(iii) Among the ones who are dependent on transit, merely 37% stated that they would drive to work by availing the services of an automobile if available. Almost 50%of those driving to work could be taken as potential transit riders depending on flexibility and convenience of availability of transit services. (iv) the other factors which would fuel more use of transit were services of non-transfer nature, express avenues and higher fees for parking. (v) Congestion in traffic was regarded as a very grave situation in 36% among the respondents and fairly serious by 28%. (Byrd, 621) d) Steps to improve transit image and attract choice riders:
Among the modes of transit, introduction of a Bus Rapid Transit -- BRT is a novel innovation which can be promoted as a measure for improvement of the failing image of transit among the population. A good implementation normally entails several of the features stated as under (i) bus stations having amenities (ii) properly designed vehicles (iii) a system for speedier collection of fares (iv) Using Intelligent Transportation Systems -- ITSs (v) allocation of more targeted spaces in roadways. (vi) Increasing the frequency of services for a service that lasts throughout the day. These characteristics shall have to be integrated into a system having a distinct identity of its own. Some of the efficient BRT interventions are armed with the above features. These features are able to and must render BRT a supportive enough mode to appeal to choice riders apart from the present users of transit. (Wolfson, 1)
In order to attain this, BRT is required to fulfill the travel needs of the population in a manner that is quick, dependable and comfortable way. Among the other advantages of BRT which are vital are (i) more transit ridership for instance 30% in LA, 50% in Boston and 80% in Miami. (ii) Reduction in travel timings almost 30% for select and semi-exclusive running ways. (iii) Less pollution because of less use of fuel. (iv) Better land development and value around stations. Eventually the carrying capacity in majority of the BRT systems is less compared to most of the LRT systems. In some instances, this would be regarded as negative, but as the capacity is really more for the majority of the cities of N. America, this is a positive sign. (Wolfson, 2)
Bringing out a positive image of transit fall under four general categories which are (i) increasing the frequency of service i.e. more transit miles (ii) better services through more comfortable, convenience and dependable. (iii) incentives to make use of transit through lower fares, offering financial incentives to commuters, marketing of services etc. (iv) development that are transit oriented like land use patterns that are devised for supporting transit including greater compactness. The stations must be good spots for talking walks around transit stations and corridors. As transit service and travel by means of automobile both put considerable expenses inclusive of direct costs like wear and tear of roads, pollution emission and congestion, developments as well as incentives that compound elements of transit load and draw travelers who might in other terms are poised to deliver huge advantages. (Public Transit Improvements)
It is important to note that travel impacts are dependent on the characteristic and the state of affairs in which it is executed. It was TranSystem & Stanley and Hyman in the year 2005 that identified the different elements and approaches that tried to enhance transit ridership within an area, inclusive of better services, lower fares, marketing and integrated forms of planning. Enhanced transit service as well as comfort, and lowering of the fares for transit have a tendency to make the 'transit ridership' to mount. Technically, the elasticity relating to the usage of transit in relation to transit service occurrence gives an average of 0.5 signifying that every 1.0% rise in service raises average level of ridership by about 0.5%. Further the elasticity relating to the usage of transit to make extension of service remains normally within the range of about 0.6 to 1.0 signifying that each one of the 1.0% of added service raises ridership by a factor of 0.6 to 1.0%. Introduction of new bus services within a society normally attains about an annual rise of about 3 to 5% per capita, with about 0.8 to that of 1.2 passengers for each bus-mile. Further ridership might be on increased levels in certain regions like university towns or suburban areas having the facility of rail transit stations. Wide-ranging developments like Bus Rapid Transit or Light...
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