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From page 27...
... 28 is seen in overcrowding (a result of less seating capacity in low-floor buses) and transfer-related issues (greater need to transfer as a result of route truncations or rerouting or more frequent missed connections because of changes in holdtime policy)
From page 28...
... 29 Among agencies focused on schedule adherence, revising schedules and monitoring running time at the route segment level were important. The response that reduced bus speeds were the most effective action was from an agency whose primary goal was to improve on-time performance.
From page 29...
... 30 LESSONS LEARNED Survey respondents shared lessons learned that would benefit other agencies considering implementation of similar actions to improve bus speeds. The lessons learned were grouped into nine broad categories, as shown in Table 29.
From page 30...
... 31 at major stops -- coordinated local bus connections, sidewalks/bike trails to multi-family areas, in addition to park-and-ride. • The other item to be wary of is the actual physical removal of the bus stops.
From page 31...
... 32 times present problems. Check out these issues prior to purchasing.
From page 32...
... 33 policy/fare payment, vehicle size/configuration, TSP, and limited-stop service are the most effective non-BRT actions. • Traffic engineering measures, particularly signal priority for buses and dedicated bus lanes on arterials, led all responses to the question: "If you could change ONE aspect in the process of designing and implementing actions to improve bus speeds, what would you change?

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