Incorporate real-time bus and train location information in the Connection Protection algorithm.
Experience of the Utah Transit Authority in implementing a Connection Protection program for rail-to-bus passenger transfers in Salt Lake City.
While UTA was planning to implement AVL/GPS on their entire fleet, at the time of the project's evaluation, most did not have this capability. UTA's experience with implementing their Connection Protection system in the absence of accurate real-time bus location information suggests the following guidance:
- Consider scenarios that may not need a CP message. When buses are running late, a CP message may not be needed. When a train makes up lost time, a CP message may not be needed if no prior "hold until" message was issued. When a later bus on a given route can more efficiently pick up passengers from a prior late train, a CP message may not be needed. Almost two-thirds (64%) of all CP "hold until" messages received by the UTA bus operators were reported to have been unnecessary. Unnecessary CP messages could presumably occur because: the train made up time and, hence, was not late enough to cause missed connections; or because no train showed up after the bus operator waited the requested time period; or because no riders transferred to the bus; or because the bus was running behind schedule and could pick up late train passengers without further delaying the bus. Many of these kinds of unnecessary CP messages could be avoided if the CP algorithm had access to up-to-the-minute accurate information on both train and bus locations.
- Equip every train and bus to be covered by the system with AVL. Due to the lack of real-time bus location information for most of the buses in UTA's system, the CP algorithm was not able to consider actual bus status in its computation. Real-time knowledge of the exact location of every train and bus could be incorporated into the CP algorithm, resulting in much more accurate CP messaging. Incorporating the real-time location of the train and bus into the CP algorithm would potentially reduce unnecessarily issued CP "hold until" messages by at least 50 percent, based on the UTA evaluation findings.
Efficient and accurate issuance of CP messages is expected to enhance customer satisfaction and encourage higher CP compliance by bus operators. Although UTA's train and bus riders are largely unaware of the CP program, it has served as a useful tool that can help UTA operators better meet the needs of their transit customers. The evaluation of this system identified the importance of accurate knowledge of both train and bus locations, and incorporating this information on a real-time basis into the CP algorithm. A well-designed CP system helps achieve ITS goals to enhance efficiency, mobility, productivity and customer satisfaction.
Author: Jeffery Jenq, Chris Cluett, Ben Pierce and Alan Pate, Battelle
Published By: ITS Joint Program Office, U.S. Department of Transportation
Source Date: 5/12/2004
EDL Number: 14074
Other Reference Number: FHWA-JPO-05-005URL: http://ntl.bts.gov/lib//jpodocs/repts_te//14074.htm
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Intelligent Transportation Systems > Transit Management > Operations & Fleet Management > Service Coordination
Intelligent Transportation Systems > Transit Management > Transportation Demand Management > Dynamic Routing/Scheduling
Intelligent Transportation Systems > Transit Management > Operations & Fleet Management > Automatic Vehicle Location / Computer-Aided Dispatch
Intelligent Transportation Systems > Driver Assistance > Driver Communication > With Carrier/Dispatch
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paratransit, demand-responsive transit, automated vehicle location, computer aided dispatch, automatic vehicle locator, AVL, CAD, AVL/CAD