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Conditions and Performance Report Chapter 2System and Use Characteristics |
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Exhibit 2-14 |
Classification of Transit Trips by Public Policy Function |
Source: 1995 NPTS. |
Using these definitions, Exhibit 2-15 indicates that basic mobility accounted for 40.1 percent of total transit passengers in 1995. Location efficiency accounted for 25.3 percent of total patronage, while congestion relief represented 34.7 percent of transit patronage.
Exhibit 2-15 |
Passenger Trips by Public Policy Function |
Source: 1995 NPTS. |
Exhibit 2-16 illustrates the distinct market niche that each of the three policy functions serves. Only 20 percent of the transit trips made by the basic mobility group were for work trips, compared with 38.8 percent of the trips made by the location efficient group and 58.6 percent for the congestion relief group. For basic mobility, transit serves a wide variety of purposes, as users in this niche depend on transit for most of their mobility needs. Transit usage in the location efficiency niche serves fewer mobility purposes, as more of these purposes are served by neighborhood walking trips. Work trips dominate for congestion relief, when non-discretionary travel needs during peak congestion periods make rapid transit an appealing alternative to the private automobile.
The average trip distance for basic mobility, 10.2 miles, is similar to the average automobile trip distance in the United States. The average trip distance for those wishing to bypass congestion is twice as long, reflecting the particular appeal of rapid transit for lengthy, congested work trips. Transit trips are shortest for those interested in location efficiency, reflecting transit's role in distributing passengers across central neighborhoods and commercial centers.
Exhibit 2-16 |
Trip Characteristics of Transit's Primary Market Niches |
Source: 1995 NPTS. |
The relatively high share of basic mobility trips (82.9 percent) on buses as compared to location efficiency and congestion relief (60.1 and 57.3 percent, respectively) reflects two important characteristics of mass transit and its ridership. First, it reflects the preference of transit users in these two latter niches (who generally have higher incomes than those of basic mobility users) for faster modes of transportation, such as rail transit. Second, the greater dependence of the basic mobility group on bus transit also reflects the greater coverage provided by bus routes relative to rail routes, an especially important feature to individuals with limited mobility, such as the elderly and disabled.
Exhibit 2-17 shows how transit usage by the three market niches varies by time of day. Trips made by the location efficient group, above-poverty households without cars, tend to be evenly distributed throughout the day, with a very mild peaking in the morning and afternoon. Trips made by people from below poverty households tend to be slightly more peaked during the commuting hours. Transit use by above poverty households with cars contributes the most to the peaking of travel demand.
Exhibit 2-17 |
Transit Trips by Function and Time of Day, 1995 |