Ways to Improve Public Transit Usage by Improved Information Interpretation - Coursework Example

Ways to Improve Public Transit xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx Name xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx Course xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx Lecturer xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx Date Ways to improve public transit usage by improved information interpretation Literature review Public transit systems are the most complex and ubiquitous systems found in modern cities and towns. For many years, public transport has been regarded as a social benefit as it provides an alternative means of commuting to work, school and other places. Ferris et al (2010) states that public transport has served as a solution to many problems being experienced in the modern world such as congestion of cities, massive carbon pollution by automobiles and excessive gasoline consumption. In 2007, it was estimated that public transport saved 646 million hours of travel in travel delay and subsequently 398 million gallons of fuel. Besides that, research indicated that public means of transport reduced Carbondioxide emission by 6.9 million metrics tons in 2005. There is, however, one persistent challenge with public transport; the problem of navigation and traveler information. Nash (2006) states that there is increasing need for providing transit traveler information as this will increase satisfaction of public transport users and increase ridership among infrequent public transport users. Transit information gives riders control over their trips including their perception of safety and the time spent waiting for the specific transport system. A good transport information system helps riders to access public transport networks easily at any given time and at any geographical location. Additionally, it should provide reliable and correct real-time information to passengers before and during their travel so as to facilitate planning for door-to-door journeys. Information provided to passengers via these systems include information within the vehicles such as the following stop, destination and route number, departure time, mode-specific and real-time arrivals, network and schedule maps, information about intermodality such as public bikes and car sharing. The major breakthrough observed in the transit information is the improvement that have continued to characterise the systems. Therefore, there is a need to utilize the improvements done in information interpretation to improve the public transit usage in the urban areas. It is obvious that public transit services improvements are a major component of many regions’ plan. This will indeed, improve the transport system performance. Youngbin et al (2002 ) asserts that improvements in the public transit will result to appropriate investments leading to excellent economic returns. Tam et al (2005) that funds that are spent on transit improvements may in favourable conditions, offer savings that will eventually offset costs. It is important to consider the factors that influenc public transit, that is, both internal and external. This factors are important as they will assist in debating the way to improve the public transit usage using the improved information interpretation. The internal factors include; fare levels and structures, level of services provided, services schedules and frequency, the service area design and route design. External factors, are the describe as factors that are out of the transit agency control. They include workplace and residential location, employmant and population growth. Cairns et al (2004)maintains that in the improvement of public transit there is need to explore these factors in relation to information interpretation. Caulfield & O'Mahony (2009)concludes that positive improvements to these factors will powerfully influence public transit. One way of improving public transit is by easing mobility. Convectional planning evaluate transport system superiority based on mobility, utilizing indicators such as congestation delay and traffic speed. As a result of congestion, urban peak vehicle travel are costrained leading to limited accessibility. Mobility is, therefore, related to accessibility. In fact, some authors view mobility as a factor that affect accessibility. Indeed, access is the core of most transport activity including public transit. In addition, accesibility based analysis expands an array of possible solutions facing public transit, that can result to better solutions. It is obvious that user information affect desirability and availability of accessibility and mobility options. For instance, a motorist need convenient and accurate information on roadway conditions such as when construction, congestation and incidents delay traffic; travel routes; price and availability of parking and vehicle services. Still, potential transit user require information on schedules, transit routes, fares, access to destination and comfort factors. Cyclists and walkers also need information on recommended routes routes. Indeed, there are vafious ways of providing transportation information including brochure, telephone systems, webs and maps (Caulfield & O'Mahony 2007). New communications system have undeniably improved transportation user information such as website with detailed schedule information and transit route, in-vehicle navigation systems, real time information, scales maps and guideds for cyclists and pedestrians. However, the most important thing on the user information, is the improvement evident in the interpretation. Improved interpretation of the information in the transport industry, is an effective tool in improving accessibility and mobility. Therefore, opening up an opportunity to improve public transit. Another way of improving public transit usage is by enhancing customer services. The improved user inforamtion and impementation should assist transit agencies to effectively communicate with the clients by gathering infoamtion on the location of the vehicle and estimating the departure or arrival for a transit vehicle. The information is then transmitted to a Web site, digital signs at road stops or the cell phone. It is evident that the client will be able to access transit fast and at a convinient time. This will be a great improvement in the public transit. An increament in the revenue collection is another way of improving the public transit. With the improvement of information interpretation, the transit agencies, may provide fee-based internet accessible to the passengers. This is an advantage to both the customers as they will be able to access vital informion necessary for transport, therefore, enhnace their productivity in their travel and at the same time establish a new source of revenue for the transit operators. Improve of public transit will be effective if the peopl with cognitive and physical disabilities are considered. The improvement of information interpretation will come in handy as using public means as a method of transport, it will call for planning,waiting and moving. It obvious tat movment for this people is challenging and complex. In order to handle this, there is a need to come up with facilities that are friendly to the disables. These facilities may be situated in areas that are designated (Bertini 2004). Elements of Kevin Lynch The content of city image is generally divided into five convenient elements. They iclude; landmarks, districts, edges, nodes and paths. Districts refer to the medium to large sections of a city. The sections are conceived to have two dimensional extent, the interior, that are recognizable to have unique, identifying character. The exterior also uses the interior characteristics as a references. Essentially, the districts have internal homogeneity. Edges refer to the lines dividing the districts. They are mainly considered as path by observers. There are also viewed as termination of every district. In addition, there are lateral references instead of coordinate axes. These edges may be barriers that may be or may not be penetratable as they close one region from another. Though not as dominate as paths, to many observers, they are organizational feature that hold together areas that are generalized. Paths are regarded as channels that observers occassionally, potentially or customarily moves. These may include; railways, roads, transit lines, walkways, canal and streets. From these paths, people observe the city as they move along. Nodes are the main strategic points that an observe may enter. They may be areas of a break in transport, junctions, convergence or crossing of paths, shifts from one building to another. They may also be concentrations that gained their importance as a result of condensation of some specific use, physical character. Some are epitome and focus of the district. Their influence radiates the districts and they stand as symbols. Other people refer to them as cores. Landmarks are refernce points in a city. An observer does not enter them and are external. The landmarks are defined physical object: signs, store, mountain or building. Their use include singling out an element from another. Some are distances and there are mainly used as radial references. Other may be in a local area. However, they may be confined in restricted localities (Fischer & Sullivan 2000). Case analysis of public information systems in Sydney in comparison with other cities Applying the five elements in describing various cities compared to Sydney, most critics argue that Boston appeard to be one sided, the New Jersey is characterised as formless area that is placed on an edge of something else different while Los Angeles, in spite of it being well structured it is lais faceless as the New Jersey. However, Sydney offers an assortment of public transportation options to satisfy all the needs of its citizens. They include trains, taxis/water taxis, buses, ferries and sightseeing and private buses. Like other countries such as the USA and Canada, Sydney recently introduced automated transport information systems in a bid to streamline and simplify travel as well as to encourage its residents and visitors to navigate the city with ease. One of the main systems is MyZone which covers Newcastle and Sydney buses, private buses, CityRail, Sydney Ferries and Metro Light Rail. MyZone was established with the aim of providing easier, greener and cheaper way to travel through Sydney through the provision of real-time information. MyZone allows for standardization of tickets and discounts and contains a subset known as the MyMulti which allows travelers to switch services when desired or need arises. As a result, the system runs quickly and smoothly since there is less queuing and shorter stopping time. Even so, MyZone has been criticized several occasions especially on matter pertaining to a large clientele. In a recent survey, most travelers reported cheaper fares but were dissatisfied with long queues when purchasing tickets or getting other services (Tatnell 2010). What is clearly lacking in the system is inadequate implementation of framework conditions for success. CITIVA, one of the most successful public transport information systems in most of the European countries, is a direct converse of Sydney’s Myzone program. CITIVA was launched after a thorough analysis of the transport situation in European cities. This included collection of information concerning stakeholders, organizational structure and state of the art of available technologies. Besides that, there is an in-depth assessment of the traveler needs across the cities including origin destination patterns and users with special needs. The system was also tested for viability before its commissioning. Another vital issue lacking in MyZone, but a core principle in CITIVA, is monitoring and evaluation. Through constant evaluation of the systems, loopholes will be identified, and subsequent action taken to provide a system that will provide maximum satisfaction. Essentially, there is need to improve public transit as a result of improvement in the information interpretation. Major improvements are necessary in the increased mobility, accessiblity, enhanced cudstomer services and increase in revenue collection. In addition, physically challenged people should be built for facilities that will enhance their movement. This is because their transit from one place to another is complex and involving. Adoption of improved public transit within the transport systems requires significant financial investments. A comprehensive business plan detailing revenues and costs generated for sales, internal cost deductions, and advertising is recommendable to ensure economic sustainability of the system. Close relationship with stakeholders is also critical in ensuring success of public transit. In addition, technical aspects should also be given priority consideration when implementing information systems in the public transit. These technical solutions should be both in-house and externally engaged in order to ensure the appropriate levels of technical specification within the contract management, subsequent project scheduling and tender documentation. References Bertini, R 2004, Benefits of Intelligent transport systems technologies in urban areas: A literature review. Center for transport studies: Portland State University. Cairns, S., Sloman, L., Newson, C., Kirkbride, A. A., & Goodwin, P 2004, Smater choices - Changing the way we travel. London: Final report to the department of transport. Caulfield, B., & O'Mahony, M 2007, An examination of the public transport information requirements of users. IEEE transactions on intelligent transport systems, 8(1), 21-45. Caulfield, B., & O'Mahony, M 2009, A Stated Preference Analysis of Real-Time Public Transit. Journal of public transportation, 12(3). Ferris, B., Watkins, K., & Borning, A 2010, OneBusAway: Rsults from providing real-time arrival information on public transit. Atlanta: CHI 2010. Fischer, G., & Sullivan, J 2000, Humna0centered public transport systems for persons with cognitive disabilities: Challenges and insights for participatory design. Boulder: University of Colorado. Nash, A 2006, Design of effective public transport systems. 6th Swiss transport research conference. Ascona: Institute of transport planning and systems ETH Zurich. Tam, M., & Lam, W 2005, Modelling the market penetration of personal public transport information systems in Hing King. Journal of intelligent transportation systems, 9)2), 81-89. Tatnell, P 2010, MyZone just the ticket for some as new ticketing system launched din Sydney. Retrieved September 21, 2012, from smh website: http://www.smh.com.au/nsw/myzone-just-the-ticket-for-some-as-new-ticketing-system-launched-in-sydney-20100419-sndj.html Youngbin, Y., Khattak, A., & Raw, J 2002, Traveler response to new dynamic information source: Analyzing corridor and area wide behavior surveys. In transportation research board, No, 1803, TRB. Wahington, D.C.: National research council. Read More