.Theservice tion forthecustomer, offering manyamenitiesat

These statisticsrepresented distinctchangesfrom The newline’s performance onthree city-pair The goalwastocreate anenticingvalueproposi-

: G : P REYHOUND HOTO pickup locationsintheWashington metropolitan ington, D.C.,andNewYork City, maintainsseveral ton Deluxe,operatingexclusivelybetweenWash- within ametropolitan area. Forexample,Washing- and grow by offering additional pickuplocations as 110-voltpoweroutletsandfree onboard Wi-Fi. Megabusnowoffers amenitiessuch no-frills service, regions oftheUnitedStatesandCanada.Initiallya Chicago in2006andhasaddedoperationsseveral in town district.Megabusbegancurbsideservice Boston, Massachusetts,andNewYork City’s China- Lucky Star, operatesbetweenSouthStationin ber ofcarriers.TheoriginalChinatownbusline, 10 years,intermsofpassengerscarriedandthenum- hasgrownCurbside busservice rapidlyinthepast Dynamic Strategies multimodal experience. vital tocurbsidebusoperations,creating aseamless with localtransit.Transit connectionsare therefore States, 70percent ormore ofBoltBustraffic connects passengers towaitforconnections.IntheUnited typicallydoesnot requireto-point service aplacefor canbefairlysmall,because themostlypoint- service Bus operations: failsto attract riders. able lossesiftheservice to thepublicwithoutincurringlarge andirrecover- and locationsthatprovide additionaltraveloptions other busindustryentrepreneurs canexplore routes startupof service—the costsare limited. BoltBusand a safearea toloadandunloadpassengersquickly. ticket counterisnotneeded.Theoperatoronlyneeds

Some carriersfocusonasingletravelcorridor The spaceneededtoaccommodatethecurbside Terminal infrastructures, 14percent. 3. Outdoortransitstations,42percent; and 2. Curbsideenvironments, 44percent; 1. Three locationshostBolt- generaltypesofservice The lightinfrastructure enableslow-risklaunches

: G : P REYHOUND HOTO TR NEWS 303 MAY–JUNE 2016 15

PHOTO: GREYHOUND Bus Tracker allows users Bus Tracker to track GPS-enabled buses. Intercity commuter services such as QuickLink are marketed to travelers in who conduct business the cities. the Chaddick Institute for Met- The company has modernized its website, added a The company has modernized its website, demonstrates the tool Bus Tracker Greyhound’s 2014 Year-in-Review of Intercity Bus Service of Intercity In the 2014 Year-in-Review Greyhound is proud to have contributed to this is proud Greyhound advancements have been critical to the company’s advancements have Grey- bus industry. and to that of the intercity future advance several technology hound is working to customer experience at all platforms to enhance of the consideration from phases of trip planning, travel to making reservations whether and when to tickets. and purchasing apps. mobile site, and developed iPhone and Android a ticket and These platforms make it easier to purchase The design booking information. and retrieve to store including allows the web page to load on any device, New features a tablet, phone, or personal computer. less expen- enable customers to comparison-shop for brands, customers On some Greyhound sive fares. smart- can travel paperless by using an image on their phones instead of a printed ticket. bus travelers. Bus benefits of technology for intercity involved a simple time-point tracking previously driver. by the bus en route manually entered capture 2 systems can track a GPS-enabled bus every Today’s on current minutes and employ algorithms that draw cus- arrival times. Greyhound data to forecast traffic the website tomers can access the tracking system on and the mobile apps. Industry Comeback experience illustrates, the intercity As Greyhound’s After years a renaissance. bus industry is undergoing the industry’s of declining ridership and departures, in passengers innovations have gained steady growth and service levels. in the United States, ropolitan Development at DePaul University con- Development at DePaul University ropolitan added bus serviceproviders cluded that “intercity the United than 100 new daily services across more in increase in a 2.1 percent States in 2014, resulting daily scheduled operations. While bus service grew, Amtrak train-miles held constant, and the number of airline flights diminished by 3.5 percent.” the efficiency which has demonstrated renaissance, trav- intercity and versatility of the bus in providing options. transportation elers with more For instance, QuickLink recently launched ser- For instance, QuickLink recently Greyhound Connect deploys smaller buses to Greyhound Greyhound also uses BoltBus to test concepts and BoltBus to test concepts also uses Greyhound many of the serviceThe new brand took ameni- Reworking the passenger network and adding brands but technological Greyhound, has reinvigorated Technology Advances Technology vice between Baton Rouge and New Orleans, nonreservation, Louisiana. The service is largely operating on a first-come, first-served basis but also or a gives customers the option of a reservation pass. boarding New Intercity Services New Intercity has rural to urban areas The shift of population from congestion in metropolitan contributed to traffic with QuickLink, a has responded Greyhound areas. people who travel frequently brand targeting for work, family areas between major metropolitan visits, doctor appointments, and the like. The cost and hassle of parking, gas, highway tolls, and traffic delays for these trips can make riding a convenient, easy-to-use commuter bus service attractive. Greyhound created BoltBus and Greyhound Express BoltBus and Greyhound created Greyhound company as new brands to attract new riders. But the and rural transportation traditionally had provided those markets. The and reopen wanted to revitalize to Connect launched Greyhound company therefore rural communities with access to regional provide larger and with connections to the transportation network. Greyhound local tran- keep costs down and works closely with travel options for customers. to increase sit providers in 10 states, the service usually operates Currently with federal, state, and local com- collaboratively, inter- reintroduced The brand has munity support. city bus service to rural communities that had none contraction of 2003. after the route Reopening Rural Routes area: traditional terminal berths at Union Station and at Union terminal berths traditional area: locations. several curbside larger the company’s may be applicable to ideas that applied brands. Greyhound system and its other new the BoltBus niche operation the lessons learned from create sections of its traditional network to to large Express. Greyhound on BoltBus popular that had proved ties and features nationwide service on standard and adopted them for operates Express Greyhound of routes. hundreds free network and offers the traditional terminal from Grey- program. and a loyalty extra legroom, Wi-Fi, serves in 1,000 city pairs currently hound Express 130 markets. TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 15 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage16 16 TR NEWS 303 MAY–JUNE 2016 in theUnitedStates Bus RapidTransit quicker BRT service. Wilshire linetofacilitate all-doors boardingonits tation Authoritytested Metropolitan Transpor Los AngelesCounty In asuccessful2015pilot, Florida, Tampa. University ofSouth Transportation Research, Center forUrban Research Associate, The authorisSenior JENNIFER M.FLYNN Making Inroads The BusRenaissance - I cost, performance, andimpactsremains tobeseen. ment intheUnitedStates,and thefullscopeofits scene, however, BRT isarelatively recent develop- comparison withadvanceson theinternational alternative innearlyeverytransitplanningstudy. In development inmostmajorcitiesandisamodal lic transportation. Today, BRT isoperatingorin traffic congestionandconstrainedbudgetsforpub- BRT an attractiveoptionforcitiescontendingwith late 1990s. rapidly afteritsadoptionintheUnitedStates country. Industryawareness ofthemodespread Swift andinexpensiveimplementationmakes to oneofthefastest-growing transitmodesinthe has progressed from alittle-knowninnovation n lessthantwodecades,busrapidtransit(BRT) usually feature someformofdedicatedrunningway. tions. and positioningbusstopsatthe farsideofintersec- such asgivingtransitbusespriorityattraffic signals systems typicallyuserelatively low-costtechniques, improve speed,reliability, andconvenience,these run inmixedtraffic, oftenreferred toasBRT-lite. To is significantandcoversarangeofapplications. bus systemandlightrailtransit(LRT), butthisgap viewed asbridgingthequalitygapbetweenlocal across anentire bussystem.TheBRT modeisoften features thatcanbeapplied inasinglecorridoror BRT isanumbrella termencompassingan arrayof Key BRT Features

To maximizespeed andreliability, BRT systems At oneendofthespectrumare thesystemsthat

: LA M LA : P ETRO HOTO TR NEWS 303 MAY–JUNE 2016 17

PHOTO: PLANITMETRO Los Angeles County Metro Orange Line was one of the first full- lines in the service BRT United States. Passengers board a Shirley Highway bus from downtown Washington, D.C., to suburban 1970s. in the late Virginia This early route took advantage of a dedicated busway. ). Never- more, BRT’s ability to travel on pavement BRT’s more, Examples of early busways include the Shirley Examples of early busways include the resources, and to adapt as conditions change. and resources, Further than enables a higher level of operational flexibility rail-based systems. Origins of BRT have been in use for Many of the concepts of BRT priority decades. The earliest attempt to give buses first dates to 1939, when the world’s in urban traffic 2 bus lane was built in Chicago, Illinois ( did not theless, busway and bus lane experiments America until the early in North begin to proliferate federal focus on improving 1970s, with a renewed public transport. the Lincoln Tunnel Virginia; Highway in Northern City; the El between New Jersey and New York in Los Angeles, California; and High- Monte Freeway Dur- area. way 101 in the San Francisco, California, introduced Pennsylvania, ing this period, Pittsburgh, ). versatility allows agencies to tailor projects to versatility allows agencies to tailor projects Median bus lanes and median busways represent Median bus lanes and are At the high end of the investment spectrum seldom Although complete grade separation is systems come in many shapes and sizes, BRT

The most basic form is a shoulder bus lane, which basic form is a shoulder The most by restrip- at minimal expense provided often can be desig- a lane previously by repurposing ing a lane or The bus lane parking or deliveries. nated for segment to a specific route can be applied approach times, such as the morn- or can be limited to certain peaks. ing and evening travel and investment. Locat- the next level in performance the number of median reduces ing the bus lane in a access, parked cars, and conflicts with side-street for faster travel speeds. other obstacles, allowing than median costly more are Median busways usually the benefit of physical separa- bus lanes but provide traffic. tion from exclusive busways, also known as full-service or require These implementations high-level BRT. sometimes by making use obtaining the right-of-way, rail of older transit alignments such as abandoned lines. possible, full-service busways minimize the number fea- of at-grade intersections. These systems usually commonly associated with other amenities more ture permanent rail systems, such as stylized vehicles, collec- fare and off-board stations, level boarding, tion (1 tran- but all aim to combine the quality of rail-based of a bus sit with the flexibility and affordability can be bundled into features BRT system. Different and can a range of flexible, scalable configurations, incrementally. plemented all at once or added be im This travel markets, and local operating environments,

: O : P , F , V HOTO LICKR IRIYINCY RAN TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 17 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage18 18 TR NEWS 303 MAY–JUNE 2016 lights. receives priorityattraffic dedicated laneand Vegas travelsona The SDXBRT lineinLas other systemsworldwide. served asamodelfor shaped stations,andhas Brazil, featuringtube- system beganinCuritiba, The world’s firstBRT globe. mecca forBRT fact-findingmissionsfrom across the ship andmodesplit.Formanyyears,Curitibawasa stations, yieldedimpressive results intermsofrider- traversed byarticulatedtube-shaped busesserving Transporte, anetworkofdedicatedmedianbusways modern eraofBRT. Curitiba’s Curitiba, Brazil,in1974markedthebirth ofthe of theworld’s firstcomprehensive BRT systemin edge transfercamefrom LatinAmerica.Theopening BRT intheUnitedStates,muchofinitialknowl- Busway inMiami,Florida. Tunnel inSeattle,Washington; andtheSouthDade lane transitwaysinHouston,Texas; theMetro Bus Transpo’s Transitway inOttawa,Canada;reversible- mented duringthe1980sand1990s,includingOC eral otherhigh-qualitybusfacilitieswere imple- large-scale implementationofaBRT-like system.Sev- several busways,nowconsidered the country’s first Although theseprojects helpedopenthewayfor

Rede Integradade

N M , C N : P O D R M : P EWS ETRO HRISTENSEN ICK HOTO RTIZ URAN OBERTO ARIO HOTO beginning totakeoff intheUnitedStates. Cleveland, Ohio;andEugene,Oregon—BRT was fornia; LasVegas, Nevada;KansasCity, Missouri; Los Angeles;Boston,Massachusetts;Oakland,Cali- other FTA research partners. tools produced bytheNationalBRT Instituteand through research studies,evaluations,anddecision assembled afoundationalbodyofknowledge consensus-based BRT standards. Theseefforts also of BRT vehicleprototypes andtothedevelopmentof Transportation Research Board, leadingtothedesign Association, domesticbusmanufacturers, andthe tionships withtheAmericanPublicTransportation tance. research, innovation,training,andtechnicalassis- Rapid Transit Institute,anationalprogram of projects. In2001,FTA sponsored theNationalBus implementation, operation,andevaluationofBRT competitively selectedtransitproperties forthe Demonstration Program, partnering withseveral Impressed bythefindings,FTA sponsored aBRT officials onascanningtourofCuritiba’s system. Gordon Lintonledadelegationoflocalandstate In 1998,FederalTransit Administration(FTA) chief Federal BRT Initiative frequencies were increased, stopswere spacedfarther improve busspeeds,reliability, andconvenience. Bus tura Boulevard corridorsaddedotherfeatures to Wilshire–Whittier Boulevard andthe 16-mileVen- Demonstration Program. pilot linesinJune2000,undertheMetro Rapid Impressed byCuritiba’s success, Metro launchedtwo 1998 scanningtouroftheCuritibasystem. when Metro staff andCityofficials joinedFTA forthe nals andbusstops.Thiseffort gainedmomentum and reliability byminimizing thedelayattraffic sig- with theCityofLosAngelestoimprove busspeed politan Transportation Authority (Metro) partnered loading passengers,theLosAngelesCountyMetro- hoursstoppedatredhalf oftheirservice lightsor After findingthatitsbuseshadbeenspendingnearly Metro Rapid:BRT-Lite inLosAngeles Service Examples ofSuccesses subways (3 rienced ridershipvolumescomparabletothoseof Transmilenio the LatinAmericansystemsinspired byCuritibais the world’s BRT systems.Perhaps themostnotableof America, whichnowhostsmore thanone-quarter of By theearly2000s,projects were underwayin FTA’s earlyBRT initiativesfostered workingrela- The BRT demonstrationprojects onthe26-mile Curitiba inspired adoptionthroughout Latin ). in Bogotá,Colombia,whichhasexpe- TR NEWS 303 MAY–JUNE 2016 19 Ridership on Los Angeles full- County Metro’s the Orange service BRT, Line, greatly exceeded expectations almost immediately after opening in 2005. Los Angeles County Los Angeles its Metro developed service after Metro Rapid tour to a scanning Curitiba, Brazil. ). A four-mile extension ). A four-mile 6 ). ). A 2011 evaluation found reduced travel times and A 2011 evaluation found reduced The project also included extensive native land- The project

improved levels of service reliability in the Orange levels of service reliability improved the average peak- reduced The BRT Line corridor. with hour travel time in the corridor by 22 percent, between peak and nonpeak running little difference times (6 spaced at approximately 1-mile intervals and outfit- spaced at approximately arrival infor- ted with canopied platforms, real-time fare mation, bicycle parking, and automated collection machines. path, and public art. scaping, a multiuse recreational $305 million, approximately The capital costs were $21.0 million per mile ( $154 was added in 2012 at a cost of approximately million (7

S P Z , J C : P QUARE UBLIC OCALO AO ARREN HOTO ). ). The total capital cost The Orange Line features high-capacity articu- The Orange Line features Branded as Metro Rapid, the system has grown Branded as Metro The innovations reduced passenger travel times The innovations reduced

lated vehicles, permanent stations, near-level board- lated vehicles, permanent stations, near-level payment, headway-based fare ing, off-board Stations are signal priority. schedules, and traffic Metro Orange Line: Full-ServiceMetro BRT in Los Angeles in Los Angeles in Orange Line debuted The Metro lines in the 2005 as one of the first full-service BRT United States. At the time of its opening, the line the San Fernando Val- spanned 14.5 miles through an at-grade, dedicated along almost entirely ley, right-of-way. busway within an abandoned railroad into a network of more than 20 arterial routes pro- routes 20 arterial than into a network of more viding nearly 400 miles of service in some of the highest-demand transit corridors of Los Angeles The San Pablo Rapid in Oakland is one of County. several transit systems that have applied the Metro Rapid model. for the 42.4 miles of BRT service was $8.3 million, or for the 42.4 miles of BRT $196,000 per mile (5 approximately along the two corridors by as much as 29 percent, along the two corridors by as much as 29 of one-third by 40 percent; and ridership increased pre- who had not new patrons was from the increase viously used public transit (4 apart and placed at the far side of intersections, traf- and placed at the far side apart adjusted to give priority to buses, and fic signals were to speed passenger introduced low-floor buses were and loading. Amenities included lighting, canopies, arrival information. real-time

: M : P © 2009 © ETRO HOTO TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 19 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage20 20 TR NEWS 303 MAY–JUNE 2016 Eugene. EmX Walnut Stationin Level boardingatthe general-purpose lanes. special pavingand dedicated laneswith use acombinationof buses inEugene,Oregon, Emerald Express(EmX) the 2012extension,ridershiphasincreased (6 the 15-yearridershiptarget insevenmonths.Since nearly 22,000averageweekdayboardings, achieving 2020. ByMay2006,thelinealready hadattracted projected anaverageof22,000weekdayboardings by weekday boardings and inthefirstyearofservice Metro hadestimatedanaverageof5,000to7,000 boring downtownsofEugeneandSpringfield. the EmX,linkingLTD’s twomajorhubs,theneigh- the 4-mileFranklinCorridorformsbackboneof application ofBRT inasmallcity. Openedin2007, Transit District(LTD) inEugene,Oregon, isthefirst The EmeraldExpress, orEmX,operatedbyLane EmX: Small-ScaleBRT inEugene,Oregon 2030 (9 a projected averageof45,000weekdayboardings by roughly 27,000weekdayboardings in2015(8 Ridership dramaticallyexceededtheforecasts. Service isprovidedService with60-footarticulated buses ). ), with

) and

, F , P C : P LICKR HAN HRIS HOTO the maintransportation corridorsinthearea. vice alonga61-milenetworkthat includesmostof expected inlate2017.LTD plans toprovide EmXser- toWestthe service Eugene, withcompletion million permile(12). Gateway Extensioncostabout$41.3million,or$5.3 in capitalcosts,or$6.25millionpermile(10).The 11,017 (11).TheFranklinEmXrequired $25million boardings; byOctober2013, thefigure hadreached the twocorridorsgrew toapproximately 9,500 sion inJanuary2011,averageweekdayridershipon (10). bus service ings, amore thantwofoldincrease overtheprevious ership grew tonearly6,000averageweeklyboard- boardings. rid- Bytheendoffirstyearservice, vice, withapproximately 4,000averageweekday exceeded thatprojection initsfirstmonthofser- average weekdayboardings. TheFranklinEmX thiswouldapproximatetional busservice; 3,780 approximately 40percent compared withconven- over the20-yeardesignperiodwouldincrease by ership expectations.LTD estimatedthatridership the EmXwasfaster(10). changing totheEmX,nearly60percent statedthat time haddecreased. Amongthosewhodrove before a 2007on-board indicatedthattheirtravel survey favorable—more than60percent ofrespondents to traffic signalpriority. general-purpose travellanes.EmXvehiclesreceive dual exclusivelaneswithspecialpaving,aswellin tion. Busesoperateonacombinationofsingleand displays, bikeracks,andreal-time arrivalinforma- vide levelboarding, enhancedlighting,information station platformsare locatedinthemedianandpro- that havemultipledoorsonbothsides.Mostofthe

LTD isdeveloping athird EmXproject toextend After theopeningof5.5-mileGatewayExten- Like theOrangeLine,EmXhassurpassedrid- Public opinionabouttraveltimesavingshasbeen

C W : P OMMONS IKIMEDIA HOTO TR NEWS 303 MAY–JUNE 2016 21

PHOTO: JUDYLCROOK, FLICKR VelociRFTA in Aspen, VelociRFTA Colorado, is the nation’s first rural BRT. . Los Bus Rapid Tran- , Vol. 25, No. 2, pp. , Vol. . Federal Transit Admin- . Federal Transit Federal Transit Adminis- Federal Transit Florida Department of Trans- Florida Department Federal Transit Administration, Federal Transit . American Public Transportation and Perception to Bus Rapid Transit and Perception istration, Washington, D.C., March 2009. D.C., March istration, Washington, Fact Book 2007 Transit D.C. www.apta.com/resources/ Association, Washington, statistics/Documents/FactBook/APTA_2007_Fact_Book. pdf. Forum Than Cars. Natural Resource 121–134. https://www.metro.net/ California. Authority, portation projects/rapid/. Final Report Rapid Demonstration Program: Metro Authority, Transportation Angeles County Metropolitan 2002. Evaluation. Project BRT D.C., 2011. Washington, L.A. Now, June 2012. http://latimesblogs. nando Valley. latimes.com/lanow/2012/06/orange-line-bus-extension- goes-deeper-into-san-fernando-valley.html. California. http://isotp. Authority, Transportation ropolitan metro.net/MetroRidership/IndexAllBus.aspx. Impact Report for the Canoga Trans- Final Environmental . Los Angeles County Metropolitan portation Corridor California, 2009. Authority, Transportation Evaluation. Project BRT Corridor D.C., 2009. tration, Washington, sit Applications Phase II. 2011. Lauderdale. Fort District IV, portation advance. As research on U.S. BRT progresses beyond progresses on U.S. BRT advance. As research of matur- case studies to focus on the life-cycle costs systems, ing systems and on the experiences of newer advances will emerge. more References 1. Cain, A., and J. Flynn. Quantifying the Importance of Image 2. 3. L. Latin American Busways: Moving People Rather Wright, 4. Trans- Rapid. Los Angeles County Metropolitan Metro 5. and Design, Inc. Los Angeles Management Transportation 6. Orange Line Institute. Metro National Bus Rapid Transit 7. Orange Line Bus Extension Goes Deeper into San Fer- 8. County Met- Los Angeles Ridership Interactive Tool. Metro 9. 10. Institute. The EmX Franklin National Bus Rapid Transit 11. District website. https://www.ltd.org/. Lane Transit 12. Research. Center for Urban Transportation ). To increase speeds, Metro increase ). To BRT clearly has become a permanent fixture in a permanent fixture clearly has become BRT to non- spreading are increasingly of BRT Features conges- in mobility, the improvements realize To Metro responded to a series of collisions in its to a series responded Metro is sustaining service Another challenge for BRT the urban landscape of the United States—a revolu- decade will witness an The next tion has occurred. into a fully mature fine-tunes evolution, as BRT mode. bus may become the regular corridors—BRT-lite BRT buses account for Because system of the future. transit trips, improvements almost half of the nation’s in services could have a significant impact on tran- mode share. sit’s can produce, that BRT tion, and economic growth lines to integrated BRT individual the transition from networks would constitute a major route BRT Next Advances works best that BRT Decision makers must recognize and as an integrated system of operational, vehicle, shows no boom The BRT features. infrastructure in cities large signs of letting up. It has made inroads to Jack- Seattle to Austin, Texas, and small, from built the sonville, Florida. Aspen, Colorado, has system, covering nearly 40 first rural BRT nation’s city to several miles and connecting the ski resort small communities. Many of the systems in plan- corridor- smaller, ning or under construction are based projects. Addressing Challenges Addressing have arisen successes, some challenges Despite BRT’s of fallen short implementations have and some experienced The EmX, for example, expectations. collisions in its early months several bus–automobile rate declined once local of operation. The accident to the busway (12). drivers became accustomed to buses by requiring early Orange Line operations intersections, but this con- slow to 10 mph through time benefit expected from the travel cession reduced busway (6 the segregated advantage of flexibil- key competitive BRT’s quality. In some in service features. ity can lead to erosions used to build public support that were cases, features have been gradually elimi- for ambitious projects all that is nated to save money on capital costs, until some basic upgrades to bus service. Of course, left are concept itself, but with the BRT this is not a problem an issue of planning and implementation. recently withdrew the order for intersection slow- the order withdrew recently the agency is consider- downs, and to add capacity, of its 60-foot buses with 80-foot ing replacement passengers. Metro more buses that carry 40 percent at also is studying the option of adding overpasses busiest intersections. the busway’s TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 21 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage22 22 TR NEWS 303 MAY–JUNE 2016 C Department ofTransportation, Newington. The authorisSpecialAssistantto theCommissioner, Connecticut 30-ft busesconnectsmallercommunities andtheregion’s sec- well astobusinessdistrictsandneighborhoods.CTfastrak’s and popularshoppingdestinations,as education, healthcare,entertainment, These buseslinktheRoute101servicesto can travelonandoff thebus-onlyroadway. ends, andevery20minutesatnight. every 12minutesonmiddaysandweek- minutes duringtheweekdaypeakperiods, arrive atdesignatedtransitstopsevery7.5 quent, high-capacityservice.Thebuses uses 60-ftarticulatedbusestoprovidefre- hours onSunday. Thesystem’s Route101 a day, MondaythroughSaturday, and14 tinations inNewBritainandNewington. residents tobike,run,orwalklocaldes- the westernhalfofbusway, enabling multiuse recreationaltrailextendsalong travel informationtocustomers.A5-mile App usethedatatoprovidereal-time free ofcharge;GoogleTransit andTransit also aremadeavailabletoappdevelopers ing, scheduling,andotherdata.Thesedata through automaticvehiclelocationsystemscombinedwithrout- arrival informationonelectronicmessageboardsatthestations, glass shelterswithteakseating.Customersreceivereal-timebus service, andstainlesssteel form boarding,on-boardWi-Fi vending machines,levelplat- that incorporateoff-bus ticket rider-friendly transitstations mile dedicatedbuswaywith10 The heartofthesystemisa9.4- System Profile buses. million tripsonthebrightgreen passengers tookmorethan3 ing itsfirstyearinoperation, anniversary inMarch2016.Dur- The systemcelebrateditsfirst systems intheUnitedStates. newest busrapidtransit(BRT) The systemalsohas40-ftbuses,which The CTfastraksystemoperates21hours Connecticut, isoneofthe Tfastrak inHartfordCounty, The BusRenaissance CTfastrak off-bus ticketvendingmachine. CTfastrak BusRapidTransit System A CTfastrak60-ftarticulatedbus. A CTfastrak40-ftbus. Connecting CentralConnecticut RANDAL P. DAVIS center willaddanewcommuterrailservice,theHartfordLine, Airport shuttlebus,theBradleyFlyer. In2018,thistransportation Amtrak trains,intercitybuslines,andtheBradleyInternational the systemandfromotherlocal transitstationsandroutes. more than60businessesandother organizationsaccessiblefrom dining, entertainment,shopping,andprofessionalservices from a http://ctfastrak.com/rewards. of theBRT service.Inaddition,CTfastrak throughout theregionaboutbenefits reach, toeducatethevariousaudiences social mediacampaignfollowedtheout- grated marketing,publicrelations,and at thesemeetings.Astrategicandinte- porated thevaluableinformationcollected final operationsplanforCTfastrakincor- including theschedulingandrouting portation heldmorethanadozencom- the ConnecticutDepartmentofTrans- opening oftheCTfastraktransitsystem, necticut’s transportationsystem. modal reachandeffectiveness ofCon- airlineservicesgreatlyexpandstheinter- The increasedconnectivityofrail,bus,and Hartford, andSpringfield,Massachusetts. with frequenttripsbetweenNewHaven, rewards program, offers passengersaconsumer-friendly input abouttheplannedbusservices, munity openhouseeventstogainpublic During the20-monthperiodbefore BRT passengersto connectto Central Connecticut,allows major transportationhubfor Hartford’s UnionStation,a The CTfastraktransitstopat Making Connections capital. and outofHartford,thestate busway toavoidtraffic into routes travelonthededicated Cheshire. TheCTfastrakExpress as toSouthington,Bristol,and North Railroadstation,aswell Waterbury andtheMetro- buses toprovideaccess press servicesuse45-ftcoach the system.TheCTfastrakex- ondary schoolsandcollegesto a featuring discountson . The TR NEWS 303 MAY–JUNE 2016 23

PHOTO: SCANIA GROUP BRT’s limited capacity is one of several myths often BRT’s Features and Myths Features buses uses specially configured BRT Full-featured on dedicated transitways. operating for the most part They have stations—not stops—and also may use and alight- collection, no-step boarding fare off-board ing, and passing lanes at stations to allow for express intended to are or skip-stop services. These features and to avoid frequency schedule speed and increase the delays that often slow conventional buses, such as or while passengers pay on board. waiting in traffic journalists, and even by politicians, citizens, repeated The persistence of and advocates. transit professionals mixed traffic and stopping on every block. BRT is not and stopping on every block. BRT mixed traffic that; nor is it a modest-length busway or a limited- with essentially the same bus route stop, mixed-traffic but painted a different buses as operate elsewhere color or given an evocative name. ) ogi Berra’s observation drew many laughs and observation drew ogi Berra’s became famous as yet another of the colorful His statement malapropisms. baseball player’s Years ago, a reporter asked Yogi Berra, a former asked Yogi ago, a reporter Years what he player, baseball Yankees New York and popular Manhattan thought of a then-trendy any- His answer: “Nobody goes there restaurant. (1 too crowded.” It’s more. Those who describe the capacity of BRT as signif- Those who describe the capacity of BRT Countering the Myths S. LEVINSON HERBERT SAMUEL L. ZIMMERMAN AND POINT OF VIEW sounds funny, but many people say essentially the but many people say essentially sounds funny, They same thing about bus rapid transit (BRT). appeal for people with trans- has little believe BRT choices and that the capacity limits make portation with passengers—who, ironically, too crowded BRT had chosen to ride it. icantly lower than other rapid transit options, such as than a local is little more light rail, may believe BRT in employing 40-foot buses operating bus route Bus Rapid Transit Works Transit Bus Rapid Y The Bus Renaissance The A Chinese BRT line features A Chinese BRT 18-m articulated buses, dedicated lanes, and level boarding stations. Zimmerman is Urban Planning Transportation Consultant, The World Bank, Arlington, Virginia. Levinson is Principal, Herbert S. Levinson Consul- Transportation Con- tant, Wallingford, necticut, a member of the National Academy of Engineering, and a past member of the Trans- Board portation Research Executive Committee. TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 23 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage24 24 TR NEWS 303 MAY–JUNE 2016 birthplace ofBRT. Curitiba, Brazil,the A biarticulatedbusin Eugene, Oregon. Franklin Boulevardin Emerald ExpressBRT on transportation choices, to dismissothertransitapproaches. Decisionsabout argue thatBRT ispreferable inallurbansettingsor following flaws: sustainable effects onurbandevelopment. Moreover, evidenceindicatesthatBRT haspositive, previous inthesamecorridors. localbusservices ger satisfaction,andridershipcompared withthe well, withsignificantgainsinperformance, passen- United States.Mostofthesesystemsare working are includingagrowing inservice, numberinthe Curitiba, Brazil. the firstBRT lineswentintosuccessfuloperationin these claimscanbefrustratingsome40yearsafter The intentofdebunkingthesemythsisnotto The persistentmythsaboutBRT errincitingthe Worldwide, more than150BRT-type applications u u u u u

Weakness asanurbandevelopmenttool. Significant airandnoisepollution, High operatingandmaintenancecosts, Lack ofappealtotravelerswhohaveother Limited passengercapacity,

DOT O : P REGON HOTO transit investment. an attractive,high-capacity, andcost-effective rapid to suggestthatBRT seriousconsiderationas deserves guration ofBRT in Brazil,theevidenceissufficient Nonetheless, more thanfourdecadesaftertheinau- clearly dominatesacross thespectrumofcriteria. area orcorridorshouldbeobjectiveandtransparent. the specifictransitsolutionsbestsuitedtoanurban and crowding-related crime.Nevertheless, theappli- their BRT systemlowgradesbecauseofcrowding these BRT systems—Bogotaridersconsistentlygive sengers perhouratpeaktimes. biarticulated more vehicles,serves than40,000pas- milenio inBogota,whichhaspassinglanesandsome foot buses.TheLasCaracasCorridoroftheTrans- per hourbyusingpassinglanesandarticulated 60- in Lima,Peru,movesmore than30,000passengers ridership levels.Forinstance,theMetropolitano BRT New York City. SomeBRT corridorshaveevenhigher than thatofanyU.S.heavyrailsystemoutside 15,000 passengersperhour. platoon systemscanachievecapacitiesinexcessof off-board fare collection,andno-stepboarding, these onds. With transitwaysinthemediansofroadways, two-vehicle platoonsrunningevery60to90sec- such asinIstanbul,Turkey, 64-footbusesoperatein City, Mexico; andBogota,Columbia.Inothercases, as long80feet,suchthoseinCuritiba;Mexico national BRT applicationsemploybiarticulated buses Hartford, Connecticut(seearticle onpage22). SbX inSanBernardino, California;andCTfastrakin land, Ohio,HealthLine;EmXinEugene,Oregon; Orange LineinLosAngeles,California;theCleve- include theSilverLineinBoston,Massachusetts; Full-featured BRT applicationsintheUnitedStates Limited CapacityMyth

In mosturbancorridors,nospecifictransitmode Admittedly, capacityconstraintsare anissueon A capacityofmore than15,000perhourishigher All operate60-footarticulated buses.Someinter-

L L : P ENON UAN HOTO TR NEWS 303 MAY–JUNE 2016 25 A Swift BRT bus passes a A Swift BRT local bus on Everett Route 7 in Transit Snohomish County, The Washington. speediness of BRT services increases passenger-carrying capacity in relation to the amount of labor required. Users rated Los Angeles Users rated service far higher BRT bus service. than local For example, the BRT-like M-15 Select Bus oper- For example, the BRT-like

High Costs Myth bus BRT A popular view holds that because each than the operating cost is more an operator, requires can trans- that for a multicar rail-based system that One of the biggest passengers per operator. more port is its speed advantage, which however, pluses of BRT, operating on dedicated lanes and with derives from collection, and fare longer stop spacing, off-board and alighting. The gains in travel no-step boarding capacity per the passenger-carrying speed increase given amount of labor. in 126th Street East Side, from ating on Manhattan’s has an end-to-end travel time Harlem to South Ferry, faster than the parallel M- 25 percent approximately minutes versus 101 minutes 15 local bus route—73 derives in the morning peak. The lower travel time collection, mul- fare a combination of off-board from of run- and a portion fewer stops, tidoor boarding, time ning time on bus-only lanes. The 25 percent savings is consistent with that observed for the BRT systems in Los Angeles and Boston.

, F , B S : P LICKR RUCE OUNDER HOTO , the busiest ). In both cities, , Exhibit 2-25). In surveysconducted on all transit modes in Los do not imply that travelers These survey results

Unattractiveness Myth people out of will not lure that BRT Some argue would, their cars the way that rail-based alternatives ride a because “people with a choice will never to ride the bus is understandable bus.” A reluctance and when a system is poorly planned, operated, in developed and developing maintained; however, significant includes the patronage cities with BRT, of people who once traveled by private percentages systems, such as in Boston, vehicle. Some BRT have attracted signifi- Cleveland, and Mexico City, the urban rail cant numbers of travelers away from systems. Angeles and Rouen, France, passengers evaluated to attributes associ- the available options according conve- ated with mode choice, such as comfort, (2 nience, travel time, and reliability to light rail or rapid rail but are BRT always prefer the notion examples of empirical evidence refuting that people with a choice would not choose BRT. U.S. light rail corridors serve approximately 10,000 U.S. light rail corridors serve approximately passengers per hour (2 the transit options, in familiar with all of riders were is brand contrast to surveys when BRT undertaken new or a hypothetical option. The composite ratings equal to or service in both cities were for the BRT exceeded ratings for the rail equivalents. In the case far higher than ratings were of Los Angeles, the BRT those for the local bus service. cation of BRT in dense urban corridors like those of in dense urban corridors like those cation of BRT limitations Bogota and Lima illustrate that capacity urban cor- should not be an issue in the less dense to the Transit ridors of the United States. According Capacity and Quality of Service Manual

P S U L.A. : , F , HOTO OUL RBAN LICKR TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 25 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage26 26 TR NEWS 303 MAY–JUNE 2016 and operatingspeeds. high marksforreliability city’s BRT systemreceives burgh, Pennsylvania;the East BuswayinPitts Martin LutherKing,Jr., Note: NA=notapplicable. *Monorail. TABLE 1ComparativeOperatingandMaintenanceCosts( Las Vegas, Nevada Cleveland, Ohio Pennsylvania Los Angeles, Pittsburgh, California City - 136.74 324.07 359.02 222.51 LRT * $/revenue hour cated busways.AlthoughthePittsburgh bussystem share ofthecity’s regular busoperationsisondedi- service. expenditures, BRT islesscostly thanthelocalbus of themeasures ofoperatingandmaintenance lower forBRT thanforlightrail.Moreover, bysome unit ofdemand—pertripandpassengermile—are ply—per revenue mileandrevenue hour—and per the operatingandmaintenancecostsperunitofsup- have bothBRT andlightrailsystems.Inbothcities, and LasVegas, Nevada.ClevelandandLosAngeles includes dataforCleveland,LosAngeles,Pittsburgh, Database for2013isthesource ofthedata.Thetable Department ofTransportation’s NationalTransit and maintenancecostadvantagesofBRT; theU.S. cians, asforrail-basedsystems,isnotnecessary. BRT system;aseparateunitofspecializedtechni- technicians forthelocalbusfleetcanmaintain way systemandthelocalbusfleet.Moreover, the essentially thesameasthoseforadjacentroad- cles are lessexpensivetomaintain—thecostsare systems. Therunningway, signalsystems,andvehi- 200 passengersatnormalU.S.standeedensities. as 80feet.Theselongerbusescancarryapproximately as noted,someBRT systemsabroad usebusesaslong are significantlylarger thanthestandard 40-footbus; 210.42 92.45 89.55 BRT NA Pittsburgh hasalightrailsystem,andsignificant Table 1(above)illustratesthepotentialoperating BRT hasmaintenanceadvantagesoverrail-based In addition,mostBRT applicationsusebusesthat Local Bus 104.06 186.14 139.22 135.74 10.43 25.52 17.74 14.91 LRT * $/revenue mile 3) 12.81 BRT NA 7.52 9.58 Local Bus 11.80 14.32 12.67 8.76

5.09

6.42 3.69 4.04 : NACTO : P HOTO LRT * bus inBogotaforBRT applications. facturer BYDistestingabattery-powered articulated ranges are enteringthemarket.TheChinesemanu- tery-powered articulated buseswithacceptable that exceedstypicalBRT route lengths.The firstbat- powered, electric-onlybuses withadistancerange In addition,somebusmanufacturers offer battery- buses are muchquieter than theall-dieselvehicles. tricity from powerplants fueledbycoalornaturalgas. than orcomparabletorailsystemspowered byelec- dioxide andothergreenhouse gasesatlevelslower distance,BRTunit ofservice systems emitcarbon (4 bus services require muchless starting andstoppingthanregular air emissions,especiallyintheBRT dutycyclesthat vehicles produce extremely lowlevelsofallkinds of engines. According toanFTA-sponsored study, these Angeles BRT usesnaturalgas–fueledsparkignition with lowsulfur–diesel,electricbatteryengines;Los and Hartford BRTs, forexample,usehybridsystems with advancedpropulsion systems.TheCleveland Most BRT applicationsinNorth Americausevehicles Pollution Myth ing andmaintenancecosts. notion thatBRT necessarilywillhavehigheroperat- rail alternatives.Nonetheless,thedatarefute the less costlytooperateandmaintainthansimilarlight parison andcannotbeusedtoconcludethatBRT is bus systems. costs are higherthanthoseofthecity’s BRT andlocal ating laborcosts,yettheoperationsandmaintenance Without operators,thesystemshouldhavelowoper- nance costsare foranautomatedmonorailsystem. ating andmaintenancecostsforeverymeasure. features, Pittsburgh’s lightrailhashigherunitoper- pared withthelocalbussystemanditsmanyBRT busway andhigh-occupancyvehiclesystems.Com- high operatingspeedsbecauseoftheextensive tion andno-stepboarding, ithashighreliability and full-featured BRT systemswithoff-board fare collec- does nothavethespeedandefficiency advantagesof $/passenger Moreover, the naturalgasandhybridelectricBRT The tabledoesnotpresent acomprehensive com- The LasVegas lightrailoperatingandmainte- 1.22 2.69 1.28 BRT NA Local Bus ). Thesamestudyalsoshowedthat,per 2.26 5.09 2.66 4.46 1.56 0.58 0.68 LRT NA $/passenger mile 0.24 0.43 0.48 BRT NA Local Bus 0.64 1.30 0.65 1.06 * TR NEWS 303 MAY–JUNE 2016 27

PHOTO: FLICKR presents IEW V OINT OF opinions of contributing authors on transporta- tion issues. Readers are encouraged to comment in a letter to the editor on the issues and opin- ions presented. P Cleveland’s HealthLine Cleveland’s has brought an BRT estimated $4 billion in investments to the city. Cleveland Plain , No. 2350, Transportation No. 36, 2014, pp. 127–138. Bus Rapid Transit: Projects Improve Transit Service Transit Improve Projects Bus Rapid Transit: Transport Policy: Journal of the World Conference on Conference Policy: Journal of the World Transport Sept. 23, 2015. Capacity and Quality of Service TCRP Report 100: Transit of the Board Research Manual, 2nd edition. Transportation D.C., 2003. National Academies, Washington, Administration, Database. Federal Transit National Transit D.C., 2013. Washington, Final Emissions Program Vehicle S. Transit W. Wayne, D.C., Administration, Washington, Report. Federal Transit 2013. Avenue. of Euclid Litt, S. The Rebirth Dealer, Feb. 10, 2008, p. 8. Rocketdyne Site Slated for $3 Billion G. J. Warner’s Wilcox, 27, 2014. Los Angeles Daily News, March Project. D. Wise, and Can Contribute to Economic Development. U.S. Gov- D.C., 2012. Washington ernment Accountability Office, and S. Ulloa. Sil- S. Bovino, M. Catalá, S. Reader, Perk, V., in Boston, Massachusetts: ver Line Bus Rapid Transit Impacts on Sale Prices of Condominiums Along Washing- Journal of the Record: Research In Transportation ton Street. Board Research Transportation Research Board of the National Academies, Washington, Board Research D.C., 2013, pp. 72–79. TOD: Leveraging Transit- R., and D. Dai. BRT Cervero, Invest- Oriented Development with Bus Rapid Transit ments. Society, Research Transport References 1. Post, Most Memorable Quotes. New York Berra’s 35 of Yogi 2. 3. 4. 5. 6. 7. 8. Debunking the Myths should be viewed BRT Like all transit approaches, Experience has shown that properly objectively. cost- can be planned, designed, and operated BRT the quality and improve enhance mobility, effective, systems develop, of urban living. As additional BRT empirical evidence will become available to more a range of condi- assess the benefits and costs across about tions. That evidence should inform decisions and should not echo a litany of applicability BRT’s claims that have no basis. 9. ). 8 ). Like- reports that the reports , p. 135, Section 7) ). In a 2013 study, Perk et al. con- ). In a 2013 study, ). Cleveland Plain Dealer, for instance, reports Notably, BRT should be conceived as more than should be conceived as more BRT Notably, unprece- mobility investments. They also present urban and for restructuring dented opportunities sustainable formats. BRT in more growth regional in a can serve as a backbone for guiding growth mixed-use urban form—one that compact, more transit riding and less driving, not only promotes but also curbs sprawl and the significant costs associated with it. (9 A 2012 report by the U.S. Government Account- A 2012 report systems in Bogota Synthesizing case studies of BRT Empirical evidence also refutes this myth. Like also refutes Empirical evidence as a tool for sus- success in using BRT Curitiba’s The cluded that increases in land price correlated with the correlated in land price cluded that increases ( Silver Line BRT distance to stations on Boston’s ability Office concluded that “the results of our land concluded that “the results ability Office also is consistent with corridors value analysis of BRT features that the permanence of BRT the perception and increas- in spurring development may play a role ing land values” (7 from and Ahmedabad, India, as well as survey results and Dai observed: 27 other cities, Cervero wise, the Los Angeles Daily News service influenced a $3 billion Orange Line BRT San Fernando high-rise development in the West (6 Valley that the city’s Health BRT Line has brought more Line has brought Health BRT that the city’s (5 than $4 billion of investments into the city Urban Development Myth Urban Development have little if any will claim that BRT Some critics because the mode urban development impact on rail-based systems that makes lacks the permanence flex- inherent to them, BRT’s attractive to developers: serviceibility means that the can be withdrawn. overlook the permanence however, These assertions, elements, such as various infrastructure of BRT’s busways and stations. for the basic demand does not create rail transit, BRT space. Isolating the develop- housing or commercial transit line or determining ment impacts of a whether the observed is a net addition development is always difficult. of a region to the economic activity can serve as a develop- Evidence suggests that BRT to ment tool when combined with other strategies locations sustainable development to preferred direct by transit. supported but in tainable development is well documented, Latin America, from other cities throughout clusters of Guadalajara, Mexico, to Lima, Peru, new grown walkable, transit-oriented development have stations. Anecdotal evidence points BRT up around stations in near BRT to positive development effects the United States. TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 27 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage28 28 TR NEWS 303 MAY–JUNE 2016 Maryland. Transit Centerin data attheSilverSpring bus arrivalanddeparture Metro employeecollects A Washington, D.C., York atAlbany. State UniversityofNew Planning Department, Professor, Geographyand The authorisAssociate The BusRenaissance D in BusData Transformative Trends provide andmaintainreliable, machine-readable data. resources—and onbusoperatorswho are willingto tems providing rely thisservice onopendata will arrive,andwhere. Thedataandinformationsys- receive informationaboutwhatbustotake,whenit device, enteradesired destination,andimmediately will make. scheduled toarriveatastopandwhatstopsthebus For example,riderswanttoknowwhenabusis data toanswerquestionsfrom customersandstaff. assist busridersandsystemplanners. bus systemsare beingputtoworkinnewways data andotherinformationroutinely collectedby ridersmoreplanned toserve effectively. Operational CATHERINE T. LAWSON A BrightFutureAhead In someurbanareas, abusridercanopenmobile Bus operatorshavealonghistoryofcollecting but alsothewaythatbussystemsare being transforming thewaythatpeopleusebuses ata andinformationtechnologyare notonly lowing: their systems,busoperatorswanttoknowthefol- also canaidbussystemplanning.Whenplanning siderable benefitstoriders,theeffective useofdata a bus? what istheridershiponoverallsystem? bus, whatistheridershiponaparticular route, or real time? enues? levelsforcustomersandboostrev-maximize service ments? ate, overallandbyspecificroutes androute seg- Although thesedataapplicationscanprovide con- u u u u u Where dothemajorityofridersgetonandoff How manyriderstypicallyare onaparticular Where are hoursin thebusesduringservice What setofstoplocationsandroutes would How muchrevenue gener- dothebusservices TR NEWS 303 MAY–JUNE 2016 29

PHOTO: METRO TRANSIT

Minneapolis–St. Paul, Minnesota, Metro Transit a check police officers fare. Onboard customer’s fare checks also function as data collection. kiosk at A solar-powered Woodlawn Metro-North’s station in New York allows customers to access real-time train, and bus arrival subway, information.

D A : P A T M , ONOVAN ARON HOTO UTHORITY RANSPORTATION ETROPOLITAN The data can serve other planning and adminis- data can yield Generated at the stop level, fare better understanding of how the disabled community the locational data on door uses buses. Similarly, on a bus activity can inform the placement of stops route. Automated Passenger Count Data generates Automatic passenger counting equipment and linked to the vehicle’s data that can be archived data on location and time-stamp data. Having actual stop how many passengers enter a bus at a particular can guide the deploy- time of day and at a particular can be surveys so that the results ment of on-board of riders. Addi- population generalized to a larger can use these data to market researchers tionally, route, understand passenger behavior at the stop, and system levels. Federal trative purposes as well. For example, the transit agencies to Administration requires Transit Data- submit operations data to the National Transit base. Buses equipped with automatic passenger data ele- many of the required counters can capture quantities than the traditional ments in much larger the quality of manual counting methods, improving the data. Collection Data Automated Fare such as smart- collection techniques, Automated fare convenience for bus cus- not only provide cards, to harvest an opportunity tomers, but also create agencies often “roll valuable operations data. Transit monthly or to produce collection data up” the fare but for financial reporting, figures annual revenue the original transactions data can assist in system planning. passenger flow information, including origin and Point checks: a record of the time, the number of the time, the Point checks: a record of each pas- record an onboard checks: Fare Ride checks: the number of passengers getting Ride checks: the number u u u The captured and archived data contain a rich set and archived The captured the data from systems generate Other onboard Onboard surveys also are used to query passen- used to query surveys also are Onboard into the bus introduced When computers were of information that is geocoded—for example, the exact position of the bus—and time- recording stamped. These data serve many purposes, such as comparisons of actual stops with scheduled stop calcula- locations to monitor on-time performance, tions of estimated arrival times, and the dissemina- tion of the estimated times to bus shelter monitors, web displays, and mobile phone services. elec- openings and closings of the doors and from can be useful in ana- event logs. These data tronic lyzing bus services—for instance, by examining data on the deployment of lifts, bus operators can gain a Dispatching and Tracking Data Dispatching and Tracking dispatch and automatic vehicle Computer-assisted The time. location equipment track buses in real and support operational efficiency tools improve and incident management, security response, of service. restoration A variety of equipment installed on modern buses A variety of equipment installed on modern a range of data for analyzing bus operations provides and planning. Harvesting Valuable Data Harvesting Valuable Types of Data Types operators traditionally answer these questions, To data collection “paper and pencil” on have relied collect checkers can traffic For example, programs. of data: types three gers about their trip origins and destinations, trip gers about their trip origins and destinations, types, and sociodemographics. In purposes, fare to addition, supervisors may monitor adherence schedules by observing and may consult bus traffic for ridership information. payment records the fare the converted the staff agency work environment, for- manually collected data into machine-readable digital and retrieve mats, making it possible to store Manually entering and efficiency. with ease records time-consuming. The solu- was the data, however, machine-readable tion was to “harvest” and archive the equipment installed on data automatically from buses for operational purposes. of passengers getting on and off, and of passing buses on and off, of passengers getting point; and at a particular at a bus stop. when boarding category fare senger’s on and getting off and the time for each stop; and the on and getting off TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 29 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage30 30 TR NEWS 303 MAY–JUNE 2016 (Source: https://trimet.org) Portland, Oregon. schedule informationin from appforaccessingbus FIGURE 1Screen display Materials/wiki/Link-repository-for-international-GTFS-training-materials. Source: World Bank, https://github.com/WorldBank-Transport/GTFS-Training- http://transitfeeds.com. Creator. GTFS feedsfromGISfiles;https://github.com/PatSunter/SimpleGTFS mydoing/sakay-gateway andhttps://github.com/ahelpingchip/sakayph. planning thatsupportsinformaltransitroutes;https://github.com/thats delays; https://github.com/conveyal/gtfs-rt-admin. tripplanner-analyst. analyze transitservicedata;https://github.com/openplans/open https://github.com/openplans/OpenTripPlanner. editing aGTFSfeed;https://github.com/conveyal/gtfs-editor. https://github.com/conveyal/transit-wand. port/open-transit-indicators. GTFS, GTFS-R,andGIScensusdata;https://github.com/WorldBank-Trans- generating transitservice,accessibility, andperformanceindicatorsfrom TransitFeeds: SimpleGTFSCreator: aPythonprogrammingscriptthatgenerates Sakay: awebandSMS—orshortmessageservice—platformfor trip GTFS-RT AdminTool Open-Trip PlannerAnalyst Open Trip Planner GTFS Editor:aweb-based,visuallybasedapplicationforcreatingand TransitWand Open Transit Indicators Open-Source Resources forBusSystems : amobileapplicationforcollectingGTFSdatainthefield a worldwidedirectoryofGTFSandGTFS-Rfeeds; : aweb-basedmultimodaltripplanningtool; : aweb-basedplatformfortrackingtransitservice : aweb-based,user-friendly applicationfor about fare adjustments. patterns inthearchived datatoinformdecisions example, bussystemswithfare zonescanexamine policy strategiesandfacilitaterevenue modeling.For destination matrices.Thesedataalsocaninformfare : aweb-basedplatformforusingGTFSto A Sampling archived data. dor tospellouttheownershipandusesof agencies therefore needanagreement witheachven- buses are purchased from commercial vendors.Bus issues. Inmostcases,theequipmentandsoftware in data willbeusedandprotected. principles tocommunicatecustomershowthe rider privacy. This mayrequire adoptingprivacy detailed tripinformationagainsttheneedtoprotect lenge. Busagenciesmustbalancetheneedtogather raises concernsaboutprivacy, apolicy-related chal- tion ofbusstops,routes, andtimepoints. maintaining busassetinventories,includingtheloca- The GISdata,however, canbeusefulincreating and well suitedforprojecting day-to-daybusoperations. planning,aremaps andforscopingservice-level not mation systems(GIS),traditionallyusedformaking spatial approach, notastaticmap.Geographicinfor- time busrouting andoperationsrequire adynamic format isanexampleofatechnicalchallenge.Real- technical andothersrelated topolicy. Using thesedataencountersmanychallenges—some Data Challenges 1 and stoptimes—inastandard format. mation—such asstoplocation,route geometrics, which enablethegenerationofstaticscheduleinfor- the GeneralTransit FeedSpecifications(GTFS), scheduling strategy. Theefforts ledtothecreation of Met, partnered withGoogletodevelopanopendata politan Transportation District ofOregon, orTri- bus planningin2005,whentheTri-County Metro- freely. software, opendatacanbeusedanddistributed original software creators. Similartoopen-source feedback onthesefeatures andimprovements to the tional progress byteamswithnewideas,aswell as one. Thisopennessprovides opportunities foraddi- available formodificationorenhancementbyany- open data. using open-source software, andwhenever possible, resource challenges,datascientistsincreasingly are quantities ofdata,or“bigdata.”To dealwiththese work force andalackofthesoftware to handlelarge these datasources becauseofalackskillsinthe Many busoperatorsare unabletotakeadvantageof Data SciencesApproach bined withautomaticvehiclelocation data,produces See https://developers.google.com/transit/gtfs/. Ownership ofthearchived datacanalsoraise Analyzing therichsource ofdatafrom smartcards Ensuring thatthedataare inausefulgeocoded Data sciencenotablycametotheassistanceof Open-source software hassource codethatis (continued onpage32) 1 GTFS, com- TR NEWS 303 MAY–JUNE 2016 31 As a result, Bridj is providing reverse com- ket area, for example, the service area was ket area, for example, the service area adjusted to include that part of the city. Making Adjustments By studying the travel request data and ascer- is taining where the demand for Bridj service the highest, planners identified potential of new markets and routes. After an influx River Mar- travel requests from Kansas City’s called Hospital Hill area, for example, hosts called Hospital Hill of the Kansas side of 22,000 jobs, and parts than the metropolitan area contain more 10,000 jobs. KCATA has used a mix of grassroots marketing and geotar- has used a mix of grassroots marketing KCATA After the successful launch, KCATA President and CEO Robbie After the successful launch, KCATA During planning, KCATA and Bridj identified several metro- During planning, KCATA mutes from downtown Kansas City back to the Kansas side of the mutes from downtown Kansas City back which Medical Center, state line and to the University of Kansas The dynamic nature has many employees but few parking spots. test and match demand of the service has allowed the agency to city in ways that were to hours of operations and to areas of the bus service. not possible with the more traditional fixed-route customers. The geted, mobile advertising to reach potential customers who are agency has fielded myriad questions from unfamiliar with microtransit service. Information for this article was supplied by Kansas City Missouri; for more information, Kansas City, Authority, Transportation visit www.kcata.org. Making Connections Because the microtransit operators must interact more closely from customer service with the riders, Bridj has recruited staff industries. The operator training covers the traditional areas of and customer service but also includes instruction driving, safety, on using mobile devices to connect with passengers booking rides. Makinen said that “Bridj is an empowering tool that gives peo- ple one more alternative to driving their personal vehicle. There is com- why KCATA is no one-size-fits-all transit solution. That’s mitted to enhancing its portfolio of services to help people con- nect with all sorts of opportunities.” chargers. KCATA expects that the smaller vehicles with amenities expects chargers. KCATA and will give riders a feeling of choice and flexible scheduling by car than by transit bus. comfort, more like traveling that clusters of jobs, as well as other areas politan areas with large areas service. The planners focused on could benefit from transit and south of the neighborhoods east City, in downtown Kansas sub- hospitals, and a slice of the Kansas downtown, three regional so- or inconvenient bus service. The urbs that had infrequent The areas served by Bridj pop-up buses in Missouri. Kansas City, Kansas City Pilots Microtransit City Pilots Kansas Partnership with Bridj Delivers On-Demand Bus Service On-Demand with Bridj Delivers Partnership The Bus Renaissance

icrotransit is not an on-demand car and not a scheduled icrotransit is not an bus but fills a gray area in between. The Kansas City Area bus but fills a gray area

KCATA is piloting on-demand bus service through a partner- is piloting KCATA Like the ride-hailing apps, the Bridj soft- The service operates during weekday rush hours, offering an The service operates during weekday rush hours, offering Transportation Authority (KCATA) is the first major transit agency is the first major transit Authority (KCATA) Transportation company to employ microtransit to partner with a technology option. as a public transportation For a based in Boston, Massachusetts. ship with Bridj, a company on a riders go to a bus stop located traditional bus service, ser- but with the RideKC Bridj microtransit prescheduled route, on the to the rider, vice, the stop comes schedule. rider’s to ware sorts through billions of data points how determine where riders want to go and to to get them there at the times they want are depart and arrive. The Bridj routes formed with algorithms that sift through for transit data, social media, and requests service on the mobile Bridj app. Riders requesting the service head to convenient “pop-up” stations indicated on the app; these pop-up stops usually are within a 5-minute walk from where the rider lives or works. Bridj customers can hail buses directly to pop-up locations within a 5-minute walk from their location.

Getting Started vehicles for the project and Bridj selected Ford Transit KCATA built at the automaker’s leased vehicles, (see photo, below). Ten outfitted for the ser- Kansas City assembly plant, were specially seating layout and a cus- vice. The vehicles have a 14-passenger passenger convenience tom-installed large running board for on the vehicles’ sides and safe boarding. Bright logos posted make for easy visibility. introductory fare of $1.50, the same as the local bus fare. Bridj rid- ers enjoy fewer stops and do not need to make transfers. The shuttle-like bus is equipped with free Wi-Fi and mobile device M TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 31 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303_TRN_303 7/7/166:37PMPage32 32 TR NEWS 303 MAY–JUNE 2016 A assist technology. Minnesota Valley Transit Authority buses are equipped with lane with special needs. The Minnesota Valley fasterTransitloading unloadingand passengers,of Authorityincluding riders and can help buses pull to within centimeters of inthe narrowcurb, lanes,allowing such as a freeway shoulder.ited,lane assist Thesetechnology systemscan allow buses alsotooperate safely countersteering force. lane—thetheofout device alerts driverthe providesand a systemscanhelpprevent crashes causeddrivera by drifting nology. Already widely deployed in passenger cars, lane assist(BRT) is a good candidate for applications of lane assisttransit rapid tech- bus example, For operations. bus transit into When the right-of-way for building new lanes for BRT is lim- thepublic’s imagination, automation ismaking inroads s the testing of driverless cars gains headlines and sparks AutomationAdvancing into Transit Bus Operations additional resources, see sidebar, page 30). (for experience or trainingrequire not does gram pro-thisusing andediting TeststhatGTFS. show with open-source tools and instructions for creating vice. produce instant instructions for the nearest bus ser- insome instances—and the desired destination can rent location—which can be detected automatically (page30)shows thescreen display; entering cur-a their smartphones, tablets, and computers. Figure 1 on ridersbus informationscheduletodeliver that the value of this approach in developing mobile apps producersdemonstratedconsumersGTFShasand tions,availableis Internet.thevia community A of of buses traveling in real time. GTFS-Realtime, or GTFS-R, for an on-screen display The World Bank providesWorlddevelopingcountriesBankThe Universal access to GTFS, including the instruc- Lane Assist, Crash Avoidance—and More Avoidance—and Crash Assist, Lane H S E L W E H T T A M Automated Transit Systems Committee. Inc., National Harbor, Maryland, and Vice Chair of the TRB The author is Director of Mobility Systems, Local Motors, make connections to other transportation modes. enhancemobilityspeeds,portingtoandpassengerslow at holderstodevelop anddeploy self-driving shuttles fortrans- National Harbor,in example, For Maryland,applications. early Localinto glimpses Motorsoffering is working with stake- ationismore futuristic, some researchers and developers are to alert the driver for timely, corrective action. sensors to detect pedestrians, cyclists, or vehicles close by and avoidancesystem.systemThefront-uses side-mountedand collision a test to TransitPoolInsurance WashingtonState the with working are agencies transit Several operations. porting additional research. sup- is Administration Transit Federal the and technology, assist lane ate buses equipped with oper- Oregon, Eugene, in District Transit Lane Although the prospect of fully autonomous transit bus oper- Crash avoidance systems also promise benefits for transit bus low-speed, community Motors microfactory Olli, the self-driving, shuttle at the Local census tracts adjacent to bus routes. fromridershipbus predict toinformation graphic portationPlanningProducts extractcandemo-the American Community Survey and the Census Trans- used to define the market areas. The Censusare routesBureau’sopen-sourceGTFS tools;using steps of lessly predicts bus ridership by following a sequence ticularly GTFS and the U.S. census. operationsdatawith new open data resources, par- planning and forecasting can combine archived bus generationweb-based,of open-source toolsfor bus newopen-sourceapproach.Thethe operability of internal bus system planning that for leverage tools the inter-including development, under are tools planning and analysis system bus advanced More Pulling ItAllTogether in Arizona. A mobile app, Open Trip Planner, serves as a as serves Planner,Trip Open app, mobile A Transitexample,BusFor MarketAnalystseam- TR NEWS 303 MAY–JUNE 2016 33

PHOTO: STUART SEEGER. FLICKR Tri-Met light rail in Tri-Met Portland, Oregon. GTFS developed out of collaboration between and Google. Tri-Met - Coffel, . Prepared . Transportation TCRP Report 126: Transportation Research Transportation Transportation Research Board of the Board Research Transportation TCRP Report 43: Understanding and Applying TCRP Synthesis of Transit Practice 55: Geographic TCRP Synthesis of Transit TCRP Report 115: Smartcard Interoperability Issues for Interoperability TCRP Report 115: Smartcard Inc. of the Board Research Transportation Industry. the Transit D.C., 2006. National Academies, Washington, and Technologies. Policies, Structures, TCRP Report 10: Fare Coun- National Research Board, Research Transportation D.C., 1996. cil, Washington, for Bus Planning and Monitoring. D.C. 2000. Council, Washington, National Research Board, agement, and Its Challenges; A Discussion Paper for ITS America. July 28, 2015. Modeling Results and Data. of Transit for Visualization Tool at the 15th TRB Applications Conference, Presented N.J., May 20, 2015. Atlantic City, at in Developing Asian Countries. Presented Data Standard 94th Annual Meeting, Board Research the Transportation D.C., January 2015. Washington, for Advantage: Utilizing Cloud Data Sources Interface at the 2013 GIS in Transit Modeling. Presented Transit D.C., October 16–17, 2013. Washington, Conference, Bus Service Count Data with Census Data for Improving of at New Jersey Department Presented and Efficiency. N.J., June 22, 2015. Trenton, Transportation, Re . Transportation Bus Electronics Advanced On-Board Council, Washington, National Research Board, search D.C., 1999. S. Callas, B. Elliot, and R. Elmore-Yalch. A Practi- Market Research: Leveraging ITS Data for Transit Guidebook. tioner’s 2008. D.C., National Academies, Washington, Information Systems Applications in Transit of the National Academies, Washington, Board Research D.C., 2004. Additional Reading Hamilton, Acumen Building Enterprise, Inc., and Booz Allen and R. Oram. A. Joshi, R. Freeze, Fleishman, D. L., N. Shaw, Practice 34: Data Analysis TCRP Synthesis of Transit P. Furth, ITS Data for Planning and Man- B. The Use of Transit Hemily, and J. Duthie. A Web-based Khani, A., G. Abram, N. R. Juir, Service an Open Transit Krambeck, H., and L. Qu. Toward The Application Programming and A. Muro. Lawson, C. T. and E. Krans. Integration of Bus Stop A. Muro, Lawson C. T., Schiavone, J. J. K. Wachana, P. J. Kimpel, J. Broach, Strathman, J. G., T. Sutton, J. C. Encouraging the use of data resources by small Encouraging the use of data resources Training bus agency staff to use the available bus agency staff Training Developing new courses and webinars in trans- Encouraging cooperation by vendors to adopt u u u u As more bus systems join the initiative to provide bus systems join the As more These demand modeling tools can include cus- These demand modeling GTFS for mobile apps that assist bus riders, they will for their own plan- contribute to a rich data resource ning needs. The ability to leverage tools for bus sys- using GTFS as a tem planning and forecasting, a bright future. promises foundational data resource, Leveraging the Tools trajectory for the adoption of open The upward given the success and open data is promising, source pri- remains equipment of GTFS. Even if onboard advancements, of retrofitted marily an environment of in the production and vendors cannot participate science can help to data elements, data standardized these issues. address Many bus operators are making their services more Many bus operators are GTFS for customer-focused appealing by providing will occur when the leap forward apps, but the real of bus operators themselves can take full advantage data and programming open-source all the emerging Several capabilities available for bus system planning. would assist that leap: efforts Next Steps microsimulation routing engine. Bus riders take engine. Bus riders routing microsimulation based on Planner in Open Trip trips microsimulated their smart- using as if they were the GTFS schedule, to work via the bus. navigate their way phones to data tools that tap automated farebox Open-source of the microsimulation. validate the outcome conditions at future forecasting tomizable inputs for in or decreases level, such as increases the regional level, such at the route population and employment; the census tract level; at or decreases as increases such as land use changes within and at the stop level, stop. walking distance of the and medium-sized bus agencies, so that bus opera- and medium-sized bus agencies, so that can take advantage of the open- tors everywhere their systems, as the to improve resources source to assist bus services in develop- Bank effort World ing countries has demonstrated. open-source tools with their own archived data; tools with their own archived open-source to gain acquain- planning to allow staff portation deployments, with web-based tance and expertise including the ability to customize code; and data format standards—for example, for farebox data format standards—for operators data—to facilitate data integration; bus data and data ownership could specify standardized policies in their procurements; TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 33 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage34 34 TR NEWS 303 MAY–JUNE 2016 Minnesota. vehicle innortheast Arrowhead Transit Passengers boardingan (Photo above:) State University, Fargo. Institute, NorthDakota Plains Transportation Center, UpperGreat Urban andRuralTransit Research Fellow, Small and MattsonisAssociate sor ofTransporta tion, tor andAssociateProfes- Hough isProgram Direc- The BusRenaissance T of RuralTransit The ChangingState ing thesechallenges. Many ruralagencieshavebeenresourceful inmeet- and securinglocalfundingfrom alimitedtaxbase. training thestaff tooperateand maintainvehicles face otherchallengesaswell,suchfindingand and longtraveldistances.Ruraltransitagencies amenities bytransitreveals similardisparities. nonmetropolitan areas. and Accesstootherservices sit, compared withonly27percent ofhouseholdsin holds haveaccesstoagrocery store bypublic tran- percent ofurban and47percent ofsuburbanhouse- (AHS),73 ing tothe2013AmericanHousingSurvey ability anduseofpublictransitissignificant.Accord- The gapbetweenurbanandruralareas intheavail- Rural Travel Behavior JILL HOUGHANDJEREMYMATTSON Challenges, Trends, Benefits,andInnovations are challenged bylowpopulationdensities in ruralareas throughout theUnitedStates ransit agencies serving theneedsofpeople ransit agenciesserving tions suchasolderadults,people withdisabilities, bile inruralareas creates difficulties forsubpopula- those ofurbancommuters( commute milesforruralresidents are nearlydouble a large share ofthedisparity in milesdriven—daily tances. Differences incommutedistancesaccountfor significantly more milesbecause ofthelongtraveldis- take fewertripsperdaythanurbanresidents butdrive with 6percent of urbanresidents. Ruralresidents may portation tocommuteandfrom work,compared to twoormore vehicles. access toanautomobile,but70percent haveaccess parts do.Only4percent ofruralhouseholdslack automobile muchmore thantheirurbancounter- Travel Survey, showthatruralresidents rely onthe andtheNationalHousehold Community Survey The generalpopulation’s reliance ontheautomo- Only 0.5percent ofruralresidents usepublictrans- AHS data,alongwithdatafrom theAmerican 1 ). TR NEWS 303 MAY–JUNE 2016 35 Transit stop in Mandan, Transit North Dakota. ). ). This estimate, however, did ). This estimate, however, ). 5 Transportation cost savings to the user, who cost savings to the user, Transportation if transit been foregone that would have Trips transit from resulting Local economic activity u u u A missed medical trip can affect a person’s qual- a person’s A missed medical trip can affect also can have a work trips via transit Providing Although all three categories of benefits are Although all three Rural Transit Benefits Rural Transit rural in low-density less efficient transit is Providing mea- than in urban settings, urban areas and small trip or by trips served by cost per per mile. sured has shown that rural transit research Nevertheless, a net benefit to their communities agencies provide main ways: in three ity of life and can result in a need for more costly in a need for more ity of life and can result cost the with the cost of health care, Compared care. for access to health care transportation of providing can be small. positive net benefit for society if the service is less not include the local economic activity and therefore not include the local economic activity and may be conservative. Other studies of rural transit (6 have estimated similar cost–benefit advantages would have taken more costly forms of transporta- would have taken more transit; tion in the absence of and not available; service were by not only the jobs created operations—including in industries but the jobs created the transit agency, economic that supply inputs to public transit and the the income generated by these activity induced from new jobs ( for investing in rural tran- potentially valid reasons of providing the importance indicates sit, research trips to those who otherwise would not be able to for Transit travel. A study by the National Center found that a $1 investment in rural transit Research cost savings and $1.20 in transportation returned mobility benefits (5 ). . The difference—known as 2). The difference—known ). One-way trips of 50 or 100 miles are not ). One-way trips of 50 or 100 miles are 4 Approximately 16 percent of residents in rural residents of 16 percent Approximately of population age 65 or older has The percentage likely to have disabilities. In more also are Veterans Many Native Americans, especially in the Upper also tend to have a high per- Rural reservations Demographic Trends Demographic with disabilities, veterans Older people and people services, and Native Americans who need health care face a variety of transportation living on reservations on Older adults tend to rely challenges in rural areas. others, especially family members, for transportation, because family members but this can be problematic, often far away or not available—they may have are and other moved to other communities or have jobs commitments. with 13 compared of age or older, 65 years are areas so does the As age increases, in urban areas. percent a disability likelihood that an individual will have needs and limitations. Accord- mobility that creates ing to American Community Survey data, 15 percent compared have a disability, in rural areas of residents in urban areas. with 12 percent in the past in both urban and rural areas increased among the has been greatest decade, but the increase of the rural population rural population. The share in the next that is elderly is likely to continue to grow ages. several decades as the baby boom generation is grow- general, the need for veteran transportation men and women ing because of the many injured in overseas military service. Veterans from returning likely than their urban counter- more are rural areas health, and disabled (3 in poorer to be older, parts rural live on remote, Plains and Southwest, Great They have limited access to medical ser- reservations. vices, shopping, employment, and educational oppor- tunities ( unusual. to the centage of low-income households. According of American one-third 2013 AHS, approximately Indian and Alaska Native households live below the twice the national average. line—roughly poverty Many rural veterans must travel long distances to facility. Administration health care a Veterans reach the mobility gap—suggests a need for rural mobility the mobility gap—suggests servicesdrive or do not have for those who cannot access to a vehicle. and people in low-income households, who lack in low-income households, and people transportation automobile and require access to an few rural relatively Members of the alternatives. an automobile make that lack access to households of fewer trips per day than members almost one-third a single vehicle. The disparity is households that own that have with households compared when greater vehicles ( two or more TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 35 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage36 36 TR NEWS 303 MAY–JUNE 2016 Virginia. A busstopinrural North Dakota. Central AdultServicesin provided bySouth transportation service Network isasix-county The SouthCentralTransit age groups, also includingseniorcitizens.Thesurvey showhigherdrivingratesinruralareasSurvey forall ues todrive,oftenbecauseofalackalternatives. A higherpercentage ofseniorsinruralareas contin- impairment, poorreflexes, andmedicalconditions. decrease becauseofage-related visionloss,hearing ity todrivehasdeteriorated.Drivingabilitiescan form oftravel,especiallyforolderriderswhoseabil- the quality-of-lifebenefitsfrom socialtrips. qualitative anddifficult tomeasure—for example, of tripsalsohasbenefits,althoughtheseare often people wholackaccesstojobs.Providing othertypes expensive thanproviding governmentassistanceto

Data from the 2009NationalHouseholdTravel canoffer asafer In addition,ruraltransitservices

B A T : P AIN NDREW ABER HOTO recent years.Nationwide,79 transit hasslowlyexpandedin geographic coverageofrural 131 millionridesin2013.The 28 millionvehiclehours,and vided 495millionvehiclemiles, 1,317 ruraltransitagenciespro- rural NationalTransit Database, According todatafrom the Size andScope decline. their skillsandsafetylevels abilities togiveupdrivingas for seniorsandthosewithdis- tion makesthedecisioneasier alternative formsoftransporta- give updriving(7 travel difficult are lesslikelyto tion ordisabilitythatmakes areas whohave amedicalcondi- shows thatpeoplelivinginrural ). Providing the oilindustryfordrivers.The superintendentfor Dickinson, reported that theyhadtocompetewith cities inwesternNorth Dakota,suchasMinotand ties infindingqualifiedstaff. Transit operatorsfrom to meetexpectedhigherfuture demand. will needadditionalstaff withinthenextfiveyears rent needs,andmostof the remainder saidthatthey responded thattheyhave toofewstaff to meetcur- ruralareassit agencies,mostofwhichserve (8 ofNorth Ina2014survey Dakotatran- for service. transit agenciesattempttomeetthegrowing demand Maintaining andincreasing staffing iscritical,asrural Workforce Development and farWestern regions favorfixed-route service. mostly demand-response providers. TheNortheast sit agencies.Theoperatorsintheseregions are and Midwesthavethegreatest numberofruraltran- of fixed-route service. approximatelyservice; one-third operatesometype rural transitagenciesoffer onlydemand-response fixed-route ordemand-response Many busservice. cal ruralsystem.Mosttransitoperatorsprovide greater similaritiestourbantransitthanthetypi- vices, andresort-area tramways—aspecialcasewith areas, asdovanpools,demand-response taxi ser- rural bus transit.Afewferryboatoperatorsserve rural transittripsin2013. total of1,548transitagenciesprovided 167million urban providers are addedtotheruralsystems, a cies provided 36millionruraltrips.Whenthese the pastfewyearsto231in2013,whentheseagen- inruralareasfunding forservice hasdoubledwithin number ofurbansystemsreceiving Section5311 data totheurbanNationalTransit Database.The vide transitinruralareas; thesesystemsreport their and16providedservice more than1millionrides. agencies, 100provided more than1millionmilesof provided more than800,000miles.Amongthelarger butthe largest25,000 milesofservice, 10percent smallest 10percent ofagenciesprovided lessthan types ofoperations,however, vary. Forexample,the vehicle milesoperatedwas184,506.Thesizesand transit agencyin2013was33,520,andthemedian programs. specialized transportation providers fundedbyother Formula Program fundingbutdonotincludethe agencies receiving Section5311Non-UrbanizedArea Thesedatainclude ruralpublictransit sit service. percent ofallcountieshadsomelevelruraltran- Many North Dakotaagencies reported difficul- Some regional differences apply. TheSoutheast Rural transitsystemsalmostexclusivelyprovide These statisticsexcludeurbansystemsthatpro- The mediannumberoftripsprovided byarural ), half TR NEWS 303 MAY–JUNE 2016 37 More information about TCRP Synthesis 94, Innovative Rural Transit Services, can be found at www.trb.org/Publications /Blurbs/166363.aspx. TCRP . DP-280, Cost–Benefit . Transporta- Mineta Trans- . DP-243, Upper Issue Paper 13-06- Identifying and Satisfying the The Benefits of Transit in the United States: A The Benefits of Transit Improving Veteran Mobility in Small Urban and Veteran Improving National Center for Transit Research, Univer- Research, National Center for Transit Travel Behavior and Mobility of Transportation- Travel North Dakota Transportation Survey: Aging and North Dakota Transportation Transportation Research Board of the National Board Research Transportation 5311(c) Tribal Transit Funding: Assessing Impacts Transit 5311(c) Tribal America: Expanding Transportation Choices Can Reduce Con- America: Expanding Transportation and Cut Pollution. gestion, Save Money, July York, Defense Council, New A, Natural Resources 2013. Document 58:TCRP Web-Only for Forecasting Methods Trans- Demand and Quantifying Need for Rural Passenger portation. D.C., July 2012. www.trb.org/ Academies, Washington, Publications/Blurbs/168759.aspx. Rural Areas. 2014. sity of South Florida, Tampa, Needs Program and Determining Future Dakota State Institute, North Plains Transportation Great 2011. Fargo, University, . National Center Analysis of Rural and Small Urban Transit University of South Florida, Tampa, Research, for Transit 2014. Review and Analysis of Benefit–Cost Studies. San Jose, Cal- Institute, San Jose State University, portation ifornia, July 2015. the National Disadvantaged Populations: Evidence from Plains Survey. DP-258, Upper Great Household Travel Dakota State University, Institute, North Transportation 2012. Fargo, System Transit Mobility Needs of North Dakota’s Dakota Institute, North Plains Transportation Upper Great 2015. Fargo, State University, Services Synthesis 94: Innovative Rural Transit of the National Academies, Washing- Board tion Research ton, D.C., 2011. Insti- Plains Transportation Mobility. DP-221, Upper Great 2009. Fargo, Dakota State University, tute, North Meeting this demand requires an innovative and an innovative requires Meeting this demand Meeting the Demand Meeting services mobility to rural in providing The challenges in rural The number of elderly will persist. residents generation as the baby boom is growing, areas a survey, Dakota In a North retirement. reaches improved that reported majority of AARP members ride alter- and more access to public transportation needed to allow them to stay in their natives were (10). Access to neighborhoods homes and remote to people with important rural transit is especially who need medical treatment, disabilities, veterans and people on reservations, Native Americans living in low-income households. that makes the best use of avail- approach resourceful of transit able vehicles and technologies. The type that in urban from may differ in rural areas provided showing that the service but rural operators are areas, to users. is equally important References 1. Perks, R., and C. Raborn. Driving Commuter Choice in 2. D. 3. Peterson, 4. Mielke, J. 5. R., J. Mattson, and E. Ndembe. Godavarthy, 6. C. E. Ferrell, J. 7. Mattson, 8. Mattson, J., and J. Hough. 9. Inc. Hosen, K. I., S. Bennett Powell, and KFH Group, 10. Mattson, J. , offers ). The specialized 9 Rural agencies across the country are adopting the country are Rural agencies across than 15 agencies have Dakota, more In North Transit Cooperative Research Program (TCRP) Program Cooperative Research Transit Staffing issues are not limited to areas with an not limited to areas are issues Staffing need to continue increasing agencies may Transit intelligent transportation systems products that opti- systems products intelligent transportation facilitate coordination, mize scheduling and routing, on- miles, and improve fuel costs and wasted reduce and rider satisfaction. The adop- time performance to estimate tion rate for these technologies is difficult because of a lack of national-level data. in the past two years. adopted dispatching software in TCRP Synthesis 94, one agency esti- As reported mates that ridership has nearly doubled in some rural on driving and qual- because drivers can focus areas, ity of service instead of the completion of paper- the higher utilization of vehicles, some work. With agencies have added services for such markets as passengers. and daycare preschool other examples of innovations ( in Baltimore program CountyRide transportation Maryland, for example, uses a sophisticated, County, system to computerized scheduling and dispatch The system digitally in advance. take trip requests dispatches trips to drivers and optimizes scheduling time. in real Innovation and Resourcefulness Innovation and Resourcefulness the challenges of Many bus operators have answered resourceful rural transit demand in innovative and Services,ways. For example, South Central Adult six-county transit services in a large which provides with a private com- Dakota, partners of North area to use transit vehicles during the off- Lafarge, pany, cancer patients with rides to peak season to provide covers the operating and facilities; Lafarge treatment allows fixed costs for the rides. The partnership South Central Adult Servicesother vehicles to to use region. people in the for more mobility more provide Services Synthesis 94, Innovative Rural Transit Minot City Transit noted the difficulty “for a difficulty noted the Transit Minot City oil field and private to compete with municipality The drivers.” and retain wages...to hire companies’ that commented director Public Transit Dickinson but and transit staff, office the agency needs more we need more and maintain qualified staff, “to hire benefits.” money for salary and transit agencies also must Rural active oil industry. higher wages. firms that offer compete with trucking Dakota eastern North from respondents Moreover, observed unemployment rates throughout that low to find. workers difficult the state have made qualified This maintain a qualified staff. wages to attract and in higher operating costs, because labor could result transit service. cost in supplying is the largest TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 37 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage38 38 TR NEWS 303 MAY–JUNE 2016 Interregional Travel apart. areas 500orfewermiles between metropolitan distance travelare quarters ofalllong- Approximately three- Pennsylvania Station. Travelers atNewYork’s director for thisproject. and servedasstudy Board, Washington, D.C., Transportation Research Special Programs, Director, Studiesand The authorisDeputy THOMAS R.MENZIES,JR. A NewPerspectiveforPolicyMaking NEW TRBSPECIALREPORT The BusRenaissance M spans Boston,Massachusetts,to Washington, D.C. heavily trafficked Northeast Corridor(NEC),which and theemergence ofexpress curbsidebusesinthe connecting thestate’s southernand northern cities more than$60billionin anewhigh-speedrailline travel. Amongthemare California’s plantoinvest directed attentiontothe interregional segmentof transportation, severalrecent developmentshave planners andpublicofficials concernedwithurban siderable studyandisrelatively wellunderstoodby long-distance travel. trips accountforapproximately three-quarters ofall Although localtravelhasbeenthesubjectofcon- than 500milesaway. Theseinterregional ropolitan region andendinanotherless ost long-distancetripsbegininonemet- especially byproviding passengertrainservice. interregionalcountries inserving traveldemand, page 42)considered relevant experienceinother date thedemand.Thestudy committee (seebox, portation andinfrastructure services toaccommo- and theuncertainties thatarise insupplyingtrans- demand forinterregional travelintheUnitedStates New PerspectiveforPolicyMaking,reviews the terns. options, andcorridortraffic andtrip-makingpat- standing ofinterregional traveldemand,service long-lived infrastructure— sometimes involvinglarge publicinvestmentsin andsystemsaretion services beingconsidered TRB SpecialReport 320,Interregional Travel: A These andothercasesinwhichnewtransporta- require athorough under-

—

, F , H K : P LICKR ARBER EVIN HOTO TR NEWS 303 MAY–JUNE 2016 39

Passengers board a Megabus. Downtown-to- downtown intercity bus services have filled a void in the low-fare and - inter shorter-haul regional market. Laptops and smartphones allow opportunities for productive travel; carriers Wi-Fi and device offer charging stations and outlets.

, F , P B : P LICKR ENNINGTON RIAN HOTO During the 1990s, the nation’s intercity bus indus- bus intercity nation’s the 1990s, the During a to filled have bus in void appears The express Public officials noticing this renaissance may

In most of the country’s interregional corridors, inter- Limited Passenger Rail Options corridors, interregional country’s the of most In invest- Corridor lines. freight on operate trains city ments to increase passenger be are frequencies generally not may attractive to and train the lines pri- these own speeds that railroads and freight vate of movement efficient the hinder they if undesirable freight. The recent proliferation of intercity express bus ser- bus express intercity of proliferation recent The vices the illustrates changes that have been taking the extension, by travel—and interregional in place that decision makers uncertainties face when con- sidering investments in long-lived transportation railways. high-speed as such infrastructure, Intercity Bus Renaissance Intercity rider- in decline long-term a of midst the in was try the industry has ship. Today, been by rejuvenated nonstop service between bus providing companies cities. major of downtowns the market. interregional and shorter-haul the low-fare who travelers solo mostly accommodate services The too expen- driving find to automobiles, access lack want or destination, the at unnecessary car a or sive use of to or time travel make productive enjoyable through the onboard amenities and the devices. uninter- electronic portable of use rupted transportation capital-intensive for need the question investments to compete with the indica- low-cost private as development this view may they Or buses. alterna- transportation tive of seeking people more tives ser- to train the automobile, intercity as and such thus asoptions, aother in signal forinvesting inter- for terminals and lanes access priority and vice buses. city

: M : P HOTO EGABUS The commercialization The of commercialization the Internet and the The findings of the committee suggest that appro- that suggest committee the of findings The A long-distance travel survey, if conducted today, conducted if survey, travel long-distance A changed— have also technologies Transportation remotely and staying connected family. to friends and systems—but also by providing onboard entertain- onboard also by providing systems—but assistance. navigation and ment electronic other and smartphone the of introduction and telecommunications devices have created new have devices created and telecommunications train, airline, for shopping and marketing of means agency travel through example, and bus fares—for and computer Mobile ticketing. online and websites communications technologies also have allowed a These traveling. while time of use productive more of choice travelers’ influencing be may technologies travel— for demand overall their even modes—and with a growing number of options for working example, example, adaptive cruise and control lane-keeping priate analytical tools and up-to-date data on data long- and up-to-date tools analytical priate distance travel patterns are lacking in the United in investments about decisions complicating States, the addition, In corridors. interregional nation’s the decision-making in gaps significant identifies study capacity, largely because transportation funding do not and align institutions well with sources the and connect which corridors, interregional country’s cross multiple metropolitan areas and states. The committee recommends several initiatives to fill gaps. these Changing Travel Patterns Changing Travel and Technologies The American Survey Travel conducted (ATS), in long- on information of source primary the is 1995, in travel Like the its distance States. United prede- of dominance the revealed survey the 1977, in cessor tripmaking, long-distance in automobile private the miles. 500 under distances for especially likely wouldtwo after expected be would revealas ATS, the in manyobserved travel patterns technolog- and economic, demographic, of notdecades ical change. Since 1995, the U.S. population as has older, grown percent; 20 than more by increased indicated by the median age—34.3 years in 1995 concentrated more become 2013; in years 37.6 and further shift to continued and areas; metropolitan in has size household Average West. and to South the declined, as the number of households with chil- house- of that than rate a slower at grown has dren alone. living individuals of and couples of holds in in some Advances cases. dramatically in-vehicle electronics have made travel by automobile more reliable and comfortable for trips, longer-distance not only by assisting with driving functions—for TRN_303.e$S_TRN_303 7/1/1611:46AMPage40 40 TR NEWS 303 MAY–JUNE 2016 compared withcartravel. Tokyo bynearlyhalf, such asHiroshimaand between majorcities reduces traveltime Japan. TheShinkansen Yamaguchi Prefecture, enters thestationin A Shinkansenbullettrain are geographicallycompact,passengerrailnetworks Japan. BecauseJapanandmostEuropean countries widespread inEurope availabilityofservice and States outsideoftheNECcontrastssharplywith The scarcity intheUnited ofpassengertrainservice fromLearning ExperienceAbroad and intercity passengertrains. little freight andisusedmainlybylocalcommuter controls the electrifiedright-of-way, whichcarries intheNECisthatAmtrak success oftrainservice quent trainsonasingleline.Alsofundamentaltothe withfre-multiple city-pairmarketscanbeserved are closelyspacedandpositionedlinearly, sothat center, containsmanylarge metropolitan areas that interregional trainridershipintheUnitedStates. buses, andautomobiles.TheNECaccountsformost pete successfullyformarketshare withairlines, train frequencies andscheduletimesthatcancom- public fundsisneededforinfrastructure development. levels,particularly whenalargeservice commitmentof increases theuncertainty ofinvestingincompetitive base. Theabsenceofawell-establishedridership senger-oriented NEChavedevelopedalarge ridership ficked freight lines,fewcorridorsotherthanthepas- competitive speedsandfrequencies onheavilytraf- prospects forintroducing with passengerrailservice The 400-milecorridor, withNewYork Cityatthe The NECistheonlyinterregional corridorwith With andlimited skeletalpassengertrainservice existing trainridership. approach of examiningthedemandrevealed by stated preference ratherthanthetraditional surveys being informedbyevaluationsofairlinetraffic and Theinvestmentis line devotedtopassengerservice. the stateisplanningtobuildanewhigh-speedtrunk option forbuildingastrong ridershipbase.Therefore the mainlinesoffreight railroads isnotapractical byincreasingservice trainspeedsandfrequencies on ple, haverecognized thatimproving passenger rail nonexistent, ascharacteristicofmostU.S.corridors.. where issparseandridershiplowor trainservice markets islessrelevant toinvestinginpassengerrail experience inproviding passengerrailinestablished ridership demand.ButtheEuropean andJapanese established intercity andknown trainservice rience bearsdirectly ontheNEC,whichhasawell- rail ridership. rail, are madeinmarketsalready demonstratinghigh suchashigh-speed upgraded passengerrailservices, Japanese investmentsinneworsubstantially passenger trains.Consequently, mostEuropean and works toaccommodatefast,frequent, andreliable to create modernandincreasingly integratedrailnet- Europe andJapanhavemadesustainedinvestments are notpracticalinthecontinental-sizeUnitedStates. can connecteachcountry’s majorcitiesinwaysthat Transportation plannersinCalifornia,forexam- In thisregard, theEuropean andJapaneseexpe- In thepast50years,nationalgovernmentsof TR NEWS 303 MAY–JUNE 2016 41 Economically and the geographically, metropolitan regions in the Northeast Corridor are well suited for intercity passenger rail. A rendering of A rendering planned high- California’s speed rail service. Because of these distinct circumstances, as well as Because of these distinct circumstances,

Corridors and Institutions and As evident in the multistate NEC, the planning compli- corridors are development of interregional respon- cated by the many public and private entities servicessible for supplying transportation and even when a corridor lies within Yet infrastructure. infrastruc- a single state, much of the transportation a location in one of the country’s most populous and a location in one of the country’s far less the NEC presents regions, heavily trafficked potential invest- from about the benefits uncertainty rail. ments in passenger rail, including high-speed from differently Clearly the NEC should be treated of the other corridors in terms of the scale and timing available for assessing and meeting made resources investment needs. its transportation

, F , C L : P LICKR ANNON EE HOTO major origins and destinations for interre- gional travelers; capable of providing fast, convenient access capable of providing to downtown train and bus stations; and and positioned in a linear fashion that suits and positioned in a linear fashion that service by a single rail line; this creates densely trafficked interregional densely trafficked this creates routes; and highway rail, air, Several major airports in the area, with regula- in the area, Several major airports that spans infrastructure A transportation An electrified rail right-of-way devoted to pas- Rail and bus ridership levels comparable with Numerous large metropolitan areas in the areas metropolitan large Numerous u u u u u – on cities with downtowns that are Centered – Served by extensive public transit systems – Located within 100 to 300 miles of each other – connected economically and socially— Well

The NEC’s Uniqueness The NEC’s demand The geographic, demographic, and travel other U.S. from of the NEC set it apart circumstances corridors. The NEC is characterized by interregional the following: tory limits on daily flights and a general difficulty in tory limits on daily flights and a general difficulty and airwayexpanding airport capacity; and to generate a highly states—too many numerous contributing to the develop- program coordinated butment of infrastructure too few to have strong national-level support. senger rail and able to accommodate frequent, fast senger rail and able to accommodate frequent, trains; by freight trains without being encumbered those of corridors in countries that have made sus- tained investments to develop competitive rail ser- vice—in some cases, by investing in high-speed trains; region that are region

: C : I A R -S H ALIFORNIA MAGE AIL PEED IGH UTHORITY TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 41 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage42 42 TR NEWS 303 MAY–JUNE 2016 /Blurbs/173764.aspx. www.trb.org/Publications online, goto 8098; toviewthebook Store/Product.aspx?ID= https://www.mytrb.org/ online bookstore, available fromtheTRB Policy Making New Perspectivefor Interregional Travel: A TRB SpecialReport320, Matthew A.Coogan ICF(retired),KitteryPoint,Maine Alan J.Bing, John C.Bennett,Amtrak(retired),OceanCity, Maryland J. BarryBarker UniversityofCalifornia, LosAngeles, Martin Wachs, Katherine F. Turnbull Joseph P. Schwieterman Clinton V. IndianaUniversity, Oster, Bloomington Jr., Christopher A.Nash PresidentandCEO,AtlantaBeltLine,Inc.,Georgia Paul F. Morris, Nancy A.McGuckin NorthwesternUniversity, Evanston,Illinois Charles F. Manski(NAS), Keith L.Killough UniversityofCalifornia,Berkeley Mark Hansen, Genevieve Giuliano Stevensville,Maryland Thomas B.Deen(NAE), Committee foraStudyofIntercity Passenger Travel Vermont Issues andOpportunitiesinShort-HaulMarkets , is Transit Authority ofRiverCity, Louisville,Kentucky , ArizonaDepartmentofTransportation, Phoenix , , IndependentConsultant,LosAngeles,California UniversityofSouthernCalifornia,LosAngeles , UniversityofLeeds,UnitedKingdom , Texas A&MUniversity, CollegeStation , IndependentConsultant,WhiteRiverJunction, , DePaulUniversity, Chicago,Illinois , however, havenoinstitutionalparallels. resources toaidtheseefforts. Interregional corridors, dates theMPOprocess, hasprovided leadership and requisite data.Thefederalgovernment,whichman- icy andinvestmentoptions,forcollecting ods fortraveldemandforecasting, forassessingpol- the developmentandrefinement ofstandard meth- ropolitanwide perspective. accommodate accessandmobilityneedsfrom amet- development ofurbantransportation systemsto mixed success,MPOsgenerallyhavefostered the politan planningorganizations (MPOs)havehad of planningandpriority-settingactivitiesbymetro- dictional transportation planning.Althoughdecades is essentialforensuringmultimodalandmultijuris- perspective. ridorwide infrastructure cannotbeexpectedtoembodyacor- the planningandprogramming oftransportation that transcendindividualmodesandjurisdictions, the absenceofinstitutionsandfundingprograms infrastructure ofroadways, andairports. airways, In funding, planning,andoperatingmostofthefixed local governmentshavevaryingresponsibility for Federal,state,and ate thetransportation services. viduals andcompaniessupplythevehiclesoper- grams andagencies. ture isfundedandplannedbymode-specificpro- In contrasttotheMPOprocess, theprovision of Recommended Actions This continuingattention,inturn,hasprompted History indicatesthataninstitutionalframework In thecaseofhighwaysandaviation,privateindi- Chair corridor-specific interests andneeds. their responsibilities inwaysbestsuitedtomeeting flexibility tostructure theorganizations anddefine to formsuchorganizations andshouldprovide the The incentivesshouldallowstatestochoosewhether tion planninganddecision-makingorganizations. in developingmultimodal,interregional transporta- oritizing interregional transportation investments;and state-of-the-art analyticaltoolsforplanningandpri- portation availabletothem; services the behavioroflong-distancetravelersandtrans- program andunderstanding focusedonobserving intended toprovide similarsupport andmotivation. actions recommended inSpecialReport 320are motivating andsupporting implementation.The ership bythefederalgovernment andU.S.DOTin gramming butalsoindicatetheimportance oflead- for coordinated transportation planningandpro- tion. Theseefforts notonlyoffer conceptualmodels the NECCommissionandI-95CorridorCoali- creating andsupporting interregional bodiessuchas jurisdictional MPOprocess. genesis ofwhatbecamethemultimodalandmulti- spective wasrecognized 50yearsago.Thatwasthe transportation systemsfrom ametropolitanwide per- The desirabilityofplanningandprioritizingurban A NewPerspective following actions: interregional transportation systemsbytakingthe and coordinated process fordevelopingthenation’s Transportation (DOT)bringaboutamore rational mittee recommends thattheU.S.Department of and leadershipcanaddress thedeficiency. Thecom- many interregional corridors. ments require institutionalcoordination, absentin ning. Inaddition,mostlarge transportation invest- These proposals require careful analysisandplan- California’s plantodevelopahigh-speedrailline. some involvelarge, long-termcommitments,like ments oftenaddress interregional corridors,and explains thisdeficiencyinpart. need thesedataandtoolsonacontinuingbasis planning anddecision-makingbodiesthatwould and prioritysetting.Theabsenceofinterregional honed analyticaltoolsfortransportation planning basic informationontravelactivityandthewell- interregional transportation appearstolackthemost At times,thefederalgovernmenthashelpedin In thecommittee’s view, more federalattention Nevertheless, proposals fortransportation invest- u u u Creating theincentivesforstatestocollaborate Supporting thedevelopmentandapplicationof Supporting theestablishmentofanationaldata TR NEWS 303 MAY–JUNE 2016 43 - 1 The ubiquity of smartphones throughout the throughout The ubiquity of smartphones In 2000, the federal government deactivated the In 2000, the federal government Ore- in Portland, In 2005, Google and TriMet u u u OneBusAway is an open-source system that allows is an open-source OneBusAway These technological advances catalyzed the devel- http://onebusaway.org. 1 BusAway each week on a range of platforms, includ- BusAway and ing native applications on iPhone, Android, a website, text phones, as well as through Windows system, and public messaging, a voice recognition windows. displays in store and transit agencies to adapt developers, researchers, Application was developed in 2008 at the University OneBusAway than 100,000 unique more By 2011, of Washington. consulted One Seattle region users in the greater United States has facilitated mobile access to infor- United States has facilitated mobile access and third- mation by the majority of transit riders, in creating interested developers are software party their transit agencies release applications. As more to the push for open data, data feeds in response developers can gain access to transit data feeds from the nation. across transit a mobile real-time opment of OneBusAway, information platform. selective availability restrictions on GPS for civilian restrictions selective availability the usefulness and avail- applications. This increased the cost of GPS devices. More ability and decreased able to equip their vehicles with transit agencies were automatic vehicle location systems. transit schedule data. gon, collaborated to standardize (GTFS) that Feed Specification The General Transit their agencies to share has enabled transit emerged transit data, which can be used to populate Google’s This application has raised awareness trip planner. standards. and has sped adoption of the transit data such as GTFS-Realtime and the Ser- New standards, SIRI, for Real-time Information, or vice Interface data feeds with real-time allow agencies to share developers.

PHOTO: SEATTLE DOT o attract more riders, transit must offer high riders, transit must offer o attract more levels of service in frequency, travel time, and levels of service in frequency, agencies constantly work to Transit reliability. Several technology enhancements have made the RESEARCH PAYS OFF PAYS RESEARCH of the Impacts Assessing Information Transit Real-Time CANDACE BRAKEWOOD AND WATKINS KARI EDISON improve reliability, but the cost is often substantial. reliability, improve perceived Real-time transit information can improve inexpen- and actual wait time and rider satisfaction ridership. sively—and even may increase Solution for many a difficulty Unknown wait times present the transit transit riders—riders want to know when rid- vehicle actually will be arriving. By empowering about their trips, of confidence ers with some degree rid- ridership and retain transit agencies can increase ers who have a choice of modes. less transit information easier, of real-time provision for transit agencies: effective and more costly, Problem by service reliability agencies can improve Transit dedicated right-of-way and signal priority providing adding slack to schedules, applying other on routes, and implementing vehi- service planning approaches, strategies. Although effec- cle holds and other control either yield only minor tive, these measures An inexpensive solu- costly. or prove improvements that tion is needed to combat transit users’ perception service is unreliable. T The Bus Renaissance The Suggestions for topics Pays Off Research welcome. Contact are Trans- Stephen Maher, Research portation Keck 486, 500 Board, Wash- NW, Fifth Street, ington, DC 20001 (202-334-2955; [email protected]). A real-time bus and streetcar arrival kiosk in Seattle, Washington. Watkins is Assistant Watkins Tech, Georgia Professor, Atlanta, and Brakewood is Assistant Professor, City College of New City. New York York, TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 43 Page AM 11:46 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:46AMPage44 44 TR NEWS 303 MAY–JUNE 2016 variety ofdevices. phone displaysona OneBusAway smart - agency foradoption. term orattractingtheinterest ofthelocaltransit intention ofsupporting theapplicationinlong to fillagapinavailableriderinformationwiththe opment; inothercases,localdevelopershavesought and Lappeenranta,Finland. Michigan; Washington, D.C.;Boston,Massachusetts; demonstrations havebeenimplementedinDetroit, York, Ontario,Canada.Additionaltechnology Florida; Atlanta,Georgia; Washington, D.C.;and several cities,includingNewYork City;Tampa, regions tofeedtheapps,enablingdeploymentin OneBusAway mobileappsalloweddatafrom several tial implementation.In2013,improvements tothe the codetotheirownsystemsandbuildonini- Studies conductedinTampa and Atlanta,incon- ods whenthetransitsystemhas additionalcapacity. an increase intrips,particularly intheoff-peak peri- ies conductedinSeattleshowed thatridersreported tributed toanincrease intransitridership.Thestud- In somecases,real-time information mayhavecon- Ridership decreases inlevelsoffrustration whenwaiting. In addition,real-time usersreported significant compared withthewait timesofthecontrol group. minutes—for real-time transit informationusers revealed asignificantly larger decrease—nearly 2 Analysisof“usual”wait times based surveys. behavior were assessed with before andafterweb- access toOneBusAway forthree months.Changesin included anexperiment—somebusridersreceived used traditionalscheduleinformation. actually waitedalmost2minuteslessthanthosewho thatmobilereal-timeobserved informationusers were inline withreality. Moreover, thestudy mation wasavailable,therespondents’ perceptions waittime;but whenreal-time infor- actual, measured waittimewasmuchgreater thanthe perceived that forriderswithoutreal-time information,the perceived andactualwaittimes.Theresults showed Another studyconductedinSeattlefocusedonusers’ Wait Times increased senseofsafety, amongotherbenefits. satisfaction withpublictransportation, aswellan cent ofridersreported increased orgreatly increased users inSeattle2009and2012foundthat92per- and onriderperceptions. ofOneBusAway Surveys effect ofthisinformationaltoolonridershiplevels The OneBusAway research project evaluatedthe Benefits Transit agencieshaveinitiatedsomeofthedevel- An evaluationofOneBusAway inTampa in2013 efforts indeveloping thisarticle. Morris, Transportation Research Board, forhis E B Resources tinue toaccrue. use mobiledevices,thesebenefitsare likelytocon- cies adoptopendatapoliciesandmore transitriders and evenincreased ridership.Asmore transitagen- comes: increased satisfaction,decreased waittimes, tion, andthefindingshaverevealed positiveout- testing oftheimpactsreal-time transitinforma- In summary, theOneBusAway project hasenabled Positive Outcomes ridership. increase of1.7percent inweekdayroute-level bus time businformationwasassociatedwithamedian ridership levels,andthemodelssuggestedthatreal- methods controlled forotherfactorsthataffect bus on busroutes throughout thecity. Econometric real-time informationgraduallywasmadeavailable ship inNewYork Cityforthree yearsduringwhich ever, didnotconsidercompletelynewtransitriders. the studymethodologiesinTampa andAtlanta,how- travel associatedwithuseofreal-time information; trast, didnotfindasubstantialchangeintransit Windmiller, S.,T. Hennessy, andK. Watkins. Accessibilityof Watkins, K.,B.Ferris,A.Borning,G.S. Rutherford, andD.Lay- Gooze, A.,K.Watkins, andA.Borning.BenefitsofReal-Time Ferris, B.,K.Watkins, andA.Borning.OneBusAway: Results Brakewood, C.,G.Macfarlane,andK.Watkins. TheImpactof rakewood, C.,S.Barbeau,andK.Watkins. AnExperiment DITOR A recently publishedstudyevaluatedbusrider- 2014. National Academies,Washington, D.C.,pp.118–126, Board, No.2415 Research Record: JournaloftheTransportation Research Case StudyofSt.Louis,Missouri,Metro. In Communication Technology andtheRiderExperience: 839–848, 2011. Riders. mation onthePerceived andActualWait Time ofTransit ton. Where IsMyBus?ImpactofMobileReal-Time Infor- D.C., pp.95–103,2013. Research Board oftheNationalAcademies,Washington, Transportation Research Board, No.2351 Experience. In Transit InformationandImpactsofDataAccuracyonRider tems, NewYork, pp.1807–1816,2010. Machinery Conference onHumanFactorsinComputingSys- Transit. InProceedings oftheAssociationforComputing from Providing Real-Time ArrivalInformationfor Public Transportation Research PartC, Real-Time InformationonBusRidershipinNew York City, 69, pp.409–422,2014. ers inTampa, Florida. Validating the ImpactsofTransit InformationonBusRid- ’ S N Transportation Research PartA OTE : Appreciation isexpressed toJoseph Transportation Research Record: Journalofthe , Transportation Research Board ofthe Transportation Research PartA, Vol. 53,pp.59–75,2015. , Vol. 45,No. 8, pp. , Transportation Transportation Vol. TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 45

CALENDAR

TRB Meetings

July 26–29 Resource Conservation and 19–21 5th International Conference Recovery Summer Conference on Accelerated Pavement 6–7 3rd International Conference Asheville, North Carolina Testing* on Access Management* San Jose, Costa Rica Pretoria, South Africa August 25–29 8th World Congress on Joints, 6–13 Chan Wui and Yunyin Rising 4–5 Transportation Planning and Bearings, and Seismic Systems Star Workshop for Early Air Quality Conference for Concrete Structures* Career Professionals Minneapolis, Minnesota Atlanta, Georgia (invitation only) 8–10 Istanbul Bridge Conference* 26–28 International Conference on Demand-Responsive 10–12 11th National Conference on Istanbul, Turkey Transportation Asset Transportation Management 9–11 2016 Summerail Conference* Breckenridge, Colorado Minneapolis, Minnesota Council Bluffs, Iowa; Omaha, Nebraska 11 Geological Modeling: October Methods and Methodologies 14–17 Use of Scenario Planning in Colorado Springs, Colorado 2–5 22nd National Conference on Transportation Planning Rural Public and Intercity Bus Portland, Oregon 16–18 International Conference on Transportation Transportation Infrastructure Asheville, North Carolina 16 2016 Innovations in and Materials Transportation Conference: Xi’an, China 5–7 European Transport Are You Ready for the Conference* Future?* 17–20 55th Annual Workshop on Barcelona, Spain Ames, Iowa Transportation Law Washington, D.C. 31– Partners in Research Nov. 1 Symposium September 17–20 Transportation-Related Detroit, Michigan Environmental Analysis, 4–7 3rd International Conference Ecology and Historic and on Transportation Archeological Preservation December Geotechnics* Summer Conference Guimarães, Portugal Salt Lake City, Utah 1–2 10th University Transportation Center 12–14 15th National Tools Spotlight Conference: 19–21 Automated Vehicles of the Trade Bicycles and Pedestrians Symposium 2016* Charleston, South Carolina Washington, D.C. San Francisco, California 13–15 21st-Century Waterways: The 24–27 Transportation-Related Noise January 2017 Changing Tide of Harbor and Vibration Committee Safety—16th Biennial Harbor Summer Conference Safety Committee Conference Missoula, Montana Portland, Oregon

25–27 GeoChina 2016 International 8–12 TRB 96th Annual Meeting TR NEWS 303 MAY–JUNE 2016 Washington, D.C. Conference* For information, visit Shandong, China www.trb.org/AnnualMeeting

Additional information on TRB meetings, including calls for abstracts, meeting registration, and hotel reservations, is available at www.TRB.org/calendar. Telephone 202-334-2934, fax 202-334-2003, or e-mail [email protected]. *TRB is cosponsor of the meeting. 45 TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 46

PROFILES ......

Brendon Hemily Consultant

rowing up in Paris, Brendon Hemily embraced inde- In 1989, Hemily’s success with R&D at CUTA led to the cre- pendent travel on the city’s comprehensive subway and ation of a national research program at the agency, funded by Gbus system and valued the broader purpose of transit: governments and transit agencies. He became the manager of helping people fulfill their lives. “Public transportation was research and technical services and was responsible for all tech- something worth doing,” Hemily recalls; from a young age, he nical activities. “This was the best of jobs,” Hemily notes. “I knew it was a career path he wanted to pursue. worked closely with highly motivated transit system colleagues In college and graduate school, Hemily studied and worked to identify practical research needs, to define and conduct stud- with leading researchers such as Nigel Wilson and transporta- ies, and to ensure that those who needed the information tion economics expert William Vickrey. He received a bachelor received it firsthand from the researchers in the form of mile- of arts degree in economics from Columbia University in New stone reports or through workshops—rather than through large York; he then pursued a master’s degree and a Ph.D. from the final reports that few have the time to read.” Massachusetts Institute of Technology. In 1978, Hemily The program facilitated research on many diverse topics, attended his first TRB Annual Meeting, discovering a forum including the implications of demographic and socioeconomic that brought together academic researchers, innovative transit trends on transit, the ergonomic design of the bus driver’s work- station, the use of automatic vehicle location data for planning and management, low-floor buses, rear- “Most of the obstacles to facing positioning for wheelchairs on transit vehi- cles, and more. innovation are not technical in In 2000, Hemily left CUTA to pursue applied nature but are organizational, research as an independent consultant, working in the United States and Canada. He focused primarily human, and institutional, on intelligent transportation systems—not from the compounded by a lack of perspective of a technology enthusiast, but to use technology to enhance effectiveness and efficiency awareness of best practices.” for transit customers. “Technology is changing our world significantly and offering diverse opportunities,” he muses. “Most agency staff, government agency policymakers, and consul- of the obstacles to innovation, however, are not technical in tants. “This was an exciting place where knowledge was gained nature but are organizational, human, and institutional, com- and ideas were discussed,” Hemily comments. He has attended pounded by a lack of awareness of best practices.” every Annual Meeting since 1978. Hemily has stayed involved in the academic and research At one Annual Meeting, Hemily met George Smerk, who world as well; he taught a graduate course on public trans- hired him to manage Indiana University’s slate of transit train- portation at the University of Toronto for 10 years. “Public ing courses and to conduct research on the use of strategic transportation is a worthwhile pursuit, but it is also challeng- planning in the transit industry. ing, because transit agencies are asked to pursue multiple, and Hemily then found himself at a professional crossroads: to sometimes conflicting, objectives,” he comments. “True inno- continue an academic career, fulfilling research objectives and vation requires individuals to have both a multidisciplinary mentoring young people, or to work with transit agencies to perspective on benefits and challenges—and an eternal curios- forge innovation and effect change. Hemily found an opportu- ity to ask questions and seek better solutions—underlining the nity to fulfill both career tracks by joining the Canadian Urban importance of research.” Transit Association (CUTA) as research and development Hemily is chair of the TRB Public Transportation Planning (R&D) coordinator. He surveyed innovation activities pertinent and Development Committee, which he joined in 1986. He is to transit systems, identified gaps and related R&D needs, and a longtime member and friend of the Bus Transit Systems Com- developed problem statements to encourage applied research. mittee and also serves on the Transformative Trends in Transit Dissemination also was a significant part of his responsibilities; Data Subcommittee and several Transit Cooperative Research starting in 1988, Hemily organized theme-specific confer- Program project panels. In 1993, he served on the steering ences—an industry first for both North America and Europe. committee for the Workshop on Transit Fare Policy and Man- “The success of these conferences inspired other organizations agement; in 2007 he worked with Edward Beimborn to orga-

TR NEWS 303 MAY–JUNE 2016 TR NEWS 303 MAY–JUNE to structure more focused events where colleagues could learn nize the Conference on Transit Planning and Land-Use 46 about innovations and share best practices,” Hemily notes. Coordination in Denver, Colorado. TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 47

PROFILES ......

Cheryl Allen Richter Federal Highway Administration

heryl Allen Richter was an agricultural engineering and structures, asset management, pavements, and construc- major at Cornell University when she found a part- tion. A recent area of focus has included analysis and timely Ctime job analyzing rural road data with the Cornell implementation of the Fixing America’s Surface Transporta- Local Roads Program. Director Lynne Irwin became Richter’s tion (FAST) Act of 2015. mentor and helped her develop her career focus in pavement “The ongoing transition to transportation performance engineering; Richter then returned to Cornell for a master’s management, first provided for in the Moving Ahead for degree in highway engineering. Progress in the 21st Century Act and continued under the “To say that I am indebted to Lynne for much of the success FAST Act, holds great promise as a way of improving the over- that I have enjoyed in my career would be an understatement,” all effectiveness of transportation investments. Research is key Richter observes. to developing an understanding of transportation perfor- After receiving her master’s degree and working for several mance,” Richter comments, adding that research allows prac- years as research associate and staff engineer with the first titioners and policy makers to keep pace with the evolving Strategic Highway Research Program, Richter joined the Fed- challenge of delivering safe and reliable transportation. eral Highway Administration (FHWA) Office of Infrastructure “As raw materials have become scarcer and costlier, and as concern for the environmental impacts of highways has grown, research enables the expanded use of reclaimed and recycled materials in the production of asphalt and concrete, without “Research is key to sacrificing durability,” she notes. Other innovations spurred developing an by research include improved test methods and specifications, computer and automation technology applications to expedite understanding of and improve construction processes, and the use of ultrahigh- transportation performance concrete to address a key challenge in prefabri- cated bridge construction. performance.” Richter served on the TRB Design and Rehabilitation of Asphalt Pavements Committee from 1991 to 2003. In 1994, she joined the Pavement Structural Modeling and Evaluation Com- mittee, then called the Strength and Deformation Characteris- Research and Development. Her work focused on the Long- tics of Pavement Sections Committee, which she served as Term Pavement Performance (LTPP) program, establishing chair from 2006 to 2011; Richter then was appointed chair of many of the LTPP performance monitoring protocols as well as the Pavements Section. She spearheaded an organizational the falling weight deflectometer calibration. Later, her focus review of the section, which she cites as her most significant shifted to analysis of the LTPP data. She worked with the TRB TRB accomplishment to date. Expert Task Group on LTPP Data Analysis to establish a strate- “Our purpose in undertaking the review was to ensure that gic plan for long-term pavement performance data analysis. the section was organized in a way that would allow it to effec- “Information derived from the LTPP program provides an tively lead advances in the profession,” she notes. Richter adds understanding of pavement performance that can be applied to that important topics in pavement research did not have an help agencies make well-founded pavement management deci- “organizational home” within the TRB committee structure; the sions,” Richter comments. two pavement design committees were focused on rigid (con- In 2002, she received a Ph.D. in pavement and geotechni- crete) and flexible (asphalt) pavements, and a logical place was cal engineering from the University of Maryland, College Park. needed for cross-cutting pavement design issues such as life- Richter also served as Technical Director for Pavement cycle analysis, design approaches applicable to pavements of all TR NEWS 303 MAY–JUNE 2016 Research and Development and as Infrastructure Research Pro- types, composite or nontraditional pavements, and more. A gram Manager at FHWA. In 2010, she became assistant direc- consensus on addressing these needs was a challenge, but ulti- tor for pavement R&D at FHWA’s Turner–Fairbank Highway mately, Richter and her colleagues recommended the creation Research Center in Virginia. of a new committee and the sunsetting of another, adjusting Now, as senior adviser and program coordinator at the committee scopes. FHWA Office of Infrastructure, Richter provides advice and Richter received the Federal Highway Administrator’s Award coordination encompassing all aspects of the agency’s infra- for Superior Achievement in 2003 and 2011; also in 2011, she structure activities: administration of the Federal-Aid Highway received the Federal Highway Administrator’s Excellence in Program, transportation performance management, bridges Teamwork Award. 47 TRN_303.e$S_TRN_303 7/1/1611:46AMPage48 48 TR NEWS 303 MAY–JUNE 2016 Inc. Dallas–Fort Worth InternationalAirport of TRNews moves intothenextcenturyofflight.TheJuly–August2016issue what theseexperts thinkaboutkeyindustryissuesasaviation www.trb.org/main/blurbs/172112.aspx. Thepodcasthighlights vations are nowpart of a podcastthatcanbeaccessedat industry celebratesits100thanniversary. Theirinsightsandobser- look toward thefuture ofaviation,asthecommercial aviation itus memberstoreview keyeventsintheindustry’s historyandto In January2015,theTRBAviation Group askedseveralofitsemer- 100 Years ofCommercial Aviation contributions totheorganization. Associates, alifetimehonor, recognizes extraordinary service Academies ofSciences,Engineering,andMedicine.TheNational Associates fortheircontributionstoTRBandtheNational Nine TRBvolunteerleadershavebeendesignatedasNational TRB Volunteers NamedNationalAssociates TRB COOPERATIVE RESEARCHPROGRAMSNEWS u u u Thomas Kazmierowski, SeniorConsultant,GolderAssociates, James Crites,ExecutiveVice President ofOperations, Vice AdmiralJamesCard, MaritimeConsultant will explore commercial aviation. HIGHLIGHTS challenges. the 2015TRBAnnualMeetingtoreflectonindustrymilestonesand Emeritus membersofTRBAviation Groupcommitteesgatheredat portation Center in Transportation andDirector, Northwestern UniversityTrans Washington, D.C.,Office Technology University ofCalifornia,LosAngeles u u u u u u Lance Neumann,Chairman,CambridgeSystematics,Inc. Sue McNeil,Professor, UniversityofDelaware Hani Mahmassani,William A.PattersonDistinguishedChair Johanna Zmud,Director, Texas A&MTransportation Institute Thomas Wakeman, Research Professor, Stevens Instituteof Brian Taylor, Professor andChairofUrbanPlanning, and othermodesoftransportation. industries asoffshore oilandgas,pipelines, based regulatoryapproachinsuch high-hazard and challengestofacilitateaperformance- safety regulationandidentifies opportunities prescriptive- andperformance-basedformsof Education andTRB,thestudycompares Division ofBehavioralandSocialSciences Building inWashington, D.C.Managedbythe 14–15 attheNationalAcademyofSciences Performance-Based SafetyRegulation,April at ameetingoftheCommitteeon group DNVGLparticipatesinapaneldiscussion Bjerager oftheinternationalcertification PERFORMANCE-BASED REGULATIONS— Peter oversight forNCHRP. statements, andprovideprogram and assessresearchproblem emphasis areas,applyfindings,solicit research needs,define committee leadsefforts topinpoint Keck CenterinWashington, D.C.The Sciences, Engineering,andMedicine’s at theNationalAcademiesof Committee onResearchMarch17 meeting oftheAASHTOStanding Christopher Hedgesguidesthespring Research Program(NCHRP)Director National CooperativeHighway IDENTIFYING RESEARCHNEEDS—

-

P R : P HOTOGRAPHY ISDON HOTO TRN_303.e$S_TRN_303 7/1/16 11:46 AM Page 49

NEWS BRIEFS P Work Zone Speed Cameras HOTO : A

and Distraction NDREW To help enforce speed limits in highway work zones, B the Minnesota Department of Transportation (DOT) OSSI , F sought out human factors research on whether auto- LICKR mated speed enforcement (ASE) cameras contributed to driver distraction. Re searchers from CTC & Asso- ciates conducted a literature review on work zone safe- ty and on the effectiveness of work zone crash coun- termeasures, including ASE. The researchers also used the University of Minnesota’s HumanFIRST Portable Driving Environment Simulator to replicate work zones on US-169 between Jordan and Belle Plaine. The simulator study included 20 participants from each of three age groups—18 to 30, 41 to 53, and 63 to 77 years—who drove the simulated route pants paid to various areas of interest, such as the A work zone along I-95 in four times each. Each time, the work zone featured speedometer, workers, or signs. These tests indicated Laurel, Maryland, features a different form of speed enforcement: police enforce- that drivers did not pay too much attention to the speed enforcement with ment, ASE cameras, and ASE cameras with dynamic distractions. The main differences in driver behavior cameras. speed display signs, as well as a control with no occurred by age group—younger and older drivers enforcement. Participants were instructed to follow exceeded the speed limit most often and varied their a lead vehicle, with simulated real-world travel speed speed slightly, depending on the type of enforcement, disruptions. Participants also were given a secondary, but drivers in the middle group exhibited the great- voluntary task that involved searching for and press- est speed control and kept more closely to the speed ing specific buttons on an in-vehicle screen. limit. Glasses that tracked eye movements helped To access the full report, visit mndot.gov/research/TS/ researchers determine how much attention partici- 2016/201606.pdf.

INTERNATIONAL NEWS

Regulatory Reform of mated fare data collection, onboard monitoring, and Ridesharing Apps more—as well as better data for targeted oversight. Commercial transportation apps are popular because u Use data-led regulation to improve benefits for of their consistency, availability, and ease of use; apps all, offering operators a choice between a light and a also provide transparency and accountability and more burdensome regulatory regime, in return for improve allocation of capacity, according to a report sharing data that can be used to create benefits for from the International Transport Forum (ITF). Reg- society at large. ulation of for-hire transportation should become more flexible to allow for innovation, the report To access the full report, visit http://2016.itf- notes; in general, oversight favors established oecd.org/free-publications.

providers, both because of market capture and P HOTO because of the particular characteristics of street hail- : U

ing. BER The ITF report presents four principles that should guide regulatory reform of for-hire trans- TR NEWS 303 MAY–JUNE 2016 portation:

u Set policies to enable innovations that con- tribute to such objectives as equitable access, safety, consumer welfare, and sustainability. Approaches to for- hire transportation u Keep the regulatory framework simple and regulations should be uniform, and avoid creating categories of providers. innovative, flexible, u Choose innovative and flexible approaches to and simple, according regulation, making use of new technology—auto- to a European report. 49 TRN_303.e$S_TRN_303 7/1/1611:47AMPage50 50 TR NEWS 303 MAY–JUNE 2016 SHELF BOOK tions/Blurbs/174018.aspx. sions. formance measures tosupport transportation deci- to address waystodevelop, apply, and deliverper- public agencies,universities,andtheprivatesector and livewebcastthatconvenedrepresentatives from Conference Proceedings ontheWeb 18 Conference 5th International ofthe Measurement andData:Summary Transportation SystemsPerformance TRB PUBLICATIONS process ofdevelopingastrategicvisionforthearea, Trudeau InternationalAirport. Authorsdescribethe the downtownarea andMontreal–Pierre Elliott rethink a17-kmstretch ofgatewaycorridorbetween collaborative efforts among20publicagenciesto The designcompetitionandworkshoppromoted scapes initiative,heldinMontreal, Canada,in2011. planning showcasedintheYUL–MTL:MovingLand- innovative approach tolandscapeinfrastructure pp.; $40;978-1-94074-309-7. Design Publishing,2016;261 Marmen. AppliedResearch + Sylvain Paquette,andPatrick Philippe Poullaouec-Gonidec, Landscapes YUL–MTL: Moving The titlesinthis section are notTRBpublications.To order, contactthepublisherlisted. For more information,visitwww.trb.org/Publica This volumehighlightsaJune2015conference This volumedescribesthe The Long-Term Pavement Performance Program Performance Federal HighwayAdministration, 2016; 306pp.;FHWA-HRT-15- 049. documents thehistoryand future oftheLong-Term Pave- ment Performance (LTPP) Pro- gram, thelargest pavement performance research program ever conducted.Overaperiod This comprehensive volume tions/Blurbs/174288.aspx. local levels. and deploymentactivitiesatthe national,state,and connected andautomatedvehiclesresearch, testing, Technology, thisNovember2015eventshowcased Office oftheAssistantSecretary forResearch and the U.S.Department ofTransportation’s (DOT’s) Conference Proceedings ontheWeb 19 Spotlight Conference the 9thUniversityTransportation Centers Automated andConnectedVehicles: of Summary optic andWi-Fi capabilities. system toFinnishlamppostsequippedwithfiber- RFID-based cards bySanFrancisco’s publictransit and becomemore efficient, from theadoptionof are harnessing digitaltoolstoexpandcapabilities 79534-751-1. 2016; 208pp.;$19.95;978-0- William D.Eggers.RosettaBooks, Government That Are Transforming Innovators andTechnologies Delivering onDigital:The future. steps toward an“atlasofpossibilities”forMontreal’s examine thewinningentries,andoutlinenext infrastructure/pavements/ltpp. at www.fhwa.dot.gov/research/tfhrc/programs/ ates thestudiesandmaintainsaresource website rehabilitation foreachtestsection.FHWA oper- inventory, monitoring,maintenance,materials,and includes informationonenvironment, traffic, National InformationManagementSystem, compiled thedata.Thisdatabase,LTPP sections intheUnitedStatesandCanadahave data from highwaypavementtest 2,000in-service of more than20years,thestudieshavecollected o oeifrain ii www.trb.org/Publica For more information,visit Part ofaseriesspotlightconferences fundedby The authorexplores governmentsworldwidethat TR NEWS 303 MAY–JUNE 2016 51 BOOK SHELF 2015; 137 pp.; TRB affiliates, $50.25; nonaffiliates, $50.25; 2015; 137 pp.; TRB affiliates, or about reducing information offers This report $60.75; nonaffiliates, 2015; 162 pp.; TRB affiliates, for air- on challenges research Authors present $59.25; nonaffiliates, 2015; 212 pp.; TRB affiliates, challenges and successful This synthesis explores $45.75; nonaffiliates, 2015; 100 pp.; TRB affiliates, use to maintain air Practices that smaller airports $48. $36; nonaffiliates, 2015; 52 pp.; TRB affiliates, To order TRB titles described in Bookshelf, visit the To or org/bookstore/ at www.TRB. TRB online Bookstore contact the Business Office at 202-334-3213. ing data, procedures, techniques, and technical techniques, and procedures, ing data, to observing comparing work zone and issues related speeds. construction, highways, $67. Subscriber categories: safety and human management, operations and traffic factors. Practices for AirportGuidebook on Best Cybersecurity ACRP Report 140 risks of cyberattacks on tech- mitigating inherent the print nology-based systems. Also included with version is a CD-ROM with multimedia material. and infor- $81. Subscriber categories: aviation, data mation technology. Renewable Energy as an Airport Revenue Source ACRP Report 141 as a energy considering renewable that are ports geography and terrain, infra- of revenue: source reg- public policy, costs, estate, energy real structure, tax credits, ulatory and compliance requirements, sponsor assurances, and more. finance. $79. Subscriber categories: aviation, energy, Airside Snow Removal Practices for Small Airports with Limited Budgets ACRP Synthesis 67 to coor- strategies used by operators at small airports operations under dinate and conduct snow removal budget constraints. $61. Subscriber categories: aviation, maintenance and preservation. Strategies for Maintaining Air Service ACRP Synthesis 68 in this volume. presented service are Subscriber categories: aviation, administration and management. (continued) This synthesis documents the current state of This synthesis documents the current This overview synthesizes current practices and This overview synthesizes current $50.25; nonaffiliates, 2015; 128 pp.; TRB affiliates, This report explores the effects of preservation the effects explores This report $41.25; nonaffiliates, 2015; 68 pp.; TRB affiliates, Identified in this volume are environmental per- environmental Identified in this volume are $53.25; nonaffiliates, 2015; 148 pp.; TRB affiliates, This volume guides readers through the process through readers This volume guides nonaffiliates, $45.75; 2015; 96 pp.; TRB affiliates, practice for work zone speed management, includ- Work Zone Speed Management Work NCHRP Synthesis 482 challenges that state DOTs face as they apply and challenges that state DOTs monitor the Federal Disadvantaged Business Enter- and goals to design–build prises (DBE) program other alternative delivery projects. policy, $67. Subscriber categories: highways, law, society. Current DBE Goals Practices to Set and Monitor and Other Alternativeon Design–Build Projects DeliveryProject Methods NCHRP Synthesis 481 on pavement performance and serviceon pavement performance life and for considering these approaches describes three in pavement design and analysis. effects preserva- $55. Subscriber categories: maintenance and tion, pavements. Consideration of Preservation in Pavement Design and Analysis Procedures NCHRP Report 810 formance measures that may be integrated into a formance measures management performance agency’s transportation tool assists agencies in A spreadsheet-based program. implementing the measures. and man- $71. Subscriber categories: administration agement, environment. Environmental PerformanceEnvironmental for State Measures Departments of Transportation NCHRP Report 809 of developing a quality management system that is of developing a quality and broad needs to specific project both responsive with adaptations as needed enough to be replicated and of similar scope, complexity, projects for future delivery schedules. administration and man- $61. Subscriber categories: agement, construction. Guidebook on AlternativeGuidebook Quality Management Highway ConstructionSystems for NCHRP Report 808 TRB PUBLICATIONS TRN_303.e$S_TRN_303 7/1/16 11:47 AM Page 51 Page AM 11:47 7/1/16 TRN_303.e$S_TRN_303 TRN_303.e$S_TRN_303 7/1/1611:47AMPage52 52 TR NEWS 303 MAY–JUNE 2016 SHELF BOOK forecasting. nonaffiliates, $71.Subscribercategory: planningand iates, $51.Vol. 2,148pp.;TRBaffiliates, $53.25; big-data graphanalytics. congestion statesfrom basic safetymessagesbyusing by mixed-usedevelopments,andtheprediction of through improved transportation, traffic generated the visitorexperienceatZionNationalParkinUtah high-performance publicinvolvement,enhancing Transportation Research Record2499and2500 Planning 2015,Volumes 1–2 ning andforecasting. $55.50; nonaffiliates, $74.Subscribercategory: plan- nonaffiliates, $67.Vol. 2,108pp.;TRBaffiliates, problems, andothertopics. ation solutionstoready-mixed concrete dispatching analysis withconsumerGPSdata,Lagrangianrelax- demand estimation,urbantraveltimereliability tern matchingfordynamicorigin–destination Transportation Research Record2497and2498 Network Modeling2015,Volumes 1–2 railroads. policy, $81. Subscribercategories:educationandtraining, the industry. educational programs toattractnewemployees for improving employeeretention andenhancing and freight railroad industry, andpresents astrategy describes workforce requirements forthepassenger NCRRP Report2 Capacity fortheRailroad Industry A GuidetoBuildingandRetainingWorkforce portation, administrationandmanagement. nonaffiliates, $61.Subscribercategories:publictrans- nonaffiliates, $43.Vol. 2,92pp.;TRBaffiliates, $45.75; labor–management partnerships. leaders toestablish,manage,andimprove public transportation managersandlaborunion TCRP Report181 Final Report Transportation: Vol. 1,Toolkit; andVol. 2, forPublic Labor–Management Partnerships TRB PUBLICATIONS 2015; Vol. 1,64pp.;TRBaffiliates, $38.25;nonaffil- Among thetopicsexplored inthesevolumesare 2015; Vol. 1,144pp.;TRBaffiliates, $50.25; Authors present research ondataminingandpat- 2015; 244pp.;TRBaffiliates, $60.75;nonaffiliates, This report presents competencymodels, 2015; 32pp;Vol. 1,22pp.;TRBaffiliates, $32.25; This two-volumereport provides resources for (continued) bridges andotherstructures. $77. Subscribercategories:construction,pavements, construction. ing effectiveness inconcrete pavementdesignand cepts toenhancespecificationandinspectionofcur- to design–buildtransportation projects, andcon- markings, trends inqualitymanagementapproaches formance-based warrantycontractsforpavement Transportation Research Record2504 Construction $77. Subscribercategories:environment, energy. network data,andmore. consumption frontiers withlong-termcontroller area Agency MOVES,ananalysisofvehicles’dailyfuel modeling withU.S.Environmental Protection Transportation Research Record2503 Air Quality $71. Subscribercategories:environment, energy. cle charging behavior, andmore. greenhouse gasemissions,predictors ofelectricvehi- improved fuelefficiency onfueltaxrevenue and response tohydrogen fuelcellbuses,theeffect of Transportation Research Record2502 Environment andEnergy2015 $61. Subscribercategory: aviation. age are amongthetopicspresented inthisvolume. lightning strike–inducedairtraffic control towerout- ments andaccessibility, andtheeconomicimpactofa ment, theinterrelationship betweenairport enplane- Transportation Research Record2501 Aviation 2015 visit www.TRB.org/TRROnline. become available. To explore theTRROnline service, nologies andisupdatedasnewTRR Journal papers since 1996.Thesiteincludesthelatestinsearch tech- Transportation Research Board the Transportation Research Record: Journalofthe reviewed papersthathavebeenpublishedaspartof access tothefulltextofapproximately 15,000peer- The TRRJournalOnlinewebsiteprovides electronic 2015; 176pp.;TRBaffiliates, $57.75;nonaffiliates, Authors present research onsuchtopicsasper- 2015; 172pp.;TRBaffiliates, $57.75;nonaffiliates, Papers inthisvolumeaddress real-time emissions 2015; 153pp.;TRBaffiliates, $53.25;nonaffiliates, Examined inthisvolumeisresearch ondriver 2015; 92pp.;TRBaffiliates, $45.75;nonaffiliates, Workload-based capacityforairtraffic manage- (TRR Journal)series TRN_303.e$S_TRN_303 7/1/16 11:47 AM Page C3

INFORMATION FOR CONTRIBUTORS TO TR NEWS

TR News welcomes the submission of manuscripts for possible when such information appears. Foreign news articles should publication in the categories listed below. All manuscripts sub- describe projects or methods that have universal instead of mitted are subject to review by the Editorial Board and other local application. reviewers to determine suitability for TR News; authors will be advised of acceptance of articles with or without revision. All POINT OF VIEW is an occasional series of authored opin- manuscripts accepted for publication are subject to editing for ions on current transportation issues. Articles (1,000 to conciseness and appropriate language and style. Authors 2,000 words) may be submitted with appropriate, high-qual- receive a copy of the edited manuscript for review. Original art- ity illustrations, and are subject to review and editing. work is returned only on request. BOOKSHELF announces publications in the transportation FEATURES are timely articles of interest to transportation pro- field. Abstracts (100 to 200 words) should include title, author, fessionals, including administrators, planners, researchers, and publisher, address at which publication may be obtained, num- practitioners in government, academia, and industry. Articles are ber of pages, price, and ISBN. Publishers are invited to submit encouraged on innovations and state-of-the-art practices per- copies of new publications for announcement. taining to transportation research and development in all modes (highways and bridges, public transit, aviation, rail, marine, and LETTERS provide readers with the opportunity to com- others, such as pipelines, bicycles, pedestrians, etc.) and in all ment on the information and views expressed in published subject areas (planning and administration, design, materials articles, TRB activities, or transportation matters in gen eral. and construction, facility maintenance, traffic control, safety, All letters must be signed and contain constructive security, logistics, geology, law, environmental concerns, energy, comments. Letters may be edited for style and space etc.). Manuscripts should be no longer than 3,000 words (12 considerations. double-spaced, typed pages). Authors also should provide charts or tables and high-quality photographic images with corre- SUBMISSION REQUIREMENTS: Manuscripts submitted sponding captions (see Submission Requirements). Prospective for possible publication in TR News and any correspondence authors are encouraged to submit a summary or outline of a pro- on editorial matters should be sent to the Director, Publica- posed article for preliminary review. tions Office, Transportation Research Board, 500 Fifth Street, NW, Washington, DC 20001, telephone 202-334-2972, or RESEARCH PAYS OFF highlights research projects, studies, e-mail [email protected]. demonstrations, and improved methods or processes that u All manuscripts should be supplied in 12-point type, provide innovative, cost-effective solutions to important double-spaced, in Microsoft Word, on a CD or as an e-mail trans portation-related problems in all modes, whether they attachment. pertain to improved transport of people and goods or provi- u Submit original artwork if possible. Glossy, high-qual- sion of better facilities and equipment that permits such trans- ity black-and-white photographs, color photographs, and port. Articles should describe cases in which the application slides are acceptable. Digital continuous -tone images must of project findings has resulted in benefits to transportation be submitted as TIFF or JPEG files and must be at least 3 in. agencies or to the public, or in which substantial benefits are by 5 in. with a resolution of 300 dpi. A caption should be expected. Articles (approximately 750 to 1,000 words) should supplied for each graphic element. delineate the problem, research, and benefits, and be accom- u Use the units of measurement from the research panied by one or two illustrations that may improve a reader’s described and provide conversions in parentheses, as appro- understanding of the article. priate. The International System of Units (SI), the updated version of the metric system, is preferred. In the text, the SI NEWS BRIEFS are short (100- to 750-word) items of inter- units should be followed, when appropriate, by the U.S. est and usually are not attributed to an author. They may be customary equivalent units in parentheses. In figures and either text or photographs or a combination of both. Line tables, the base unit conversions should be provided in a drawings, charts, or tables may be used where appropriate. footnote. Articles may be related to construction, administration, plan- ning, design, operations, maintenance, research, legal matters, NOTE: Authors are responsible for the authenticity of their or applications of special interest. Articles involving brand articles and for obtaining written permissions from pub- names or names of manufacturers may be determined to be lishers or persons who own the copyright to any previously inappropriate; however, no endorsement by TRB is implied published or copyrighted material used in the articles. TRN_303.e$S_TRN_303 7/1/16 11:47 AM Page C4

Access Full Transportation Research Record Papers Online! Practical, Scholarly, Peer-Reviewed—Accessible!

The Transportation Research Record: Journal of the Transportation Research Board (TRR) has long been recognized as one of the leading sources for scholarly research and practical papers on all aspects of trans- portation. Papers published in the TRR have undergone rigorous peer review refereed by TRB technical committees.

TRR Online builds on the publication’s reputation for high-quality papers and extends the journal’s reach, increasing access to a wealth of information. The ser- vice offers electronic access to the full text of more than 15,000 peer-reviewed papers published in the TRR series since 1996 and is updated as new papers become available.

The TRR Online service allows all visitors to locate papers of interest and to review the abstracts. Access to the full papers is available to TRR Online subscribers and to employees of TRB sponsors. Other users may purchase complete individual papers.

To search abstracts, visit www.TRB.org/TRROnline. You’ll also find more information about the TRR Online service, subscriptions, and pricing. Or you can call the TRB Bookstore at 202-334-3213; e-mail [email protected].

Try it today—www.TRB.org/TRROnline

TRN303