A Guide for Planning and Operating Flexible Public Transportation Services (2010) / Chapter Skim
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Pages 19-30
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From page 19... ...
TCRP Synthesis 53: Operational Experiences with Flexible Transit Services (Koffman, 2004) suggested that there were few places that operated flexible public transportation services.
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• door-to-door service is important to some but not all passengers, • there are other positive reasons for providing services that are more like fixed route than demand-responsive options. TCRP Report 6 also states the following (Burkhardt et al., 1995, 33)
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The report defines flexible public transportation service as follows: Flexible service or route deviation allows for deviations from the general route path to provide direct transportation access to passengers who live in the vicinity of the basic route path. On request, and perhaps for an additional charge, the vehicle will deviate a few blocks from the route to pick up or deliver a passenger.
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The actual demand for flexible public transportation service in rural areas depends on the number of transit-dependent populations and their densities. Where there are rural population densities that approach the high end of low-density (500 persons per square mile)
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Response Transportation (KFH Group, Inc., et al., 2008) , in a section of Table 6a-4/Figure 6-6 called "Characteristics of Systems Affecting Performance," there was the following observation: In addition to ADA paratransit service, the system provides ‘shopper' routes, essentially service routes with same-day service for ADA riders; these flexible routes, which serve specific areas and target senior and other housing complexes, achieve group loads and help increase productivity.
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• Point deviation. This service works best when there are no viable trip origins, but there are viable trip destinations within a defined area or when there are no viable trip destinations, but there are viable trip origins.
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reported that its passenger per hour rates were 5.9, 5.8, and 7.2 passengers per hour. However, Transfort, a small urban transit system in Fort Collins, Colorado, reports average ridership of 27.6 passengers per hour.
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26 A Guide for Planning and Operating Flexible Public Transportation Services Expense Category Paratransit Capital Expenses ($ Million) All Modes Capital Expenses ($ Million)
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transit service to fixed-route service. While this service design can be a very viable alternative, there are two mistakes small urban transit systems must avoid: • The service should not be publicized as only for persons with disabilities.
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mile) density service areas during lower than normal demand periods, e.g., nighttimes and/ or weekends.
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• Vehicle Availability – Zero car households – One-car households A report on flexible public transportation in Denver (Transportation Management & Design, 2008) identified five of these variables as having the highest overall correlation to the performance of flexible public transportation services (4)
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30 A Guide for Planning and Operating Flexible Public Transportation Services Figure 19. Decision guide for large urban areas (over 200,000 population)
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