A Guide for Planning and Operating Flexible Public Transportation Services (2010) / Chapter Skim
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Pages 31-41
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The intent of this chapter is to guide local agencies through the process of implementing new flexible public transportation services. There are numerous reasons why a community or agency chooses to operate flexible public transportation services.
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closest to the customers and the operating environment and can offer valuable advice. Further, drivers and supervisors need to buy-in to the change since they will be ultimately responsible for delivering the new service.
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State that evolved from general public demand-responsive service to route deviation flexible public transportation service. Small Urban Areas Small urban areas (50,000 to 200,000 in population)
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• New suburban residential • Areas never served by transit Key data to examine when considering flexible public transportation service in urban areas are the following: • Population density • Size of area to be served • Travel time to connector or time point • Employment density • Household density • Auto ownership • Senior citizen density • Youth density • Median income • Productivity of existing routes, if any In large urban areas, both residential and employment population densities are key data factors to consider in understanding whether flexible public transportation service can be utilized effectively. Other factors to consider include the following: • Are there routes outside of the core area where ridership productivity is below 15 passengers per hour?
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agencies and communities should try a number of techniques and settle on those that are most appropriate for their communities. 3.3 Planning and Scheduling Flexible Public Transportation Service As stated previously, the logistics of flexible public transportation services are more related to demand-responsive service than fixed-route service.
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Flexible public transportation service areas should be small enough to allow buses to penetrate and return in logical times, e.g., 30, 45, and/or 60 minutes. As a result, the service area should be no larger than 4 to 10 square miles.
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per trip rates among small urban service providers show that flexible public transportation service costs in small urban areas are less than the national averages. For example: • City of St.
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38 A Guide for Planning and Operating Flexible Public Transportation Services Agency Name Area Served Cost Per Trip for Fixed Route ($)
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of service to be used and the operating and physical environment in which it will be operated. A Pennsylvania Department of Transportation Report titled Handbook for Purchasing a Small Transit Vehicle (Bureau of Public Transportation, 1988)
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There is no doubt that the use of technology can greatly affect the timeliness and quality of flexible public transportation service; however, costs, staffing, and training of drivers and dispatch personnel are issues that must be considered. Most agencies in rural and small urban areas deploy the same technologies and strategies used for demand-responsive service, including ADA complementary paratransit service, for their flexible public transportation services.
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Implementing New Flexible Public Transportation Services 41 Source: JTA Figure 20. Poster advertising flexible public transportation services.
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