3. Parts of a multi-modal network
← Effective transit serves many
Public transit uses and customers.
Walking & street ← Basic infrastructural
components. Essential for active
network transportation.
← Separated and on-street
Bike network bikeways.
Car share / ← Provides alternative to car
ownership for occasional and
rideshare special trips.
6. How much transit can we
afford?
Hourly operating
cost
× Span ← What hours does service run?
× Frequency ← How often does it run?
← How much is collected from
- Farebox returns passenger fares?
Total subsidy ← What is the cost to taxpayers?
7. Efficiency = abundance
We can afford more transit service by:
‣ reducing operations cost, and/or…
‣ increasing farebox revenue.
8. Slow transit is expensive.
Increase speed with:
‣ Eliminate stops/widen stop spacing.
‣ Direct travel pattern (circuitous streets
are the enemy of abundant transit).
Efficient transit geometry
Twice as expensive
9. Be efficient and productive for the benefit of both TransLink and transit customers
Balancing network demand (more from TransLink)
(http://www.translink.ca/networkmanagement)
Have strong anchors at both ends
Over-supply Efficient and Productive Overcrowding
Strong anchors at both ends of the line
Figure 7 – Network design should coordinate service delivery with demand by providing appropriate service types and frequencies.
TransLink works to provide transit service that is as efficient
and productive as possible, within the budget we have. This
What is Productivity?
means we try to match service with demand as much as
possible. High ridership generates a greater amount of fare
Efficient and Productive Efficient and Productive Efficient and Productive
Sometimes referred to as effectiveness, productivity is
revenue, which in turn helps TransLink provide the highest essentially the return-on-investment of a transit service.
level of service possible. It is a measure of how much ridership a line attracts
Weak anchorsto the cost of providing the service.
relative
Efficient and productive services find the happy medium
between over-supply and overcrowding. To reach this medium,
we can change the frequency of service, when and how long Though we try to keep in mind the principle of versatility to
a particular service is offered (the span of service), the spacing make the transit network useful for many kinds of people and
between stops, or the level of priority given to transit (e.g. HOV trips, we have to decline service requests that would mean
lanes or signal priority). running an expensive service for small numbers of people.
Over-supply Overcrowding cases we may even decide to shift resources from
In other Over-supply
By making sure our transit services are efficient and productive, services that have low ridership to services that are experiencing
we maximize the amount of service we can provide given overcrowding or pass-ups.
10. Efficiency = abundance
We can afford more transit service by:
‣ reducing operations cost, and/or…
‣ increasing farebox revenue.
Transit is not affordable/efficient in:
‣ very low population environments
11. Frequency = vehicles per hour
(minutes between vehicles)/60 min
Frequency is expensive.
Doubling frequency doubles operating cost.
12. Frequency also can change the nature of a
transit service and make it more useful.
“Frequency is freedom.”
— Jarrett Walker, author of Human Transit
13. Strategy: Bus Rapid Transit (BRT)
Example: EmX in Eugue, OR
‣
‣
‣
At-grade boarding
Off-board fare payment
Signal priority
} Speed!
‣ Frequent service
‣ High-quality vehicles
14. Opportunities for public
transit in Humboldt:
‣ Core population centers clustered around
101 travel corridor
‣ Significant trip generators in Humboldt State
University, and in major employers
15. Transportation and the New Generation
USPIRG: http://www.uspirg.org/reports/usp/transportation-and-new-generation
‣ “From 2001 to 2009, the annual number of
vehicle-miles traveled by young people (16 to
34-year-olds) decreased from 10,300 miles to
7,900 miles per capita—a drop of 23
percent.”
‣ In 2009, 16 to 34-year-olds as a whole took
24 percent more bike trips than they took in
2001, despite the age group actually shrinking
in size by 2 percent.
‣ In 2009, 16 to 34-year-olds walked to
destinations 16 percent more frequently than
did 16 to 34-year- olds living in 2001.
‣ From 2001 to 2009, the number of passenger-
miles traveled by 16 to 34-year-olds on public
transit increased by 40 percent.
17. Parts of a multi-modal network
← Effective transit serves many
Public transit uses and customers.
Walking & ← Basic infrastructural
components. Essential for active
street transportation.
network ← Separated and on-street
Bike network bikeways.
← Provides alternative to car
Car share ownership for occasional and
special trips.
18.
19.
20.
21.
22.
23. Car-share/rideshare:
‣ Provides a car when you need it.
‣ Moves costs from capital/fixed to per-
use.
‣ Provides the right-sized tool for the
job.
‣ Enables elimination or reduction of
household vehicle fleet.
37. 2005 2006 2007 2008 2009
Google Transit launches as a “Labs”
product. TriMet, in Portland, is the
only agency in the trip planner for
over 6 months.
38. 2005 2006 2007 2008 2009
Google announces their “transit partner”
program so other agencies can join.
Green Wheels hassles Humboldt County
operators to publish their information to
Google Transit.
39. 2005 2006 2007 2008 2009
January: Humboldt Transit Authority receives
grant to update local transit agency
websites. I submit a proposal that
includes Google Transit.
August: Google Transit launches for Humboldt
County.
40. At launch, Humboldt County is one of 17 areas in
North America with Google Transit.
41. 2005 2006 2007 2008 2009
Jack Pass
+
Google Transit
+
$4/gallon gas
=
~40% RTS ridership increase
42. 2005 2006 2007 2008 2009
Google Transit in 2009
• 115 North American agencies
• 256 cities on 6 continents
• 12 languages
47. How to create an effective
multi-modal network
‣ Plan transportation and land use
together
‣ Provide many options for diverse
people and trips
‣ Make it easy to use