Understanding Transit Ridership Demand for a Multi-Destination, Multimodal Transit Network in an American Metropolitan Area, Research Report 11-06

This study examines the factors underlying transit demand in the multi-destination, integrated bus and rail transit network for Atlanta, Georgia. Atlanta provides an opportunity to explore the consequences of a multi-destination transit network for bus patrons (largely transit-dependent riders) and rail patrons (who disproportionately illustrate choice rider characteristics). Using data obtained from the 2000 Census, coupled with data obtained from local and regional organizations in the Atlanta metropolitan area, we estimate several statistical models that explain the pattern of transit commute trips across the Atlanta metropolitan area. The models show that bus riders and rail riders are different, with bus riders exhibiting more transit-dependent characteristics and rail riders more choice rider characteristics. However, both types of riders value many of the same attributes of transit service quality (including shorter access and egress times and more direct trips) and their use of transit is influenced by many of the same variables (including population and employment). At the same time, the factors that influence transit demand vary depending on the type of travel destination the rider wishes to reach, including whether it is the central business district (CBD) or a more auto-oriented, suburban destination. The results of the study offer new insights into the nature of transit demand in a multi-destination transit system and provide lessons for agencies seeking to increase ridership among different ridership groups. The results suggest that more direct transit connections to dispersed employment centers, and easier transfers to access such destinations, will lead to higher levels of transit use for both transit-dependent and choice riders. The results also show that the CBD remains an important transit destination for rail riders but not for their bus rider counterparts. Certain types of transit-oriented development (TOD) also serve as significant producers and attractors of rail transit trips

The Effects of Perception vs. “Reality” on Travel Behavior after a Major Transit Service Change: The Case of Tallahassee, Florida

An individual’s perception plays an important role in determining the decisions that people make involving the use of public transportation. An individual’s perception about the qualities of transit service might differ from the objective measures (“reality”) of service quality used by planners to make and evaluate decisions. This study explores the roles of perception and “reality” of transit service quality as influences on the attitudes and behaviors of two different groups of transit dependent riders after a major service change in Tallahassee, Florida. Using a combination of community surveys, key informant interviews, and agency data, the study finds that perception mattered more than “reality” as an influence on the attitudes and behaviors of the two groups. The need for more effective outreach to understand the reasons that individual perception might differ from the objective measures used and understood by transit professionals also emerges as an important lesson of the study

The Effects of Perception vs. “Reality” on Travel Behavior after a Major Transit Service Change: The Case of Tallahassee, Florida

An individual’s perception plays an important role in determining the decisions that people make involving the use of public transportation. An individual’s perception about the qualities of transit service might differ from the objective measures (“reality”) of service quality used by planners to make and evaluate decisions. This study explores the roles of perception and “reality” of transit service quality as influences on the attitudes and behaviors of two different groups of transit dependent riders after a major service change in Tallahassee, Florida. Using a combination of community surveys, key informant interviews, and agency data, the study finds that perception mattered more than “reality” as an influence on the attitudes and behaviors of the two groups. The need for more effective outreach to understand the reasons that individual perception might differ from the objective measures used and understood by transit professionals also emerges as an important lesson of the study

Understanding transit ridership demand for a multi-destination, multimodal transit network in an American Metropolitan area

This study examines the factors underlying transit demand in the multi-destination, integrated bus and rail transit network for Atlanta, Georgia. Atlanta provides an opportunity to explore the consequences of a multi-destination transit network for bus patrons (largely transit-dependent riders) and rail patrons (who disproportionately illustrate choice rider characteristics). Using data obtained from the 2000 Census, coupled with data obtained from local and regional organizations in the Atlanta metropolitan area, we estimate several statistical models that explain the pattern of transit commute trips across the Atlanta metropolitan area. The models show that bus riders and rail riders are different, with bus riders exhibiting more transit-dependent characteristics and rail riders more choice rider characteristics. However, both types of riders value many of the same attributes of transit service quality (including shorter access and egress times and more direct trips) and their use of transit is influenced by many of the same variables (including population and employment). At the same time, the factors that influence transit demand vary depending on the type of travel destination the rider wishes to reach, including whether it is the central business district (CBD) or a more auto-oriented, suburban destination. The results of the study offer new insights into the nature of transit demand in a multi-destination transit system and provide lessons for agencies seeking to increase ridership among different ridership groups. The results suggest that more direct transit connections to dispersed employment centers, and easier transfers to access such destinations, will lead to higher levels of transit use for both transit-dependent and choice riders. The results also show that the CBD remains an important transit destination for rail riders but not for their bus rider counterparts. Certain types of transit-oriented development (TOD) also serve as significant producers and attractors of rail transit trips

Restructuring from a Central Business District-Focused to a Decentralized Transit System

The relationship between a transit system\u27s design and the pattern of urban development affects the level and pattern of accessibility in a community. A mismatch between the two renders some destinations inaccessible to people who rely primarily on transit to serve their transportation needs. System design is critical to accessibility and to equity, but thus far, the research literature has largely neglected this important issue. The relationship between system design and accessibility was examined through a study of the July 11, 2011, restructuring of StarMetro, the bus system in Tallahassee, Florida. The focus was on the change in riders\u27 accessibility provided by shifting from a transit network that was downtown-oriented and radial before restructuring to one that was decentralized and multidestination after restructuring. System restructuring increased the time for people to walk to bus stops, but once people reached the stops, the more direct travel connections provided by the new system reduced travel times and increased access to destinations. The net result of the service change was a reduction in total travel time and thus increased accessibility for most trip interchanges. The restructuring neither disproportionately harmed nor disproportionately benefited neighborhoods with larger numbers of transit-dependent, low-income, or minority residents. The restructuring did not disproportionately benefit, nor disproportionately harm, neighborhoods with large numbers of college students either. StarMetro was a system largely dominated by college students and transit-dependent residents before restructuring, as well as after. However, there was a modest increase in the use of the system by infrequent riders after restructuring

Priorities and indicators for economic evaluation of built environment interventions to promote physical activity

Background: Built environment approaches to promoting physical activity can provide economic value to communities. How best to assess this value is uncertain. This study engaged experts to identify a set of key economic indicators useful for evaluation, research, and public health practice. Methods: Using a modified Delphi process, a multidisciplinary group of experts participated in (1) one of 5 discussion groups (n = 21 experts), (2) a 2-day facilitated workshop (n = 19 experts), and/or (3) online surveys (n = 16 experts). Results: Experts identified 73 economic indicators, then used a 5-point scale to rate them on 3 properties: measurement quality, feasibility of use by a community, and influence on community decision making. Twenty-four indicators were highly rated (≥3.9 on all properties). The 10 highest-rated “key” indicators were walkability score, residential vacancy rate, housing affordability, property tax revenue, retail sales per square foot, number of small businesses, vehicle miles traveled per capita, employment, air quality, and life expectancy. Conclusion: This study identified key economic indicators that could characterize the economic value of built environment approaches to promoting physical activity. Additional work could demonstrate the validity, feasibility, and usefulness of these key indicators, in particular to inform decisions about community design