Transfer penalties

True story.

Today a complete stranger came to my house asking for directions to  the Huron Transit Station (I guess to get the 94 downtown to transfer to something, I am not clear what). More accurately, she asked my wife who was outside, who brought her in to the house, where I was.  My house is about 1 mile away from Huron station, so she was a bit lost.

The stranger was going to Richfield. Knowing Huron was a ways away, I went to the MetroTransit app to find directions to this address from where she actually was. The recommended was 3 transfers, but only a few minutes longer was a route that was 2 transfers, which I recommended (67C to Franklin Ave. LRT/Blue Line to Mall of America to the 5L) – which seemed far simpler. Stated time just under an hour. I am guessing the Transit app (website/mobile version) doesn’t penalize transfers the way a normal person (or a mode choice model) would.

I hope she made it.

The Missing Link: Bicycle Infrastructure Networks and Ridership in 74 US Cities.

Recently Published:

Seattle bike network
Seattle bike network

Abstract: Cities promote strong bicycle networks to support and encourage bicycle commuting. However, the application of network science to bicycle facilities is not very well studied. Previous work has found relationships between the amount of bicycle infrastructure in a city and aggregate bicycle ridership, and between microscopic network structure and individual tripmaking patterns. This study fills the missing link between these two bodies of literature by developing a standard methodology for measuring bicycle facility network quality at the macroscopic level and testing its association with bicycle commuting. Bicycle infrastructure maps were collected for 74 United States cities and systematically analyzed to evaluate their network structure. Linear regression models revealed that connectivity and directness are important factors in predicting bicycle commuting after controlling for demographic variables and the size of the city. These findings provide a framework for transportation planners and policymakers to evaluate their local bicycle facility networks and set regional priorities that support nonmotorized travel behavior, and for continued research on the structure and quality of bicycle infrastructure and behavior.
Keywords Bicycling · Travel Behavior · Networks

Journal of Transport and Land Use 7(2)

Journal of Transport and Land Use Vol 7, No 2 (2014)

Table of Contents

Special section: Innovations in location choice modeling underlying activity-travel behavior PDF
Darren M. Scott, Brian Ho-Yin Lee, Eric Miller
The role of location in residential location choice models: a review of literature PDF
Patrick M. Schirmer, Michael A.B. van Eggermond, Kay W. Axhausen
Integrating people and place: A density-based measure for assessing accessibility to opportunities PDF
Mark W Horner, Joni Downs
Temporal transferability of models of mode-destination choice for the Greater Toronto and Hamilton Area PDF
James Fox, Andrew Daly, Stephane Hess, Eric Miller
Spatial self-selection in land-use travel behavior interactions: accounting simultaneously for attitudes and socioeconomic characteristics PDF
João de Abreu e Silva
Location choice for a continuous simulation of long periods under changing conditions PDF
Fabian Märki, David Charypar, Kay Axhausen
A note on commuting times and city size: Testing variances as well as means PDF
Qian An, Peter Gordon, James E. Moore
A mode choice analysis of school trips in New Jersey PDF
Robert B Noland, Hyunsoo Park, Leigh Ann Von Hagen, Daniel G. Chatman

 

Note: two more papers are coming out for this issue. JTLU is moving to continuous publication so papers will be available sooner.

Road Pricing in the United States

A special issue of  Research in Transportation Economics — Volume 44, Pages 1-70 (June 2014) Road Pricing in the United States, edited by Mark Burris, just came out. We have a paper in here, but the others are interesting as well. This is behind a paywall, so if your University doesn’t subscribe, you can’t get it directly, but I am sure individual authors would be happy to send copies, and pre-prints may be online.

Does road pricing affect port freight activity: Recent evidence from the port of New York and New Jersey
David A. King, Cameron E. Gordon, Jonathan R. Peters

The feasibility of modernizing the Interstate highway system via toll finance
Robert W. Poole Jr.

HOT or not: Driver elasticity to price on the MnPASS HOT lanes
Michael Janson, David Levinson

Using vehicle value as a proxy for income: A case study on Atlanta’s I-85 HOT lane
Sara Khoeini, Randall Guensler

The impact of HOT lanes on carpools
Mark Burris, Negin Alemazkoor, Rob Benz, Nicholas S. Wood

Theory versus implementation in congestion-priced parking: An evaluation of SFpark, 2011-2012
Daniel G. Chatman, Michael Manville

A framework for determining road pricing revenue use and its welfare effects
Timothy F. Welch, Sabyasachee Mishra

Adventures on Transit in the Suburbs | streets.mn

I had a meeting at MnDOT’s Metro Division at “Water’s Edge” in Roseville. This is a short distance (though by no means non-circuitous distance) from the Rosedale Transit Center.

To maximize irony (showing up at a suburban MnDOT office building by transit) and since it was a nice day, and because I have a 1 car household to begin with, and since I was not time strapped as this is summer, I took transit to get there.

The new 67 bus (not a new bus, a new bus route) picked me up a short distance from my home on-time, and took me to a transfer point at Minnehaha Avenue and Snelling Avenue in St. Paul where I transferred to the 84 heading northbound. I exited at the exit ramp from Snelling to County Road B2 and walked to the building.

I attended my meeting, and walked over to Rosedale to catch the return bus (and eat lunch).

This is a spiral shaped bus route. The 87 exiting Rosedale Center.
This is a spiral shaped bus route. The 87 exiting Rosedale Center.
This sidewalk at Water's Edge assumes you lose a lot of weight while walking, and get really skinny.
This sidewalk at Water’s Edge assumes you lose a lot of weight while walking, and get really skinny.
This sidewalk assumes you don't actually want to enter the building.
This sidewalk assumes you don’t actually want to enter the building.
This sidewalk along County Road B-2 is forlorn, but adequate.
This sidewalk along County Road B-2 is forlorn, but adequate.

On the return I took the 87 from Rosedale Transit Center to University Avenue and transferred there.

  1. Load Factor: Some of the buses were practically a personally limo. Though the first bus was at 8:30 in the morning, there was only 1 other passenger on-board. Because there were so few passengers, there were no delays. (Well there was a bit of a minor delay due to emergency vehicles attending to an emergency at the Days Inn on University (the eerily pre-named Tracks), but (a) it was less than 30 seconds, and (b) this seems unusual. We were so far ahead of schedule when I alighted the bus put on its flashers and waited at least one traffic light cycle to not get ahead of itself. The 84 had a modest number of folks northbound. On the 87 southbound there was also one other person for most of the trip. The 16 was not crowded. I realize this is off-peak direction in the off-peak time of day in the off-season, but maybe think about smaller buses?
  2. Ride Quality: The bus was designed with the bus-maker’s racing heritage in mind, I really got the feel of the road. This was of course compounded by the terrible local streets in Minneapolis and especially St. Paul, as well as the worn out suspension on the vehicle itself. You can measure this yourself with your smart phone.
  3. Transfers and Signage: How are people supposed to do transfers if they have never done transfers before if bus route information is not on the bus stops? The 84 was a hi-frequency route, so I could figure it out, as there was some additional signage, but the Metro Transit trip planner is not obvious about this, and other transit apps are equally bad. The reverse trip would not have been obvious. Getting real-time information on my smartphone is hit or miss, and not everyone has a smartphone. There need to be better bus top signs. The Metro Transit trip planner website which was consulted before I left in the morning said I should take the 67 on my return trip, and the bus stop indicated it stopped there (this was the bus stop nearest Raymond Avenue station, so it has recently been upgraded with a slightly more informative sign) but I didn’t know when it would arrive (sorry OMG transit did not tell me either, it must have been below the end of the screen, and getting OMG transit to update GPS seems problematic. Frankly, it’s still beta.) and a 16 bus showed up, which I was familiar with and took it to the nearest stop and had a 8 minute walk instead of 2 minutes. Figuring out transit information can take as long as the ride itself.
  4. Sidewalks: There were sidewalks on County Road B-2, but within the office complex itself, I was apparently expected to walk in the driveway. There should either be a formalized shared space (unlikely as this is a suburban office parking lot) or actual sidewalks along the driveways. Better, there would be diagonal sidewalks so that people can walk directly from Water’s Edge to Rosedale, both from the Water’s Edge building to County Road B2 just under Snelling, and from the other side of the underpass from County Road B2 to Rosedale. One imagines MnDOT employees drive out to lunch the less than 1/2 mile to Rosedale. Roseville has a program called “Living Smarter“, there is some work to do. While it might be impossible to make this city-like in its pedestrian orientation, it certainly can be better than it is.
  5. Circuity: The 87 bus exiting Rosedale seemed to take a very circuitous route within the shopping mall. It is literally a spiral (see figure). I am sure there is an internal traffic flow reason the shopping mall wants buses tearing up its pavement, but I couldn’t figure it out. There was a curb preventing the bus from crossing at other points, but surely there should be some way of allowing buses to get out quicker. This would save about a minute by my timing. The bus then went along B-2 and Fairview, and there were at least 3 stops before we left sight of the shopping mall.
  6. Contracting: The bus was operated by a contractor First Transit. Other than it was an older bus, a bit smaller, and hard to tell which bus it was unless you were in front or the right side of the bus (i.e. I almost missed it since I didn’t realize it was the bus I wanted since there was no sign on the left side of the bus where I was standing), it seemed similar in quality to the older Metro Transit fleet

Still 30 minutes end-to-end (excluding schedule delay, but including transfer time and walk time) from Rosedale Transit Station to home is tolerable, longer than driving of course, but not onerous or painful, on a nice summer day.

 

Cross-posted at streets.mn

Riverview Corridor – Some History

While I await my copy of  the 2000 Riverview Corridor major investment study : draft report, which I cannot find online, I will remind of the history I can scrape together from a quick web search:

The Star Tribune August 27, 2000, Sunday, Metro Edition  reported (via LexisNexis):

St. Paul asks: Light rail or busway?;
Public hearings in Ramsey County soon will be airing various transit options for a corridor linking the East Side, downtown and the airport.


Kevin Duchschere; Staff Writer

SECTION: NEWS; Pg. 1B

LENGTH: 1135 words



As plans for the Hiawatha light-rail line in Minneapolis move forward, officials and residents in St. Paul are getting ready to jump into a light-rail debate of their own.

     At issue is the best way to shuttle people between St. Paul and Minneapolis-St. Paul International Airport.

     A $1.15 million study released last week lists seven transit options for the area known as the Riverview Corridor, a 12-mile swath that runs from St. Paul’s East Side to downtown and along W. 7th Street to the airport area.



     The choices include three light-rail scenarios and two plans for a traffic-free busway. Several community hearings are planned in the next few weeks before the Ramsey County Regional Railroad Authority recommends one of the options to the Metropolitan Council in November.

     The study, conducted by private consultants, draws no conclusions. But its facts and figures indicate that a busway, while expected to draw fewer new riders than a light-rail line, also would cost far less than light rail and have less impact on homes, businesses and parks.

     Those findings may give Riverview an edge when Met Council officials decide this fall which metro transit route should receive $44 million in state funds for a busway, a lane set apart for speedy bus travel. While not the top route in terms of ridership potential, Riverview may get the nod from state officials eager to mollify St. Paul after awarding the first light-rail line to Minneapolis.

     Tony Bennett, chairman of the rail authority _ which consists of Ramsey County Board members _ said some may be surprised that the study considers options other than light rail, and that not all of the routes follow W. 7th Street.

     “A lot of people did not think we were looking at all the alternatives, but this report should put that issue to rest,” he said.

     The outcome for Riverview is important not just for St. Paul, but for regional transit needs.

          The Riverview Corridor is the second leg of an anticipated transit triangle that, along with the Hiawatha light-rail line and the Central Corridor between downtown Minneapolis and downtown St. Paul, would link both cities with the airport and the Mall of America in Bloomington.

     The study, 80 percent funded with federal money, was done not only to aid local decisionmakers but also to help federal officials decide whether future spending on Riverview is justified. Federal funds will be used, with state and local money, for $1.75 million worth of bus shelter and lighting improvements next spring along 7th Street and in downtown St. Paul, said Kathryn DeSpiegelaere, director of the rail authority.

.

Bus vs. rail

     The Riverview study outlines proposed routes, station locations, costs and expected ridership for five options involving either light rail or a dedicated busway. It also includes a “no-build” option and a low-cost strategy to improve and increase regular bus service along W. 7th Street.

     According to the study:

     – A light-rail line would cost $370 million to $405 million, depending on where it is built. The most expensive route would be along the Canadian Pacific Railway tracks, followed by a route linking the tracks with Interstate Hwy. 35E. The least expensive would be the W. 7th Street option. Annual operating costs: $13 million to $14 million.

     – A traffic-free busway along the tracks would cost $120 million to $130 million to build; the other busway option, along W. 7th Street, would cost $75 million to $85 million. Eitherbusway option would cost $10 million annually to operate.

     – About 1,100 new riders each day would use the light-rail line, as opposed to 600 to 700 new riders daily on the busway. Daily transit trips would range from 67,000 on the busway to 70,500 on light rail, and travel time between Earl Street on the East Side and the airport would range from 33 minutes on the busway to 36 minutes on light rail.

     – The light-rail options include 13 planned stations and five to six optional stations, while the busway would include 11 planned stations and an additional six proposed stations.

    Bennett said he likes the idea of a busway route on the railroad right-of-way.

     “Human nature is to say, ‘I don’t like buses,’ but they’re talking about what’s on the street today and we’re talking about something on a dedicated busway, with new and different buses . . . stopping once every mile or two at key intersections,” he said.

.

Other lines

    Riverview is one of three transit corridors under consideration in the East Metro area. A study on transit choices for the Central Corridor will be ready in late 2001, DeSpiegelaere said.

     And early next year the rail authority plans to release early next year a transit study on the Red Rock Corridor, which stretches along the railroad tracks between St. Paul and Hastings, she said.

     State transportation officials and legislators agreed last year to earmark $69 million over a five-year period to develop the Riverview and Central corridors, in exchange for Ramsey County’s support for $100 million in funding for Minneapolis’ Hiawatha line.

 

The FTA summarized the case below …

 

Twin Cities – Transitway Corridors (Riverview Corridor)
St. Paul-Minneapolis, Minnesota

The Ramsey County Regional Railroad Authority (RCRRA) has selected a busway alternative as the Locally Preferred Alternative (LPA) for the Riverview Corridor Major Investment Study. The corridor extends from downtown St. Paul along the west bank of the Mississippi River, and connects the Minneapolis-St. Paul International Airport, the Hiawatha Corridor light rail line (currently under construction) and the Mall of America retail complex in Bloomington, Minnesota. The RCRRA has allowed the Metropolitan Council to undertake a Draft Environmental Impact Statement (DEIS) for the Riverview Corridor busway project. Although a DEIS was completed in 2001, a Final EIS has not been prepared. The Metropolitan Council (the local Metropolitan Planning Organization) adopted a local resolution that chose the busway alternative as the LPA for the Riverview Corridor. However, lack of state funding has rendered this project inactive. Through FY 2002, Congress has appropriated $4.61 million in Section 5309 New Starts funds for this effort.

 

In brief, it wasn’t even worth building a busway in the corridor 10 years ago, but now it is so valuable as a billion-dollar LRT possibility (10-15 years from now, maybe) that the ready-to-go arterial BRT B-Line in the corridor must be delayed indefinitely.

 

by David Levinson

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