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Transit Service Sketch Planning Tool User Manual

1. Travel Cost in dollars 2 11 In Yehicle Travel Time I VTT in minutes 17 09 Headway in minutes 0 Transfer Wait Time in minutes 0 Walk Access in minutes 0 Walk Egress Time 0 in minutes m Oo m TAEC TAUA ak 1 405 2 205 2 145 11 595 11 3 17 045 18 81 6 58 16 315 7 245 aal 1E E TAC N Drive Access Time in minutes 2 Number of Transfers es Travel Time Reliability lt Late Twice a Month 4 gt lt Late Once a Month 3 gt a ar mar D 223 lo lo ace BIE Cancel Existing Average LOS for al served Trips In most cases such as when applying the SPT on a relative basis to compare two scenarios the default conditions can be used for the base condition and LOS adjustments entered in the Change in LOS window can be used to define the test condition The two conditions can be compared in one run of the SPT comparing the Base Ridership with the Estimated Ridership in the Results window However it is sometimes desirable to calibrate the existing average LOS to known conditions to establish a basis for comparison with changed conditions such as when the default average LOS appears to differ unacceptably from the existing conditions or the user is trying to simulate the exact conditions on single Pace service running through a set of zones and wants to ignore other potential transit itineraries This can be accomplished by using two separate runs of the SPT
2. In the References window Figure 2 5 under Available references locate Active X data Objects library 2 5 or Active X data Objects library 2 6 if available Microsoft Scripting Runtime and Microsoft Excel 10 0 Object Library or Microsoft Excel 9 0 Object Library Click the checkbox one time to add a check Proceed to Step 8 1 In general a newer version is acceptable for use There may be some instances where a newer version of the library does not function properly with the tool Cambridge Systematics Inc 25 Transit Service Sketch Planning Tool User M anual Figure 2 5 Visual Basic References Window Available References ESRI Editor Object Library ESRI GeoReferenceUI Object Library ESRI LocationUI Object Library ESRI GeoDatabaseDistributedUI Object Library Browse ESRI EditorExt Object Library ESRI Geoprocessing Object Library a Microsoft Common Dialog Control 6 0 5P3 Normal Priority Microsoft Windows Common Controls 6 0 SP6 ESRI MapControl Microsoft Activex Data Objects 2 5 Library KUKKIA Microsoft Excel 10 0 Object Librar Microsoft Scripting Runtime Microsoft Scripting Runtime Location C WINDOWS system32 scrrun dll Language Standard 10 2 6 Click OK Click the Save icon on the toolbar along the top of the Visual Ba
3. Adjustments A pplied Results Run 1 794 Run 2 18 Total 812 Transit Service Sketch Planning Tool 1 17 Run2 A B gt A Transfer IVTT Headway Time 8 5 5 2 2 25 Step 2 Route 348 with Alignment Changes User M anual 0 17 3 5 Travel Number of Time Transfers Reliability 0 56 3 5 Different groups of origin and destination zones were selected to represent the extension and well as additional connecting services along the new portions of the route The selection set is depicted in Figure 8 6 There are few changes in LOS targets Reliability remains an issue with Route 348 Target costs and headway remain the same IVTT is increased to 10 reflecting the likelihood of longer trips occurring on the extended route Cambridge Systematics Inc 8 19 Transit Service Sketch Planning Tool User M anual Figure 8 6 Extended Route 348 Zone Selection Set File Edit View Insert Selection Tools Window Help De Ss SOx io s frsss 4 Peon QQuuT es gt BROOMS A oS S SS e foes ge ereere fisef a Oe Editor Y Task Create New Feature trt S YS ay a T Pace SPT g Clear Graphics O PaceFacilties O ctarailstations C MetraRailstati PRS e p H M CTARailines CI PaceRoutes NN perenne ET CO MetraRailRout CTABusRoute CO ART Routes O Roads C Include Served OD Pairs Only El E Roads RTETYP C Include Unserved OD Pairs Only 114 123 21 Incl
4. CIT an gt earudAr Or sree Ewet P Gee Gates Tg p E i rere Ep PORSCHE ipod tet oem s alala sfm aa firan now i n I Pet ons bes cs vena nt re A Chote pa J ure f See Ten w yee Caang caon sj Coe LISa 001 Pee m 4 3 Select Origin TAZs As seen in Figure 4 3 there are five different methods for selecting TAZs The user can click on the text itself or on the circle on the left side in order to select a method 4 2 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual Figure 4 3 Select Origin TAZs Origin TAZ Selection x Select origin TAZs using one of the following methods TAZ Selection Options Method 1 Select TAZs directly from TAZ Map or by TAZ Number C Method 2 Select TAZs by buffering around a POINT feature C Method 3 Select TAZs by buffering around a LINEAR feature C Method 4 Select TAZs falling inside a POLYGON feature Method 5 Use TAZs from previous scenarios Cancel The instructions for each method are as follows Method 1 Select TAZs directly from the TAZ map layer or by typing in TAZ num bers This option is used if the user knows the numbers or the location of the origin TAZS Method 2 Select TAZs by buffering around a point feature This option is used when the user wants to evaluate trips originating within a certain travel distance of a point feature for example a rail station M ethod 3 Select TAZ
5. CTA bus routes Pace bus routes Traffic analysis zones TAZs E Township boundaries Household density by TAZ Less than 1 HH acre 1 to 2 HH acre E 2 3 HH acre HEM 3 oe ttt acre HE 6 to 10H acre e Greater than 10 HH acre 510 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual m 5 6 Level of Service Data 5 6 1 Development of LOS Data for Served O D Pairs Default LOS data for each of the mode choice model parameters are needed to apply the model BRT ART Express Transit route data were input by CS into EMME 2 and then LOS data for the system were generated using EMME 2 For the other modes the LOS data were obtained from the CATS 2005 transit databank which is housed in the EMME 2 modeling platform The EMME 2 software calculates LOS by weighting the attractiveness of each possible transit path that is possible for a given origin destination O D zone pair The resulting LOS incorporates the reality that multiple transit paths are possible for many O D pairs in the six county region Cambridge Systematics developed customized transit LOS tables by extracting skims from the CATS transit databank that were tailored to the needs of this project Two mode runs were conducted In the first run only walk access was permitted This allowed the creation of LOS variables that could be properly associated with O D pairs that only have walk access available at the origin Furthermore it
6. Old total value for transit market before LOS changes The value for Predicted N ew Daily Riders can be annualized if needed Example 2 Improve Peak Only Service 30 M inute Frequency on Route 507 Due to high ridership the short term service recommendations include an increase of service frequency during peak hours from 60 minute service to 30 minute service on Route 507 The short term service recommendations also include elimination of a one way deviation on Theodore Road and Essington a Travel Market problem and an expansion of weekday and Saturday span of service to 10 00 p m to better serve the Westfield Louis Joliet Mall a Service Span problem This example focuses on the change in level of service Because we decided to calibrate existing LOS to existing values of Pace fare and in vehicle travel time the problem was divided into two steps The first step evaluated the number of transit trips served under the current level of service The Estimated Ridership from a group of SPT runs that included adjustments to default LOS to reflect existing conditions was used as a basis for comparison with the results of the second step The second step evaluated the number of transit trips served under the recommended level of service If the default values had been retained the change in LOS as a result of the recommended change could be evaluated by comparing the Base Ridership with the Estimated Ridership in asingle group of SPT runs Ste
7. Quon 4 QUer eve QUraw UrAD M Next the ridership for all existing modes is calculated Two different methods are used to calculate ridership For served O D pairs that have at least one JTW transit trip and at least one JTW drive trip the unadjusted mode shares are applied to the actual JTW drive and transit trips Method A For served O D pairs that have either zero JTW transit trips or zero JTW drive trips the unadjusted mode shares are applied directly to the total JTW transit trips Method B For unserved O D pairs the unadjusted mode shares are applied directly to the total JTW transit trips Method B Definitions TRIPS is the number of trips that use mode M for a given O D pair 1 This step was needed for application purposes If Method A is used and if there are either zero auto or zero transit trips then the change in probability by mode is multiplied by zero i e when Method A is used for these particular O D pairs then the software tool will predict no change in ridership even for large changes in LOS Therefore it was necessary to eliminate the zero values by applying the mode choice model directly to the total JTW trips on these O D pairs Cambridge Systematics Inc 6 3 Transit Service Sketch Planning Tool User M anual puis the probability of choosing mode M JTW prive and JTWreansit are the number of Journey to Work drive trips and transit trips respectivay between a given O D pair JTW is the total n
8. e Access and egress walk time e Driveaccess time or shuttle ride time and e Travel time reliability 4 5 2 Type of Analysis The user also has the option to specify the approach that will be used in the analysis Two types of analysis are built into the SPT The first technique is used for estimating mode share for origin destination O D pairs that currently have transit service The second technique was developed to estimate mode share for O D pairs that currently have no transit service To enhance the flexibility and analytical power of the program three analysis options are provided to the SPT user e Analysis is performed on served O D pairs only This procedure estimates changes in demand only for origins and destinations in the selected market that currently have walk access to transit service The mode choice model is applied using an incremental approach that pivots off of the existing mode share reflected in the Census trip table 412 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual e Analysis is performed on unserved O D pairs only This procedure estimates changes in demand only for origins and destinations in the selected market that currently have either no transit service or drive access to transit only The model is applied in a direct manner using default LOS values to compute base potential ridership For O D pairs with no transit service these default LOS values are cal
9. Draw Polygon TAZ on the map I Select one or more municipalities from the list and get associated TAZs Hold down the SHIFT key For multiple selection Addison Algonquin Alsip Select one or more townships from the list and get associated TAZs Hold down the SHIFT key For multiple selection Addison Alden Algonquin I Select one or more subregions from the list and get associated TAZs Hold down the SHIFT key for multiple selection Cook DuPage Kane Previous Cancel Note Each method selects zones whose centroids are completely inside the polygon a If the Draw a polygon feature and select all the TAZs within it option is chosen i Click the button Draw Polygon on the Map ii The following message will pop up 48 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual Figure 4 11 Draw Polygon Features on the M ap xi Please draw Polygon features on the map iii Draw a polygon on the map view iv Click OK All TAZs within the polygon will be selected b If one of the other options is chosen i Select one or more municipalities townships or other regions from the corresponding dropdown lists ii Click the Select All button to select all municipalities townships or other regions that are in that category iii Click the Clear All button to clear all selections When the user selects Method 5 the following form Figure 4 12 will pop
10. Figure 2 4 Select M acros and click on Visual Basic Editor Figure 2 4 Figure 2 4 Open Visual Basic Editor amp PaceSPT mxd ArcMap Arc iew File Edit View Insert Selection Tools Window Help oes FO BO 0 SHa amp amp Bis Etter Toobar esn Graphs Editor A Task ah gt Pa Reports gt Geocoding gt TS PACE SPT Clear Graphi Add XY Data a amp 7 Add Route Events ArcCatalog O PaceFacilities a O craraistations M gt ooo O MetraRailStations Customize Visual Basic Edito M CTARailines E PaceRoutes Extensions O MetraRailRoutes Styles gt M CTABusRoutes Options Tea we A O ART Routes O Roads E Roads ntetTvn From the menus along the top of the Visual Basic Editor window click on Tools Click on References In the References window Figure 2 5 under Available references check to see if there is any library that starts with Missing for example Missing Microsoft Excel 9 0 Object Library or Missing Active X data Object Library a If you there no library that starts with Missing then proceed to Step 7 b If Missing object library is listed under Available references verify that it is NOT checked If it is checked click the checkbox onetime to remove the check
11. The user also can get routes from the map by clicking the Get Routes from Map button and then select any route on the map view The selected route will be added to the list of route names v Click the Clear button will clear all selected route names from the list b If the Draw a Linear Feature option is selected i The Baie AIEEE button will be enabled ii Click the ____Drawline s on the map button and draw a line on the map view The caption of the button will be changed to Stop Drawing Cambridge Systematics Inc 4 7 Transit Service Sketch Planning Tool User M anual iii Enter a numeric buffer distance When a numeric value of buffer distance is entered a buffer will be drawn around line and displayed on the map view All TAZs within the buffer will be selected When the user selects Method 4 there are four options for specifying the origin TAZs draw a polygon on the map select TAZs within one or more cities select TAZs within townships or select TAZs within other subregions eg counties Suburban Cook etc Please note that only TAZs that have centroids which lie completely within a selected polygon will be selected using this method The user may select multiple types of polygon features Figure 4 10 Select TAZs by Polygons Select Origin TAZs from Polygons x Select a one or more methods of polygon selection Draw a POLYGON feature and select all the TAZs within that
12. These fare data were obtained by CATS from the transit agencies prior to 2005 so current fare levels are not reflected in the default LOS data In order to use current fare levels data would have to be obtained from each transit agency and then coded into the modeling platform A new multipath multimodal assignment would then need to be performed This process would be very time consuming especially for Metra s complex fare structure Instead the SPT analyst can convert the input output fare data to the year of interest This approach also is recommended as fares change in future years Transit fare has been split into two components for this project Pace and non Pace These components are not available directly from the model Therefore they were obtained using the assumptions and decision rules in Table 5 4 In general for drive access trips none of the fare is associated with Pace if there are no Pace boardings on the itinerary If there are both CTA and Pace boardings on the itinerary then Pace is assigned 12 5 cents under the assumption that CTA receives the initial boarding fare If there are Pace boardings but no CTA boardings then Pace is assigned all of the non M etra fare For walk access trips Pace is assigned the boarding fare when it is available at the trip origin and when CATS model shows a viable transit itinerary that uses Pace for at least one segment In other cases Pace receives a transfer fare when the boarding fare w
13. Transit Service Sketch Planning Tool User M anual 8 2 3 Transit M arket Changes The Transit Market problem type is used when there is a change in the geographical areas being served The Transit Market problem type uses the SPT to generate a prediction of the number of transit trips served by a new route or an alignment change to an existing route To compute predicted new daily riders the result can be compared with a base condition reflecting a current route The relative change between runs comparing a base condition and a test condition can be applied to existing route level ridership for small changes to existing routes but in cases where there are significant new areas served using the results of the SPT as a proxy for ridership may be more appropriate For the SPT analysis of the Initiative area service recommendations potential new routes are compared based on their overall transit market served Level of service changes are applied to match the base ridership level with the new services planned Existing ridership and overlapping existing services are not considered in this series of analyses Only the origins and destinations along the critical route and its connecting services are considered as described in the M arket Shed discussion in Section 8 1 3 Factors are applied to translate trips estimated by the SPT into total potential daily unlinked trips associated with all trip purposes A non work trip factor is applied to most ro
14. Transit Service Sketch Planning Tool User Manual 7 2 1 Calibration of Pace Trips Pace and Non Pace Classification Previous versions of the SPT in other regions did not allow the user to evaluate changes in LOS on transit ridership that is specific to individual transit agencies This feature was introduced in the Pace SPT As a result the user can evaluate the impact of changes in the LOS provided by Pace on potential work trips served by Pace The user also can evaluate the impact of changes in the LOS provided by non Pace modes 1 LOS In order to evaluate the impact of changes in Pace service on potential work trips served by Pace the underlying dataset makes a distinction between Pace and non Pace levels of service The Pace LOS is the portion of the LOS that can be attributed to Pace services between a given O D pair If an O D pair is served by Pace and only Pace then all of the transit LOS for that O D pair will be assigned to Pace LOS If an O D pair is not served by any Pace buses for any portion of the tran sit path then all of the transit LOS for that O D pair will be assigned to non Pace LOS If an O D pair is served by Pace and non Pace services then Pace LOS and non Pace LOS are calculated as described in Section 5 8 The Pace and non Pace portions of LOS are not influenced by the actual number of trips between a given O D pair Instead the total LOS is determined by EMME 2 which determines the optimal transit path
15. service recommendations Zones A TAZsserved by critical segment B TAZs served by remainder of route and connecting services Runs 1 A gt A B All trips with origins along critical segment and internal trips 2 B gt A AIl trips with destinations along critical segment m 8 2 Problem Types Three problem types were developed to accommodate the variety of service changes recommended as part of the Initiative The three major problem types are as follows e Service Span Changes For changes of service span such as the addition of evening or weekend service e Level of Service Changes For changes to service characteristics such as cost headway travel time or reliability and e Transit Market Changes For changes to the geographic transit market served such as a route extension truncation or deviation as well as the creation of a new route Every service recommendation can be analyzed using one or a combination of the three methodologies 8 6 Cambridge Systematics Inc Transit Service Sketch Planning Tool User M anual 8 2 1 Service Span Changes The Service Span problem type uses the distribution of existing ridership on Pace routes to predict the change in annual ridership likely to occur when new service periods are introduced The SPT which estimates all day trips only is not used for this problen type The distribution of ridership by service period on Initiative area routes is shown below in Table 8 1 These
16. 2 24 Mstalkthe SPT Aiia a aa nah e N 2 2 2 5 Special Installation Instructions seseseseseseseeseesereesrrrresesesesrsrsrestststsrererereereese 2 4 3 0 Getinge Started e 2 2 sank tuo saaetacs on sentenced sates Suet aactbdvennedeupsanctbepuadss oase Ssss E 3 1 Os Staring AEM Ap sects asst cite sees aie coca toes e av tei am eae es AAAA aE ROR e 3 1 3 2 Map MGCL ACG anaa a a a A E S G E 3 3 3 3 ArcMap Built In Toolbars ssesssesesesesessesesesesesesesesessssssesesesesentesesesesesrnroseseseseses 3 4 34 Custom Built LOOM cris riere aea rarena eE aiaa eE Ea Te aE eraa iiaii 3 5 ALO SPTApplica tiot soes nnrir oe E an E E E ea 4 1 4T Start th HOON x55 25s o ennet iot E eE E E E e E E E EE ESE 4 1 4 2 Specify Database First Time Use Only cciviseencctancigscassionesossvankctnnnseetoxegaentncwer 4 2 AED Select Ornon TAZ Seire Te ea E e E a ETE E A E S e AT EE 4 2 44 Select Destination TALS aiecsiesascisvcisviccsvais tooth abontinvabisblgey sauysndvbundpeisuleepbacntags sans 4 11 4 5 Specify Ley l f STV ICES sisii canaries h a a ahaa at 4 12 45 1 Levebof Servicen E r eea 4 12 45 2 Typebf ANalySiS sesine ferenti asear E Ae E Earn i ipii een eaitey 4 12 4 5 3 Include BRT ART Express Transit in the Analysis cccceee 4 13 4 6 Report Ridership Results e ssssesesesesesesssseresesesessesestsesesesesesesessssesesesesreeeseseseses 4 15 47 S ve Results aac greyed i a E AE e E Renee aR 4 16 5 0 Da
17. 5 10 LOS Data for Served and Unserved O D Pairs before Introduction of Hypothetical Pace Service Using Example in Figure 5 4 LOS Data Origin Destination JTW Trips Service Type Walk Access Drive Access Origin 1 Destination 1 14 Unserved N A N A Origin 1 Destination 2 10 Unserved N A CATS Based Origin 1 Destination 3 115 Served CATS Based N A Origin 1 Destination 4 6 Served CATS Based CATS Based 5 24 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual Table 5 11 LOS Data for Served and Unserved O D Pairs after Introduction of Hypothetical Pace Service LOS Data Origin Destination JTW Trips Service Type Walk Access Drive Access Origin 1 Destination 1 14 Unserved Simulated N A Origin 1 Destination 2 10 Unserved Simulated CATS Based Origin 1 Destination 3 115 Served CATS Based N A Origin 1 Destination 4 6 Served CATS Based CATS Based 5 8 3 Pace Trips To ensure that changes to Pace LOS will only be applied on O D pairs that are served by Pace itinerary data contained in the CATS regional travel demand mode was used to identify trips that would most likely take place on Pace Existing transit trips on a given O D pair are considered to be Pace trips if Pace in vehicle travel time IVTT is greater than zero for the itinerary that serves the O D pair Therefore changes to Pace LOS will only be applied on O D pairs that are served by Pace Likewise if Pace IVTT on a given O D pair is zero then changes
18. Carpool Vanpool N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A 0 0 N A N A N A N A 0 146 1 5 0 146 1 5 0 152 1 5 0 152 1 5 0 237 2 4 0 237 2 4 Existing Transit Walk Access Drive Access 0 152 1 5 0 152 1 5 0 202 2 0 0 202 2 0 0 152 1 5 0 152 1 5 0 0263 2 6 0 0263 2 6 0 0377 3 5 0 0377 3 5 0 0073 0 6 0 0073 0 6 0 0377 3 5 0 0377 3 5 0 0263 2 6 0 0263 2 6 0 0073 0 6 0 0073 0 6 0 0263 2 6 0 0263 2 6 0 0348 3 5 0 0348 3 5 0 252 5 1 0 252 5 1 0 0 0 221 0 221 BRT ART Express Transit 0 152 1 5 0 202 2 0 0 152 1 5 0 0263 2 6 0 0377 3 5 0 0073 0 6 0 0377 3 5 0 0263 2 6 0 0073 0 6 0 0263 2 6 0 0348 3 5 0 252 5 1 0 0 221 1 9 0 265 2 1 0 219 1 8 0 382 2 3 0 345 2 1 5 7 Transit Service Sketch Planning Tool User M anual m 5 5 BRT ART Express Transit Network Another data effort involved the devdopment of default assumptions for the LOS pro vided by anew BRT ART Express Transit mode To estimate many of the LOS elements of this new mode Cambridge Systematics explored several options including a simple grid based approach as applied for the choice experiments using Pace s currently pro posed ART network and simulating the Vision 2020 network using a simple travel demand mo
19. Figure 2 2 If it is checked uncheck the Read only box click Apply and then click OK Otherwise click OK 2 2 Cambridge Systematics Inc a a ne a Transit Service Sketch Planning Tool U ser M anual Figure 2 1 File Installation for the Access D atabase aas Fle Edt Wew Favorkes Tods Hep r Oua F Dwa i gt rn gt X 9 Ates gt CIPIT FINA Database 16 Name L Swe Date Modfied type ji B5620 9 12007 Ot AM Marosoft Access Ap Onpirys the properties of the sninctexd tems Figure 2 2 Provide User with Write Privileges to Access D atabase ISPT_LOS SHORT_ ERSION mdb Properties _2 gt General Security Summary NetWare Version aI SPT_LOS_SHORT_VERSION mdb Type of file Microsoft Access Application Opens with Microsoft Access Change Location C ASPTASPT_FINAL Database Size 836 MB 876 974 080 bytes Size on disk 836 MB 876 974 080 bytes Created Wednesday September 12 2007 8 31 26 AM Modified Wednesday September 12 2007 8 31 26 AM Accessed Today September 24 2007 2 00 50 PM ead only J Hidden Advanced Attributes E M ake sure the Read only box is unchecked Cancel Apply Cambridge Systematics Inc 2 3 Transit Service Sketch Planning Tool User M anual 4 Navigate to the MXD folder Right click the PaceSPT mxd file on your local computer and click on Properties Under Attributes ve
20. Ridership Distribution Factors are obtained by calculating the proportion of existing ridership for 2006 among Pace routes in the Initiative area that serve all relevant periods of the week Table 8 1 Service Span Ridership Distribution Factors and Annualization Factors Distribution of Annual Time Period Ridership Annualization Factor Weekday a m 20 6 255 Midday 29 2 p m 22 3 Evening 13 7 Saturday a m 2 2 52 Midday 3 1 p m 2 4 Evening 1 5 Sunday a m 1 2 58 Midday 1 7 p m 1 3 Evening 0 8 The ridership change associated with changes in service span is calculated as follows Predicted New Daily Riders Ridership for Adjustment x Period Span Factor x Ridership Factor All Time Periods Note that the Ridership for Adjustment varies depending on whether the route is currently served or proposed For existing routes Pace ridership data is used For new Cambridge Systematics Inc 87 SSS Transit Service Sketch Planning Tool U ser M anual routes SPT based ridership is used by applying the Transit Market Methodology described in Section 8 1 3 The Period Span Factor reflects two important characteristics hours of service and frequency The factors for each time period range from 0 to 1 with 0 reflecting no service and 1 reflecting full service during a time period For the series of analyses of service recommendations in the Initiative area a route that offers service for an entire time period with
21. Service Sketch Planning Tool User M anual Figure 5 3 Definition of Served and Unserved O D Pairs r Notransit serviceis available UNSERVED Destination 1 Only drive access to transit service is available UN SERVED gt Destination 2 Only walk access to transit service is a available SERVED _ Destination 3 Both walk and drive access to transit service are available SERVED _ Destination 4 Table5 8 Served and Unserved JTW Trips by Origin County Served O D Pairs Unserved O D Pairs All O D Pairs Total Unserved Percent Percent Total Served Trips Served Trips Unserved Total Trips Cook 1 792 364 81 420 669 19 2 213 033 DuPage 228 611 53 204 976 47 433 587 Kane 77 915 45 96 272 55 174 187 Lake 88 975 31 197 989 69 286 964 McHenry 26 032 22 94 076 78 120 108 Will 64 618 30 153 410 70 218 028 Total 2 278 515 66 1 167 392 34 3 445 907 The availability of transit service by walk access and drive access was assessed by examining the transit LOS between the origin and destination zones using EM ME 2 If the in vehicle time for a trip that uses walk access to transit is zero then walk access to transit is considered to be unavailable If the in vehicle time for a trip that uses drive access to transit is zero then drive access to transit is determined to be unavailable In some instances the best path that is derived by EM
22. TEEPEE E EERE reini tE 4 8 4 11 Draw Polygon Features on the Map ssssssssssssssesssssssesessesesresesessenensesesernenrereseeseneeee 4 9 Cambridge Systematics Inc v Transit Service Sketch Planning Tool User Manual List of Figures continued 4 12 Import from Existing Scenarios 2 vyussssdvs lpindeviounereysind eanianstadesnnderionsestesesveneveesstvalovens 4 9 4 13 Warning Select At Least One Scenario siisiitseicassodascuterssccsenvsderstvnesssvsnesoeondvesssevnenees 4 10 4 14 Warning Scenario File Format sessssessessssssessesesesresesresesreseresisesnesterenesneseeresesreses 4 10 A 15 Select Destination TAZ Sicona a n Gua a a a Cols 4 11 ALG Analysis Approach Ser eens iita ate A haion a aE A ealo vai iassa 4 13 AAT LOS Input Form ene riano p neat AEE E EEEE EA EE A E 4 14 418 View Existing Conditl nS sitsers metini iiaa ie reia ei aa ide wot oe ie ecto eon Re EEN 4 15 4 19 Rid rship Output en e orra ea E aE E E E a E aE ai Eeee bled 4 16 4 20 Specify Scenario Qutp t Fil sosisini irrien a n EE Ee Ea 4 17 4 21 Options for another Model Run ssesssesssessseseessssssssrsrerrererserisrsesesesesssssssstsrerererreeeese 4 17 4 22 PXITOPHONS sess ssi soesscnstassnshadcwuiis inestasbenasones rosera teet nett a E esa bons besbongrannabaonmnabsteaoteabansobnnnticn 4 18 5 1 Illustration of Converting Census Block Group Data to the CTPP TAZ Level 5 3 5 2 T wnship CategorieS ts oie saa ea E a a e A A A EA AE a a Sata
23. allowed estimation of the model using walk access as a submode Similarly another run was conducted in which only drive access was permitted The resulting LOS data were assigned from the CATS zone level to the CTPP TAZ level using a correspondence table that was developed using GIS Each CTPP TAZ is associated with the CATS zone in which the centroid of the CTPP TAZ lies This section describes the variables their data sources and the assumptions where applicable that were used to customize the data for this project Each mode is discussed in turn drive alone shared ride existing transit and BRT ART Express Transit ART Express transit After the LOS data were generated the variables were separated into Pace and non Pace components i e an effort was made to separate LOS components for the segments of a trip provided by Pace from segments provided by other transit agencies In this manner it will be possible for the SPT to reflect the effects of changes to only the Pace portion of a trip on O D pairs between which the best itinerary involves other carriers 5 6 1 1 Drive Alone Cost The cost for drive alone trips was calculated by multiplying the highway distance of the model assigned best itinerary between the origin zone and the destination zone which was obtained from the CATS 2005 model by 30 cents mile which is an average value of 16 5 for automobile operating costs that was obtained from the American Automobile Associat
24. applied directly For the carpool mode a constant of 1 7 was introduced This constant is applied in addition to the model constants by cluster For vanpool the constant for each cluster was changed from 1 22 to 5 00 For both existing transit modes and the proposed transit mode a constant of 2 6 was introduced Table 7 1 shows the results of applying the mode choice model with these new constants to the Journey to Work dataset JTW data has limited accuracy at the detailed mode level Therefore JTW mode shares are only derived for three modes drive alone shared ride and existing transit The JTW shared ride total is further broken down into carpool and vanpool The calibration target for the vanpool portion is roughly 3 000 vanpool trips in the region each workday As Table 7 1 shows the adjusted model performs very well in calculating drive alone shared ride and transit mode shares at the regional level Furthermore total carpool plus vanpool share is close to the actual JTW shared ride market share However even with a very large negative constant of 5 the model over predicts vanpool trips significantly with over three million trips to work each day a one percent mode share in the Chicago region is equivalent to about 30 000 trips Nevertheless because using an even greater adjustment would make the model much less sensitive to changes in LOS for vanpool the constant of 5 is maintained 1 This number was derived from the
25. evaluated for trips that originate in this zone and are destined to one of the following four fictional destination zones Destination Zones 1 4 For O D pairs that already are considered served there is no change in LOS However for O D pairs that are unserved LOS characteristics for a new _ walk to transit service are computed The assumed characteristics of these services are described in the SPT User Manual Because these Cambridge Systematics Inc 5 23 Transit Service Sketch Planning Tool U ser M anual services are new services that would be offered by Pace the mode choice model is applied directly to the overall JTW trip total to calculate mode shares for these O D pairs Figure 5 4 Treatment of Served and Unserved O D Pairs No transit serviceis available UN SERVED LOS for a direct Pace service is computed Only drive access to transit service is available UN SERVED walk to transit LOS is computed for Pace plus existing service trip drive access LOS remains the same Only walk access to transit service is available SERVED no changein LOS Both walk and drive access to transit service are available SERVED no change in LOS gt Destinationl gt Destination2 Destination 3 Destination 4 Tables 5 10 and 5 11 show what the data look like before and after introducing the LOS changes based on the served unserved distinction Table
26. for travel between a given O D pair using a bundled combination of all possible services between the origin and destination 2 Trips The underlying dataset also distinguishes between Pace and non Pace trips This is done separately for the walk to transit mode and the drive to transit mode The same procedure is performed regardless of whether an O D pair is classified as served or unserved Before this classification is determined the walk to transit and drive to transit mode shares and ridership numbers are calculated Table 7 3 shows an example of determining whether a given transit trip is considered Pace or non Pace If a given O D pair has some walk access to transit trips and if the walk access to transit path includes IVTT on Pace buses then the walk to transit trip is classified as a Pace walk to transit trip Otherwise it is classified as a non Pace walk to transit trip The same logic is followed for O D pairs that have drive access to transit trips The BRT ART Express transit mode does not use this distinction because this mode is assumed to be entirely operated by Pace So by default all trips on this mode are Pace trips The exception to this is the Number of Transfers and the Transfer Wait Time These two variables are never classified as either Pace or Non Pace LOS characteristics 7 4 Cambridge Systematics Inc Transit Service Sketch Planning Tool User Manual 7 2 2 Application of LOS Changes to Pace and Non Pace Tri
27. hl Please select atleast one Scenario File from the list Box ii If one or more scenario files are selected but the selected file format does not conform to what is required for the scenario file the following warning message pops up Theuser needs to remove the scenario file from the evaluation list Figure 4 14 Warning Scenario File Format x The text File selected does not have zone information in the Format required For this tool 4 10 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual E 4 4 Select Destination TAZs The next step is to select destination TAZs As discussed in the previous section the user can select origins and destinations from the same saved file If the user wants to create a new set of destination TAZs Figure 4 15 will be shown It is possible to specify that the destination TAZs are the same sets of TAZs as the origins If the user checks this selection all other five selection methods are disabled Otherwise the user can select destination TAZs using one of the origin TAZ selection methods as specified in Section 4 4 Figure 4 15 Select Destination TAZs Destination TAZ Selection i x Select destination TAZs using one of the following methods TAZ Selection Options Method 1 Select TAZs directly from TAZ Map or by TAZ Number Method 2 Select TAZs by buffering around a POINT feature Method 3 Select TAZs by buffering around a LINEAR feature C Method 4 Se
28. of Average Existing LOS The SPT predicts transit market share across all possible itineraries based on a generalized Level of Service applied to all selected zone pairs The base LOS is defined to reflect the trip weighted average of existing conditions for each mode choice consideration across all selected zone pairs However while a four step mode could apply different LOS changes to each zone pair based on various types of changes that may affect some zone pairs more than others the SPT applies similar absolute or relative changes to all selected zone pairs The Average Existing LOS window is a powerful tool in the evaluation process In general this window is intended to inform the user about what values are reasonable for changes in LOS The default values in this window are more easily understood when the following features of this window are recognized e As a trip weighted average default LOS for selected zone pairs unchanged by adjustments in the Change in LOS entry window if there are no trips by a given mode for every zone pair in the selection set the LOS fields will be populated with zeroes for that mode e The average existing LOS for Pace and non Pace trips is presented in this window The data in the Pace column corresponds to the Pace portion of LOS throughout the zone pairs in the selection set For example if all zone pairs in the selection set have 10 minutes of Pace in vehicle travel time IVTT and 15 minutes of
29. origin TAZ that belong to market segment 5 0 0226 x in vehicle travel time in minutes for drive alone mode x percentage of residents in the origin TAZ that belong to market segment 6 0 0186 x in vehicle travel time in minutes for drive alone mode x percentage of residents in the origin TAZ that belong to market segment 7 0 146 x 1 if average probabiliy of being late is once a month 0 otherwise 0 152 x 1 if average probabiliy of being late is twice a month 0 otherwise 0 237 x 1 if average probabiliy of being late is once a week 0 otherwise When a mode is unavailable for given O D pair the Utility equals 99 to denote the mode as unavailable 6 1 22 Mode Share After the utility calculations the base mode shares are calculated Different calculation procedures are used depending on whether the O D pair is served or unserved and whether BRT ART Express Transit is included in the analysis BRT ART Express Transit Not Ind uded When BRT ART Express Transit is not included in the analysis mode shares are calculated for all existing highway and transit modes as follows First the unadjusted mode shares are calculated Definitions U m is U tility of mode M pu s the probability of choosing mode M 62 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual U e DA PDA gt elm M U e GP Pcp Sele oUm M eve M Uraw PTRW Siete M Urap PTRD yee M where ye
30. same O D pairs but different analysis approach i e change between analyzing served unserved or all O D pairs 3 Run the mode choice model again with same O D pairs and same analysis approach but different LOS changes 4 Quit the mode choice model application program If the user chooses Option 1 proceed to Section 4 3 b If the user chooses Option 2 proceed to Section 4 5 or c If the user chooses to Quit the mode choice model application program the window that is shown in Figure 4 21 will appear 1 Start Over the program starts from the beginning 2 Exit Completely SPT application will terminate or 3 Cancel Exit the program will return to the previous screen Figure 4 20 Figure 4 22 Exit Options Exit Options xj Do you wish to Exit Completely Cancel Exit 4 18 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual 5 0 Data Sources The SPT applies the mode choice model that was estimated based on the market research results and thus uses many types of input data including map related data socioeco nomic data level of service LOS data and trip tables The data were processed using several different software programs including SAS EMME 2 Microsoft Access and ArcGIS All of these different types of data were eventually combined into one dataset for usein the SPT This section documents the sources of data that are used in the SPT Also this section
31. the analysis area For example reducing in vehicle travel time by 10 percent on a route as a result of transit signal priority may not apply equally to the whole trip experienced by 84 Cambridge Systematics Inc Transit Service Sketch Planning Tool User M anual someone who uses the route to connect to a long distance commuter rail service to go downtown As a result it is desirable to find a compromise between selecting too few and too many zones to represent the market shed of a transit service The following general guidelines are suggested for developing zone selection sets that are customized for analysis of specific Pace routes e The base market should always include origin and destination zones that are immediately adjacent to the bus route For express segments zones may only be included around stations e Transfer markets generally also should be included These include zones that surround connecting bus lines and zones that surround rail stations along connecting rail lines In the SPT analysis of the service recommendations in the Initiative area transfer markets were generally limited to the major routes that connect with the service in question This was considered to be a middle ground between including no connecting routes or only portions of connecting routes and including all possible points that could be reached by one or more transfers e Predictions for the actual size of the market can be strengthened by breaking m
32. to Pace LOS will not affect ridership for that O D pair m 5 9 Data Assembly Process The Microsoft Access database that is used in the SPT was developed using the data that are described in the sections above In summary these data include e Census Data U S Census Transportation Planning Package Journey to Work Database CTPP JTW U S Census Bureau 2000 and U S Census Transportation Planning Package Traffic Analysis Zones CTPP TAZ U S Census Bureau 2000 e TAZ Level Data Parking Cost by TAZ downtown Chicago provided by CATS CMAP suburban downtown data generated by Pace CS staff Cambridge Systematics Inc 5 25 _ _ _ _ Transit Service Sketch Planning Tool User M anual Areatypeby TAZ Urban Suburban Rural devdoped by CSin GIS Transit Service Providers in Each TAZ developed by CS using GIS tools and Distance between TAZs generated by CS using GIS tools e LOS Data Auto Operating Costs provided by Pace Existing Transit LOS Data generated by CS using the CATS CMAP 2005 standard transit databank and Proposed Transit LOS Data generated by CS using an Arterial Rapid Transit network that was coded into EMME 2 by CS staff e Market Research Data Market Segment Data generated by CS using Census data and ModeChoice Equations developed and adjusted by CS e Boardings Data these data were used to calibrate Pace trips by or
33. up Figure 4 12 Import from Existing Scenarios Select Origin TAZs from Scenarios i x Select Origin TAZs from existing scenarios Scenario File Location D rte386 txt S Add Please ADD the selected file to the list box below gesecesosesoccoososocosoessosososcoooosooseoeosocoessososseseocoesesessseccseseseeseossoseeccesssessososossesessosseog Seessnsensenensenseecessnssecnscnsessnscnsenscavnccnseaconenessenssneesconensencnscnsensensocnceacncuncusteneneensee Previous Next Exit Cambridge Systematics Inc 4 9 Transit Service Sketch Planning Tool User M anual a Click and navigate to the location where a scenario file has been stored Please note that the scenario file should of txt format that was saved using the current version of the SPT b Click the Add button to add a scenario file You can add multiple scenario files c Click the Remove button to remove a scenario file d Select one or more scenario files from the list box e The user can select TAZs that were used as destinations in the previous analysis as origins for instance to simulate a reverse trip Simply check the box at the bottom of the pop up window that says Destinations from this file will be used as origins A similar option is available when selecting destinations TA Zs f Click the Next Button i If no scenario file is selected a warning message will pop up Figure 4 13 Warning Select At Least One Scenario LO
34. 23 3 4 0 0123 3 4 0 0076 2 4 0 0076 2 4 0 0051 1 8 0 0051 1 8 0 0076 2 4 0 0076 2 4 0 0231 8 1 0 0231 8 1 0 0285 8 8 0 0285 8 8 0 0245 8 3 0 0245 8 3 0 0285 8 8 0 0285 8 8 0 0231 8 1 0 0231 8 1 0 0245 8 3 0 0245 8 3 0 0231 8 1 0 0231 8 1 0 152 1 5 0 152 1 5 0 0 0 202 2 0 0 202 2 0 0 0 Cambridge Systematics Inc BRT ART Express Transit 0 188 6 2 0 0139 0 5 0 0076 2 4 0 0123 3 4 0 0051 1 8 0 0123 3 4 0 0076 2 4 0 0051 1 8 0 0076 2 4 0 0231 8 1 0 0285 8 8 0 0245 8 3 0 0285 8 8 0 0231 8 1 0 0245 8 3 0 0231 8 1 0 152 1 5 0 0 202 2 0 0 ST A Transit Service Sketch Planning Tool User M anual Table 5 3 gt Mode Choice Model continued Drive Alone Cluster 5 N A Number of Transfers continued Cluster 6 N A Cluster 7 N A Time Spent Transferring Cluster 1 N A Cluster 2 N A Cluster 3 N A Cluster 4 N A Cluster 5 N A Cluster 6 N A Cluster 7 N A Egress Walk Time Egress Time N A Density of Existing Transit Service Number of Transit Providers within 5 miles of Residence Location N A Reliability for Travel Probability of being late less often 0 every three months N A every two months N A once a month 0 146 1 5 twice a month 0 152 1 5 once a week 0 237 2 4 Cambridge Systematics Inc Shared Ride
35. 5 10 5 3 Definition of Served and Unserved O D PalirS ccssscsscssssssssssessscesessessessesssnees 5 22 5 4 Treatment of Served and Unserved O D Pairs oes ce cseeseseeeeseeeeesseneeaeseeeens 5 24 9 9 Data AUSSI diene rE eie is Gata pas REE OE EEE NE pm pads 5 27 8 1 Example Average Existing LOS WindoW s sssessesessssissesesrsseererissssesrentnteressssesrereses 8 3 8 2 Recommended Route 501 West Jefferson and 509 Forest Park cccceccceeseeees 8 9 8 3 Route S07 Zone Selection Setiiwi decane ie pn aier te E aio aa N 8 13 8 4 Recommended ROwle G46 iel a aaa aa aa a e a S 8 17 8 5 Current Route 348 Zone Selection Set sssesesessseseseieererersrrisrstsesesesresssesessreststststete 8 18 vi Cambridge Systematics Inc Transit Service Sketch Planning Tool User Manual List of Figures continued 8 6 Extended Route 348 Zone Selection Seb x x eisushesesseascetvelssndinsonesssinues tesnabedevtanetetvatovers 8 20 8 7 Division of Route 348 into Segments for Detailed Analysis 0 0 00 cee 8 22 8 8 Route 348 Segment 1 Zone Selection Setircss stsccrsceslissnsatesrsnctassegenclagytacesavias obeash tees 8 23 Cambridge Systematics Inc vii Transit Service Sketch Planning Tool User Manual 1 0 Introduction Cambridge Systematics Inc CS developed the Transit Service Sketch Planning Tool SPT to analyze suburban bus transit improvements within the six county Chicago area for Pace Suburban Bus Service Pace The SPT depe
36. 7 Total Step 2 Input Block Group Population D ata Population Over 18 in Block Group by Cluster Census Block Group D ata 1 74 87 234 180 115 240 30 959 2 70 85 258 196 114 239 31 993 Cambridge Systematics Inc 53 Transit Service Sketch Planning Tool User M anual Table 5 2 Illustration of Converting Census Block Group Data to the CTPP TAZ Level continued BG Cluster1 Cluster2 Cluster3 Cluster4 Cluster5 Cluster6 Cluster7 Total 3 65 69 142 137 102 179 21 715 4 66 74 133 130 4 186 23 706 Step 3 Calculate N umber of Block Group Residents Over 18 Who Livein Sdected TAZ Block Group Data to Assign to TAZ by Cluster 1 35 74 26 31 82 63 40 84 10 337 2 68 70 47 58 176 133 78 163 21 676 3 100 65 65 69 142 137 102 179 21 715 4 30 66 20 22 40 39 28 56 7 212 Total 158 180 440 373 248 482 59 1 940 Step 4 Calculate Cluster Percentages for Workers Residing in CTPP TAZ 158 1 940 8 9 23 19 13 25 3 100 Step 5 Apply Cluster Percentages to JTW D ata 1 663 8 135 154 377 320 213 413 51 1 663 m 5 4 Mode Choice M odel A mode choice model was estimated using the results of the choice experiments con ducted as part of the household survey After an initial model was estimated for each combination of mode and market segment many categories were combined to eliminate individual coefficients with relatively low statistical significance The model estimation process is described in greater detail in the M arket Research Report
37. Existing Average LOS for all Trips c Upon successful entry of LOS changes click on Next button to proceed to next steps E 4 6 Report Ridership Results The SPT summarizes the LOS changes user inputs in the LOS input windows It also dis plays the results of the Base Ridership and Estimated Ridership Base ridership is for travas with the existing service while estimated ridership assumes the new LOS being implemented The percentage change between base and estimated ridership also is reported The form shown in the Figure 4 19 pops up for all instances Cambridge Systematics Inc 4 15 e O oe Transit Service Sketch Planning Tool U ser M anual Figure 4 19 Ridership Output Summary of Scenarios for all trips Changes in LOS Variables Increase Drive Alone Travel Cost by 1 dollar Increase Carpool Travel Cost by 2 dollars Change Drive Alone Probability of being late once a week Change Yanpool Probability of being late once a week Base Estimated Ridership o Ch ange Ridership Ridership Changes Drive Alone 307 306 1 0 33 Carpool 46 43 3 6 52 Yanpool 4 4 o o Existing 7 so W2 Was Transit ay 9 11 2 22 22 ransi Save Results Do not Save Exit E 4 7 Save Results 1 If the user clicks th 3 button the following form will appear 4 16 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual F
38. ME 2 involves driving to a park and ride lot and walking to the destination without an actual transit boarding When this happens the O D zone pair is assessed as having walk access only even though work ers going between the zones might have a realistic drive access path as well The levels of service that are associated with these paths were left as is because the focus of this project is on Pace riders who typically rely on walk access 5 22 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual Table 5 9 which uses the same data as Table 5 8 displays the number of trips by mode that are associated with served versus unserved O D pairs This table shows that roughly 90 percent of all transit trips in the JTW data occur between origins and destinations that are classified as served For practical purposes this means that conducting an analysis using the Served O D Pairs Only option will capture existing transit ridership patterns As Table 5 9 shows there are two main exceptions to this e 20 223 JTW transit trips occur between O D pairs for which we do not have an existing transit LOS itinerary There are several possible reasons for this For example the SPT dataset assumes that walk access trips are one half mile or less and that drive access trips are 10 miles or less In reality work trips may have longer walk or drive access distances However due to these assumptions the transit itinera
39. Pace web site which reports a total of 1 500 000 vanpool trips annually or 750 000 one way trips to work annually Assuming roughly 250 workdays per year this equates to about 3 000 vanpool trips to work each day Cambridge Systematics Inc 7 1 Transit Service Sketch Planning Tool User Manual Table 7 1 Regional Mode Shares Before and After Calibration Modeled Mode Share Observed JTW Mode Mode Share Before Calibration After Calibration Drive Alone 75 34 76 Carpool 11 12 37 Vanpool 1 3 Existing Transit 13 29 12 E 7 2 County Level Calibration Table 7 2 shows the county to county mode shares that were calculated following the adjustments of constants At the county to county level the model performs well when estimating general trends in automobile and transit shares However in order to better replicate actual Pace ridership at the corridor level additional calibration of the model is performed to adjust the transit shares at the county level For example according to JTW data workers going from Will County to workplaces in Cook County use transit about 12 percent of the time As Table 5 12 shows before the county level calibration is performed the SPT dataset indicate that the transit share for work trips in this market is five percent 7 2 Cambridge Systematics Inc Transit Service Sketch Planning Tool User Manual Table 7 2 County to County Mode Shares After Calibration Compared to JTW mode Shares Count
40. The coefficient values and significance of each coefficient used in the SPT are shown in Table 5 3 The constants shown in Table 5 3 represent the final set of constants that were developed during the model calibration process which is described later in this report 5 4 Cambridge Systematics Inc aau Transit Service Sketch Planning Tool User M anual Table 5 3 Mode Choice Model Shared Ride Existing Transit BRT ART Drive Alone Carpool Vanpool Walk Access Drive Access Express Transit Constants by M ode All Clusters note these constants were introduced to adjust the o 1 4 5 0 2 3 2 3 2 3 regional mode shares Cluster 1 0 0 0097 0 0 1 22 8 1 0 672 2 3 0 672 2 3 0 523 1 8 Cluster 2 0 0 840 3 3 1 22 8 1 1 02 3 4 102 3 4 0 270 0 9 Cluster 3 0 1 28 4 4 1 22 8 1 0 714 2 1 0 714 21 0 539 1 6 Cluster 4 0 2 41 7 0 1 22 8 1 0 277 0 9 0 277 0 9 0 0820 0 3 Cluster 5 0 0 610 1 9 1 22 8 1 1 54 5 4 154 5 4 0 977 3 5 Cluster 6 0 1 44 4 6 1 22 8 1 1 21 4 0 121 4 0 0 749 2 5 Cluster 7 0 0 735 1 2 1 22 8 1 0 590 1 2 0 590 1 2 0 0209 0 1 Constant Components by Sod oeconomics Zero Vehicle Respondents 0 0 1 11 4 0 111 4 0 0 738 2 5 Female Respondents 0 0 0 0 321 2 9 0 321 2 9 0 167 1 7 Constant Components by Work Location CBD Work Location 0 0 0 0 0 0 Urban Work Location 0 0 0 1 06 6 4 1 06 6 4 0 912 5 1 Suburban Work Lo
41. VBA in ArcGIS 9 1 the most recent ESRI desktop software release in the ArcGIS environment Unlike the older 3 x desktop GIS platforms ArcGIS 9 x is an object oriented system This orientation ensures that the SPT is flexible in its design and can be expanded to perform increased analytical functions consistent with its modular format Pace staff will be able to extend and expand the system where the only limitations related to expanding the system s functionality will come from limitations of the parent platform ESRI s ArcGIS 9 x Pace users will be able to customize the tool using ArcObjects or customized COM objects via any of the pro gramming languages supported by the parent platform including Visual Basic VB VBA and CH E 2 2 Delivery Format The tool provided on the attached CD ROM contains three folders that are zipped into one file 1 Mxd Contains the ArcGIS map document file PaceSPT mxd 2 Shapefiles Contains all the GIS shapefiles to be used in the SPT and 3 Database Contains the geodatabase in Microsoft Access format including trip tables and level of service data E 2 3 System Requirements The hardware and software requirements of the SPT are presented below These guidelines should be used by Pace staff when installing the tool on agency computers Cambridge Systematics Inc 21 Transit Service Sketch Planning Tool User M anual 2 3 1 Hardware Requirements e A PentiumIV 1GHz e 1GBRAM e Mi
42. Zs served by connections to 507 including Pace routes in Joliet region and Metra Rock Island line and M etra Heritage Corridor line 1 A gt A B All trips with origins along critical segment 2 A B gt A AIll trips with destinations along critical segment Served Target Cost 1 25 IVTT 15 Headway 60 Transfer Time unchanged Transfer Number unchanged Reliability unchanged Travel Cost 1 52 0 27 Travel Cost 1 52 0 27 255 143 Run 2 Total 398 Runl ADA B Transfer IVTT Headway Time 18 36 5 1 3 24 Run2 A B gt A Transfer IVTT Headway Time 14 41 5 3 19 Step 2 Route 507 with Recommended LOS Changes Travel Number of Time Transfers Reliability 0 19 3 Travel Number of Time Transfers Reliability 0 07 3 The same selection sets of origins and destination zones were used as in Step 1 To accommodate peak only headway improvements only a portion of the change in headway is reflected in the LOS changes In this case a rough estimate that 50 percent of daily riders travel during the peak period based on ridership data was used to adjust the 50 percent recommended decrease in headway to a daily average of 25 percent The optional calibration adjustments to Pace fare and in vehicle travel time were also included for consistency 8 14 Cambridge Systematics Inc Transit Service Sketch Planning Tool User M anual Zones A TAZs served by 507 B TAZs served by connections to 507 includi
43. a ai 5 25 6 1 Calculation Procedure ss esssseessesseseesesscosesscosesscoressosreseosreseoscoseoscosesseosesseseeosessessesseseess 6 1 6 1 Base Number of Trips by Mode sssssssesssesssssesesisesssresesesisrssesreresesnesrnsesesreseees 6 1 GLT TIVE os icc iea e T R A Sos E O RE ERRAR 6 1 6 1 2 Mode Shareis iy ere eera ee aae A EAE EEEE forbingl tsciasneiertaadertoaatypaeaaseery 6 2 6 2 New Number of Trips by Modem jaiwietcc nha passa eiaiaaienkonie as 6 6 FAY CAN tAtl OM oases cents EAA cols sa sisa bed dasancewana sagen antecnesbiea reed twin steuennateveriavints 7 1 7 1 Regional Calibration by Mode s5 cb00csc zap cevansosnsvsa sci hsweexeruns tana ae Tay eran ncaa iatetets 7 1 72 Coty OVC Calibration nors h ie ae a E t aaeei esi aae aeiae 7 2 7 2 1 Calibration of Pace Trips sesesesesssseseseseseesesesesescsesesesesseresesesestoroseseseses 7 4 7 2 2 Application of LOS Changes to Pace and Non Pace Trips 7 5 72o C lhbrated TIPS nna e vise ade a a aaiae a ios i 7 7 8 0 Route Level Application sesesersssssesesesesesesesossssosesosososessosososososesesessssssssssesosososssseseses 8 1 8 1 General Application Considerations ccssssscssesssssessesssssessessssssessensecees 8 1 8 1 1 Adjustment for All Trip Purposes cscsucssviesssedessabocevennssetvonbocevenisssovnanstes 8 1 8 1 2 Adjustment of Average Existing LOS s ss ssssessesssisserseresrserrerisresesrereses 8 2 BOs FONE Selection Sets nenir reun
44. aa SEES CAMBRIDGE _ Transit Service Sketch Planning Tool User M anual final report prepared for Pace Suburban Bus Service prepared by Cambridge Systematics Inc with MORPACE International Perteet Inc Transportation Management amp Design Inc September 2007 www camsys com final report Transit Service Sketch Planning Tool User M anual This User Manual describes the function of the Transit Service Sketch Planning Tool SPT which represents the ultimate technical product of the South Cook County Will County Service Restructuring Initiative prepared for Pace Suburban Bus Service prepared by Cambridge Systematics Inc 115 South LaSalle Street Suite 2200 Chicago Illinois 60603 with MORPACE International Perteet Inc Transportation Management amp Design Inc September 2007 Transit Service Sketch Planning Tool User Manual Table of Contents LO Tn OAUCH ON nr isscos tse a Lett Tears E TEs E A le tees debts oebn a 1 1 20 EELS EAE AUTON SotecceccusateGu es nscptesavans sE a a EAEE RE 2 1 2 1 Development Environment jason ssh sviavadsutiomacit swan ianitisnneaimanss 2 1 22 Delivery Formata costs eat ree e nn e tase ed E oo RNS eE AE ASS 2 1 AiO System Reg irementS e an et E E vers EEE an ues E p eee 2 1 23 1 Hatrdware Requirements pissisten inanis tst 2 2 2 3 2 Software Requirements eessesesesesesesesessssssesesestsesseestsesesesesesessseseresesese 2
45. aaen eeaeee atom Eei aaaeei es 8 4 8 2 Problenn Types ipi iieii o a ie a RE e Sea E EES SEAE aS ESATE TE ant 8 6 8 2 1 Service Span Changes iiris eor rasana oes gevns vauiah a eterra a LESE iai 8 7 8 2 2 Level of Serv ice Changes ie iirinn itio eige sni sie 8 12 8 2 3 Transit Market Changes e sssessssisssesreseereresrssesresesessestesesesrestereresreses 8 16 ii Cambridge Systematics Inc 7596 010 Transit Service Sketch Planning Tool User Manual List of Tables 5 1 5 2 5 3 5 4 5 5 5 6 Da 5 8 5 9 5 10 5 11 7 1 7 2 7 3 7 4 8 1 8 2 8 3 aha S0UrCeS anon rinor e R onions akin E O E E T ae NS Illustration of Converting Census Block Group Data to the CTPP TAZ Level Mode Choice Model eaa aAa ETENN E e E ENTE ETET eak Calculation of Pace and Non Pace Components of Transit Cost for Walk PRCCOSS LEIS Gag E E E AS EEE E Calculation of Pace and Non Pace Components of Walk Access to Transit Calculation of Pace and Non Pace Components of Wait Time for Transit Calculation of Pace and Non Pace Components of Walk Egress from Transit Served and Unserved JTW Trips by Origin County ssesssesesssessssieseresrssesreseesesess Served and Unserved JTW Trips by Drive and Transit ModesS cece LOS Data for Served and Unserved O D Pairs before Introduction of Hypothetical Pace Service Using Example in Figure 5 4 oceans LOS Data for Served and Unse
46. ance one half mile of stations The nature of shuttle service will vary by land use setting and reflect a sliding scale of walk distance greatest in urban areas and service frequency also greatest in urban areas In Urban areas Category 1 townships shuttle service will be provided in the form of fixed route transit Service frequencies will be every 20 minutes reflecting peak period service Walk time will be 3 minutes on average reflecting the generally one half mile spacing of bus routes in these areas In Suburban areas Category 2 townships shuttle service will be provided in the form of flex route transit Service frequencies will be every 30 minutes during the peak period Walk distance will be 3 minutes on average similar to urban areas reflecting the ability of routes to deviate to on demand stops within one quarter mile of each location In Exurban areas Category 3 townships shuttle service will be provided in the form of dial a ride demand responsive service Service frequencies will be equivalent to schedule service every 60 minutes reflecting longer on demand service times Walk distance will be one minute on average reflecting the provision of curb service The LOS assumptions for this network are described in more detail below Cambridge Systematics Inc 59 Transit Service Sketch Planning Tool U ser M anual Figure 5 2 Township Categories Tear ail A a CTA and Metra rail lines
47. arket sheds into smaller pieces and providing the SPT with more refined LOS detail for each zone pair Because the SPT applies the same LOS change to all selected origin destination pairs in contrast to a traditional four step regional travel demand moda that applies different LOS changes corresponding to how network changes affect each origin destination pair greater accuracy can be obtained by isolating groups of zone pairs with that experience similar relative LOS changes For example elimination of stops on one portion of a route may reduce travel times for some users more than others while increasing walk times for some users more than others By isolating these groups the predictive ability of the SPT can be increased but at the cost of the complexity associated with defining running and combining the results of multiple SPT scenarios Manual selection and saving of zone selection sets using GIS procedures outside the tool can improve consistency and efficiency Once a set is selected it is possible to save the selection within the GIS program This selection set can then be reused and applied ina variety of situations This is not a substitute for the saving of SPT runs as txt files However it can aid in the creation of consist origin and destination sets to be saved as txt files and improve efficiency when running numerous scenarios Directionality To cover both directions it is desirable to break the analysis into two runs with or
48. as likely paid to CTA Table 5 4 Calculation of Pace and Non Pace Components of Transit Cost for Walk Access Trips Availability of Transit in Origin Zone Pace Only 1 50 Pace Boardings BPace if Bo lt 1 1 50 0 25 BPace 1 if 1 lt BPace lt 2 1 75 if 2 lt BPace CTA or Metra Only Total Fare Metra Fare 2if BPace gt 0 amp CTA Boardings BCTA gt 0 Total Fare Metra Fare if BPace gt 0 amp BCTA 0 Oif BPace 0 Pace AND CTA or Total Fare M etra Fare 2 if BPace gt 0 amp BCTA gt 0 Metra or all three Total Fare M etra Fare if BPace gt 0 amp BCTA 0 Oif BPace 0 Cambridge Systematics Inc 5 13 Transit Service Sketch Planning Tool User M anual Walk and DriveAccess Time CS used a customized program to create walk and drive access links to use in the model These links connect zone centroids with nearby transit stops and stations The walk access links are up to onehalf mile long The drive access links are up to 10 miles long Manhattan or grid distance The walk and drive access links were input into the CATS model then the model was used to derive walk and drive access times The analysis assumes that drive access is only used for CTA and Metra trips Therefore drive access time is not split into Pace and non Pace components i e 100 percent of drive access time is considered to be non Pace Walk access time is split into Pace and non Pace components as described in Table 5 5 In general when Pace is
49. available at the trip origin or is the only carrier on the best itinerary Pace is considered the operator of the first transit segment and all access time is allocated to Pace Table5 5 Calculation of Pace and Non Pace Components of Walk Access to Transit Availability of Transit in Origin Zone Pace Only 100 percent is allotted to Pace CTA or Metra Only 0 percent is allotted to Pace Pace AND CTA or If Bpace 0 O percent is allotted to Pace Metra or all thr eraore a If neither CTA Rail nor M etra is available then both Pace and CTA Bus are available and 50 percent is allotted to Pace If ather CTA Rail or Metra or both is available O percent is allotted to Pace H eadways In general the headways that are used in the CATS model were derived from transit schedules The exception to this is Metra headways which were coded as five minutes for each route The modeling software calculates a weighted initial wait time based on the attractiveness of each potential transit path It is assumed that wait time is equal to one half of the headway for each route The wait times from the resulting transit assignment were multiplied by two to calculate headway for the LOS table Pace and non Pace components of wait time are derived in the same way as the Pace and non Pace components of walk access time Table 5 6 describes this methodology 5 14 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual In V ehicle Trave
50. ber of Transfers field accordingly Also because this segment is recommended to be served at a reduced frequency compared to the rest of the route in the short term recommendations a headway of 60 minutes is used for origins along the route No headway increase is applied to trips with destinations along the route Zones A TA Zs served by 348 east of segment B Connections to 348 including M etra Rock Island line Blue Island and Routes 349 352 385 and 386 a TA Zs served by 348 s new segment Runs 1 a gt A B new origins 2 A B gt a new destinations Analysis Served and Unserved LOS Changes Remove transfer penalties where appropriate headway target is 60 for 348 Cambridge Systematics Inc 8 23 Transit Service Sketch Planning Tool User M anual Travel Cost Existing in Model 1 29 Changes for N ew Pace Travel Cost Existing in Model 1 5 Changes for N ew Pace Scenario 1 367 Scenario 2 28 Total 395 Results Runl a gt A B Transfer IVTT Headway Time 19 16 44 44 Run2 A B gt a Transfer IVTT Headway Time 19 19 12 2 x Travel Number of Time Transfers Reliability 0 43 3 25 Travel Number of Time Transfers Reliability 0 3 This result would then be combined with the results from the other segments to estimate overall route level changes 8 24 Cambridge Systematics Inc
51. c Blue Island branch and Routes 349 352 385 and 386 It is important to note that zones directly adjacent to Route 385 are unlikely to use Route 348 and could subtract boardings from that location from total new ridership on Route 348 8 22 Cambridge Systematics Inc Transit Service Sketch Planning Tool User M anual Figure 8 8 Route 348 Segment 1 Zone Selection Set Ble Edt yew iwert gelecton roos O window tele osas xia calg fpa WZ ASONR QQunVTOSesPROMS s B a a e E fe 6 SpE E l Gh gereten ind Oe tay b A Tok fretenn x Tr aoma TT pact set E Clear Graphs Layers J O Pafas 3 O CRs 3O Mtrakattavors x CARa PRY J H L PaceRoutes Analysis Approach lt all other vases gt BUS_ID a O EEA Purpote Options 2 CTABsRotes p A ART Routes Inude Served CO Pars Oriy 0 ae Include Unserved OO Pairs Only RIETYP Include Al Selected OD Pars IN 123 24 22341 J Roms RTETYP Previous nert aA ores J 0 Oytordyies Noof ORIGIN TAZ 4 Selected 21 Townships NO OF DESTINATION TAZ Selected 252 3O StRegers Please select an analysis approach p Display Source Selection jaole maj gawn kO Y OF AY E fA ai 0 201 23 331 87 Mies Level of service changes reflect the reduction in transfers that would be required for current travelers with the extension of Route 348 It was estimated to be roughly one quarter of old trips will no longer need to transfer and reflected in the Num
52. cation 0 0 0 1 32 8 6 1 32 8 6 1 20 7 9 Exurban Work Location 0 0 0 1 56 5 5 1 56 5 5 0 852 5 0 Distance of 5 Miles or Less 0 0 0 0 0 0 Distance of 5 to 10 Miles 0 162 1 3 0 0 0 0 0 Distance of 10 to 20 Miles 0 414 2 6 0 0 0 0 0 Distance of 20 to 30 Miles 0 648 2 9 0 0 0 0 0 Distance of 30 Miles 0 855 2 6 0 0 0 0 0 Cambridge Systaratics Inc 55 Transit Service Sketch Planning Tool User M anual Table 5 3 Mode Choice Model continued Costs of Travel Cost Auto or Fare Transit Access Time to Transit Access Time Wait Time for Transit Cluster 1 Cluster 2 Cluster 3 Cluster 4 Cluster 5 Cluster 6 Cluster 7 In VehideTravd Time Cluster 1 Cluster 2 Cluster 3 Cluster 4 Cluster 5 Cluster 6 Cluster 7 Number of Transfers Cluster 1 Cluster 2 Cluster 3 Cluster 4 5 6 Drive Alone 0 151 3 2 N A Shared Ride Carpool Vanpool 0 151 3 2 0 151 3 2 N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A N A 0 0186 5 2 0 0186 5 2 0 0230 5 6 0 0230 5 6 0 0226 5 7 0 0226 5 7 0 0230 5 6 0 0230 5 6 0 0186 5 2 0 0186 5 2 0 0226 5 7 0 0226 5 7 0 0186 5 2 0 0186 5 2 N A N A N A N A N A N A N A N A Existing Transit Walk Access Drive Access 0 188 6 2 0 188 6 2 0 0245 2 0 0 0234 2 4 0 0076 2 4 0 0076 2 4 0 0123 3 4 0 0123 3 4 0 0051 1 8 0 0051 1 8 0 01
53. culated by assuming that a local bus will provide direct service between the origin and destination For O D pairs with drive access to transit only the drive access link is assumed to be replaced with a similar local bus service e Analysis is performed on all O D pairs that have been selected The analysis that is performed for each O D pair depends on whether the two zones are defined as served or unserved The analysis approach is selected on the screen shown in Figure 4 16 The default is to analyze both served and unserved O D pairs Figure 4 16 Analysis Approach Screen Analysis Approach x Please select an analysis approach M Trip Purpose Options Include Served OD Pairs Only C Include Unserved OD Pairs Only Include All Selected OD Pairs Previous Next No of ORIGIN FAZ s Selected 16 No of DESTINATION TAZ s Selected 19 4 5 3 Include BRT ART Express Transit in the Analysis The user also has the option to include BRT ART Express Transit in the analysis or not to include it Including BRT ART Express is done by checking the box in the upper right corner of the window see Figure 4 17 When BRT ART Express Transit is included in the analysis there is a change in the base number of trips for all modes The new base ridership on all modes is the ridership that is predicted by the mode choice model equations This is necessary because currently the region does not have any mode
54. d route services with peak period headways of 20 minutes are used In Suburban areas flex route services with peak period headways of 30 minutes are used In Exurban areas demand responsive services with the ability to serve customers within a 10 minute window are used resulting in an effective headway of 10 minutes 5 18 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual 5 6 3 4 In Vehicle Travel Time IVTT Default travel times for each O D pair were derived from the best network path assigned by the EMME 2 model BRT ART Express Transit operating speeds on each segment are based on automobile travel time plus an allowance for dwell time at stations In Urban areas two stations per mile each with a 30 second dwell time results in congested auto mobile travel times plus 60 seconds per mile In Suburban and Exurban areas one station per mile with a similar dwell time results in congested automobile travel times plus 30 seconds per mile Shuttles operate at 12 mph 5 6 3 5 Number of Transfers The default number of transfers was derived from best network path assigned by the EMME 2 model including shuttle services as required 5 6 3 6 Time Spent Transferring The BRT ART Express Transit system is assumed to provide timed transfers between shuttle services and BRT ART Express Transit services These transfers are assumed to be accomplished in 5 minutes Transfers between BRT ART Express Transit rou
55. d to compute the default transit LOS 5 6 2 1 Category 1 O D Pairs That Currently Have Both Walk and Drive Access to Transit Not applicable 5 6 2 2 Category 2 O D Pairs That Currently Have No Service O D pairs in this category will be assigned new nonfeeder local Pace bus service This new service provides a direct connection between the origin and destination The analysis will use the following default levels of service 100 percent of each of the following will be associated with Pace 1 Walk Access Time 5 minutes 2 Wait Time 1L5 minutes 5 16 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual 3 Fare 1 50 4 n Vehicle Time Highway distance in miles as estimated by the CATS model 12 miles per hour 60 minutes per hour 5 Transfers 0 6 Transfer Wait Time 0 and 7 Walk Egress Time 5 minutes 5 6 2 3 Category 3 O D Pairs That Currently Have Drive Access but No Walk Access to Transit There are numerous cases where residents of azone with no walk access to transit do have drive access to transit such as park and ride on Metra In these situations new LOS values are calculated that replace the drive access component of the trip with a local Pace bus This allows the SPT to evaluate the impact of assign a new feeder service in a currently unserved area and isolate the rail non Pace component of the trip As with the BRT ART Express Transit services the type of bus serv
56. de across all market segments and b New modeshares are applied to total base trips by mode New number of trips by mode are summed across all O D pairs in the selection set and The Results window is populated with the base and new number of trips by mode The number of trips by mode is calculated for each O D pair in the Initiative area These trips are considered the base number of trips by mode When the user inputs LOS changes to compute the new number of trips by mode the SPT pivots off of these base numbers to create a new number of trips by mode This section shows how the base and new numbers of trips are calculated for each mode Cambridge Systematics Inc 6 7 Transit Service Sketch Planning Tool User Manual 7 0 Calibration This section describes the calibration of the mode choice model at the regional level followed by the calibration of the trip table at the county level for Pace trips E 7 1 Regional Calibration by Mode Unadjusted mode shares were calculated by applying the mode choice models as in their original state to the base LOS data and raw JTW trip data In its unadjusted form the mode choice model that was estimated over predicts shared ride trips and transit ridership at the regional level see Table 7 1 Therefore the model constants were adjusted until regional mode shares were approximately matched This modification is important for obtaining reasonable results when the mode choice model is
57. del CS used Pace s currently proposed ART network and identified best path itineraries through the network using the assignment features of EMME 2 travel demand modeling software Cambridge Systematics applied different assumptions about BRT ART Express LOS in three different categories of land use settings Figure5 2 shows the three categories of land use patterns applied at the township level to define urban suburban and exurban areas for categorization of the region in the choice experiments market segmentation analysis and other elements of the project e Category 3 Urban townships include the majority of the City of Chicago and the inner suburbs In these townships bus routes are generally provided by CTA and Pace in a dense grid network with routes spaced every one mile or less Asa result nearly every point is within walking distance of transit and there are relatively few itineraries in the sample for which walk distance would be greater than one half mile Population density also is generally six or more households per acre which is considered to be sufficient to support frequent bus service e Category 2 Suburban townships have at least one TAZ with a density of three or more households per acre or 15 jobs per acre Several contiguous townships that did not meet this standard but were surrounded on three sides by Category 2 townships also were included in Category 2 This area includes most of suburban Cook Coun
58. der to make the SPT more flexible and powerful Trips from the JTW database were categorized as served or unserved and then were further categorized as Pace or non Pace trips The served unserved distinction allows the user to evaluate hypothetical Pace services and the Pace non Pace distinction allows the user to make LOS changes to Pace alone rather than to the generalized LOS that is output from EMME 2 This section describes the base JTW dataset and how it was adjusted for these unique analyses 5 8 1 Journey to Work Trips The Journey to Work data were collected by the U S Census Bureau in 2000 Cambridge Systematics downloaded the JTW data for the Chicago region from the Census web site and processed the data using SAS The dataset contains information on the daily number of trips to work from each origin to each destination in the Chicago region 5 20 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual JTW trips were categorized as either drive trips or transit trips The mode choice model was used to calculate the percentage of drive trips by each drive submode drive alone carpool and vanpool and transit trips by each transit submode walk access and drive access The zone system used in this dataset is the Census Transportation Planning Package CTPP TAZ system which contains more than 6 200 zones in the six county Chicago metropolitan region Due to the size of the six count
59. describes the extensive processing that was performed on some of the data that makes the tool more powerful for analyzing Pace bus services This includes the designation of trips as served or unserved and as Pace or non Pace trips Finally this section concludes with a flowchart that describes the data assembly process that was used to devdop the Microsoft Access database that is used by the SPT 5 1 GIS Layers The SPT includes polygon line and point layers to assist in the selection of TAZs for analysis Table 5 1 documents the data source for each layer Table 5 1 Data Sources Layer Data Source Census Transportation Planning Package CTPP U S Census Bureau Y ear 2000 Journey to Work JTW Traffic Analysis Zones TAZ Municipal Clusters Pace Municipalities Pace Counties ESRI s on line web site that contains Census TIGER data Townships Pace Pace Transit Centers Pace Existing Transit Routes and Stations Pace Proposed Pace Arterial Rapid Transit Routes Pace Roads TeleAtlas dataset supplied by Pace Census Transportation Planning Package CTPP U S Census Bureau Y ear 2000 Journey to Work JTW Traffic Analysis Zones TAZ a _http arcdata esri com data tiger2000 tiger_download cfm b Included are Pace bus routes M etra rail lines Metra rail stations CTA rail lines CTA rail stations and CTA bus lines Coded into GIS format by CS Cambridge Systematics Inc 51 Transit Service Sketch Planning Tool U
60. ed below the textbox Because of the lengthy ID numbers assigned to Census TAZs this approach may not be extensively used c Click Next i If the first option is selected but no TA Zs have been selected from the map view a warning message will pop up Figure 4 5 Figure 4 5 Warning No TAZ Selected xi please select origin TAZs before you proceed 44 Cambridge Systematics Inc E a a ne anne Transit Service Sketch Planning Tool U ser M anual ii If the second option is selected but no TAZs have been input in the textbox a warning message will pop up Figure 4 6 Figure 4 6 Warning No TAZs Entered arco Please add TAZ numbers in the textbox iii If the second option is selected but the values that are entered do not appear in the database an error message will pop up warning the user of the error Figure 4 7 Figure 4 7 Warning Input Error a x No TAZs retrieved from the query Please check the TAZ numbers When the user selects Method 2 options are provided as a way of specifying the origin TAZs The user can create a buffer around transit centers rail stations locations on the map selected by mouse clicks or the centroids of selected TAZs Figure4 8 The user may select multiple types of point features a If the Transit Centers Metra Rail Stations or CTA Rail Stops option is selected i The user needs to enter a numeric value as the buffer distance ii Select one station at a
61. er it has been opened in ArcMap The map interface includes the following sections 1 Table of Contents 2 Map display area 3 ArcMap built in toolbars and 4 Custom tool buttons built specially for the SPT The definitions and applications of the ArcMap built in toolbars and the custom built tool buttons are described in Sections 3 3 and 3 4 respectively Figure 3 3 SPT Map Interface Display in PaceSPT mxd Custom Tools Built In Tools wap Display Area Table of Contents O Arra S papy j gt amo Semn finos s mA na bum BIO Green jmo Erer aen jan a r ri ROMO SNe ram Most of the screen that is shown in Figure 3 3 is the Map Display Area where visible maps are shown To the left is the Tableof Contents showing all of the map layers and associated data available for display There is a checkbox for each map layer for the user to turn it on or off A checked layer indicates that that layer is visible in the Map Display Cambridge Systematics Inc 33 Transit Service Sketch Planning Tool User M anual Area As shown in Figure3 4 the user also can click on the toggle checkbox next to a layer to show or hide legends in the Table of Contents A minus sign means the map symbols are hidden while a plus sign means the map symbols are shown Figure 3 4 SPT Map Interface Display Toggles Click to show map symbol Click to hide map symbols Click to check to make layer visable
62. esessenrereseenenrene 2 6 Ol Begin ArcMap Applicaton se ae e a tan rer aE s aaa aE aiee 3 2 3 2 ArcMap Startup and Application se eseeeseeeeeesesesesesessssssststeretetserersrsrsesesessssesestststere 3 2 3 3 SPT Map Interface Display in PaceSPT mxd sassy csssseviesss Sites ox eesionencteviah dav tonetetosbenuts 3 3 3 4 SPT Map Interface Display Toeelesisss css sadedsavines avinssieshaneaennuosdevedbeasomdyptedaontess 3 4 3 5 ArcMap Built In Toolbar for SPT Navigation sssssesesisessssirseressssesrerisessenreresessese 3 5 3 6 SPT Proc ss and Analysis FIOW a atta niece ea i i 3 6 41 Start up Sereen E a ra eaea Saan toate aeaa oa ecb bs aa SS aT SER a Eai 4 1 AD Specity Data base Location ipren iee tinier triste eeina Er rean teensons KESAS ECSITE aN ERENT 4 2 43 Select Orn TAZ S hice a aes E E EE E E E A E E TES 4 3 4 4 Options for Selecting Origin TAZs Using Method 1 ssessssesssissesessesieseresresesrereses 4 4 4 5 Warning INO TAZ Selected i eriei i TE a E EE 4 4 o Warning No TAZs Enteredii is arin metsise ortini i aR E E E E tea 4 5 47 Waitin es Tanah Bt these ne eene saat es aE pe E oes eRe SA EEE E ev S En r Ee BR 4 5 4 8 Select TAZs by Buffering Around Points i cecevenessisseniscervionentsnnrdeonsnadestvevnsvetyonotets 4 6 4 9 Select TAZs by Buffering Around Lines ssssesssssessesseresisrsesreresesresenreresessesrereses 4 7 4 10 Select TAZS DY Polygon Sirata eteten bekuaas eeraa erarbanslonnneat EPEa E
63. for vanpool formation Reliability The base level of travel time reliability by highway or the frequency of being more than 15 minutes late to work is assumed to be twice a month on average 5 6 1 3 Existing Transit Before discussing the LOS data it is important to mention two things First CTA and Metra rail lines when used in conjunction with Pace enhance the viability of Pace for a number of trips This is accounted for in two ways First the LOS data were generated using a multimodal multipath assignment such that transfers between bus and rail were permitted Second for origins that currently have drive access to rail transit but do not have walk access to transit the SPT has the capability to substitute the drive access por tion of the trip with Pace service The user has the option to specify that the analysis should contain O D pairs that currently do not have transit service 512 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual Secondly the LOS data were generated using the simplifying assumption that drive access is not available for Pace services This is because the CATS databank only contained Metra and CTA park and ride lots Coding the Pace park and ride lots would be a sub stantial effort Furthermore the benefits of this effort would be minor because walk access to Paceis much more prevalent than drive access to Pace Cost Transit fare data were obtained from the CATS 2005 model
64. g the 816 Cambridge Systematics Inc Transit Service Sketch Planning Tool User M anual route from Halsted 127 to Blue Island Crestwood Palos Park and Moraine Valley College and replacing Route 385 service between Blue Island and Crestwood The recommended route alignment is shown in Figure 8 4 To evaluate the incremental changes from existing service the new route alignment was compared to the current route by dividing the problem into two steps Figure 8 4 Recommended Route 348 oe Tih st amp ens 130th Gt rent On Furnace W i430 St Grign Park W aape St W FS tot Si Geb Park Ave neater Dr k J Bee ia W Tan Legend N Preferred Alternative A Current Pace Service Step 1 Current Route 348 for Comparison As shown in Figure 8 5 the origin and destination zone selection set includes the TAZs along the recommended Route 348 as well as some of the major connecting Pace services Two runs are conducted to address the demand in both directions Because the analysis focuses on an area already served by transit any unserved zone pairs are excluded from the analysis by selecting the Include Served OD Pairs Only analysis approach Level of service changes include the optional calibration of in vehicle travel time to 6 minutes headway to the current level of 30 minutes and a reduction in travel time Cambridge Systematics Inc 8 17 ae aa Transit Serv
65. ges This creates the Service Span Factor SSF by Day shown in columns Q R and Sin Table 8 3 So in the Base condition 0 83 or 83 percent of the SPT Market is considered to be served every weekday In Phasel 0 90 or 90 percent of the SPT Market is considered to be served every weekday The SSF by Day for Saturday indicates that 0 03 or 3 percent of the SPT Market is served every Saturday in the Base condition and 0 05 or 5 percent of the SPT Market is served every Saturday following Phase Changes No service is offered on Sundays so the SSF by Day remains zero for both conditions 8 10 Cambridge Systematics Inc Transit Service Sketch Planning Tool User Manual Table 8 amp 3 Aggregation of Period Span Factors A B c D Q R s T U Badai SSF By Day Route Phase Type Market Weekday Saturday Sunday Adj Factor SPT Transit Trips 501 Base SPAN 887 0 83 0 03 0 00 125 237 128 Phase Changes 887 0 90 0 05 0 00 125 258 221 Following calculation of the SSF by Day the SPT Market value is converted into SPT Transit Trips For weekdays the SPT Market is multiplied by the SSF by Day then multiplied by the Trip Purpose Adjustment Factor a conservative value of 1 25 compared to Pace s systemwide value of 1 36 described in Section 8 1 1 was used in the Initiative area to accommodate non work trips shown in column T then multiplied by the Annualization Factor for Weekdays of 255 see Table 8 1 This process is repeated for Saturdays and Sunday
66. gress walk time was obtained by running the CATS 2005 model Egress time is divided into Pace and non Pace components as described in Table 5 7 Cambridge Systematics Inc 5 15 Transit Service Sketch Planning Tool User M anual Table 5 7 Calculation of Pace and Non Pace Components of Walk Egress from Transit Availability of Transit in Origin Zone Pace Only 100 percent is allotted to Pace CTA or Metra Only 0 percent is allotted to Pace Pace AND CTA or The percentage that is allotted to Pace Pace Boardings Total N umber of Metra or all three Boardings on Services that Are Available in the Destination Zone Reliability The base level of travel time reliability by existing transit or the frequency of being more than 15 minutes late to work is assumed to be once a month on average 5 6 2 Development of LOS Data for Unserved O D Pairs All O D pairs in the analysis region are classified into one of the following four categories The first category includes O D pairs that currently have both walk access and drive access to existing transit service The second category includes O D pairs that currently do not have any transit service whether it be via walk access or drive access The third category includes O D pairs that have drive access to transit but no walk access to transit The fourth category contains O D pairs that have walk access to transit but no drive access to transit Depending on the category different assumptions are use
67. headways similar to the route s daily average receives the full possible transit market for that time period reflected by a value of 1 If a route offers headways similar to the route s daily average but only serves a portion of the service period a value of less than 1 is used generally these numbers should be proportional so a route serving three of four hours of atime period would receive a Period Span Factor of 0 75 for that time period If a time period is served by lower frequency than the route s daily average it may be desirable to capture the impact of less frequent service by applying a lower service span factor rather than assessing LOS changes in the SPT see Section 8 2 2 For a route that serves an entire evening time period with headways of 60 minutes compared to a headway of 30 minutes throughout the rest of the day a Period Span Factor value of 0 5 could be entered for the evening time period reflecting that the limited frequency of service will negatively contribute to the possible trips served When applied uniformly this can be an effective tool in assessing relative effects across a large number of service recommendations This simplified approach was used for the Initiative are service recommendations Example 1 Add Evening and Weekend Service on Route 501 509 As part of the short term service recommendations it is recommended that evening span of service be expanded to 10 00 p m on weekdays and Saturdays on Ro
68. ice Sketch Planning Tool User M anual reliability reflecting the severe railroad crossing delays encountered by the current route in Riverdale Figure 8 5 Current Route 348 Zone Selection Set fie EG yew insert sekcon Took C window to 0 Sa E E WZ AEE A LE P THEE STER R aeee v SC OY e nr P rs r e OO TE pace set P Glew Graphies sear Sigs s H J EBE REREN 3 O Prefaci G ejeettsiits 7 Ht a O clatatianes BI 7 ri tseas HERH 30O Matrahatiratiore Erid T tH D WD Crain Analysis Approach xj Ui Si a L Pocehoutes Ha 2 O MetraaRoutes p a B cTaanRates Please select an analysis approach i Fais I O ART Rates Trp Ingude Served CO Pairs Oniy incu Unserved OO Pars Only Include Al Selactect OD Pars Previous net cit No of ORIGIN TAZ 4 Selected 107 Nool DESTINATION TAZ s Selected 16 Zones A TAZs served by 348 old alignment B Connections to 348 including M etra Electric mainline Route 352 Runs 1 A gt A B All trips with origins along critical segment 2 A B gt A All trips with destinations along critical segment Analysis Served LOS Targets Target Cost 1 50 IVTT 6 Headway 30 Transfer Time unchanged Transfer Number unchanged Reliability 5 Runl AD A B Travel Transfer Number of Time Travel Cost IVTT Headway Time Transfers Reliability 8 18 Cambridge Systematics Inc SPT Default 1 50 Adjustments A pplied Travel Cost SPT Default 1 41
69. ice varies based on land use setting The default LOS values are 1 Access Time Walk In Urban and Suburban areas 3 minutes In Exurban areas 1 minute 2 Wait Time In Urban areas 10 minutes In Suburban areas 15 minutes In Exurban areas 30 minutes 3 Transit Cost Pace a 1 50 if Pace Boardings and CTA Boardings were both zero in the original itinerary b 1 50 0 25 Pace Boardings CTA Boardings 1 2 if the original itinerary had 0 lt Pace Boardings CTA Boardings lt 1 and c 1 625 if the original itinerary had 1 lt Pace Boardings CTA Boardings Note CTA is allotted the remaining 0 125 4 IVTT Pace to be added to the IVTT that was in the original itinerary CATS highway distance miles 12 miles hour 1 hour 60 minutes 5 Number of transfers to be added to the original number of transfers original number of transfers 1 6 Transfer Time Five additional minutes 7 Egress Time No change Cambridge Systematics Inc 5 17 Transit Service Sketch Planning Tool User M anual 5 6 2 4 Category 4 O D Pairs That Currently Have Walk Access but No Drive Access to Transit Not applicable 5 6 3 BRT ART Express Transit LOS Assumptions 5 6 3 1 Cost Default BRT ART Express Transit fares are proposed to be based on an initial fare of 1 50 with no additional cost for BRT ART Express Transit to BRT ART Express Transit transfers Shuttle access or egress would cost an additio
70. ields for SPT segment 4 Output database with select fields for SPT Cambridge Systematics Inc 5 27 Transit Service Sketch Planning Tool U ser M anual 6 0 Calculation Procedure The SPT applies the mode choice mode that was estimated based on the market research results This section documents the procedures that the SPT uses to estimate the number of Census journey to work trips assigned to each mode between the selected origin destination O D pairs 6 1 Base Number of Trips by Mode The number of trips by mode is calculated for each O D pair in the region These trips are considered the base number of trips by mode When the user inputs LOS changes to compute the new number of trips by mode the SPT pivots off of these base numbers to create a new number of trips by mode This section shows how the base and new numbers of trips are calculated for each mode 6 1 1 Utility First the base utility is calculated for each competing mode The utility is calculated as described in the Market Research Report using the LOS data that are described in Table 5 10 Both the CATS based and the simulated LOS data are used to calculate the utility for the walk access to existing transit and for the drive access to existing transit modes The utility equations for each mode have the following form U tility M ode M vit odem IV TT M ode M cost m ode M C ost M ode M J 7 W here each coeffic
71. ient Aimodem is from the mode choice model and is specific to mode M M odes include Drive Alone Carpool V anpool Existing Transit W alk Access Existing Transit D rive A ccess or BRT ART Express Transit For purposes of illustration the full utility equation for the Drive Alone mode is shown below Cambridge Systematics Inc 61 Transit Service Sketch Planning Tool User M anual Utility DriveAloneMode 0 162 1 if home to work distance is 5 10 miles 0 otherwise 0 414x 1 if home to work distance is 10 20 miles 0 otherwise 0 648 x 1 if home to work distance is 20 30 miles 0 otherwise 0 855 x 1 if home to work distance is over 30 miles 0 otherwise 0 151 drive alone operating and parking cost in dollars 0 0186 x in vehicle travel time in minutes for drive alone mode x percentage of residents in the origin TAZ that belong to market segment 1 0 023 x in vehicle travel time in minutes for drive alone mode x percentage of residents in the origin TAZ that belong to market segment 2 0 0226 x in vehicle travel time in minutes for drive alone mode x percentage of residents in the origin TAZ that belong to market segment 3 0 023 x in vehicle travel time in minutes for drive alone mode x percentage of residents in the origin TAZ that belong to market segment 4 0 0186 x in vehicle travel time in minutes for drive alone mode x percentage of residents in the
72. igin county as described in Chapter 6 Pace Boardings by County provided by Pace The flowchart shown in Figure 5 5 describes the data assembly process 5 26 Cambridge Systematics Inc Figure 5 5 Transit Service Sketch Planning Tool U ser M anual Data Assembly Obtain Census data Process Census data Obtain CATS CMAP emme 2 transit databank generate LOS data for existing transit modes Run CATS CMAP model in emme 2 to Input proposed ART Run enme 2 to generate LOS data for routes into emme 2 existing transit modes Import all data into SAS Create TAZ level datasets using GIS M erge origin based data by origin TAZ Mergeall data Merge destination based data by destination TAZ Merge O D data by origin amp destination TAZs L Calculate Pace component of LOS Prepare LOS for each O D pair Calculate N on Pace component of LOS 4 Calibrate M ode Choice Equations adjust constants until regional mode shares are matched l Flag Served amp Unserved O D pairs v Calculate number of trips by mode for each O D pair Calculate new LOS for Unserved O D pairs Flag Pace amp Non Pace trips Calibrate Pacetrips 4 Calculate trips by mode by Label f
73. igins and destinations reversed The first run includes all origins served by the Pace bus route or segment thereof to all destinations found on the renainder of the Pace bus route and any connecting Metra CTA rail and bus or Pace bus routes The second run is the reverse of the first switching origins and destinations to capture all destinations served by the bus Cambridge Systematics Inc 85 GEEET Transit Service Sketch Planning Tool U ser M anual route segment The sdection of connecting services should follow the market shed guidelines above The typical analysis is structured as follows Zones A TAZsserved by critical segment B TAZs served by remainder of route and connecting services Runs 1 A gt A B All trips with origins along critical segment 2 A B gt A All trips with destinations along critical segment This origin destination pattern is helpful to use when conducting a large series of analyses as it enables a simple interchange of origins and destinations using the Reverse Trip Analysis feature described in Section 4 3 When applying greater scrutiny to a smaller series of problems the origin destination pattern below can improve accuracy as it eliminates redundant internal trips A gt A which are double counted with the above method The internal trips are generally few in number and were considered to be within an acceptable margin of error for the series of SPT analyses used to evaluate Initiative area
74. igure 4 20 Specify Scenario Output File Save Outputs x Please specifiy file directory and file name D rte386 txt El Please provide a brief description of this scenario Optional One mile buffer Save Cancel 2 Click the button to navigate to a file location where the user wants to save the output 3 Optional Theuser can providea brief description of the scenario 4 Click the Save button the following form will pop up Figure 4 21 Options for another M odel Run Another Model Run x Please select one of the following options m Options Run the mode choice model for the different origin destination pairs Run the mode choice model for the same origin destination pairs but with a different analysis approach _possevevansecsvsencsecansscsenvonsessavevesesessonscssssasesscasssnsessassecescasensuecsaeseonscesesevenesensoessssevecenesensovesesesenasesenssesvecassvanscensnsseneasereneceeesseeeesseeey Sssesusisesia sovecesos soubesust foessees Sabie sie sststies Suvedies uesbs pexs buessuesbubul vecv cubes netuoueis stubevesserbincss hoses terbioutebsdtrscbsbai bevidives sovbessiesiecsbelsosssebiecsiosiok Quit the model choice model application program ea Cambridge Systematics Inc 4 17 Eee ae Transit Service Sketch Planning Tool User M anual Please select one of the following options 1 Runthemode choice model again with different O D pairs 2 Run the mode choice model again with
75. in the display area Click to uncheck to make layer visable in the display area PaceFacilifes CTARajStations MetraRailRoutes sae CTABusRoutes ART Routes l Roads m 3 3 ArcMap Built In Toolbars ArcMap has built in tools that allow the user to move around the map and to query the features on the map The user should place the cursor over each icon to see the descrip tion of each tool and click on the selected icon to use the tool Figure 3 5 Access the ArcMap help menu or refer to the ArcMap User Guide Using ArcMap ESRI 2000 for further help on using these built in tools 34 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual Figure3 5 ArcMap Built In Toolbar for SPT Navigation Zoom Out Fixed Zoom Out Full Extent Go to Next Extent Select Elements Find fa rA pe 7 AO N Zoomin Fixed Zoomin Pan Go toPreviousExtent SelectFeatures Identify Measure Source Cambridge Systematics Inc A ugust 2004 E 3 4 Custom Built Tool The SPT was built into the ArcMap interface as a custom tool which contains a series of functions focused on guiding the user through the SPT planning process Figure 3 6 shows the process flow of the program which allows the user to evaluate potential transit ridership within the SPT analysis process These steps are described in detail in Section 4 0 of this user guide Cambridge Systematics Inc 35 Transit Service Sketch Planning Tool User M a
76. ion report Y our Driving Costs 2006 and the IRS average of 44 cents per mile Cambridge Systematics Inc 5 11 Transit Service Sketch Planning Tool User M anual IVTT Highway IVTT was obtained directly from the CATS 2005 model Reliability The base level of travel time reliability by highway or the frequency of being more than 15 minutes late to work is assumed to be twice a month on average 5 6 1 2 Shared Ride Cost The total operating cost for auto trips was calculated by multiplying the highway distance of the best itinerary that was found by the mode between the origin zone and the desti nation zone which was obtained from the CATS 2005 model by 30 cents mile see Drive Alone section for sources Default carpool costs are computed in the same manner as the choice experiments which included operating cost plus any destination zone parking cost divided by 2 25 riders Default vanpool costs are computed in the same manner as the choice experiments which included a base fare of 1 50 plus any destination zone parking cost divided by nine riders IVTT Default carpool travel time is computed in the same manner as the choice experiments which included highway IVTT as obtained directly from the CATS 2005 model plus 5 minutes for carpool formation Default vanpool travel time is computed in the same manner as the choice experiments which included highway IVTT as obtained directly from the CATS 2005 moda plus 15 minutes
77. ips served Alternative Step 2 M ore D etailed A pproach to Route 348 Service Changes Because the recommended service changes are likely to affect travelers in different parts of the route in different ways ranging from introduction of service in areas that were previously unserved to a substitution of service on Route 348 for current service on Route 385 a more detailed approach could be applied that divides the route into segments with similar characteristics Figure 8 7 shows one way of breaking the problem into subparts for more detailed analysis Cambridge Systematics Inc 821 Transit Service Sketch Planning Tool User M anual Figure 8 7 Division of Route 348 into Segments for D etailed Analysis y 5 Band Ave W 14310 amp t on Pak wW asya a WIS s r t i peared i i S 0 05 1Mies Legend N Preferred Alternative j Current Pace Service The analysis approach for Segment 1 between Rivercrest Shopping Center and Moraine Valley College is described below This approach would be repeated for all five segments using different LOS characteristics for each and the result combined to evaluate the overall impact This method is particularly effective in adding and removing transfer penalties where service has changed Along Segment 1 origin and destination zones were identified as shown in Figure8 8 Connections in this area include the M etra Rock Island line and Metra Electri
78. ive services are used resulting in an average walk time of one minute reflecting the availability of curbside service Cambridge Systematics Inc 5 19 Transit Service Sketch Planning Tool User M anual 5 6 3 8 Reliability of BRT ART Express Transit The base level of travel time reliability by BRT ART Express Transit or the frequency of being more than 15 minutes late to work is assumed to be once every two months on average m 5 7 Geographic and Land Use Data The mode choice model characterizes workers according to the land use setting of their workplace locations and distances from home to work The land use settings are the Urban Suburban and Exurban categories defined above The distance from home to work that is used in the model is the straight line distance CS used ArcView to devdop this variable The mode choice model also includes coefficients for the density of existing transit ser vices Cambridge Systematics used ArcGIS to calculate the number of transit service agencies that provide service within one half mile of a given zone If an agency provides more than one route in a zone still only one service is added to the total Therefore the minimum number is zero and the maximum possible is four one each for Pace Metra CTA Bus and CTA Rail m 5 8 Trip Tables The year 2000 Census Journey to Work JTW dataset is the basis of all of the trip tables that are enbedded within the SPT These data were modified in or
79. ketch Planning Tool User M anual e UrRD PTRD yee M UART _e PART Sel M where ye QUoa QUor eP Uraw Urap Quart M Second the trips by mode are calculated The procedure is the same for served and unserved O D pairs TRIPS p Pp x JTW TRIPS cp Pcp x JTW TRIPS Pyp X JTW TRIPS rey Prrw X JTW TRIPS kp Prep X JTW TRIPS yer Papp X JTW m 6 2 New Number of Trips by Mode After the user inputs changes to the LOS by mode the SPT calculates the new number of trips by mode The SPT goes through the following steps 1 An array of mode choice coefficients is created 2 Inputs from the LOS window are stored in a series of arrays one for each mode 6 6 Cambridge Systematics Inc 6 Transit Service Sketch Planning Tool U ser M anual For each O D pair in the selection set the following computations are performed for each market segment and mode a Changein utility is calculated by multiplying the mode choice coefficient for the particular mode and market segment by the change in LOS b Change in number of trips is calculated using a pivot point approach by multiplying the base number of trips by the exponent of the change in utility and c Total new trips by mode are calculated by summing the change in the number of trips by market segment For each O D pair in the selection set new number of trips are calculated a New mode shares are calculated by summing the new trips by mo
80. l Time IV TT The CATS 2005 model was skimmed to derive the transit IVTT values The modeling software can calculate VTT values separately for each type of transit service Pace M etra CTA rail and CTA bus Therefore there was no need to make assumptions in order to calculate Pace and non PacelVTT Table 5 6 Calculation of Pace and Non Pace Components of Wait Time for Transit Availability of Transit in Origin Zone Pace Only 100 percent is allotted to Pace CTA or Metra Only 0 percent is allotted to Pace Pace AND CTA or If Pace Boardings Bpace gt O and CTA Boardings Bcta 0 and Metra Boardings Metra or all three Bmerra 0 100 percent is allotted to Pace If Bpace 0 O percent is allotted to Pace If CTA Rail and Metra are not available then both Pace and CTA Bus are available and 50 percent is allotted to Pace If ather CTA Rail or Metra or both is available O percent is allotted to Pace N umber of Transfers The number of transit transfers was obtained by running the CATS 2005 model Transfers between all service providers are permitted therefore it is not meaningful to calculate number of Pace and non Pace transfers Time Spent Transferring The transit transfer time was obtained by running the CATS 2005 model Because trans fers between all service providers are permitted it is not meaningful to calculate number of Pace and non Pace transfers Egress Walk Time Walking is the only egress mode in the model E
81. lect TAZs falling inide a POLYGON feature C Method 5 Use TAZs from previous scenarios x Cancel Previous Next e For Method 1 follow the same instructions described in Section 4 3 e For Method 2 follow the same instructions described in Section 4 3 e For Method 3 follow the same instructions described in Section 4 3 e For Method 4 follow the same instructions described in Section 4 3 and e For Method 5 follow the same instructions described in Section 4 3 Cambridge Systematics Inc 4 11 Transit Service Sketch Planning Tool User M anual If none of the selection method is selected and the Click here if destinations are the same sets of TAZs as origins option is not checked the user will get a warning message to select one method m 4 5 Specify Level of Service 4 5 1 Level of Service As part of its market research work CS identified seven market segments that demon strate unique sensitivities and preferences to specific attributes of transit service including travel time wait time transfer time number of transfers access and egress time travel cost and travel time reliability The SPT is sensitive to these differences and will be able to estimate potential ridership from the relative concentrations of each segment within each TAZ The level of service LOS variables included in the mode choice model are e Travel cost e In vehicle travel time e Headway e Number of transfers e Transfer time
82. mation needed to run the tool e Section 3 0 describes how to get started using the SPT tool including information about the functionality layout and navigation processes provided in the SPT e Section 4 0 describes the basic application of the tool to develop estimates of transit trips served between selected origin destination O D pairs e Section 5 0 provides information on the data sources and data processing steps used to develop the SPT e Section 6 0 describes the procedure that the SPT uses to generate estimates of the number of transit trips between selected O D pairs e Section 7 0 describes the calibration and validation steps performed in the development of the SPT and Cambridge Systematics Inc 1 1 Transit Service Sketch Planning Tool User Manual e Section 8 0 provides tips and examples on the application of the SPT to selected service planning problems including route level analyses 1 2 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual 2 0 Installation This section presents the information required to install and understand the basic infor mation used to support and create the SPT The development requirements files databases and data items used to deliver and format the tool the hardware and software requirements and the installation instructions are presented in this section E 2 1 Development Environment The SPT was developed using the Visual Basic Application
83. nal 1 50 5 6 3 2 Access Time Default access time varies based on whether a BRT ART Express Transit stop is within walking distance of the origin When the distance from the origin to the nearest BRT ART Express Transit stop is less than one half mile access time was based on distance at a walk speed of 20 minutes per mile When the distance is greater than one half mile shuttle service is used to reach the BRT ART Express Transit station In Urban areas fixed route services generally operating on one half mile arterials are used resulting in an average walk time of three minutes half of the one quarter mile maximum distance from any point to a bus route In Suburban areas flex route services are used resulting in an average walk time of three minutes assuming a one quarter mile spacing between on demand stops In Exurban areas demand responsive services are used resulting in an average walk time of one minute reflecting the availability of curbside service It is assumed that drive access to BRT ART Express Transit is not available 5 6 3 3 Headways For BRT ART Express Transit services default headway varies based on the land use setting of the origin BRT ART Express Transit headways are 10 minutes in urban areas 15 minutes in Suburban areas and 20 minutes in Exurban areas reflecting peak period service For shuttle services headways also vary based on the land use setting of the origin In Urban areas fixe
84. nds on the mode choice coefficients market segmentation and other results from the previous stages of the South Cook County Will County Restructuring Initiative The tool has proved quite flexible in estimating the relative potential ridership impacts from a wide range of transit improvement strategies and across a wide range of travel markets The tool works best evaluating the relative impacts of different scenarios at the corridor level rather than producing route specific ridership estimates The SPT estimates changes in potential ridership given changes in the service characteris tics e g travel time wait time price etc network structure e g number of transfers or customer experience e g travel time reliability Near instantaneous changes in esti mated potential ridership can be generated allowing the user to conduct iterative testing of different service characteristics or more aggressive improvements of a single character istic Transit planners may conduct unlimited numbers of iterations to test changes of alignment or service characteristic changes and estimate the changes in potential rider ship Results from the SPT can be used by transit planners to reconfigure transit level of service anywhere in the six county area The following sections are presented in this User Manual e Section 2 0 provides the user with information about installing the system requirements for hardware and software and other basic infor
85. ng Pace routes in Joliet area Metra Rock Island line and Metra H eritage Corridor line Runs 1 A gt A B All trips with origins along route 2 A B gt A AIll trips with destinations along route Analysis Served LOS Changes Target Cost 1 25 IVTT 15 Headway 30 peak only change Transfer Time unchanged Transfer Number unchanged Reliability unchanged Runl ADA B Travel Transfer Number of Time Travel Cost IVTT Headway Time Transfers Reliability SPT Default 1 52 18 36 5 1 0 19 3 Adjustments A pplied 0 27 3 25 Run2 A B gt A Travel Travel Transfer Number of Time Cost IVTT Headway Time Transfers Reliability SPT Default 1 52 14 41 5 3 0 07 3 Adjustments A pplied 0 27 25 Results Run 1 298 Run 2 175 Total 473 Comparing the results of Steo 1 and Step 2 the SPT predicts a 473 398 18 percent increase in number of transit trips served by reducing headways and adding service By pivoting off of existing ridership from 2006 annualized from Second Quarter data of 109 094 this implies a simple annual ridership change of about 19 600 For this example problem only the impact of the LOS changes are considered When looking at the overall impact of the changes recommended for Route 507 as part of the Initiative additional factors come into consideration including increased service span and the impact of greatly increased frequency on the Period Span Factor see Section 8 2 1 Cambridge Systematics Inc 815
86. nimum 20 GB hard disk space consisting of a minimum 2GB on the operating system drive and e CD ROM drive or networked CD ROM drive with 650 MB HDD space recommended 2 3 2 Software Requirements e Windows NT Windows 2000 or Windows XP operating system e ESRI ArcGIS 9 1 multiple license or single license version and e The SPT was designed and tested in ESRI ArcGIS 9 1 It may not operate properly in earlier versions of ArcGIS These requirements reflect the minimum hardware and software needed to run the parent ArcGIS platform Because of the large geodatabases used by the SPT faster workstations may be needed to achieve acceptable performance E 2 4 Install the SPT It is recommended that the SPT and its supporting data should reside locally on a user s computer hard drive and not on a network drive The user should have writing permission to the computer drive where the supporting geodatabase resides e g the SPT cannot be run directly from a CD The SPT Tool installation procedures are presented below 1 PuttheCD containing the SPT in your computer s CD ROM drive 2 Extract from the zip file all the folders Database MXDs Shapefiles from the CD ROM to a folder on your computer 3 Navigate to the Database folder on the local computer Right click on the database mdb file on the local computer and click on Properties as shown below in Figure 2 1 Under Attributes verify that Read only is not checked
87. non Pace IVTT and if each O D pair has the same number of Pace trips then the value in the display window will indicate that the Pace IVTT is 10 minutes The non Pace portion of IVTT is excluded and appears in the non Pace LOS column e The Average Existing LOS window does not indicate the relative proportion of Pace trips and non Pace trips on an itinerary Test runs can help determine whether most of the existing transit trips in the selected area are Pace or non Pace trips If a large change in Pace LOS has very little impact on the overall transit ridership then most of the existing transit trips are probably non Pace trips Likewise if a large change in 82 Cambridge Systematics Inc Transit Service Sketch Planning Tool User M anual Pace LOS has a substantial impact on the overall transit ridership then most of the existing transit trips are probably Pace trips Figure 8 1 shows a sample Average Existing LOS window In this example the Pace portion of travel cost that is weighted by Pace trips is about 1 40 the non Pace portion of travel cost for these same Pace trips is not shown in this window For non Pace trips the weighted average total travel cost is about 2 20 For all transit trips the weighted average total travel cost is about 2 15 Figure 8 1 Example Average Existing LOS Window Existing Conditions for Selected TAZs E BRT ART DRIVE ALONE YAN POOL PACE NON PACE ALL TRANSIT Express im gt a Tv
88. nual Figure 3 6 SPT Process and Analysis Flow Specify the Database firstuseonly 42 Select TAZs by Number oo Select Origins Select by Point Buffer 4 3 Select by Line Buffer Select Destinations P seab Payam Import from Scenario Specify A pproach a served OD pairs only unserved OD pairs only or all OD pairs 45 Specify LOS 46 Yes j Report Ridership l 47 Specify Output File Save Results i 48 O Another Run No T Yes Run with Different ODs Same ODs Same ODs Approach Different A pproach Different LOS 36 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual 4 0 SPT Application The user will use the SPT application to evaluate the relative potential ridership of differ ent scenarios While the tool has been validated to existing ridership at a macro leval differences can be expected between predicted ridership from a group of origin zones to a group of destination zones and observed current or future ridership on one or more bus routes in the same general area These differences are a function of different trip purposes the SPT reflects 2000 Census Journey to Work trips connections between transit services accounting for each possible transit connection when selecting zones is difficult and walk distances even
89. odeling process to estimate changes in work trip transit mode share on selected origin destination pairs The tool has proved quite flexible in estimating the relative potential change in the number of transit trips served associated with a wide range of transit improvement strategies and across a wide range of travel markets The tool works best when evaluating the relative impacts of different scenarios at the corridor or market level rather than producing route specific ridership estimates To support the Initiative anumber of strategies were developed to allow the SPT to more accurately represent and evaluate service recommendations that were defined at the route level This section describes those strategies and provides examples of their application in the Initiative area For the evaluation of the more than 120 proposed service recommendations in the Initiative area a major focus of our approach was to design SPT runs with uniformity and consistency as a major focus In order to reliably compare service recommendations the assumptions driving the SPT analysis and the structure of the runs had to be uniform In many cases analysis of specific service changes could benefit from a more detailed or creative use of the SPT These opportunities were not undertaken as they would create inequalities in the level of detail given to each problem and could produce inconsistent results The examples in this section provide guidance as well as a launching
90. ome this a correspondence between Block Groups and TAZs was developed based on the shared area This area was calculated systematically using ArcGIS The resulting correspondence was used to calculate the percentage of workers residing in each TAZ that belong to the different cluster groups Next the number of workers by cluster between each O D pair was calculated based on the percentage by cluster at the origin zone The example shown in Figure 5 1 and Table 5 2 helps illustrate this process 5 2 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual Figure 5 1 Illustration of Converting Census Block Group Data to the CT PP TAZ Level Legend a Gicck Group 2000 CTPP TAL 000 CTPP TAZ n Deere Table 5 2 Illustration of Converting Census Block Group Data to the CTPP TAZ Level Area BG Block Group ID CTPP TAZ ID Proportion Description Step 1 Calculate Percentage of Area Overlap Between Block Groups and CTPP TAZs 1 170318142001 17940031293211 0 35 35 of data from 170318142001 will be assigned to TAZ 17940031293211 2 170318142004 17940031293211 0 68 68 of data from 170318142004 will be assigned to TAZ 17940031293211 3 170318142005 17940031293211 1 00 100 of data from 170318142005 will be assigned to TAZ 17940031293211 4 170318142006 17940031293211 0 30 30 of data from 170318142006 will be assigned to TAZ 17940031293211 BG Cluster 1 Cluster2 Cluster3 Cluster4 Cluster 5 Cluster6 Cluster
91. one to establish the base condition and one to establish the test condition Cambridge Systematics Inc 83 Transit Service Sketch Planning Tool U ser M anual For example if a user wanted to test the effects of a fare increase from 1 50 to 2 00 on a service that runs through the set of zone pairs reflected in the example above two approaches could be used The first run would adjust the average fare from about 1 40 to 1 50 and record the result as the base condition The second run would adjust the average fare from about 1 40 to 2 00 and compare the result with that of the first run Alternatively this fare change could be tested in a single run in which the Pace fare was increased by 33 percent This would then pivot off of the existing Pace fare values for each zone pair in the selection set 8 1 3 Zone Selection Sets Buffer Size Appropriate buffer sizes around bus routes or rail stations are a function of zone size and access assumptions The SPT includes zones whose centroids fall within a buffer distance defined in the Select TAZs windows Because zones are generally about one half a mile square throughout much of the region and their boundaries typically follow the grid of arterial streets a buffer of 0 75 mile will typically select zones on both sides of a route that runs along an arterial street Because relatively few riders walk more than one half a mile air distance to reach a bus route the zones selected in this manne
92. p 1 Current Route 507 for Comparison As shown in Figure 8 3 the origin and destination zone selection set includes the TAZs along the recommended Route 507 ignoring the dimination of the deviation as described above as well as connecting Pace services in Joliet and the two Metra lines serving Joliet Union Station Two runs are conducted to address the demand in both directions Because the analysis 812 Cambridge Systematics Inc Transit Service Sketch Planning Tool User M anual focuses on an area already served by transit any unserved zone pairs are exduded from the analysis by selecting the ndude Served OD Pairs Only analysis approach Level of service changes include the optional calibration of fare to the current Pace fare of 1 25 and in vehicle travel time to 15 minutes Figure 8 3 Route 507 Zone Selection Set Jepa 4 GOw QQuiNSersPhkOAS BR posz ae georterencng JA 7B r Mow Fealux f J 210a Analysis Approach im Please select an analysis approach lindude Served CO Pars Oriy inude Uncerved CO Pars Only F indude Al Selected OO Pars Previous noe oae Nool ORIGIN TAZ s Selected 212 No of DESTINATION TAZ s Selected 21 Cambridge Systematics Inc 8 13 Transit Service Sketch Planning Tool User M anual zones Runs Analysis LOS Changes SPT Default Adjustments A pplied SPT Default Adjustments A pplied Results Run 1 A TAZs served by 507 B TA
93. point for Pace to develop more or less refined approaches as appropriate for the problems encountered elsewhere 8 1 General Application Considerations Differences between SPT estimates of the number of transit trips served on selected origin destination zone pairs and actual observed ridership on a route running through corresponding zones are a function of many factors The following sections describe application procedures and adjustments that can be used to increase the correspondence between SPT results and Pace ridership Cambridge Systematics Inc 81 Transit Service Sketch Planning Tool U ser M anual 8 1 1 Adjustment for All Trip Purposes The SPT is based on the 2000 Census Journey to Work dataset which reflects trips from home to work Work trips represent about 73 7 percent of all Pace trips The SPT results should be divided by 0 737 to capture the remaining 26 3 percent that are nonwork trips This can be accomplished by applying a factor of 1 36 in the Trip Factor field of the Changein LOS entry window of the SPT Instead of this regional average route specific adjustment factors may be used where appropriate Also as described in Section 7 2 the transit trip database was only calibrated for Pace Evaluation of ridership on services that are provided by Metra or CTA must be performed on a case by case basis in order to determine appropriate adjustment factors for trip purpose and directionality 8 1 2 Adjustment
94. ps Within the SPT the base number of walk access to transit trips is further categorized as Pace walk access to transit trips and non Pace walk access to transit trips Similarly the base number of drive access to transit trips is further categorized as Pace drive access to transit trips and non Pace drive access to transit trips As discussed above these categorizations depend on whether or not Pace is part of the transit itinerary As a result within the SPT there are four existing transit modes Pace walk access to tran sit Pace drive access to transit non Pace walk access to transit and non Pace drive access to transit When LOS changes are specified for Pace in the LOS Input Window these LOS changes are applied Cambridge Systematics Inc 7 5 Transit Service Sketch Planning Tool User Manual Table 7 3 Classification of Trips as Pace or Non Pace Walk to Drive to Walk to Drive to Transit Itinerary Transit Itinerary Walk to Drive to Transit Trips Transit Trips Pace Non Pace Pace Non Pace Transit Transit Pace Non Pace Pace Non Pace Oo D IVTT IVTT IVTT IVTT Trips Trips Trips Trips Trips Trips 1 2 11 3 27 3 0 23 9 115 24 115 0 0 24 1 3 0 18 1 2 8 26 9 20 12 0 20 12 0 7 6 Cambridge Systematics Inc Transit Service Sketch Planning Tool User Manual 7 2 3 Calibrated Trips In addition to calibration of the constants in the mode choice equations at the regional level a secondary calibration effo
95. r typically provide a reasonable approximation of the access or egress area served by a bus route Larger buffers may be appropriate when many users are expected to reach a transit service by means other than walking For example a park and ride facility could draw from several miles or more Larger buffers may also be necessary to capture centroids where zone sizes are larger generally on the periphery of the region M arket Shed The SPT results are sensitive to the set of origin destination zone pairs selected for analysis Selecting a larger set of zone pairs such as including all locations that could be reached from a given route with one or more transfers generally yields higher estimates of transit trips served than selecting fewer or no connecting routes such as including only locations that are within perhaps ten minutes travel time of a given route mainly as a result of the larger number of total trips included in the set of sdected zone pairs This creates a challenge when attempting to use the tool to simulate routelevel ridership because an accurate result is dependent on selecting just the right market shed of potential riders making connections to or from other routes Furthermore because the SPT applies similar LOS changes to all selected zone pairs LOS changes applied to locations that are well renoved from the area under analysis may not be as reflective of actual relative automobile transit conditions as locations closer to
96. ries for these trips would not be included in the dataset e 25 448 JTW transit trips occur on O D zone pairs for which drive access to transit is available but walk access to transit is not available For these O D zone pairs a hypo thetical transit service with walk access is introduced The characteristics of this service are described in the SPT User Manual Using the automobile levels of service the existing drive access to transit service and the hypothetical walk access to transit service mode shares are recalculated by directly applying the mode choice model Therefore for O D pairs that currently have only drive access to transit the transit analysis is limited to evaluation of existing drive access to rail service in competition with proposed new Pace feeder bus to rail service Table5 9 Served and Unserved JTW Trips by Drive and Transit M odes JTW JTW JTW Category Types of Available Transit Drive Trips Transit Trips Total Trips Unserved No transit available 838 781 20 223 859 004 Drive access only 282 940 25 448 308 388 Total unserved trips 1 121 721 45 671 1 167 392 Served Walk access only 184 527 12 217 196 744 Both walk and drive access 1 681 857 399 914 2 081 771 Total served trips 1 866 384 412 131 2 278 515 Total Trips 2 988 105 457 802 3 445 907 Figure 5 4 uses four hypothetical O D pairs to illustrate the definitions of served and unserved Each trip begins at hypothetical Origin Zone 1 Transit service is
97. rify that Read only is not checked Figure 2 3 If it is checked uncheck the Read only box click Apply and then click OK Otherwise click OK Figure 2 3 Provide User with Write Priveleges to M XD File lOl xf r Ow p jsn pors S X ED E Address ED CASPTISPT _FINALMD HPE Name I Size Oste Modified Type i Be ces 1 md 10 1828 9 0 2007 1 57PM ESRI ArcMap Docu PE Garners Securty Custom Summary Netware Version Type of fie ESRI ArcMap Document Opens with Qe ArcMap Change Locate CASPTASPT_FINAL WOOD See 9 91 MB 10 395 136 bytes Site on Gtk 9 91 MB 10 35 649 bytes Created Monday September 10 2007 1 57 56 PM Modified Monday September 10 2007 1 57 56 PM Accessed Today September 24 2007 20350 PM Amter I Readeny I Hidden Advanced Make sure the Read only box is unchecked m 2 5 Special Installation Instructions Some reference libraries are used in the development of the SPT The user needs to make sure the same reference libraries are installed on his her version of ArcGIS without which run time errors will occur Follow these procedures to install the required reference libraries 1 Open the SPT by following the procedures outlined in Section 3 1 Starting ArcM ap 2 4 Cambridge Systematics Inc 2 3 Transit Service Sketch Planning Tool U ser M anual Click on Tools from the ArcMap menus along the top of the screen
98. roach could be applied with different SPT predicted estimates of the number of transit trips served Cambridge Systematics Inc 89 ne Transit Service Sketch Planning Tool User Manual Table8 2 Definition of Period Span Factors A B Cc D E F G H I J K L M N oO P Service Spans Probie oe Weekday Saturday Sunday Route Phase Type Market am Midday p m Evening am Midday p m Evening am Midday p m Evening 501 Base SPAN 887 0 8 1 1 0 25 0 25 05 05 Phase Changes 887 1 1 1 0 4 0 5 0 5 0 5 0 5 In Table 8 2 columns E to P capture the Period Span Factors for Route 501 509 by period For the recommended Phasel Changes the values are higher than those of the Base condition reflecting extended service spans For each day type weekday Saturday and Sunday the Period Span Factors are multiplied by their respective Distribution Factor see Table 8 1 So for example in the Base condition the weekday value for AM of 0 8 is multiplied by 206 or 20 6 percent This creates a value of 0 165 which indicates that one can expect about 16 5 percent of the SPT Market column d to be served in the weekday AM time period This process is repeated for columns E to P Note that the weekday AM time period following Phasel Changes is anticipated to serve 20 6 percent of the SPT Market 1 0 206 a larger market share reflecting the increased service span The resulting values are then summed for each day separately for Base and Phase Chan
99. rt was undertaken to relate the number of Pace trips in the SPT dataset to observed boardings by Pace at the origin county level An adjustment was made to the dataset to reflect this Of the 412 131 existing served transit trips in the JTW database Table 5 8 about 79 000 are Pace trips and 332 000 are Non Pace trips Table 7 4 shows how these 79 000 trips are distributed by origin county before and after this secondary calibration effort was performed Table 7 4 Classification of Trips as Pace or Non Pace Observed Boardings by Countya Pace Trips aed OD Pairs Origin Work Boardings Before Calibration After Calibration County Total Boardings Approximate Adjustment Adjustment Cook 74 965 55 266 64 085 55 266 DuPage 9 750 7 188 7 459 7 188 Kane 8 666 6 389 2 410 6 389 Lake 9 642 7 108 2 597 7 108 McHenry 168 124 637 124 Will 5 200 3 834 2 053 3 834 Total 108 391 79 909 79 241 79 909 a Pace Cambridge Systematics Inc 7 7 Transit Service Sketch Planning Tool User M anual 8 0 Route Level Application This section describes the application of the SPT to the evaluation of service recommendations developed as part of the South Cook County Will County Restructuring Initiative The examples illustrate how the SPT can be applied effectively to a range of real world planning problems that Pace planners may encounter across the six county region The SPT applies the mode choice step of the traditional four step travel demand m
100. rved O D Pairs after Introduction of Hypothetical Pace Services isnin aaen ainiko ret EE Erra KE EEEN ee tan in Regional Mode Shares Before and After Calibration ss sssseesssssseresresrereresresesees County to County Mode Shares After Calibration Compared to JTW mode Shares a ries wuss E E A Ea ara Sana aE aD ATESTA EAEE NE Eais Classification of Trips as Pace or Non Pace csssssscsssssossesssssecscesssssessessaseestsonsanes Classification of Trips as Pace or Non Pace ssesesessssesesesessssesrsrerereerereesrsrsesesessse Service Span Ridership Distribution Factors and Annualization Factors Definition of Period Span PactOrsa stiicciupisecesishehctissieopestactibactiensgibectbetetactiisteseasaeiel Aggregation OF Period Span Factors g te sets Ase manana eta amends Cambridge Systematics Inc 5 3 5 5 5 13 5 14 5 15 5 16 5 22 5 23 5 24 5 25 7 2 8 7 8 10 8 11 iii Transit Service Sketch Planning Tool User Manual List of Figures 2 1 File Installation for the Access Database ivi iscniarcnionnateniewnuraerininaenn 2 3 2 2 Provide User with Write Privileges to Access Database cccccececseseeeseneteees 2 3 2 3 Provide User with Write Privileges to MXD File s 55 025 cvevassonystestescevevieegerncetyneseens 2 4 24 Open Vistial Basic Editoreen anan a ation Ea T E E 2 5 2 5 Visual Basic References WindoW s essssssesesissesesresesseressssestesesesnesteser
101. s using their respective Annualization Factors and totaled giving SPT Transit Trips shown in column U of Table 8 3 The resulting annual SPT Transit Trips value for the Base is 237 128 With improved service span it is anticipated that 258 221 annual SPT Transit Trips will result an increase of about 21 100 or 8 9 percent This value can then be pivoted off of a known ridership value Ridership for Route 501 based on annualized 2006 Second Quarter data was 222 113 Adding the 8 9 percent increase in transit market served anticipated due to the expanded service span would then result in a ridership of 242 081 an increase of about 20 000 Cambridge Systematics Inc 8 11 Transit Service Sketch Planning Tool U ser M anual 8 2 2 Level of Service Changes The level of service problem type uses the SPT to compare before and after transit mode share for selected origin destination pairs Level of service changes are applied to identify the response of the travelers on the selected zone pairs to updated service characteristics The market response a percentage is applied to the known ridership of the segment where available to estimate ridership change in response to LOS changes The change in response to LOS changes is thus calculated as follows Predicted New Daily Riders Known Ridership for Relevant Service Periods N ew total value for transit market with LOS changes Old total value for transit market before LOS changes
102. s by buffering around a line feature This option is used when the user wants to evaluate trips originating within a certain travel distance of a line feature for example a bus or a train route a specific highway etc Method 4 Select TAZs by buffering around a polygon feature This option is used when the user wants to evaluate trips originating within a certain travel distance of a polygon feature for example a TAZ or a municipality Method 5 Use TAZs from a previous scenario The user can import the origin TAZ numbers from an existing scenario Cambridge Systematics Inc 4 3 EEE a Transit Service Sketch Planning Tool User M anual Figure 4 4 Options for Selecting Origin TAZs Using Method 1 Select Origin Tazs x Please select one of the following Options Options Select ORIGIN TAZs from the map Hold down SHIFT for multiple selections C Select ORIGIN TAZs Where TAZ Input with Comma or Hyphen as delimiters For example ip ea dikes 6 2 ory Previous x Cancel a When the user chooses to select origin TAZs from the map the Select Feature tool of ArcMap Mis automatically enabled The user can click or draw a box on the map view to select TAZs Please note the TAZ GIS layer needs to be turned on in order to do TAZ feature selections b The user also can choose to type in the origin TAZ numbers in the textbox on Figure 4 4 Examples of input formats compatible with the SPT are provid
103. s with Cambridge Systematics Inc 4 13 Transit Service Sketch Planning Tool User M anual the characteristics of the BRT ART Express Transit mode that was described in the mar ket research survey The derivation of default LOS values for BRT ART Express Transit is described in Sections 5 5 and 5 6 of this document The user needs to specify changes to the LOS variables as shown in Figure 4 17 a Theuser can specify the LOS for each of the modes listed in this table The LOS can be entered as delta changes eg increase bus fare by 50 cents or as percentage changes e g increase bus fare by 20 percent The default entry is delta changes Alternatively if the user wishes to use the LOS values that were entered in a previous scenario the user can simply click on the Import Scenario button at the top left hand corner of the window Furthermore in order to clear the LOS inputs that have been entered click the Clear Inputs button at the top left hand corner of the window Figure 4 17 LOS Input Form Define change in LOS to existing services for all Trips td BRTART j Imeort Scenario Cies Inouts pure Shared Ride Existing Transit BRT ART Carpool vVanpool Pace Non Pace All Express Travel Cost G idolar o o o 8 ae Travel Time minutes C o o o 0 0 Headway minutes o D Transfer Time C minutes C o Walk Access Time minu
104. ser M anual m 5 2 Socioeconomic D ata The mode choice model contains two variables that relate to socioeconomic characteristics auto availability and gender These data were obtained at the TAZ level from Part 1 of the Census Transportation Planning Package m 5 3 Market Segments As a product of the market research element of this project CS developed seven market segments that are used to better understand the market that is served by Pace These seven categories describe both the socioeconomic characteristics of individuals in the seg ment as well as the sensitivity of these individuals to various aspects of transit service such as travel time comfort and safety The market segmentation research is described in detail in the Market Research Report CS calculated the percentage of individuals belonging to each market segment in each Census Block Group Then CS developed a correspondence to transfer this percentage from Block Groups to CTPP TAZs Next CS used this correspondence with the JTW data to calculate the number of workers from each market segment for each O D pair Census Block Groupsand CTPP TAZs generally do not nest neatly with one another One to one nesting occurs when the boundaries of one block group are identical to the boundaries of one CTPP TAZ Developing the correspondence between block groups and TAZs is trivial for this situation In other cases there are either many Block Groups to one TAZ or vice versa To overc
105. sic Editor window Close the Visual Basic Editor by clicking the x in the upper right corner of the window Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual 3 0 Getting Started After installing the SPT on a local computer it is recommended that the user follow the instructions presented below in this section to get started These instructions include a basic overview of the use navigation and functionality of the SPT tool m 3 1 Starting ArcMap The ArcGIS desktop consists of three core applications 1 ArcMap 2 ArcCatalog and 3 ArcToolbox ArcMap is the map interface that can be used for all mapping and editing tasks within the tool as well as any map based analysis to be conducted by the user The SPT is built into a map document that can be opened in ArcMap It is assumed that the Pace staff who use the SPT have a basic understanding and knowledge of ArcMap If further help is needed on how to use ArcMap the user is rec ommended to access and use the ArcMap help menu or refer to the ArcMap User Guide Using ArcMap ESRI 2000 Use the following procedures to begin ArcMap applications 1 Click the Start button on the Windows taskbar as shown in Figure 3 1 2 Point to Programs 3 Pointto ArcGIS 4 Click ArcM ap to start the ArcM ap application 5 Check the option of an existing map as shown in Figure 3 2 note that the first time you start ArcM ap the startup dialog bo
106. ta OUR COS aoe esas cat T eee ee eases CEEE Eeee Enea TT e A a e aeaieie 5 1 Dis GIS payers ne a E a Eaa RRS E Ea made Tah 5 1 5 2 OCIOCCO MONS Da tapas sev siss ccntssunadarseawacetss Eunoe EAK D S rario Nr KE essbysbendesnts acdtsaan eheeeasast 5 2 Oo Market Segments meriter reine Arle aes ren Cena rE i 5 2 54 Mode Choice MOGEl sescivsstatecretapanes sats lesanpsescetbeaahootinn goaimend warrsgahareasent LEEKAN tecasneten 5 4 5 5 BRI ART Express Transit Network wicisieectistciinannttinaenabaemeeinls 5 8 35 0 Leyeklof Service DIG Ee sser slut th nesses Pas sins su tas sodas tenes A E ait 5 11 5 6 1 Development of LOS Data for Served O D Pairs oo eects 5 11 5 6 2 Development of LOS Data for Unserved O D Pairs eee 5 16 5 6 3 BRT ART Express Transit LOS Assumptions i eeeeeeeeeee cree 5 18 5 7 Geographic and Land Use Data ics issscasssu asses seienisverteuciadietsacancvensivnnabeltiiseteen 5 20 Cambridge Systematics Inc 7596 010 Transit Service Sketch Planning Tool User Manual Table of Contents continued DOs Tip Tables ikerin arietes ae e hus enea aea eaan eers iee tinite 5 20 5 8 1 Journey to Work TripSnesinan i arciere ieir aa 5 20 5 8 2 Served and Unserved O D PairS esssssessesesissssesieresesreseereresrssesres 5 21 9 8 9 Pa e TFIPS ranie ei e Tassel e Ser e Ee EEA E a aT ea tetahs 5 25 39 Data Assembly PrOC SS hisi metas ertai e a es tsetse ce Seea oaea auet dasri banoie rive de Cei
107. tes C o 8 e Walk Egress Time minutes 8 o s ee oo oo ENT Number of Transfers number C e i o Travel Time Reliabiity a o o o o Probability of being late Previous Next Exit Apply Trip Factor t Yew Existing Average LOS m areae b The user also can view the existing LOS for the selected O Ds by dicking the eee buton The existing conditions also include a display of default values under the new BRT ART EXPRESS TRANSIT mode This screen displays the trip weighted average value of each variable across all selected O D pairs For more information on how LOS data were generated for each O D pair please refer to Chapter 5 4 14 Cambridge Systematics Inc E a anne Transit Service Sketch Planning Tool U ser M anual Figure 4 18 View Existing Conditions x ORT ART DRIVE ALONE CARPOOL YAN POOL PACE MON PACE ALL TRANSIT xpress i Travel Cost in dollars 3 07 irs o o o o 25 In Vehicle Travel Time pris in secs 25 90 26 17 o o o o 2117 Heachwary in minutes 1 0 a o 1667 Transter Wait Time inv minutes o i o ons Walk Access in minutes o 0 o 0 14 pie e Time t J 0 o 0 207 Drive Access Time in minutes s ud gt a Number of Transfers s s bd Late Once Travel Time Reliabaity lt Late Twice a Month 4 gt lt Late Once aMonth 3 gt every two Months 2 Cai
108. tes are assumed to be random because of the difficulty of optimizing transfers in a complex grid network The average transfer time between BRT ART Express Transit routes will be assumed to be 5 minutes in urban areas 7 5 minutes in Suburban areas and 10 minutes in Exurban areas reflecting the headway assumptions described in Section 5 7 Total trans fer time will be based on the number of BRT ART Express Transit to BRT ART Express Transit and BRT ART Express Transit to shuttle transfers as derived from the best network path assigned by the EMME 2 model 5 6 3 7 Egress Walk Time Default egress time varies based on whether a BRT ART Express Transit stop is within walking distance of the destination When the distance from the destination to the nearest BRT ART Express Transit stop is less than one half mile egress time was based on distance at a walk speed of 20 minutes per mile When the distance is greater than one half mile shuttle service is used to connect the BRT ART Express Transit station with the destination In Urban areas fixed route ser vices generally operating on one half mile arterials are used resulting in an average walk time of three minutes half of the one quarter mile maximum distance from any point to a bus route In Suburban areas flex route services are used resulting in an average walk time of three minutes assuming a one quarter mile spacing between on demand stops In Exurban areas demand respons
109. time from the dropdown list Every time a station is selected it will be automatically added to the list of station names to the right For Rail stations click on Select All option to select all Rail stations iii For any selected stop station it can be shown on the map if the user clicks the View on Map button iv The user also can get stops from the map by clicking the Get Stops from M ap button and then select any stop station on the map view The selected stop station will be added to the list of station names v Click the Clear button will clear all selected stop station names from the list Cambridge Systematics Inc 45 Transit Service Sketch Planning Tool User M anual Figure 4 8 Select TAZs by Buffering Around Points x Select one or more of the following layers to buffer around Buffer Enter the Route Numbers Distance Route Numbers seperated by Comma Transit Centers Miles View on Map Get Stations From Map lear J Metra Rail Stations Miles J CTA Rail Stops Miles Mouse Clicks Miles TAZ Centroids Miles Previous Next b If the Mouse click option is selected i Enter a numeric buffer distance ii Click Start clicks on the map button The caption of the button becomes Stop clicks on the map iii Click anywhere on the map a symbol will be added to the mouse click location iv Click the Clear but
110. ton to click any mouse click selections c If the TAZ Centroids option is selected i The Select TAZ on the map button will be enabled Click the button and then select TA Zs from the map view Remember to turn on the TAZ map layer ii Enter a numeric buffer distance When the user selects Method 3 there are several options for specifying the origin TAZs buffer around Pace or CTA bus routes Metra or CTA rail routes or any linear feature that the user can draw on the map Figure 4 9 The user may select multiple types of linear features 46 Cambridge Systematics Inc E a anne Transit Service Sketch Planning Tool U ser M anual Figure 4 9 Select TAZs by Buffering Around Lines x Select one or more of the following layers to buffer around Enter the Route Numbers Buffer Distance Route Numbers seperated by Comma I Pace Bus Route Miles I Metra Rail Lines Ma J CTA Rail Lines Aa J CTA Bus Route Miles Miles Draw a Linear Feature ics Mil B and buffer around it a Previous Next Cancel a Ifthe Bus Route ART Route or Rail Line is selected i The user needs to enter a numeric value as the buffer distance ii Select one route at a time from the dropdown list Every time a route is selected it will be automatically added to the list of route names to the right iii For any selected route it can be shown on the map if the user clicks the View on Map button iv
111. ty most of DuPage County the Highland Park area of Lake County and the satellite cities of Joliet Aurora Elgin and Waukegan Population density varies widely but is generally at least one to two households per acre a level that supports dial a ride or flex route local transit services in other metropolitan areas e Category 1 Exurban townships have at least one TAZ with a density of one or more households per acre and no TAZs with more than 15 jobs per acre Several con tiguous townships surrounded by Category 1 townships also were included This area includes several areas in the far reaches of Cook County most of northern Will County northwestern DuPage County parts of eastern Kane County southeast McHenry County and most of Lake County Population density in these areas is 1 Boris S Pushkarev and Jeffrey M Zupan Public Transportation and Land Use Policy Bloomington Indiana University Press 1977 58 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual generally near the low end of areas that support transit service but general public dial a ride services could provide essential first mile last mile connections to existing transit services and local circulation To simulate the effects of increased community based service the BRT ART Express Transit network would be supported by shuttle services to provide connections between trip origins and destinations beyond walking dist
112. ude All Selected OD Pairs E amp Roads RTETYP 0 Previous Next ee Zones a O CityBoundarie O Townships No of ORIGIN FAZ s Selected 295 O subregions No of DESTINATION TAZ s Selected 57 M Trip Purpose Options Display Source Selection janje naj Drawing k C l O7 A Z lt o Arial z fia z BZU As aw 27 ow 223 33 335 62 Miles Zones A TA Zs served by 348 new alignment B Connections to 348 including M etra Electric mainline Routes 349 352 386 Runs 1 A gt A B All trips with origins along critical segment 2 A B gt A AIll trips with destinations along critical segment Analysis Served and Unserved LOS Changes Target Cost 1 50 IVTT 10 Headway 30 Transfer Time unchanged Transfer Number unchanged Reliability 5 8 20 Cambridge Systematics Inc Transit Service Sketch Planning Tool User M anual Runl ADA B Travel Transfer Number of Time Travel Cost IVTT Headway Time Transfers Reliability Existing in Model 1 43 14 14 3 1 0 29 3 Changes for N ew Pace 0 07 4 16 5 Run2 A B gt A Travel Transfer Number of Time Travel Cost IVTT Headway Time Transfers Reliability Existing in Model 1 49 B 16 9 9 0 65 3 Changes for N ew Pace 0 01 3 14 5 Results Run1 2 288 Run 2 223 Total 2 511 The results suggest that the recommended route extension would significantly increase the market served by Route 348 more than tripling the number of daily transit tr
113. umber of J ourney to W ork trips between a given O D pair M ethod A Served O D Pairs The following equations are used to calculate the number of trips by mode for Served O D pairs that have at least one JTW auto trip and at least one JTW transit trip in the base scenario Poa TRIPS p KIL W bive Poa t Pcr Pyp a Pcp TRIPS cp KEL Wie Poa Pcp Pyp Se Pm TRIPS X JTW rive Poa t Pcp Pvp TRIPS py He x JTW pansi TRW os PTRD TRIPS TRD a x J TP Weransir Prrw Prev M ethod B Unserved O D Pairs The following equations are used to calculate the number of trips by mode for e Served O D pairs that have either zero JTW auto trips or zero JTW transit trips in the base scenario and e Unserved O D pairs 6 4 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual TRIPS p Pp x JTW TRIPS cp Pcp x JTW TRIPS Pyp x JTW TRIPS yey Prey X JTW TRIPS rep Prep X JTW BRT ART Express Transit Ind uded When BRT ART Express Transit is included in the analysis mode shares for BRT ART Express Transit and for all existing highway and transit modes are calculated as follows First the mode shares are calculated Definitions U mis Utility of mode M pu s the probability of choosing mode M e Upa PDA DEA M e Ucp PCP DEA M e Uyp PvP yeu M e Urr w PTRW 7 Se M Cambridge Systematics Inc 65 OO Transit Service S
114. ute 501 to improve shopping and employment access It is also recommended that the Forest Park segment of Route 501 be renamed to Route 509 Thereis also a minor adjustment to routing near Joliet Junior College which occurs essentially within a single zone as shown in Figure 8 2 This service recommendation is treated as a change in service span The SPT is not used to assess this service recommendation in part because the change in travel market associated with the minor alignment change falls below the threshold of sensitivity of the SPT 88 Cambridge Systematics Inc Transit Service Sketch Planning Tool User M anual Figure 8 2 Recommended Route 501 West Jefferson and 509 Forest Park Legend N Preferred Alternative j Current Pace Service These recommended changes are reflected in the weekday a m and evening periods where addition hours of service are added and in the Saturday a m and evening period where additional hours of service are added In the analysis of service recommendations in the Initiative area the SPT predicted number of transit trips in the market area covered by the route was used for consistency with assessments of other routes that included LOS changes or travel market changes In this example these values pivot off of the same SPT Market value as neither the LOS characteristics of the route nor the geographical service area have changed If such changes were under consideration this app
115. utes not those that focus primarily on work trips such as industrial park circulators or peak period Metra feeder routes For the Initiative area service recommendations a uniform factor of 1 25 was applied which is conservative compared to the 1 36 value described in Section 8 1 1 Because the SPT was calibrated to bidirectional Pace unlinked trips it is not necessary to double the SPT trips to estimate daily unlinked trips from home to work and vice versa In the Initiative area analysis a Service Span Factor is applied to ensure that only the relevant time periods of service are included using the approach described in Section 8 2 1 Finally ridership was annualized to generate the predicted number of new annual riders These adjustment steps are not included in the example problems below The change in response to geographical travel market changes is thus calculated as follows Predicted Total Daily Riders SPT Transit Trips Non Work Trip Factor 1 25 Service Span Factor Example 3 Alignment Changes to R oute 348 In the short term service recommendations a significant extension of Route 348 was recommended to create an east west corridor that connects multiple service focal points including Harvey South Suburban College Blue Island and Moraine Valley College This includes extending the route from the Riverdale Turnaround to South Suburban College Phoenix and the Harvey Transportation Center It also includes extendin
116. with relatively small Census zones some areas of each zone are closer to transit service than others The relative differences in ridership between sce narios are considered to be more relevant to the service planning process than absolute totals The user can create a new scenario or import existing scenarios and add them to SPT tool for ridership evaluation The process for using the SPT tool is described in detail in the following sections m 4 1 Start the tool 1 Click the Pace SPT tool button PACESPT on the ArcMap document 2 A start up greeting message box appears on the screen Figure 4 1 Click on the Next button to initiate the tool Figure 4 1 Start up Screen eace Service Sketch Planning Tool Mode Choice Model for Transit Ridership Estimation Pace Suburban Bus Service Cancel Cambridge Systematics Inc 41 Transit Service Sketch Planning Tool User M anual m 4 2 Specify Database First Time Use Only This step only needs to be done for the initial use of the product A dialog box will pop up asking the user to specify the location of the database Figure 4 2 1 Navigate to the SPT LOS SHORT_VERSION MDB file in the Database folder and 2 Single click the database file then click the Save button Figure 4 2 Specify Database Location EE eee alfixi Da H Yer Peet jamon Dee Eee ce Oofue e gt pin JA EDR G2QnnOersPrROaa R trz gt Fe z a eros R TOA
117. x appears with three options for how to begin your ArcMap session a new and empty map a template or an existing map as shown in Figure 3 2 Double click PaceSPT mxd and open the map document Cambridge Systematics Inc 31 Transit Service Sketch Planning Tool User M anual Figure3 1 Begin ArcMap Application pene gt A Accessories gt Step 3 i rcCatalog Documents D fs DK2 Network Server gt ee Step 4 AEN Step 2 F ITMC GIS gt EZ ArcObjects Developer Help Eh Settings Microsoft PowerPoint ArcToolbox G Search gt W Microsoft Word l Desktop Administrator y EX Desktop Help Q w Run Windows 2000 Professional R Shut Down a Waa Step 1 Source Cambridge Systematics Inc December 2005 Figure 3 2 ArcMap Startup and Application x Start using ArcMap with Templates provide ready to use layouts and base maps for various geographic regions An existing map Browse for maps C ASPTASPT FINALSMxD PaceSPT md P GISSM gt D Files PA Mapsi PA Analysis mad P Master Count Data Working Map MSU v2 mxd D Test Versions of SPT SPT_aprl 7 PACE _w_me_v3 msd P 4 PNF Lot Cachment Area Survey Data Analysis mxd J Immediately add data T Do not show this dialog again 32 Cambridge Systematics Inc Transit Service Sketch Planning Tool U ser M anual m 3 2 Map Interface Figure 3 3 shows the map document PaceSPT mxd aft
118. y Chicago area there are roughly 36 million potential interchanges However in the JTW dataset there are only about 340 000 O D pairs on which travel has been observed This dramatically reduces the size of the dataset As a result the final size of both the trip table and the LOS table is roughly 340 000 records because it only includes O D pairs that have a nonzero value for the number of work trips Intrazonal trips were removed from the dataset because these trips are not meaningful for the mode choice analysis Likewise trips that begin or end outside of the six county Chicago area were removed from the dataset because they are outside of our study area 5 8 2 Served and U nserved O D Pairs The purpose of creating a distinction between served and unserved O D pairs is to permit the evaluation of potential Pace services in areas where Pace doesn t currently provide service This distinction allows the user to evaluate e New direct Pace services on O D zone pairs that currently have no transit service and e New feeder Pace services on O D zone pairs that currently have drive access to rail transit but do not have walk access to transit Figure 5 3 shows the four types of transit service between a given O D pair and the classi fication of each O D pair as served or unserved Table 5 8 shows the number of trips in each category by origin county and at the regional level Cambridge Systematics Inc 5 21 Transit
119. y_R Cook DuPage Kane Lake McHenry Will All Cambridge Systematics Inc County_W Cook DuPage Kane Lake McHenry Will Cook DuPage Kane Lake McHenry Will Cook DuPage Kane Lake McHenry Will Cook DuPage Kane Lake McHenry Will Cook DuPage Kane Lake McHenry Will Cook DuPage Kane Lake McHenry Will Observed JTW Regional Modeled Mode Share Mode Share After Calibration of Constants Drive Shared Drive Shared Ride Alone Ride Transit Alone Carpool Vanpool Transit 67 14 19 71 9 1 19 84 13 3 84 11 1 3 79 14 7 79 15 3 4 83 12 5 83 13 2 3 80 13 7 73 20 4 3 83 15 2 83 14 2 1 75 6 19 70 13 2 16 90 9 1 87 11 1 1 89 10 1 87 11 1 1 91 6 3 75 21 3 1 93 5 2 72 24 4 0 93 7 1 86 12 1 0 80 10 10 72 18 3 7 88 12 1 86 12 1 1 86 13 1 86 12 1 1 83 17 1 79 18 3 0 81 18 0 86 12 1 0 84 16 0 81 16 3 0 78 8 14 70 16 2 12 92 8 1 74 22 3 1 83 12 5 75 21 3 0 86 13 1 85 13 1 1 84 16 0 84 14 2 0 89 10 1 53 37 10 0 81 8 11 69 20 3 8 89 10 2 72 24 4 0 91 9 0 86 12 1 0 92 7 0 85 14 1 0 89 10 1 81 17 1 1 95 4 1 47 40 13 0 81 8 12 72 19 3 5 91 8 0 85 13 1 0 91 8 1 79 18 3 0 81 11 7 57 35 8 1 84 16 0 49 39 11 1 90 10 1 84 14 1 1 75 12 13 76 11 1 3 12 7 3

Transit Service Sketch Planning Tool User Manual

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