WHERE EXPRESS BUSES WORK

Densities of residential areas and sizes of central business districts necessary to generate sufficient demand to support express buses for given frequencies of service at a reasonable cost are estimated. Two types of express-bus operations are considered. In the first case, patrons are picked up by buses circulating in a residential area before the bus travels express to the central business district. In the second, commuters arrive by automobile at a park-and-ride lot before continuing their trips by express bus. We found that, for express-bus operations with pedestrian access, a cost of 6 cents/passenger km (10 cents/passenger-mile) is attainable for only a narrow range of residential densities and only to rather large central business districts. If 12 cents/passenger km (20 cents/passenger-mile) is an acceptable cost standard, a wider range of supporting conditions is possible. Express-bus operations that provide park-and-ride facilities are more broadly applicable at the 6 cents/passenger km (10 cents/passenger-mile) standard. Residential densities as low as 7 dwelling units/hsq m (3 dwelling units/acre) and central business districts of moderate size can in some cases support express-bus service. These findings match reasonably well with empirical data from 11 express-bus operations in two Connecticut cities. The achievement of more express-bus operations is possible by higher residential densities over a larger area and by growth of central business districts in medium- to large-sized cities. /Author/

Media Info

  • Media Type: Print
  • Features: Tables;
  • Pagination: pp 35-38
  • Monograph Title: Bus service planning
  • Serial:

Subject/Index Terms

Filing Info

  • Accession Number: 00167596
  • Record Type: Publication
  • ISBN: 0309026512
  • Files: TRIS, TRB
  • Created Date: Feb 16 1981 12:00AM