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Pages 24-28

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From page 24...
... 9-24 Other Considerations A change in service hours introduces the issue of availability of service. Beyond the reach of operating hours there is simply no transit service available to the prospective customer.
From page 25...
... 9-25 previously," reflecting changes in trip frequency or destination choice that result in "new" trips, were apparently not identified. The percentage of such trips is probably comparable to the 10 to 20 percent reported in connection with combined fare and service increases.
From page 26...
... 9-26 stratification also displays the existence of higher off-peak sensitivity to frequency improvements, although to a lesser degree than the individual instances cited first. Table 9-11 Bus Headway Elasticities Stratified by Time of Day Time Period Number of Observations Arc (Mid-point)
From page 27...
... 9-27 VMT, Energy and Environment Table 9-12 Hypothetical Corridor Bus Frequency Impacts on VMT and Emissions Transit Headway Bus Emissions (kg/hr) from Buses Automobile Emissions (kg/hr)
From page 28...
... 9-28 Notably, the net energy savings resulting from combining improved frequency with decreased fare is in most cases greater than the sum of the individual actions. This same synergistic effect is also evident when improved transit service is combined with auto use disincentives.

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