Passenger Flows in Underground Railway Stations and Platforms, MTI Report 12-43

Urban rail systems are designed to carry large volumes of people into and out of major activity centers. As a result, the stations at these major activity centers are often crowded with boarding and alighting passengers, resulting in passenger inconvenience, delays, and at times danger. This study examines the planning and analysis of station passenger queuing and flows to offer rail transit station designers and transit system operators guidance on how to best accommodate and manage their rail passengers. The objectives of the study are to: 1) Understand the particular infrastructural, operational, behavioral, and spatial factors that affect and may constrain passenger queuing and flows in different types of rail transit stations; 2) Identify, compare, and evaluate practices for efficient, expedient, and safe passenger flows in different types of station environments and during typical (rush hour) and atypical (evacuations, station maintenance/ refurbishment) situations; and 3) Compile short-, medium-, and long-term recommendations for optimizing passenger flows in different station environments

An Assessment of Performance Measures in the Transportation Development Act

"This report examines the performance measures requirements in California’s Transportation Development Act (TDA) of 1971. The TDA is an important source of funding for the state’s public transit agencies, representing approximately 18 percent of their total (2018) revenue between the TDA’s two funds (LTF and STA). Since the TDA’s passage in 1971, the transit operating environment in California has changed, in some cases dramatically. The state has nearly doubled in population (20.4 million in 1971 to 39.8 million in 2019), traffic has worsened considerably, climate change is now a central public policy focus, and many places around the state are investing heavily in making public transit a viable alternative to driving. Our research examined the TDA’s performance requirements and their effects on the state’s transit operators. We also considered alternative approaches to both transit finance and performance requirements, by studying transit funding programs in 13 other states that invest significant amounts of funding in transit. In brief, we find that the TDA’s use of performance measurements to allocate funding is unusual. The states we studied do not for the most part make funding contingent on performance, thereby avoiding the unproductive and difficult-to-implement “death penalty” (Taylor, 1995) of withholding subsidies for a much-needed public service. In several of the cases analyzed, by contrast, states guarantee specific levels or amounts of funding for transit service.To examine how the TDA’s performance measures are working, we conducted a survey of California transit professionals at agencies and at Regional Transportation Planning Agencies (RTPAs). That California’s aspirations for transit have evolved over the years is reflected in the frequent loopholes and exemptions the legislature has added to the TDA to give struggling operators more latitude to receive funding in order to meet multiple goals and objectives while staying in compliance with a single cost-effectiveness goal. The extent and frequency with which these exemptions have occurred suggests that the larger aims for public transit, and indeed the goals for the TDA program itself, have evolved, and need to be re-thought holistically, rather than incrementally.Accordingly we offer six recommendations concerning transit performance assessment in the TDA.

Status and Distribution of the Gapped Ringed Crayfish, Orconectes neglectus chaenodactylus, in Arkansas

Orconectes neglectus chaenodactylus, the gapped ringed crayfish, is an uncommon and poorly-known, stream-dwelling crayfish that is endemic to the central White River basin of Arkansas and Missouri. This study surveyed a semi-random selection of stream sites in the Arkansas portion of this range in order to characterize the crayfish communities and evaluate the status of O. n. chaenodactylus in Arkansas. Collections of a total of 1,107 individual crayfish specimens were made at 45 sites, including 497 O. n. chaenodactylus from 21 sites. Orconectes punctimanus was the crayfish species most commonly associated with O. n. chaenodactylus, occurring at 71% of sites occupied by O. n. chaenodactylus. Orconectes n. chaenodactylus was found in streams not significantly different from the median characteristics of streams sampled in the study. It is our opinion that O. n. chaenodactylus is uncommon in Arkansas, and of only moderate concern due to its limited distribution in the state

Designing and Operating Safe and Secure Transit Systems: Assessing Current Practices in the United States and Abroad, MTI Report 04-05

Public transit systems around the world have for decades served as a principal venue for terrorist acts. Today, transit security is widely viewed as an important public policy issue and is a high priority at most large transit systems and at smaller systems operating in large metropolitan areas. Research on transit security in the United States has mushroomed since 9/11; this study is part of that new wave of research. This study contributes to our understanding of transit security by (1) reviewing and synthesizing nearly all previously published research on transit terrorism; (2) conducting detailed case studies of transit systems in London, Madrid, New York, Paris, Tokyo, and Washington, D.C.; (3) interviewing federal officials here in the United States responsible for overseeing transit security and transit industry representatives both here and abroad to learn about efforts to coordinate and finance transit security planning; and (4) surveying 113 of the largest transit operators in the United States. Our major findings include: (1) the threat of transit terrorism is probably not universal—most major attacks in the developed world have been on the largest systems in the largest cities; (2) this asymmetry of risk does not square with fiscal politics that seek to spread security funding among many jurisdictions; (3) transit managers are struggling to balance the costs and (uncertain) benefits of increased security against the costs and (certain) benefits of attracting passengers; (4) coordination and cooperation between security and transit agencies is improving, but far from complete; (5) enlisting passengers in surveillance has benefits, but fearful passengers may stop using public transit; (6) the role of crime prevention through environmental design in security planning is waxing; and (7) given the uncertain effectiveness of antitransit terrorism efforts, the most tangible benefits of increased attention to and spending on transit security may be a reduction in transit-related person and property crimes

Research Synthesis for the California Zero Traffic Fatalities Task Force

This research synthesis consists of a set of white papers that jointly provide a review of research on the current practicefor setting speed limits and future opportunities to improve roadway safety. This synthesis was developed to inform thework of the Zero Traffic Fatalities Task Force, which was formed in 2019 by the California State Transportation Agencyin response to California Assembly Bill 2363 (Friedman). The statutory goal of the Task Force is to develop a structured,coordinated process for early engagement of all parties to develop policies to reduce traffic fatalities to zero. Thisreport addresses the following critical issues related to the work of the Task Force: (i) the relationship between trafficspeed and safety; (ii) lack of empirical justification for continuing to use the 85th percentile rule; (iii) why we need toreconsider current speed limit setting practices; (iv) promising alternatives to current methods of setting speed limits;and (v) improving road designs to increase road user safety

Increasing Transit Ridership: Lessons from the Most Successful Transit Systems in the 1990s, MTI Report-01-22

This study systematically examines recent trends in public transit ridership in the U.S. during the 1990s. Specifically, this analysis focuses on agencies that increased ridership during the latter half of the decade. While transit ridership increased steadily by 13 percent nationwide between 1995 and 1999, not all systems experienced ridership growth equally. While some agencies increased ridership dramatically, some did so only minimally, and still others lost riders. What sets these agencies apart from each other? What explains the uneven growth in ridership