Transit Signal Priority: Current State of the Practice (2020) / Chapter Skim
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17 C H A P T E R 3 This chapter presents the results of the survey of North American transit agencies about their use of TSP. A list of North American transit agencies believed to be using TSP was developed, and 79 agencies on this list were randomly selected to participate in an online survey about their use of TSP.
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Transit Agency Full Name Abbreviation Region Bus Ridershipa Bus Revenue Hoursa Bus Peak Vehiclesa TSP Implement Year No. of Deployment Groups Brampton Transitb Brampton Transit City of Brampton -- Greater Toronto Area, ON, Canada 27,391,889 -- 438c 2010 1 Calgary Transitd Calgary Transit Calgary, AB, Canada 105,300,000e -- 1,224e 2000 1 Capital Metropolitan Transportation Authority CapMetro Austin, TX 27,824,443 1,270,440 349 2013 1 Central Ohio Transit Authority COTA Columbus, OH 18,401,546 1,072,219 297 2018 1 Champaign-Urbana Mass Transit District C-U MTD Champaign-Urbana, IL 11,939,808 269,598 96 2007 1 Charlotte Area Transit CATS Charlotte, NC-SC 2,189,612 97,665 23 Missing 1 Cities Area Transit CAT Grand Forks, ND-MN 280,289 25,296 8 2010 2 Denver Regional Transportation District Denver RTD Denver, CO 65,266,321 2,805,769 867 2016 2 Greater Cleveland Regional Transit Authority GCRTA Cleveland, OH 30,931,712 1,180,161 299 2008 1 Hillsborough Area Regional Transit Authority HART Tampa, FL 12,901,178 655,997 162 2014 1 King County Metro Transit Department King County Metro Seattle-Tacoma, WA 121,352,294 3,511,078 1,155 1999 3 or more Kitsap Transit Kitsap Transit Bremerton, WA 2,533,304 130,054 90 1992 1 Maryland Transit Administration MDOT MTA Baltimore, MD 73,804,198 1,971,785 884 2017 1 Mass Transit Department - City of El Paso Sun Metro El Paso, TX 13,047,380 585,977 140 2008 3 or more Miami-Dade Transit Miami-Dade Miami, FL 58,383,786 2,502,559 747 2015 1 New York City Department of Transportation NYCDOT New York City, NY-NJ-PA 554,655 22,175 25 Missing 1 Ottawa Transitf OC Transpo Ottawa, ON, Canada 94,400,000g -- 978g 1997 2 Pace - Suburban Bus Division PACE Cook, Lake, DuPage, Will, Kane, and McHenry Counties, IL 28,804,740 1,720,130 635 2008 2 Rhode Island Public Transit Authority RIPTA Providence, RI 16,239,062 672,788 195 2014 1 Riverside Transit Agency RTA Riverside-San Bernardino, CA 8,315,598 623,109 163 2013 1 San Diego Metropolitan Transit System MTS San Diego, CA 49,919,496 1,823,011 512 2014 1 San Francisco Municipal Transportation Authority SFMTA San Francisco, CA 161,097,082 2,782,405 674 1998 1 Southeastern Pennsylvania Transportation Authority SEPTA Philadelphia, PA-NJ-DE-MD 169,407,096 4,078,575 1,223 2016 1 Toronto Transit Commissionh TTC Toronto, ON, Canada 261,112,835 -- 1,920i 1991 1 Washington Metropolitan Area Transit Authority WMATA Washington, DC-VA-MD-WV 123,124,352 3,949,021 1,290 2016 1 York Region Transit YRT York Region -- Greater Toronto Area, ON, Canada -- -- -- 2005 1 NOTES: Unless otherwise stated, ridership revenue hours, and peak vehicles data are obtained from the National Transit Database (2017)
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Survey Results 19 • TSP overall experience and operations • Participant information Appendix C contains a flowchart summarizing the overall survey design. Custom survey web links were provided to each transit agency to permit the survey to be easily shared among multiple people within the transit agency or at local partner organizations in an effort to obtain all requested information.
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20 Transit Signal Priority: Current State of the Practice Table 3. List of survey respondents and current TSP status.
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Survey Results 21 Of responding transit agencies with active TSP deployments, the oldest TSP system was deployed in 1991 by the Toronto Transit Commission (TTC) , and the most recent in 2018 by the Central Ohio Transit Authority.
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22 Transit Signal Priority: Current State of the Practice Requesting Priority There are many potential business rules to determine whether buses are eligible to request priority at a TSP-enabled intersection. One focus of the survey was to determine whether TSP deployments required buses to be in a certain operational status to request priority (i.e., behind schedule, outside of a headway window, or carrying a minimum number of passengers)
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Survey Results 23 Of the 13 deployments with at least one condition, every deployment used schedule deviation, and two deployments also used passenger loads. Schedule Deviation Parameters For each deployment group, transit agencies provided the minimum amount of time that a bus must be running late before it may begin to request priority.
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24 Transit Signal Priority: Current State of the Practice Intersection Check-In and Check-Out For each deployment group, transit agencies identified how many seconds before arriving at an intersection a priority-eligible bus sends its priority request (i.e., checks in to an intersection) , assuming locations with no constraints for nearby bus stops or other signals.
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Survey Results 25 Green Extension Parameters Transit agencies identified by how many seconds the green light is typically extended, assuming locations with no constraints for nearby bus stops or other signals. Transit agencies provided ranges (for example, 5 to 10 seconds)
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26 Transit Signal Priority: Current State of the Practice groups that had parameter data. Deployment groups with ranges larger than a single column range are counted in multiple columns in the chart.
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Survey Results 27 Restriction Type Deployment Count Lockout 16 Location (some intersections/corridors are not eligible) 10 Direction (some route directions are not eligible)
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28 Transit Signal Priority: Current State of the Practice Of the 11 deployments that specified a time of day rule, three restrict TSP use to a.m.
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Survey Results 29 100%, and the averages across all deployment groups were 45.8% near side, 42.6% far side, and 11.6% mid-block. Figure 8 shows the distribution of stop locations on TSP-enabled routes.
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30 Transit Signal Priority: Current State of the Practice TSP Handling at Near-Side Bus Stops Deployment Count Yes, bus requests TSP before bus stop 14 Yes, bus requests TSP after leaving bus stop 10 No, TSP is disabled at near-side stops 6 Response missing 1 Total Deployment Groups 31 Table 16. TSP provision at near-side stops.
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Survey Results 31 (For example, four deployment groups had between 20% and 29% of TSP corridor miles with dedicated bus lanes.) TSP Performance Monitoring, Operations, and Maintenance This section presents the results from survey questions about TSP performance monitoring and operations and maintenance practices.
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32 Transit Signal Priority: Current State of the Practice Lessons Learned, Benefits, and Challenges This section summarizes responses to survey questions about perceived benefits, perceived challenges, and lessons learned. Perceived TSP Benefits Agencies rated the impact of TSP on various facets of bus operations on a 5-point Likert scale, from "1 -- made significantly worse" to "5 -- made significantly better." Between 24 and 27 responses were received for each factor; the results are summarized in Figure 10.
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Survey Results 33 Table 19. Benefit groups and priority combinations.
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34 Transit Signal Priority: Current State of the Practice 24 of 31 deployment groups. Disabling TSP at near-side stops appears to be associated with lower benefits, while requesting TSP after leaving near-side bus stops appears to be associated with higher benefits.
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Survey Results 35 • Constant monitoring of software and hardware advances is important to keep TSP systems up to date. • Selecting the appropriate business rules and parameters is critical and takes time to refine.
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