960 research outputs found
Examination of Regional Transit Service Under Contracting: A Case Study in the Greater New Orleans Region, Research Report 10-09
Many local governments and transit agencies in the United States face financial difficulties in providing adequate public transit service in individual systems, and in providing sufficient regional coordination to accommodate transit trips involving at least one transfer between systems. These difficulties can be attributed to the recent economic downturn, continuing withdrawal of the state and federal funds that help support local transit service, a decline in local funding for transit service in inner cities due to ongoing suburbanization, and a distribution of resources that responds to geographic equity without addressing service needs. This study examines two main research questions: (1) the effect of a “delegated management” contract on efficiency and effectiveness within a single transit system, and (2) the effects of a single private firm—contracted separately by more than one agency in the same region—on regional coordination, exploring the case in Greater New Orleans. The current situation in New Orleans exhibits two unique transit service conditions. First, New Orleans Regional Transit Authority (RTA) executed a “delegated management” contract with a multinational private firm, outsourcing more functions (e.g., management, planning, funding) to the contractor than has been typical in the U.S. Second, as the same contractor has also been contracted by another transit agency in an adjacent jurisdiction—Jefferson Transit (JeT), this firm may potentially have economic incentives to improve regional coordination, in order to increase the productivity and effectiveness of its own transit service provision. Although the limited amount of available operation and financial data has prevented us from drawing more definitive conclusions, the findings of this multifaceted study should provide valuable information on a transit service contracting approach new to the U.S.: delegated management. This study also identified a coherent set of indices with which to evaluate the regional coordination of transit service, the present status of coordination among U.S. transit agencies, and barriers that need to be resolved for regional transit coordination to be successful
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East Midlands urban action plan 2005-2011
This is the second urban action plan (UAP) for the East Midlands. The plan sets out a framework for urban renaissance in the East Midlands and provides a delivery plan that includes significant schemes in the priority urban areas that will influence the transormation of urban areas and contribute to the region's economic development
When Apps Pollute: Regulating Transportation Network Companies to Maximize Environmental Benefits
Ridesharing h as long been touted as a means to reduce the pollution and congestion caused by personal vehicles, but in practice has been relatively unpopular among Americans. That outlook may be changing, however, thanks to new Transportation Network Companies (TNCs) that toe the line between ridesharing and for-hire passenger transportation services, such as taxis and limousines. UberX, Lyft, Sidecar, and other similar services have rapidly spread to cities throughout the United States, attracting the attention of investors and ire of incumbent transportation providers. Legal commentary has thus far focused on proposed regulations\u27 implications for liability, public safety, and fairness, but this Comment seeks to broaden the conversation to assess their potential environmental implications. By scaling to a degree that ridesharing has been unable to do, TNCs may precipitate a shift away from personal vehicle ownership in urban areas; conversely, they may out-compete and threaten the viability of more sustainable transportation options. Through the lens of rulemakings in the California and Colorado Public Utilities Commissions and an ordinance implemented by the Seattle City Council, this Comment assesses which regulatory strategies and provisions are most likely to capture TNCs\u27 potential benefits while mitigating environmental harms
Taxation of Road Goods Vehicles – An Economic Assessment
This paper reviews the current position, recent research and
potential future areas of research relating to road track costs,
with particular reference to Heavy Goods Vehicles. It opens with
a theoretical discussion, which concludes that the appropriate
basis for changing is long run marginal social cost, but casts
some doubt on whether the existing cost allocation procedure
achieves this. The main reason for this is the likelihood that
the marginal capital cost per unit of traffic of coping with an
increase in traffic volumes greatly exceeds the average capital
cost per unit of traffic at the present time.
The DTp method of allocating track costs is then outlined, and
the sensitivity of the results to variations in a number of the
key assumptions is tested.
The results show that the DTp method may only be allocating HGVfs
as little as half of their costs. Hence instead of covering
their allocated costs by some 30% to allow for environmental
effects, as the DTp. claim, it may be that these lorries are only
meeting 65% of their allocated cost.
The sensitivity tests that yield the above results reflect the
following concerns:
(1) FUEL CONSUMPTION
DTp measures lorry mileage and deduces fuel used and hence
fuel tax paid. However, their fuel consumption figures look
implausibly high. We have used FTA figures instead.
(2) TRAFFIC FLOW
DTp currently allocate many costs to vehicle kilometres
(e.g. drainage, winter maintenance, traffic signs etc.), but
accepts that the demand for a new road arises in proportion
to PCUs (passenger car units), i.e. giving more weight to
lorries. Our view is that once a road is opened any general
costs involved in its continued use should also be allocated
by PCUs.
(3) LORRY WEIGHTS
DTp use lorry weights as reported on a self completion
questionnaire, which naturally omit any overloading. We
have used observed values from a large study in Cheshire.
(4) CAPITAL EXPENDITURE
DTp charge only what is currently being spent. Following
cutbacks in all government expenditure, this amount is now
some 50% lower than in the early 1970s. Since capital
expenditure was roughly 60% of total road expenditure, this
implies that cost allocations have fallen by 30% on this
account. Our view is that even this understates the true
long run marginal cost of road traffic.
Although the precise figures are subject to much doubt, in every
case there seems good reason to suppose that the proposition is
broadly correct. Taken cumulatively, they would be sufficient to
convert the existing overpayment by HGVs (which presumably is
intended to reflect unquantified environmental costs) into a
substantial underpayment. If the increase in road haulage
taxation which these figures would imply is politically
unacceptable, then there is a good case for corresponding action
to relieve the rail and water modes of part of their
infrastructure costs
Work Journey Rescheduling – Model Development Analysis.
Using Wakefield as a case study, a method was developed of testing the effects on traffic of several different work journey rescheduling strategies. The method consisted essentially of assigning a series of six 0-D matrices to the Wakefield network, each matrix representing the trips for consecutive 15 minute periods over the morning peak. The six matrices were obtained by firstly disaggregating the l 1/2 hr peak matrix by purpose (into home-based work, commercial vehicle, and other trips) and then disaggregating each of these three matrices by time. This temporal disaggregation was based, for the home based work trips, on employee arrival profiles by zone, and for the CV and other trips on cordon crossing profiles. The different strategies were modelled by making adjustments to the parameters of the employee arrival profiles. Other relevant papers in this series are WP 150 Work Journey Rescheduling : Report of Surveys, and WP 168 Work Journey Reschediuling : Results and conclusions
Master Plan: Circulation element suggestions for implementation
This is the Consultant’s report to the Master Plan Circulation Group, which is a subgroup of the Master Plan Committee. It attempts to supplement and amplify the information provided in the Master Plan of March 21, 2001, and create an effective circulation system balancing the automobile with the pedestrian, bicycle, and bus. The report is in agreement with the Master Plan and proposes steps for implementation along with minor changes to the plan
Small and Light Electric Vehicles: An Analysis of Feasible Transport Impacts and Opportunities for Improved Urban Land Use
Improvements in battery technology have resulted in small and light electric vehicles (LEVs) appearing on the market in Europe since 2011—however, their market share is still comparatively low. Low energy requirements and small size can potentially contribute to sustainable mobility in
terms of climate protection and reduced local emissions. Our study evaluates how three-wheeled and four-wheeled vehicles, categorised as L-Class according to Regulation (EU) No 168/2013, can contribute to more efficient use of space in urban areas. Evaluations of expert interviews, an extensive literature research, and analyses of the German national household travel survey (MiD) serve as the basis of the study. First, the substitution potential of trips through LEVs is explored using MiD data. Our findings
show that between 17% and 49% of trips made and 6% to 30% of the distance covered by private trips can theoretically be substituted by LEVs. Thus, reorganisation of current land use offers potential and additionally, LEVs are an attractive and sustainable addition to other means of transport and contribute to achieving the climate protection goals of the transport sector. Due to the fact that
technology application is restricted by travel behaviour and political support, our study discusses possible support by public bodies towards sustainable mobility. Here, the promotion of LEVs in combination with restrictive measures for cars is necessary
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