Lesson

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.


5/12/2004
Utah,United States


Background (Show)

Lesson Learned

UTA's CP system algorithm integrates both train and bus schedule data, taking into account estimated train arrival time, train schedule, real-time train position based on Global Positioning System (GPS), and bus schedule to determine whether a late train would potentially jeopardize bus connections at down-the-line stations. While train on-time performance can be assessed and forecast with good accuracy, only some of UTA's buses are equipped with Automatic Vehicle Location (AVL)/GPS. Thus, schedule adherence of buses cannot be identified on a real-time basis. The CP algorithm, therefore, must rely upon static bus schedules rather than known real-time bus locations, compare the static bus schedule information with identified late train events, and then determine whether or not to issue a "hold until" message to buses at a particular station.

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.


Lesson Comments

No comments posted to date

Comment on this Lesson

To comment on this lesson, fill in the information below and click on submit. An asterisk (*) indicates a required field. Your name and email address, if provided, will not be posted, but are to contact you, if needed to clarify your comments.



Source

Evaluation of Utah Transit Authority's Connection Protection System

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-05-005

URL: http://ntl.bts.gov/lib//jpodocs/repts_te//14074.htm

Other Lessons From this Source

Lesson Contacts

Lesson Contact(s):

Jeffery Jenq, Richard Hodges
Battelle, Transportation Consulting
480-655-8931, 801-558-5804
JenqJ
@battelle.org, rmhodges@rmhodges.com


Agency Contact(s):

Clair Fiet
Utah Transit Authority
801-287-2381
cfiet@uta.cog.ut.us

Lesson Analyst:

Firoz Kabir
Noblis
202-863-2987
firoz.kabir@noblis.org


Rating

Average User Rating

0 ( ratings)

Rate this Lesson

(click stars to rate)


Lesson ID: 2006-00228