Toolkit for Integrating Non-Dedicated Vehicles in Paratransit Service (2007) / Chapter Skim
Currently Skimming:
Pages 1-8
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 1... ...
Research Goal The goal of this research was to identify how some transit agencies have used non-dedicated service delivery mechanisms to improve the cost efficiency of their paratransit services, while maintaining desired or required levels of service quality. A major part of this research was to explore how various factors influence the particular service mix of dedicated and non-dedicated service for a given system and to produce a tool that will assist organizations in determining the optimal service mix for them Dedicated versus Non-Dedicated Service Before proceeding, it is appropriate to first define what is commonly understood as dedicated service and non-dedicated service.
|
From page 2... ...
• Supplementary Non-Dedicated Service -- This is an auxiliary service that may cater to the same set of (certified/eligible) riders as the dedicated service; however, the riders either directly contact the non-dedicated service provider or are empowered to choose from the central booking staff the auxiliary service option (and sometimes the specific non-dedicated provider as well)
|
From page 3... ...
• Improve the match between the demand curve and the dedicated run structure, and, by doing so, improve cost efficiency. This split between dedicated and non-dedicated vehicle service is a delicate one and is highly dependent on the characteristics of the trips.
|
From page 4... ...
rate of the other service environments. In contrast, systems in suburban and rural areas tended to use non-dedicated vehicles for a relatively small portion of their total service -- less than 15% of their passenger trips, while systems in metropolitan areas were most likely to employ a moderate use of non-dedicated service -- 15% to 50% of all trips.
|
From page 5... ...
Factors Affecting the Use of Non-Dedicated Service The survey revealed that the following demand and supply characteristics of the paratransit service affect the decision to use non-dedicated vehicles: • The temporal characteristics of daily demand, • The spatial characteristics of demand, • Expected fluctuations in demand, • Unexpected increases in demand, and • Unexpected decrease in supply. Temporal Characteristics -- The demand profiles of many paratransit systems typically have a pronounced peak in the morning, and a more elongated peak in the afternoon, with demand slowly tapering out into the evening, overnight, and early morning hours.
|
From page 6... ...
to order new vehicles or even acquire leasable vehicles that meet program requirements. In addition, the transportation provider must recruit, hire, and train new drivers, which may be particularly difficult in environments already experiencing driver shortages.
|
From page 7... ...
a covered transit agency. Non-dedicated transportation providers that stand in the shoes of covered transit agencies must comply with the FTA regulation, even if their involvement is limited or incidental.
|
From page 8... ...
• Systems that had varying program sizes and characteristics; • Systems that employed different mixes of dedicated and non-dedicated service; and • Systems that also/alternatively retained different types of non-dedicated service providers other than taxis. Five case studies in major metropolitan areas and four case studies in small cities and rural areas were conducted.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.