https://www.transitwiki.org/TransitWiki/api.php?action=feedcontributions&user=Sirinyamatute&feedformat=atomTransitWiki - User contributions [en]2024-03-28T16:44:47ZUser contributionsMediaWiki 1.35.1https://www.transitwiki.org/TransitWiki/index.php?title=Deep_Discount_Group_Pass&diff=3818Deep Discount Group Pass2017-02-13T20:11:38Z<p>Sirinyamatute: Clarified how the UCLA Transit Incentive Program works</p>
<hr />
<div>[[Category:Market Response]][[Category:Finance and revenue]]<br />
[[Image:Denverrtd.jpg|right|thumb|500px|Denver RTD was one of the first agencies to experiment with a DDGP program. Source: [https://www.flickr.com/photos/37467370@N08/7582314732/ Greg Goebel]]]<br />
==Introduction==<br />
In an era of stagnant or decreasing ridership, transit agencies are looking for new ways to boost revenue. Deep discount group passes (DDGPs) allow agencies to tap into large, centralized groups of potential riders. In the DDGP model, a large organization such as an employer or university pays a set sum to a transit provider in exchange for unlimited passes for the organization's members. The total cost per rider to the organization is much lower than it would be to buy individual passes at full price - a discount of anywhere from 40% to 90%+ in studied cases<ref>[http://digitalcommons.calpoly.edu/crp_fac/20/ Nuworsoo, C. (2005). "Deep Discount Group Pass Programs: Innovative Transit Finance." Berkeley Planning Journal]</ref>. As long as most of the organization's riders were not previously purchasing individual passes, then the DDGP program will create additional revenue for the transit agency.<br />
<br />
===Benefits===<br />
When structured correctly, DDGP programs benefit both the pass purchaser (employer, university) and the transit agency. The employer can market the program as an additional employee benefit, one that is viewed as progressive and environmentally conscious. For the agency, DDGP programs represent an additional source of revenue. Even though the per-pass price is greatly reduced, a DDGP program will still increase revenue as long as the marginal cost of serving the additional riders is lower than the bulk price of the passes. Assuming that many of the new riders did not individually purchase rides before, then a DDGP program is likely to be profitable as long as extra service is not required to meet the new demand. A secondary benefit of these programs is that they get more people riding, and if these new riders enjoy their experience then they can help raise the profile of the agency and bring on full-price customers.<br />
<br />
===Common Characteristics===<br />
DDGP programs typically define an eligible group, such as all benefit-eligible employees, all currently enrolled students, all city employees, etc. In some cases the employer pays for the cost of the passes and makes them available to eligible participants at no charge. In other cases the organization and transit agency negotiate a discounted pass price, which eligible individuals then pay directly. In other cases the group at large pays a fee and everything receives passes at no additional cost; this system is in place at the University of New Hampshire, where students and faculty pay a fee to fund the transit system and may simply present their university ID to board the bus.<br />
<br />
Because of the high value of unlimited transit passes, they often include photo ID to deter fraudulent use. DDGP typically confer unlimited use of the system to the pass holder for a year, although universities may divide pass eligibility by academic period. <br />
<br />
Some programs include a [[Guaranteed Ride Home|guaranteed ride home]] component.<br />
<br />
==Case Studies==<br />
===Denver EcoPass===<br />
The Denver Regional Transportation District (RTD) was a pioneer in DDGP programming with the [http://www.rtd-denver.com/EcoPass.shtml EcoPass]. Participating employers are required to offer the pass to all full-time employees. The pass cost is determined by the employer location, number of employees, and transit options nearby. This flexibility allows RTD to charge more for employers downtown suburb oness who may have less incentive to participate. While pass holders receive unlimited use of most RTD services, it excludes some specialized services. <br />
<br />
Denver RTD offers other variations on the EcoPass program to provide as broad of coverage as possible. Passes can be paid for by employers, employees (using pre-tax dollars), or some combination. If an organization does not want to provide unlimited EcoPasses, it can provide transit vouchers or use the [http://www.rtd-denver.com/FlexPass.shtml FlexPass] program, which allows for more specificity in the services covered.<br />
<br />
The EcoPass program has been successful for Denver RTD. The program yields significantly higher revenue-per-boarding than the system-wide average. EcoPass and the agency's other DDPG programs account for more than half of all fare revenue<ref>[http://milehighconnects.org/wp-content/uploads/2015/01/RTD-Pass-Program-Report-2015.pdf Livable Places Consulting. (2014). "Reducing Transportation Costs in the Denver Region through Expanded Transit Pass Programs."]</ref>.<br />
<br />
===UCLA BruinGo===<br />
UCLA offers transit passes to its students under the [https://main.transportation.ucla.edu/getting-to-ucla/public-transit/bruingo-transit BruinGO!] program. The program initially offered all UCLA students, faculty, and staff free rides on Santa Monica's Big Blue Bus. After the program launched, people in the service area began riding the bus to campus in increased numbers. Unlike a conventional DDGP program, UCLA paid Big Blue Bus per ride. However, the university paid a significantly lower amount than a standard fare. The program was funded by campus parking revenues. Aside from revenue from new riders, the BruinGO! program benefited the transit agency because existing riders who joined the program began paying their fare with a card rather than coins, which increased boarding speed vehicle productivity<ref>[http://shoup.bol.ucla.edu/FareFreePublicTransitAtUniversities.pdf Brown, J., Hess, D.B., & Shoup, D. (2003). "Fare-Free Public Transit at Universities: An Evaluation." Journal of Planning Education and Research.]</ref>.<br />
<br />
While the program was popular, UCLA eventually stopped giving free transit passes to students and faculty. Today, the university instead subsidizes public transportation, offering commuters discounted fares to ride the six operators that serve the campus: Big Blue Bus, Culver CityBus, LA Metro, LADOT Commuter Express, Santa Clarita Transit, and Antelope Valley Transit Authority<ref>[https://main.transportation.ucla.edu/getting-to-ucla/public-transit/bruingo-transit UCLA Transportation. "BruinGO! Transit Program."]</ref>. As a customer acquisition activity, the University seeks to convert existing or prospective parking permit holders to transit by offering free passes for up to three consecutive quarters.<ref>[https://main.transportation.ucla.edu/getting-to-ucla/public-transit/transit-incentive-program UCLA Transportation. "Transit Incentive Program."]</ref>.<br />
<br />
==References==<br />
<references /><br />
<br />
==Additional Reading==<br />
[http://digitalcommons.calpoly.edu/crp_fac/20/ Nuworsoo, C. (2005). "Deep Discount Group Pass Programs: Innovative Transit Finance." Berkeley Planning Journal]<br />
<br />
: This paper provides a detailed look into the economics of the DDGP system, including a general overview and breakdown of potential increases in revenue.</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=User:Sirinyamatute&diff=3817User:Sirinyamatute2017-02-13T20:08:37Z<p>Sirinyamatute: Added new area of expertise</p>
<hr />
<div>I am a transportation planner who works in the Planning and Community Engagement division at the Santa Monica Big Blue Bus. I like to blog about transportation and I'm very interested in shaping or reinforcing travel behavior.<br />
<br />
My areas of expertise include<br />
* Transit advertising sales<br />
* Travel behavior<br />
* Transportation demand management<br />
* UPass-type bulk sale programs for employers and schools<br />
* Project management for information technology and construction<br />
* Transit advocacy and decision making<br />
* Planning communications<br />
* Greater Los Angeles<br />
* Change Management</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Talk:Advertising&diff=1759Talk:Advertising2014-04-17T05:55:23Z<p>Sirinyamatute: /* Areas for expanding knowledge -- ~~~~ */ new section</p>
<hr />
<div>== Areas for expanding knowledge -- [[User:Sirinyamatute|Sirinyamatute]] ([[User talk:Sirinyamatute|talk]]) 22:55, 16 April 2014 (MST) ==<br />
<br />
Transit planners like myself and some of my friends end up handling transit advertising, a revenue generating avenue for which we have no experience. Fleshing out this page is critical.<br />
<big>Why is transit advertising potentially important to an organization?</big><br />
Although the sum is usually some insignificant looking statistic, the revenue that a transit operator nets from their advertising sales program is completely discretionary and can be directed to the operator's area of greatest need. Funding from other sources is usually heavily restricted, and sometimes limited only to capital expenditures. Revenue from transit advertising, particularly for agencies located in major media markets like Los Angeles, New York, San Francisco, DC and Atlanta, can be particularly lucrative.<br />
<big>How do transit agencies handle advertising?</big><br />
The vast majority of transit agencies contract out the sale of their space (both interior and exterior) to third party companies through the issuance of an RFP. The RFP usually stipulates that respondents must include one of both of these funding scenarios: fixed fee or commission based (at least 30 to 40% of total revenues). There has been a lot of consolidation in the industry. These are the major players I have uncovered in my research:<br />
* CBS Outdoor<br />
* Clear Channel<br />
* Titan Worldwide<br />
* Lamar Advertising<br />
These entities have maintained in-house programs<br />
* Santa Monica Big Blue Bus<br />
* Madison, Wisconsin</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Talk:Real-time_information&diff=1758Talk:Real-time information2014-04-17T05:47:03Z<p>Sirinyamatute: /* Proposal for reorganizing content -- ~~~~ */ new section</p>
<hr />
<div>== Proposal for reorganizing content -- [[User:Sirinyamatute|Sirinyamatute]] ([[User talk:Sirinyamatute|talk]]) 22:47, 16 April 2014 (MST) ==<br />
<br />
4/16/2014 - I would like to reorganize the content on this page, especially as I am delving more deeply onto the topic of real time information for riders. <br />
<br />
<big>Introduction</big><br />
<big>History of Real Time Information Technology</big><br />
<big>Ways that riders can access real time predictive arrival information</big><br />
* Dynamic signs at bus stops, transit stations, and at businesses, airports and more<br />
* Via the web<br />
* Via mobile devices<br />
:* Applications loaded onto a mobile device that detect your location based on GPS<br />
:* SMS Texting<br />
* By phone<br />
:* Speaking directly to staff<br />
:* Interactive Voice Recognition Systems<br />
<br />
Benefits to making real time predictive arrival information available for riders<br />
Benefits to making real time available for agencies<br />
Path to Implementation<br />
Vendors--formats for releasing information<br />
* NextBus<br />
* GTFS-Real Time<br />
* OneBusAway project<br />
Barriers/Challenges faced by transit operators in publishing real time information<br />
* Cost<br />
* Privacy concerns<br />
* Software licensing agreements which prohibit reverse engineering or any modifications to their code in order to publish real time information - this has been a substantial barrier to implementation for many agencies that cannot stomach the cost of entering litigation or licensing additional, proprietary software as a service solutions by a legacy vendor that publishes predictions<br />
* Accuracy of information -- hinges on whether the vendor inserts a lag time into the predictions, variability in road conditions, and the quality of the map for the AVL system<br />
* Investments in relying upon in-street sensors rather than GPS coordinates to geolocate buses on maps plus generate/recalibrate vehicle arrival predictions. -->literally making the wrong bet on technology.</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Real-time_information&diff=1757Real-time information2014-04-17T03:44:29Z<p>Sirinyamatute: /* Introduction */</p>
<hr />
<div>==Introduction==<br />
Real-time information, broadly defined, means any information available to transit providers or customers about the current status of vehicles, including approximate locations and predictive arrival times. Most real-time information relies on [[Automatic vehicle location]] and Global Positioning Systems (GPS) in order to estimate approximate arrival times for passengers and transit system operators. Passengers access real-time arrival and departure information through dynamic signs at stops and stations, or through the Internet at home or on smartphones. As smartphones become more prevalent, they have made access to third-party scheduling information and apps highly accessible for passengers.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf|“Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref> [[Image:SFMTA_RealTime.jpg|right|thumb|350px|The San Francisco Municipal Transportation Agency (SFMTA) offers real time arrival information on its train platforms. Photo by Flickr user AgentAkit.]]<br />
<br />
==Features==<br />
===Mobile technology=== <br />
Because cellular phones and smartphones are so prevalent today, they can be very useful for disseminating real-time transit information. Mobile phones allow passengers to use SMS (or Short Message Service) to access schedule and real-time information via text message. This is a two-way method of communicating wherein the passenger can send a text message to an agency, usually with a code for the stop they want information about. The agency then automatically sends a response with the next bus’ arrival times. These services do not necessarily always use real-time information, instead responding with the next scheduled bus arrival time. However, real time information makes texting more useful to customers.<br />
<br />
===Dynamic messaging signs===<br />
These signs at stops and stations tell passengers when the next transit vehicle will arrive and can warn them if a bus or train is delayed. They are also the most common method for agencies to communicate real-time information to passengers. These can be expensive to implement because of the costs of installation, maintenance, and electricity for operation.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
===On-board Annunciators===<br />
Real-time information on-board buses and trains can include automated announcements of next stops and upcoming transfer points. This feature also adds to ADA compliance and relieves drivers from this obligation.<ref>Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/153753.aspx "TCRP Research Results Digest 5: Electronic On-Vehicle Passenger Information Displays (Visual and Audible)."] 1995.</ref> <br />
<br />
<br />
==Benefits and Costs to Agencies==<br />
Using real-time technology can benefit agencies by improving safety and security, and has been demonstrated to increase customer satisfaction and perceptions of the transit agency. Agencies also benefit from these systems because they reduce the staff time needed to monitor for schedule adherence. <br />
<br />
The costs of implementing these systems varies widely by the size of the agency, type of system, and which amenities the agency chooses to use. Implementing a real-time system also has costs. There are financial costs, which can vary widely depending on the technology, as well as time and staff costs associated with training and maintaining real-time technologies. Sometimes the existing information technology infrastructure and staff are not sufficient, so they must be bolstered. Finally, as mobile technology is constantly changing, it is difficult for transit agencies and even technology developers to keep abreast of changes and to create mobile applications that will work for all versions of the wide variety of platforms available for passengers’ mobile devices.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
==Benefits to Riders==<br />
Having access to real-time information reduces passengers’ anxiety during wait time. It also reduces time spent waiting when passengers can learn about a delayed bus or other problem prior to arriving at a stop or station. This way, if buses are delayed passengers can make informed decisions about taking alternative routes or modes. After implementing AVL systems, combined with improving real-time information for customers, several agencies saw steep declines in customer complaints.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf| “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref><br />
<br />
==Implementation==<br />
Transit agencies that want to avoid the expense and risk of building a proprietary system to convey real-time information may work with vendors or produce data using established standards.<br />
<br />
*'''General Transit Feed Specification-Real Time Format (GTFS-RT)''' [https://developers.google.com/transit/gtfs-realtime/]: Developed by Google as an extension to [[Providing GTFS data|General Transit Feed Specification (GTFS)]] and released via Creative Commons in 2011, [https://developers.google.com/transit/gtfs-realtime/ GTFS-RT] is a software-agnostic standard that allows public transportation agencies to provide realtime updates about their fleet to the public vis-a-vis application developers and Google Maps. The GTFS-RT standard allows transit operators to provide the following:<br />
:* Trip Updates - delays, cancellations, changed routes<br />
:* Service alerts - stop moved, unforeseen events affecting a station, route or the entire network<br />
:* Vehicle positions - information about the vehicles including location and congestion level<br />
:Agencies do not pay Google to use the format display the data on Google Products. The GTFS-realtime specification is a free alternative to NextBus.com for agencies that currently produce or plan to produce real-time arrival data and route or stop specific service alerts. [https://developers.google.com/transit/gtfs-realtime/ More information] is available from Google.<br />
<br />
*'''NextBus.com''' is a product offered by Cubic, a multi-national company with a software suite targeted to transit operators. NextBus offers a full-service solution, from GPS installation on vehicles, to communications with users via a desktop and mobile web site. NextBus is the market leader, with more than a dozen transit agencies as customers. [http://news.nextbus.com/how-nextbus-works-2/detailed-product-information/ More information] about their products is available from the company. ''This section is provided for informational purposes only and is not an endorsement to purchase the Nextbus product. See [[TransitWiki:General_disclaimer#Commercial Products and Services Appearing on TransitWiki]].''<br />
<br />
*[http://onebusaway.org/ '''The OneBusAway Project'''] is a free open-source software stack that seeks to make it easy for transit operators to build and maintain mobile applications which disseminate predictive real time arrival information. Originally started by a University of Washington Ph.D student named Brian Ferris, the OneBusAway software stack is the foundation for mobile applications maintained by MARTA, Hillsborough Transit in Tampa, Puget Sound, and the New York MTA. To build an application using OneBusAway, transit agencies must have a fully functioning AVL system. [http://onebusaway.org/transit-agencies/launching-onebusaway.php].<br />
<br />
==References==<br />
<references/><br />
<br />
<br />
==Additional Reading==<br />
Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011. <br />
: This recent synthesis, sponsored by the Federal Transit Administration, includes a literature review and survey of transit providers, with a specific focus on the underlying technology necessary for delivering real-time information to passengers using mobile phones. Survey respondents reported that automatic vehicle location is the most commonly used technology for delivering real-time information and many agencies use third-party developers to develop applications for delivering this information to passengers. <br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/152932.aspx “TCRP Synthesis 48: Real-Time Bus Arrival Information Systems."] 2003. <br />
: This report, also sponsored by the Federal Transit Administration, describes the basics of how real-time information systems work and uses several case studies to demonstrate common agency experiences when using them on bus systems. It is a comprehensive document outlining broad system benefits and costs, customer reactions to the changes, and a literature review. This synthesis evaluates several case studies, including San Luis Obispo’s transit system, which uses a real-time information system that utilizes dynamic messaging signs. The system was developed by the California State Polytechnic University and was fully deployed in 2001.<br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Main/Blurbs/152927.aspx “TCRP Report 92: Strategies for Improved Traveler Information.”] 2003.<br />
: This report updates previous reports on traveler information and includes a literature review of a variety of other reports on the same topic. It also examines the possibiliies for transit to take lessons from other industries, such as the airline or parcel delivery industries, in providing information to customers through the internet. The report was sponsored by the Federal Transit Administration.<br />
<br />
[[Category:Technology]]</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Real-time_information&diff=1756Real-time information2014-04-17T03:39:52Z<p>Sirinyamatute: /* Implementation */</p>
<hr />
<div>==Introduction==<br />
Real-time information, broadly defined, means any information available to transit providers or customers about the current status of vehicles. Most real-time information relies on [[Automatic vehicle location]] and Global Positioning Systems (GPS) in order to estimate approximate arrival times for passengers and transit system operators. Passengers access real-time arrival and departure information through dynamic signs at stops and stations, or through the Internet at home or on smartphones. As smartphones become more prevalent, they have made access to third-party scheduling information and apps highly accessible for passengers.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf|“Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref> [[Image:SFMTA_RealTime.jpg|right|thumb|350px|The San Francisco Municipal Transportation Agency (SFMTA) offers real time arrival information on its train platforms. Photo by Flickr user AgentAkit.]]<br />
<br />
==Features==<br />
===Mobile technology=== <br />
Because cellular phones and smartphones are so prevalent today, they can be very useful for disseminating real-time transit information. Mobile phones allow passengers to use SMS (or Short Message Service) to access schedule and real-time information via text message. This is a two-way method of communicating wherein the passenger can send a text message to an agency, usually with a code for the stop they want information about. The agency then automatically sends a response with the next bus’ arrival times. These services do not necessarily always use real-time information, instead responding with the next scheduled bus arrival time. However, real time information makes texting more useful to customers.<br />
<br />
===Dynamic messaging signs===<br />
These signs at stops and stations tell passengers when the next transit vehicle will arrive and can warn them if a bus or train is delayed. They are also the most common method for agencies to communicate real-time information to passengers. These can be expensive to implement because of the costs of installation, maintenance, and electricity for operation.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
===On-board Annunciators===<br />
Real-time information on-board buses and trains can include automated announcements of next stops and upcoming transfer points. This feature also adds to ADA compliance and relieves drivers from this obligation.<ref>Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/153753.aspx "TCRP Research Results Digest 5: Electronic On-Vehicle Passenger Information Displays (Visual and Audible)."] 1995.</ref> <br />
<br />
<br />
==Benefits and Costs to Agencies==<br />
Using real-time technology can benefit agencies by improving safety and security, and has been demonstrated to increase customer satisfaction and perceptions of the transit agency. Agencies also benefit from these systems because they reduce the staff time needed to monitor for schedule adherence. <br />
<br />
The costs of implementing these systems varies widely by the size of the agency, type of system, and which amenities the agency chooses to use. Implementing a real-time system also has costs. There are financial costs, which can vary widely depending on the technology, as well as time and staff costs associated with training and maintaining real-time technologies. Sometimes the existing information technology infrastructure and staff are not sufficient, so they must be bolstered. Finally, as mobile technology is constantly changing, it is difficult for transit agencies and even technology developers to keep abreast of changes and to create mobile applications that will work for all versions of the wide variety of platforms available for passengers’ mobile devices.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
==Benefits to Riders==<br />
Having access to real-time information reduces passengers’ anxiety during wait time. It also reduces time spent waiting when passengers can learn about a delayed bus or other problem prior to arriving at a stop or station. This way, if buses are delayed passengers can make informed decisions about taking alternative routes or modes. After implementing AVL systems, combined with improving real-time information for customers, several agencies saw steep declines in customer complaints.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf| “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref><br />
<br />
==Implementation==<br />
Transit agencies that want to avoid the expense and risk of building a proprietary system to convey real-time information may work with vendors or produce data using established standards.<br />
<br />
*'''General Transit Feed Specification-Real Time Format (GTFS-RT)''' [https://developers.google.com/transit/gtfs-realtime/]: Developed by Google as an extension to [[Providing GTFS data|General Transit Feed Specification (GTFS)]] and released via Creative Commons in 2011, [https://developers.google.com/transit/gtfs-realtime/ GTFS-RT] is a software-agnostic standard that allows public transportation agencies to provide realtime updates about their fleet to the public vis-a-vis application developers and Google Maps. The GTFS-RT standard allows transit operators to provide the following:<br />
:* Trip Updates - delays, cancellations, changed routes<br />
:* Service alerts - stop moved, unforeseen events affecting a station, route or the entire network<br />
:* Vehicle positions - information about the vehicles including location and congestion level<br />
:Agencies do not pay Google to use the format display the data on Google Products. The GTFS-realtime specification is a free alternative to NextBus.com for agencies that currently produce or plan to produce real-time arrival data and route or stop specific service alerts. [https://developers.google.com/transit/gtfs-realtime/ More information] is available from Google.<br />
<br />
*'''NextBus.com''' is a product offered by Cubic, a multi-national company with a software suite targeted to transit operators. NextBus offers a full-service solution, from GPS installation on vehicles, to communications with users via a desktop and mobile web site. NextBus is the market leader, with more than a dozen transit agencies as customers. [http://news.nextbus.com/how-nextbus-works-2/detailed-product-information/ More information] about their products is available from the company. ''This section is provided for informational purposes only and is not an endorsement to purchase the Nextbus product. See [[TransitWiki:General_disclaimer#Commercial Products and Services Appearing on TransitWiki]].''<br />
<br />
*[http://onebusaway.org/ '''The OneBusAway Project'''] is a free open-source software stack that seeks to make it easy for transit operators to build and maintain mobile applications which disseminate predictive real time arrival information. Originally started by a University of Washington Ph.D student named Brian Ferris, the OneBusAway software stack is the foundation for mobile applications maintained by MARTA, Hillsborough Transit in Tampa, Puget Sound, and the New York MTA. To build an application using OneBusAway, transit agencies must have a fully functioning AVL system. [http://onebusaway.org/transit-agencies/launching-onebusaway.php].<br />
<br />
==References==<br />
<references/><br />
<br />
<br />
==Additional Reading==<br />
Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011. <br />
: This recent synthesis, sponsored by the Federal Transit Administration, includes a literature review and survey of transit providers, with a specific focus on the underlying technology necessary for delivering real-time information to passengers using mobile phones. Survey respondents reported that automatic vehicle location is the most commonly used technology for delivering real-time information and many agencies use third-party developers to develop applications for delivering this information to passengers. <br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/152932.aspx “TCRP Synthesis 48: Real-Time Bus Arrival Information Systems."] 2003. <br />
: This report, also sponsored by the Federal Transit Administration, describes the basics of how real-time information systems work and uses several case studies to demonstrate common agency experiences when using them on bus systems. It is a comprehensive document outlining broad system benefits and costs, customer reactions to the changes, and a literature review. This synthesis evaluates several case studies, including San Luis Obispo’s transit system, which uses a real-time information system that utilizes dynamic messaging signs. The system was developed by the California State Polytechnic University and was fully deployed in 2001.<br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Main/Blurbs/152927.aspx “TCRP Report 92: Strategies for Improved Traveler Information.”] 2003.<br />
: This report updates previous reports on traveler information and includes a literature review of a variety of other reports on the same topic. It also examines the possibiliies for transit to take lessons from other industries, such as the airline or parcel delivery industries, in providing information to customers through the internet. The report was sponsored by the Federal Transit Administration.<br />
<br />
[[Category:Technology]]</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Real-time_information&diff=1755Real-time information2014-04-17T03:39:14Z<p>Sirinyamatute: </p>
<hr />
<div>==Introduction==<br />
Real-time information, broadly defined, means any information available to transit providers or customers about the current status of vehicles. Most real-time information relies on [[Automatic vehicle location]] and Global Positioning Systems (GPS) in order to estimate approximate arrival times for passengers and transit system operators. Passengers access real-time arrival and departure information through dynamic signs at stops and stations, or through the Internet at home or on smartphones. As smartphones become more prevalent, they have made access to third-party scheduling information and apps highly accessible for passengers.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf|“Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref> [[Image:SFMTA_RealTime.jpg|right|thumb|350px|The San Francisco Municipal Transportation Agency (SFMTA) offers real time arrival information on its train platforms. Photo by Flickr user AgentAkit.]]<br />
<br />
==Features==<br />
===Mobile technology=== <br />
Because cellular phones and smartphones are so prevalent today, they can be very useful for disseminating real-time transit information. Mobile phones allow passengers to use SMS (or Short Message Service) to access schedule and real-time information via text message. This is a two-way method of communicating wherein the passenger can send a text message to an agency, usually with a code for the stop they want information about. The agency then automatically sends a response with the next bus’ arrival times. These services do not necessarily always use real-time information, instead responding with the next scheduled bus arrival time. However, real time information makes texting more useful to customers.<br />
<br />
===Dynamic messaging signs===<br />
These signs at stops and stations tell passengers when the next transit vehicle will arrive and can warn them if a bus or train is delayed. They are also the most common method for agencies to communicate real-time information to passengers. These can be expensive to implement because of the costs of installation, maintenance, and electricity for operation.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
===On-board Annunciators===<br />
Real-time information on-board buses and trains can include automated announcements of next stops and upcoming transfer points. This feature also adds to ADA compliance and relieves drivers from this obligation.<ref>Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/153753.aspx "TCRP Research Results Digest 5: Electronic On-Vehicle Passenger Information Displays (Visual and Audible)."] 1995.</ref> <br />
<br />
<br />
==Benefits and Costs to Agencies==<br />
Using real-time technology can benefit agencies by improving safety and security, and has been demonstrated to increase customer satisfaction and perceptions of the transit agency. Agencies also benefit from these systems because they reduce the staff time needed to monitor for schedule adherence. <br />
<br />
The costs of implementing these systems varies widely by the size of the agency, type of system, and which amenities the agency chooses to use. Implementing a real-time system also has costs. There are financial costs, which can vary widely depending on the technology, as well as time and staff costs associated with training and maintaining real-time technologies. Sometimes the existing information technology infrastructure and staff are not sufficient, so they must be bolstered. Finally, as mobile technology is constantly changing, it is difficult for transit agencies and even technology developers to keep abreast of changes and to create mobile applications that will work for all versions of the wide variety of platforms available for passengers’ mobile devices.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
==Benefits to Riders==<br />
Having access to real-time information reduces passengers’ anxiety during wait time. It also reduces time spent waiting when passengers can learn about a delayed bus or other problem prior to arriving at a stop or station. This way, if buses are delayed passengers can make informed decisions about taking alternative routes or modes. After implementing AVL systems, combined with improving real-time information for customers, several agencies saw steep declines in customer complaints.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf| “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref><br />
<br />
==Implementation==<br />
Transit agencies that want to avoid the expense and risk of building a proprietary system to convey real-time information may work with vendors or produce data using established standards.<br />
<br />
*'''General Transit Feed Specification-Real Time Format (GTFS-RT)''' [https://developers.google.com/transit/gtfs-realtime/]: Developed by Google as an extension to [[Providing GTFS data|General Transit Feed Specification (GTFS)]] and released via Creative Commons in 2011, [https://developers.google.com/transit/gtfs-realtime/ GTFS-RT] is a software-agnostic standard that allows public transportation agencies to provide realtime updates about their fleet to the public vis-a-vis application developers and Google Maps. The GTFS-RT standard allows transit operators to provide the following:<br />
:* Trip Updates - delays, cancellations, changed routes<br />
:* Service alerts - stop moved, unforeseen events affecting a station, route or the entire network<br />
:* Vehicle positions - information about the vehicles including location and congestion level<br />
<br />
Agencies do not pay Google to use the format display the data on Google Products. The GTFS-realtime specification is a free alternative to NextBus.com for agencies that currently produce or plan to produce real-time arrival data and route or stop specific service alerts. [https://developers.google.com/transit/gtfs-realtime/ More information] is available from Google.<br />
<br />
*'''NextBus.com''' is a product offered by Cubic, a multi-national company with a software suite targeted to transit operators. NextBus offers a full-service solution, from GPS installation on vehicles, to communications with users via a desktop and mobile web site. NextBus is the market leader, with more than a dozen transit agencies as customers. [http://news.nextbus.com/how-nextbus-works-2/detailed-product-information/ More information] about their products is available from the company. ''This section is provided for informational purposes only and is not an endorsement to purchase the Nextbus product. See [[TransitWiki:General_disclaimer#Commercial Products and Services Appearing on TransitWiki]].''<br />
<br />
*[http://onebusaway.org/ '''The OneBusAway Project'''] is a free open-source software stack that seeks to make it easy for transit operators to build and maintain mobile applications which disseminate predictive real time arrival information. Originally started by a University of Washington Ph.D student named Brian Ferris, the OneBusAway software stack is the foundation for mobile applications maintained by MARTA, Hillsborough Transit in Tampa, Puget Sound, and the New York MTA. To build an application using OneBusAway, transit agencies must have a fully functioning AVL system. [http://onebusaway.org/transit-agencies/launching-onebusaway.php].<br />
<br />
==References==<br />
<references/><br />
<br />
<br />
==Additional Reading==<br />
Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011. <br />
: This recent synthesis, sponsored by the Federal Transit Administration, includes a literature review and survey of transit providers, with a specific focus on the underlying technology necessary for delivering real-time information to passengers using mobile phones. Survey respondents reported that automatic vehicle location is the most commonly used technology for delivering real-time information and many agencies use third-party developers to develop applications for delivering this information to passengers. <br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/152932.aspx “TCRP Synthesis 48: Real-Time Bus Arrival Information Systems."] 2003. <br />
: This report, also sponsored by the Federal Transit Administration, describes the basics of how real-time information systems work and uses several case studies to demonstrate common agency experiences when using them on bus systems. It is a comprehensive document outlining broad system benefits and costs, customer reactions to the changes, and a literature review. This synthesis evaluates several case studies, including San Luis Obispo’s transit system, which uses a real-time information system that utilizes dynamic messaging signs. The system was developed by the California State Polytechnic University and was fully deployed in 2001.<br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Main/Blurbs/152927.aspx “TCRP Report 92: Strategies for Improved Traveler Information.”] 2003.<br />
: This report updates previous reports on traveler information and includes a literature review of a variety of other reports on the same topic. It also examines the possibiliies for transit to take lessons from other industries, such as the airline or parcel delivery industries, in providing information to customers through the internet. The report was sponsored by the Federal Transit Administration.<br />
<br />
[[Category:Technology]]</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Real-time_information&diff=1754Real-time information2014-04-17T03:36:47Z<p>Sirinyamatute: </p>
<hr />
<div>==Introduction==<br />
Real-time information, broadly defined, means any information available to transit providers or customers about the current status of vehicles. Most real-time information relies on [[Automatic vehicle location]] and Global Positioning Systems (GPS) in order to estimate approximate arrival times for passengers and transit system operators. Passengers access real-time arrival and departure information through dynamic signs at stops and stations, or through the Internet at home or on smartphones. As smartphones become more prevalent, they have made access to third-party scheduling information and apps highly accessible for passengers.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf|“Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref> [[Image:SFMTA_RealTime.jpg|right|thumb|350px|The San Francisco Municipal Transportation Agency (SFMTA) offers real time arrival information on its train platforms. Photo by Flickr user AgentAkit.]]<br />
<br />
==Features==<br />
===Mobile technology=== <br />
Because cellular phones and smartphones are so prevalent today, they can be very useful for disseminating real-time transit information. Mobile phones allow passengers to use SMS (or Short Message Service) to access schedule and real-time information via text message. This is a two-way method of communicating wherein the passenger can send a text message to an agency, usually with a code for the stop they want information about. The agency then automatically sends a response with the next bus’ arrival times. These services do not necessarily always use real-time information, instead responding with the next scheduled bus arrival time. However, real time information makes texting more useful to customers.<br />
<br />
===Dynamic messaging signs===<br />
These signs at stops and stations tell passengers when the next transit vehicle will arrive and can warn them if a bus or train is delayed. They are also the most common method for agencies to communicate real-time information to passengers. These can be expensive to implement because of the costs of installation, maintenance, and electricity for operation.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
===On-board Annunciators===<br />
Real-time information on-board buses and trains can include automated announcements of next stops and upcoming transfer points. This feature also adds to ADA compliance and relieves drivers from this obligation.<ref>Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/153753.aspx "TCRP Research Results Digest 5: Electronic On-Vehicle Passenger Information Displays (Visual and Audible)."] 1995.</ref> <br />
<br />
<br />
==Benefits and Costs to Agencies==<br />
Using real-time technology can benefit agencies by improving safety and security, and has been demonstrated to increase customer satisfaction and perceptions of the transit agency. Agencies also benefit from these systems because they reduce the staff time needed to monitor for schedule adherence. <br />
<br />
The costs of implementing these systems varies widely by the size of the agency, type of system, and which amenities the agency chooses to use. Implementing a real-time system also has costs. There are financial costs, which can vary widely depending on the technology, as well as time and staff costs associated with training and maintaining real-time technologies. Sometimes the existing information technology infrastructure and staff are not sufficient, so they must be bolstered. Finally, as mobile technology is constantly changing, it is difficult for transit agencies and even technology developers to keep abreast of changes and to create mobile applications that will work for all versions of the wide variety of platforms available for passengers’ mobile devices.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
==Benefits to Riders==<br />
Having access to real-time information reduces passengers’ anxiety during wait time. It also reduces time spent waiting when passengers can learn about a delayed bus or other problem prior to arriving at a stop or station. This way, if buses are delayed passengers can make informed decisions about taking alternative routes or modes. After implementing AVL systems, combined with improving real-time information for customers, several agencies saw steep declines in customer complaints.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf| “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref><br />
<br />
==Implementation==<br />
Transit agencies that want to avoid the expense and risk of building a proprietary system to convey real-time information may work with vendors or produce data using established standards.<br />
<br />
*'''General Transit Feed Specification-Real Time Format (GTFS-RT)''' [https://developers.google.com/transit/gtfs-realtime/]: Developed as an extension to General Transit Feed Specification (GTFS) and released via Creative Commons in 2011, [https://developers.google.com/transit/gtfs-realtime/ GTFS-RT] is a software-agnostic standard that allows public transportation agencies to provide realtime updates about their fleet to the public vis-a-vis application developers and Google Maps. The GTFS-RT standard allows transit operators to provide the following:<br />
:* Trip Updates - delays, cancellations, changed routes<br />
:* Service alerts - stop moved, unforeseen events affecting a station, route or the entire network<br />
:* Vehicle positions - information about the vehicles including location and congestion level<br />
<br />
:Indented line<br />
The [[Providing GTFS data|General Transit Feed Specification]] was developed by Google and powers the transit routing information available on Google Maps and from third-parties. Agencies do not pay Google to use the format display the data on Google Products. The GTFS-realtime specification is a free alternative to NextBus.com for agencies that currently produce or plan to produce real-time arrival data and route or stop specific service alerts. [https://developers.google.com/transit/gtfs-realtime/ More information] is available from Google.<br />
<br />
<br />
*'''NextBus.com''' is a product offered by Cubic, a multi-national company with a software suite targeted to transit operators. NextBus offers a full-service solution, from GPS installation on vehicles, to communications with users via a desktop and mobile web site. NextBus is the market leader, with more than a dozen transit agencies as customers. [http://news.nextbus.com/how-nextbus-works-2/detailed-product-information/ More information] about their products is available from the company. ''This section is provided for informational purposes only and is not an endorsement to purchase the Nextbus product. See [[TransitWiki:General_disclaimer#Commercial Products and Services Appearing on TransitWiki]].''<br />
<br />
*[http://onebusaway.org/ '''The OneBusAway Project'''] is a free open-source software stack that seeks to make it easy for transit operators to build and maintain mobile applications which disseminate predictive real time arrival information. Originally started by a University of Washington Ph.D student named Brian Ferris, the OneBusAway software stack is the foundation for mobile applications maintained by MARTA, Hillsborough Transit in Tampa, Puget Sound, and the New York MTA. To build an application using OneBusAway, transit agencies must have a fully functioning AVL system. [http://onebusaway.org/transit-agencies/launching-onebusaway.php].<br />
<br />
==References==<br />
<references/><br />
<br />
<br />
==Additional Reading==<br />
Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011. <br />
: This recent synthesis, sponsored by the Federal Transit Administration, includes a literature review and survey of transit providers, with a specific focus on the underlying technology necessary for delivering real-time information to passengers using mobile phones. Survey respondents reported that automatic vehicle location is the most commonly used technology for delivering real-time information and many agencies use third-party developers to develop applications for delivering this information to passengers. <br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/152932.aspx “TCRP Synthesis 48: Real-Time Bus Arrival Information Systems."] 2003. <br />
: This report, also sponsored by the Federal Transit Administration, describes the basics of how real-time information systems work and uses several case studies to demonstrate common agency experiences when using them on bus systems. It is a comprehensive document outlining broad system benefits and costs, customer reactions to the changes, and a literature review. This synthesis evaluates several case studies, including San Luis Obispo’s transit system, which uses a real-time information system that utilizes dynamic messaging signs. The system was developed by the California State Polytechnic University and was fully deployed in 2001.<br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Main/Blurbs/152927.aspx “TCRP Report 92: Strategies for Improved Traveler Information.”] 2003.<br />
: This report updates previous reports on traveler information and includes a literature review of a variety of other reports on the same topic. It also examines the possibiliies for transit to take lessons from other industries, such as the airline or parcel delivery industries, in providing information to customers through the internet. The report was sponsored by the Federal Transit Administration.<br />
<br />
[[Category:Technology]]</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Real-time_information&diff=1753Real-time information2014-04-16T19:18:22Z<p>Sirinyamatute: Added information about GTFS-Real TIme</p>
<hr />
<div>==Introduction==<br />
Real-time information, broadly defined, means any information available to transit providers or customers about the current status of vehicles. Most real-time information relies on [[Automatic vehicle location]] and Global Positioning Systems (GPS) in order to estimate approximate arrival times for passengers and transit system operators. Passengers access real-time arrival and departure information through dynamic signs at stops and stations, or through the Internet at home or on smartphones. As smartphones become more prevalent, they have made access to third-party scheduling information and apps highly accessible for passengers.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf|“Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref> [[Image:SFMTA_RealTime.jpg|right|thumb|350px|The San Francisco Municipal Transportation Agency (SFMTA) offers real time arrival information on its train platforms. Photo by Flickr user AgentAkit.]]<br />
<br />
==Features==<br />
===Mobile technology=== <br />
Because cellular phones and smartphones are so prevalent today, they can be very useful for disseminating real-time transit information. Mobile phones allow passengers to use SMS (or Short Message Service) to access schedule and real-time information via text message. This is a two-way method of communicating wherein the passenger can send a text message to an agency, usually with a code for the stop they want information about. The agency then automatically sends a response with the next bus’ arrival times. These services do not necessarily always use real-time information, instead responding with the next scheduled bus arrival time. However, real time information makes texting more useful to customers.<br />
<br />
===Dynamic messaging signs===<br />
These signs at stops and stations tell passengers when the next transit vehicle will arrive and can warn them if a bus or train is delayed. They are also the most common method for agencies to communicate real-time information to passengers. These can be expensive to implement because of the costs of installation, maintenance, and electricity for operation.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
===On-board Annunciators===<br />
Real-time information on-board buses and trains can include automated announcements of next stops and upcoming transfer points. This feature also adds to ADA compliance and relieves drivers from this obligation.<ref>Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/153753.aspx "TCRP Research Results Digest 5: Electronic On-Vehicle Passenger Information Displays (Visual and Audible)."] 1995.</ref> <br />
<br />
<br />
==Benefits and Costs to Agencies==<br />
Using real-time technology can benefit agencies by improving safety and security, and has been demonstrated to increase customer satisfaction and perceptions of the transit agency. Agencies also benefit from these systems because they reduce the staff time needed to monitor for schedule adherence. <br />
<br />
The costs of implementing these systems varies widely by the size of the agency, type of system, and which amenities the agency chooses to use. Implementing a real-time system also has costs. There are financial costs, which can vary widely depending on the technology, as well as time and staff costs associated with training and maintaining real-time technologies. Sometimes the existing information technology infrastructure and staff are not sufficient, so they must be bolstered. Finally, as mobile technology is constantly changing, it is difficult for transit agencies and even technology developers to keep abreast of changes and to create mobile applications that will work for all versions of the wide variety of platforms available for passengers’ mobile devices.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
==Benefits to Riders==<br />
Having access to real-time information reduces passengers’ anxiety during wait time. It also reduces time spent waiting when passengers can learn about a delayed bus or other problem prior to arriving at a stop or station. This way, if buses are delayed passengers can make informed decisions about taking alternative routes or modes. After implementing AVL systems, combined with improving real-time information for customers, several agencies saw steep declines in customer complaints.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf| “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref><br />
<br />
==Implementation==<br />
Transit agencies that want to avoid the expense and risk of building a proprietary system to convey real-time information may work with vendors or produce data using established standards.<br />
<br />
*'''General Transit Feed Specification-Real Time Format (GTFS-RT)''' [https://developers.google.com/transit/gtfs-realtime/]: Developed as an extension to General Transit Feed Specification (GTFS) and released via Creative Commons in 2011, [https://developers.google.com/transit/gtfs-realtime/ GTFS-RT] is a software-agnostic standard that allows public transportation agencies to provide realtime updates about their fleet to the public vis-a-vis application developers and Google Maps. The GTFS-RT standard allows transit operators to provide the following:<br />
:* Trip Updates - delays, cancellations, changed routes<br />
:* Service alerts - stop moved, unforeseen events affecting a station, route or the entire network<br />
:* Vehicle positions - information about the vehicles including location and congestion level<br />
<br />
*'''NextBus.com''' is a product offered by Cubic, a multi-national company with a software suite targeted to transit operators. NextBus offers a full-service solution, from GPS installation on vehicles, to communications with users via a desktop and mobile web site. NextBus is the market leader, with more than a dozen transit agencies as customers. [http://news.nextbus.com/how-nextbus-works-2/detailed-product-information/ More information] about their products is available from the company. ''This section is provided for informational purposes only and is not an endorsement to purchase the Nextbus product. See [[TransitWiki:General_disclaimer#Commercial Products and Services Appearing on TransitWiki]].''<br />
<br />
*'''GTFS-Realtime''' is a structured data format for real-time arrival and service alert information. The [[Providing GTFS data|General Transit Feed Specification]] was developed by Google and powers the transit routing information available on Google Maps and from third-parties. Agencies do not pay Google to use the format display the data on Google Products. The GTFS-realtime specification is a free alternative to NextBus.com for agencies that currently produce or plan to produce real-time arrival data and route or stop specific service alerts. [https://developers.google.com/transit/gtfs-realtime/ More information] is available from Google.<br />
<br />
*[http://onebusaway.org/ '''The OneBusAway Project'''] is a free open-source software stack that seeks to make it easy for transit operators to build and maintain mobile applications which disseminate predictive real time arrival information. Originally started by a University of Washington Ph.D student named Brian Ferris, the OneBusAway software stack is the foundation for mobile applications maintained by MARTA, Hillsborough Transit in Tampa, Puget Sound, and the New York MTA. To build an application using OneBusAway, transit agencies must have a fully functioning AVL system. [http://onebusaway.org/transit-agencies/launching-onebusaway.php].<br />
<br />
==References==<br />
<references/><br />
<br />
<br />
==Additional Reading==<br />
Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011. <br />
: This recent synthesis, sponsored by the Federal Transit Administration, includes a literature review and survey of transit providers, with a specific focus on the underlying technology necessary for delivering real-time information to passengers using mobile phones. Survey respondents reported that automatic vehicle location is the most commonly used technology for delivering real-time information and many agencies use third-party developers to develop applications for delivering this information to passengers. <br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/152932.aspx “TCRP Synthesis 48: Real-Time Bus Arrival Information Systems."] 2003. <br />
: This report, also sponsored by the Federal Transit Administration, describes the basics of how real-time information systems work and uses several case studies to demonstrate common agency experiences when using them on bus systems. It is a comprehensive document outlining broad system benefits and costs, customer reactions to the changes, and a literature review. This synthesis evaluates several case studies, including San Luis Obispo’s transit system, which uses a real-time information system that utilizes dynamic messaging signs. The system was developed by the California State Polytechnic University and was fully deployed in 2001.<br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Main/Blurbs/152927.aspx “TCRP Report 92: Strategies for Improved Traveler Information.”] 2003.<br />
: This report updates previous reports on traveler information and includes a literature review of a variety of other reports on the same topic. It also examines the possibiliies for transit to take lessons from other industries, such as the airline or parcel delivery industries, in providing information to customers through the internet. The report was sponsored by the Federal Transit Administration.<br />
<br />
[[Category:Technology]]</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Real-time_information&diff=1752Real-time information2014-04-16T19:07:36Z<p>Sirinyamatute: /* Popular services */</p>
<hr />
<div>==Introduction==<br />
Real-time information, broadly defined, means any information available to transit providers or customers about the current status of vehicles. Most real-time information relies on [[Automatic vehicle location]] and Global Positioning Systems (GPS) in order to estimate approximate arrival times for passengers and transit system operators. Passengers access real-time arrival and departure information through dynamic signs at stops and stations, or through the Internet at home or on smartphones. As smartphones become more prevalent, they have made access to third-party scheduling information and apps highly accessible for passengers.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf|“Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref> [[Image:SFMTA_RealTime.jpg|right|thumb|350px|The San Francisco Municipal Transportation Agency (SFMTA) offers real time arrival information on its train platforms. Photo by Flickr user AgentAkit.]]<br />
<br />
==Features==<br />
===Mobile technology=== <br />
Because cellular phones and smartphones are so prevalent today, they can be very useful for disseminating real-time transit information. Mobile phones allow passengers to use SMS (or Short Message Service) to access schedule and real-time information via text message. This is a two-way method of communicating wherein the passenger can send a text message to an agency, usually with a code for the stop they want information about. The agency then automatically sends a response with the next bus’ arrival times. These services do not necessarily always use real-time information, instead responding with the next scheduled bus arrival time. However, real time information makes texting more useful to customers.<br />
<br />
===Dynamic messaging signs===<br />
These signs at stops and stations tell passengers when the next transit vehicle will arrive and can warn them if a bus or train is delayed. They are also the most common method for agencies to communicate real-time information to passengers. These can be expensive to implement because of the costs of installation, maintenance, and electricity for operation.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
===On-board Annunciators===<br />
Real-time information on-board buses and trains can include automated announcements of next stops and upcoming transfer points. This feature also adds to ADA compliance and relieves drivers from this obligation.<ref>Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/153753.aspx "TCRP Research Results Digest 5: Electronic On-Vehicle Passenger Information Displays (Visual and Audible)."] 1995.</ref> <br />
<br />
<br />
==Benefits and Costs to Agencies==<br />
Using real-time technology can benefit agencies by improving safety and security, and has been demonstrated to increase customer satisfaction and perceptions of the transit agency. Agencies also benefit from these systems because they reduce the staff time needed to monitor for schedule adherence. <br />
<br />
The costs of implementing these systems varies widely by the size of the agency, type of system, and which amenities the agency chooses to use. Implementing a real-time system also has costs. There are financial costs, which can vary widely depending on the technology, as well as time and staff costs associated with training and maintaining real-time technologies. Sometimes the existing information technology infrastructure and staff are not sufficient, so they must be bolstered. Finally, as mobile technology is constantly changing, it is difficult for transit agencies and even technology developers to keep abreast of changes and to create mobile applications that will work for all versions of the wide variety of platforms available for passengers’ mobile devices.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
==Benefits to Riders==<br />
Having access to real-time information reduces passengers’ anxiety during wait time. It also reduces time spent waiting when passengers can learn about a delayed bus or other problem prior to arriving at a stop or station. This way, if buses are delayed passengers can make informed decisions about taking alternative routes or modes. After implementing AVL systems, combined with improving real-time information for customers, several agencies saw steep declines in customer complaints.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf| “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref><br />
<br />
==Popular services==<br />
Transit agencies that want to avoid the expense and risk of building a proprietary system to convey real-time information may work with vendors or produce data using established standards.<br />
<br />
*'''NextBus.com''' is a product offered by Cubic, a multi-national company with a software suite targeted to transit operators. NextBus offers a full-service solution, from GPS installation on vehicles, to communications with users via a desktop and mobile web site. NextBus is the market leader, with more than a dozen transit agencies as customers. [http://news.nextbus.com/how-nextbus-works-2/detailed-product-information/ More information] about their products is available from the company. ''This section is provided for informational purposes only and is not an endorsement to purchase the Nextbus product. See [[TransitWiki:General_disclaimer#Commercial Products and Services Appearing on TransitWiki]].''<br />
<br />
*'''GTFS-Realtime''' is a structured data format for real-time arrival and service alert information. The [[Providing GTFS data|General Transit Feed Specification]] was developed by Google and powers the transit routing information available on Google Maps and from third-parties. Agencies do not pay Google to use the format display the data on Google Products. The GTFS-realtime specification is a free alternative to NextBus.com for agencies that currently produce or plan to produce real-time arrival data and route or stop specific service alerts. [https://developers.google.com/transit/gtfs-realtime/ More information] is available from Google.<br />
<br />
*[http://onebusaway.org/ '''The OneBusAway Project'''] is a free open-source software stack that seeks to make it easy for transit operators to build and maintain mobile applications which disseminate predictive real time arrival information. Originally started by a University of Washington Ph.D student named Brian Ferris, the OneBusAway software stack is the foundation for mobile applications maintained by MARTA, Hillsborough Transit in Tampa, Puget Sound, and the New York MTA. To build an application using OneBusAway, transit agencies must have a fully functioning AVL system. [http://onebusaway.org/transit-agencies/launching-onebusaway.php].<br />
<br />
==References==<br />
<references/><br />
<br />
<br />
==Additional Reading==<br />
Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011. <br />
: This recent synthesis, sponsored by the Federal Transit Administration, includes a literature review and survey of transit providers, with a specific focus on the underlying technology necessary for delivering real-time information to passengers using mobile phones. Survey respondents reported that automatic vehicle location is the most commonly used technology for delivering real-time information and many agencies use third-party developers to develop applications for delivering this information to passengers. <br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/152932.aspx “TCRP Synthesis 48: Real-Time Bus Arrival Information Systems."] 2003. <br />
: This report, also sponsored by the Federal Transit Administration, describes the basics of how real-time information systems work and uses several case studies to demonstrate common agency experiences when using them on bus systems. It is a comprehensive document outlining broad system benefits and costs, customer reactions to the changes, and a literature review. This synthesis evaluates several case studies, including San Luis Obispo’s transit system, which uses a real-time information system that utilizes dynamic messaging signs. The system was developed by the California State Polytechnic University and was fully deployed in 2001.<br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Main/Blurbs/152927.aspx “TCRP Report 92: Strategies for Improved Traveler Information.”] 2003.<br />
: This report updates previous reports on traveler information and includes a literature review of a variety of other reports on the same topic. It also examines the possibiliies for transit to take lessons from other industries, such as the airline or parcel delivery industries, in providing information to customers through the internet. The report was sponsored by the Federal Transit Administration.<br />
<br />
[[Category:Technology]]</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Real-time_information&diff=1751Real-time information2014-04-16T19:05:05Z<p>Sirinyamatute: Added info re: OneBusAway Project.</p>
<hr />
<div>==Introduction==<br />
Real-time information, broadly defined, means any information available to transit providers or customers about the current status of vehicles. Most real-time information relies on [[Automatic vehicle location]] and Global Positioning Systems (GPS) in order to estimate approximate arrival times for passengers and transit system operators. Passengers access real-time arrival and departure information through dynamic signs at stops and stations, or through the Internet at home or on smartphones. As smartphones become more prevalent, they have made access to third-party scheduling information and apps highly accessible for passengers.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf|“Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref> [[Image:SFMTA_RealTime.jpg|right|thumb|350px|The San Francisco Municipal Transportation Agency (SFMTA) offers real time arrival information on its train platforms. Photo by Flickr user AgentAkit.]]<br />
<br />
==Features==<br />
===Mobile technology=== <br />
Because cellular phones and smartphones are so prevalent today, they can be very useful for disseminating real-time transit information. Mobile phones allow passengers to use SMS (or Short Message Service) to access schedule and real-time information via text message. This is a two-way method of communicating wherein the passenger can send a text message to an agency, usually with a code for the stop they want information about. The agency then automatically sends a response with the next bus’ arrival times. These services do not necessarily always use real-time information, instead responding with the next scheduled bus arrival time. However, real time information makes texting more useful to customers.<br />
<br />
===Dynamic messaging signs===<br />
These signs at stops and stations tell passengers when the next transit vehicle will arrive and can warn them if a bus or train is delayed. They are also the most common method for agencies to communicate real-time information to passengers. These can be expensive to implement because of the costs of installation, maintenance, and electricity for operation.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
===On-board Annunciators===<br />
Real-time information on-board buses and trains can include automated announcements of next stops and upcoming transfer points. This feature also adds to ADA compliance and relieves drivers from this obligation.<ref>Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/153753.aspx "TCRP Research Results Digest 5: Electronic On-Vehicle Passenger Information Displays (Visual and Audible)."] 1995.</ref> <br />
<br />
<br />
==Benefits and Costs to Agencies==<br />
Using real-time technology can benefit agencies by improving safety and security, and has been demonstrated to increase customer satisfaction and perceptions of the transit agency. Agencies also benefit from these systems because they reduce the staff time needed to monitor for schedule adherence. <br />
<br />
The costs of implementing these systems varies widely by the size of the agency, type of system, and which amenities the agency chooses to use. Implementing a real-time system also has costs. There are financial costs, which can vary widely depending on the technology, as well as time and staff costs associated with training and maintaining real-time technologies. Sometimes the existing information technology infrastructure and staff are not sufficient, so they must be bolstered. Finally, as mobile technology is constantly changing, it is difficult for transit agencies and even technology developers to keep abreast of changes and to create mobile applications that will work for all versions of the wide variety of platforms available for passengers’ mobile devices.<ref>Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011.</ref><br />
<br />
==Benefits to Riders==<br />
Having access to real-time information reduces passengers’ anxiety during wait time. It also reduces time spent waiting when passengers can learn about a delayed bus or other problem prior to arriving at a stop or station. This way, if buses are delayed passengers can make informed decisions about taking alternative routes or modes. After implementing AVL systems, combined with improving real-time information for customers, several agencies saw steep declines in customer complaints.<ref>National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida.[[media:CUTR_RealTime.pdf| “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.”]] 2005.</ref><br />
<br />
==Popular services==<br />
Transit agencies that want to avoid the expense and risk of building a proprietary system to convey real-time information may work with vendors or produce data using established standards.<br />
<br />
*'''NextBus.com''' is a product offered by WebTech Wireless, a Canadian company with years of fleet-tracking experience. NextBus offers a full-service solution, from GPS installation on vehicles, to communications with users via a desktop and mobile web site. NextBus is the market leader, with more than a dozen transit agencies as customers. [http://news.nextbus.com/how-nextbus-works-2/detailed-product-information/ More information] about their products is available from the company. ''This section is provided for informational purposes only and is not an endorsement to purchase the Nextbus product. See [[TransitWiki:General_disclaimer#Commercial Products and Services Appearing on TransitWiki]].''<br />
<br />
*'''GTFS-Realtime''' is a structured data format for real-time arrival and service alert information. The [[Providing GTFS data|General Transit Feed Specification]] was developed by Google and powers the transit routing information available on Google Maps and from third-parties. Agencies do not pay Google to use the format display the data on Google Products. The GTFS-realtime specification is a free alternative to NextBus.com for agencies that currently produce or plan to produce real-time arrival data and route or stop specific service alerts. [https://developers.google.com/transit/gtfs-realtime/ More information] is available from Google.<br />
<br />
*[http://onebusaway.org/ '''The OneBusAway Project'''] is a free open-source software stack that seeks to make it easy for transit operators to build and maintain mobile applications which disseminate predictive real time arrival information. Originally started by a University of Washington Ph.D student named Brian Ferris, the OneBusAway software stack is the foundation for mobile applications maintained by MARTA, Hillsborough Transit in Tampa, Puget Sound, and the New York MTA. To build an application using OneBusAway, transit agencies must have a fully functioning AVL system. [http://onebusaway.org/transit-agencies/launching-onebusaway.php].<br />
==References==<br />
<references/><br />
<br />
<br />
==Additional Reading==<br />
Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/166249.aspx “Synthesis 91: Use and Deployment of Mobile Device Technology for Real-Time Transit Information.”] 2011. <br />
: This recent synthesis, sponsored by the Federal Transit Administration, includes a literature review and survey of transit providers, with a specific focus on the underlying technology necessary for delivering real-time information to passengers using mobile phones. Survey respondents reported that automatic vehicle location is the most commonly used technology for delivering real-time information and many agencies use third-party developers to develop applications for delivering this information to passengers. <br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Publications/Blurbs/152932.aspx “TCRP Synthesis 48: Real-Time Bus Arrival Information Systems."] 2003. <br />
: This report, also sponsored by the Federal Transit Administration, describes the basics of how real-time information systems work and uses several case studies to demonstrate common agency experiences when using them on bus systems. It is a comprehensive document outlining broad system benefits and costs, customer reactions to the changes, and a literature review. This synthesis evaluates several case studies, including San Luis Obispo’s transit system, which uses a real-time information system that utilizes dynamic messaging signs. The system was developed by the California State Polytechnic University and was fully deployed in 2001.<br />
<br />
Transit Cooperative Research Program. [http://www.trb.org/Main/Blurbs/152927.aspx “TCRP Report 92: Strategies for Improved Traveler Information.”] 2003.<br />
: This report updates previous reports on traveler information and includes a literature review of a variety of other reports on the same topic. It also examines the possibiliies for transit to take lessons from other industries, such as the airline or parcel delivery industries, in providing information to customers through the internet. The report was sponsored by the Federal Transit Administration.<br />
<br />
[[Category:Technology]]</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=User:Sirinyamatute&diff=1747User:Sirinyamatute2014-04-15T17:57:06Z<p>Sirinyamatute: </p>
<hr />
<div>I am a transportation planner who works in government and community relations at the Santa Monica Big Blue Bus. I like to blog about transportation and I'm very interested in shaping or reinforcing travel behavior.<br />
<br />
My areas of expertise include<br />
* Transit advertising sales<br />
* Travel behavior<br />
* Transportation demand management<br />
* UPass-type bulk sale programs for employers and schools<br />
* Project management for information technology and construction<br />
* Transit advocacy and decision making<br />
* Planning communications<br />
* Greater Los Angeles</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=User:Sirinyamatute&diff=1746User:Sirinyamatute2014-04-15T17:52:55Z<p>Sirinyamatute: </p>
<hr />
<div>[[File:Http://i2.wp.com/sirinyamatute.com/wp-content/uploads/2012/07/1377270 871814659330 1750593531 n.jpg?resize=225%2C300|thumbnail]]<br />
I am a transportation planner who works in government and community relations at the Santa Monica Big Blue Bus. I like to blog about transportation and I'm very interested in shaping or reinforcing travel behavior.<br />
<br />
My areas of expertise include<br />
* Transit advertising sales<br />
* Travel behavior<br />
* Transportation demand management<br />
* UPass-type bulk sale programs for employers and schools<br />
* Project management for information technology and construction<br />
* Transit advocacy and decision making<br />
* Planning communications<br />
* Greater Los Angeles</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=User:Sirinyamatute&diff=1745User:Sirinyamatute2014-04-15T17:52:40Z<p>Sirinyamatute: </p>
<hr />
<div>[[File:Http://i2.wp.com/sirinyamatute.com/wp-content/uploads/2012/07/1377270 871814659330 1750593531 n.jpg?resize=225%2C300|framed]]<br />
I am a transportation planner who works in government and community relations at the Santa Monica Big Blue Bus. I like to blog about transportation and I'm very interested in shaping or reinforcing travel behavior.<br />
<br />
My areas of expertise include<br />
* Transit advertising sales<br />
* Travel behavior<br />
* Transportation demand management<br />
* UPass-type bulk sale programs for employers and schools<br />
* Project management for information technology and construction<br />
* Transit advocacy and decision making<br />
* Planning communications<br />
* Greater Los Angeles</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Advertising&diff=1744Advertising2014-04-15T17:49:46Z<p>Sirinyamatute: </p>
<hr />
<div>[[Category:Finance and revenue]]<br />
==Introduction==<br />
Advertising on transit vehicles and facilities can produce new or increased local revenues from non-standard sources. Many agencies are re-evaluating advertising as a potential revenue source to fill funding gaps. Advertising on transit facilities and vehicles creates nearly $1 billion per year in sales, with roughly half of this amount going to transit agencies. However, in 2007 only 0.3% of U.S. advertising dollars went to transit <ref name="one33">[http://www.tcrponline.org/bin/publications.pl?mode=abstract&cat_id=23&pub_id=1500 TCRP Report 133: Practical Measures to Increase Transit Advertising Revenues. 2009.]</ref>. Transit agencies and operators seeking increased revenues from advertising can usually find ways to do so, as a survey adverting planners accustomed to working with traditional channels identified a range of options to improve transit advertising.<ref name="one33"></ref><br />
<br />
==Key Considerations==<br />
[[File:LA-Metro-bus-ad.JPG|right|thumb|350px|Advertising on a Los Angeles Metro bus]]<br />
===Need to Restructure===<br />
While there are a number of measures an advertising sales department can implement on their own, TCRP Report 133 makes several suggestions that require buy-in or actions from upper management, including restructuring the entire department or contracting out the function.<ref name="one33"></ref><br />
<br />
===Advertising Policy===<br />
Government-run transit agencies must consider how the first amendment affects their ability to approve or deny advertisements based on content alone. Generally, transit agencies will need well-defined standards and a system in place to determine compliance with those standards. Have your inside or outside council review this [http://www.tcrponline.org/bin/publications.pl?mode=abstract&cat_id=23&pub_id=1532 2010 TCRP Legal Research Digest] on developing and implementing a transit advertising policy.<br />
<br />
==Operating a Transit Advertising Sales Program==<br />
With few exceptions, transit operators that offer out-of-home advertising opportunities generally bid out their programs using a competitive process. Companies handle advertising sales on a contract basis include CBS Outdoor, Titan Advertising, Lamar Advertising, and Clear Channel.<br />
<br />
<br />
<br />
==References==<br />
<references/><br />
<br />
<br />
==Additional Reading==<br />
<br />
Alpers, Jane. [http://www.tcrponline.org/bin/publications.pl?mode=abstract&cat_id=23&pub_id=1500 "TCRP Report 133: Practical Measures to Increase Transit Advertising Revenues."] 2009.<br />
: This 107-page report is a great starting point for consultants, department heads, and agency management considering restructuring an agencies advertising sales operations in order to maximize revenue.<br />
<br />
<br />
Transit Cooperative Research Program. [http://www.tcrponline.org/bin/publications.pl?mode=abstract&cat_id=23&pub_id=1532 "TCRP Legal Research Digest 13: Developing and Implementing a Transit Advertising Policy."] 2010.<br />
: If your agency's legal council is not already familiar with laws and cases related to advertising on property owned or managed by your agency, they should review this document.<br />
<br />
<br />
Transit Cooperative Research Program. [http://www.tcrponline.org/bin/publications.pl?mode=abstract&cat_id=23&pub_id=1103 "TCRP Synthesis 51: Transit Advertising Sales Agreements."] 2004.<br />
: This 110-page report contains specific guidance on how your advertising sales department can structure agreements and consider how to balance revenue generating advertisements with public service advertisements.</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=Automated_fare_media&diff=1715Automated fare media2014-03-05T19:31:40Z<p>Sirinyamatute: /* Introduction */</p>
<hr />
<div>[[Category:Bus rapid transit]]<br />
[[Category:Technology]]<br />
<br />
<br />
==Introduction==<br />
<br />
[[File:Clipper_card.jpg|thumb|right|300px|The Clipper Card is an automated fare medium used in the San Francisco Bay Area by seven of the region's transit agencies, including Bay Area Rapid Transit (BART). Photo by Flickr user sam_churchill.]]<br />
<br />
Transit agencies have traditionally used cash fare systems, but cash is expensive to transport, count, and guard. It can also be inconvenient for riders to have to pay an exact fare for each leg of a trip. For these reasons, many agencies have introduced automated fare media by expanding fare payment to electronic, magnetic stripe contact cards and more recently to smart cards. <br />
<br />
A smart card is a contactless, reusable, prepaid card that includes an embedded microchip to monitor fare transactions and stored balance. Payment is processed through a microchip using [[near field communications]] or [[radio frequency identification (RFID)]]. Transit agencies view smart cards as a potentially revolutionary advancement due to their benefits, which include convenience, greater fare flexibility, operational cost savings, service enhancements, decreased fare processing time, centralized fare collection, more efficient fare pricing, and greater capacity for data compilation of ridership and travel behavior.<br />
<br />
Several U.S. transit agencies have also deployed mobile ticketing solutions. They include TriMet, San Diego, Boston, and Dallas. Riders can install applications on their smartphones<br />
<br />
==Types of Systems==<br />
Automated fare media can come in a variety of formats and can even include credit and debit cards. One key point to remember is that there are two types of systems: open and closed. Open systems accept payment through fare media issued by an entity outside of the transit system, such as a bank or a university. Closed systems only accept payment forms issued by that system.<br />
<br />
Transit system management of fare collection can be a costly endeavor and there may be some advantages to outside management of the fare payment system. However, with credit and debit cards, some of the advantages of prepayment will be lost.<ref>Transit Cooperative Research Project. [http://www.trb.org/main/blurbs/153815.aspx “TCRP Report 32: Multipurpose Transit Payment Media.”] 1998.</ref><br />
<br />
== Interagency coordination ==<br />
Automated fare media can be used to consolidate fare media among several agencies within a region. This has the benefit of making transfers between agencies more simple and straightforward for transit customers. The Bay Area's Clipper Card is a good example of several agencies working together to use a common payment medium.<br />
<br />
==Reducing vehicle dwell time==<br />
<br />
Automated fare media can reduce or eliminate the need for transit customers to pay in cash, a typically time-intensive process compared to electronic fare media. Many electronic fare media in use feature the ability to pre-load the fare card with passes or cash value.<br />
<br />
The Federal Transit Administration notes:<br />
<br />
<blockquote><br />
<br />
Many transit agencies offer prepaid fare media, such as a season pass, stored value card, or ticket. If a driver is required to inspect passes, boarding can be longer than with payment in change. An electronic fare box with a card reader can reduce boarding time for pass holders.<br />
<br />
Fare cards with a microchip, or smart cards, can allow transit agencies to offer a more sophisticated fare policy. Contactless smart cards need only be waved at a marked spot, and therefore can reduce payment time.<ref>Federal Transit Administration. [http://www.fta.dot.gov/12351_4362.html|"Fare Collection."]</ref></blockquote><br />
<br />
==Resistance to use of smart cards==<br />
There are many reasons why riders would choose to use cash for fare payment rather than smart cards or other prepaid fare payment. Reasons include the perception that the initial cost of obtaining the card will not be worth the investment, the fear of losing a pre-paid card’s value, concerns about privacy, and the convenience of cash for the occasional rider.<ref>Transit Cooperative Research Project. [http://www.trb.org/main/blurbs/153815.aspx “TCRP Report 32: Multipurpose Transit Payment Media.”] 1998.</ref><br />
<br />
==References==<br />
<references/><br />
<br />
==Additional Reading==<br />
Iseki, Hiroyuki, Alexander Demisch, Brian D. Taylor, and Allison C. Yoh. [[media:Evaluating_Smart_Cards.pdf|“Evaluating the Costs and Benefits of Transit Smart Cards.”]] 2008.<br />
: This study examines the cost-benefit analysis strategies of three transit agencies prior to implementation of smart card systems for fare payment. It was produced through the University of California's PATH program, in cooperation with the State of California's Business, Transportation, and Housing Agency, as well as the California Department of Transportation, and the Federal Highway Administration. The systems studied are the Metropolitan Transportation Commission (MTC) in the San Francisco Bay Area, the Los Angeles Country Metropolitan Transportation Authority (Metro), and the Southeastern Pennsylvania Transportation Authority (SEPTA).<br />
<br />
<br />
Federal Highway Administration. [http://ntl.bts.gov/lib/jpodocs/repts_te/13479.html "Ventura County Fare Integration: A Case Study; Promoting Seamless Regional Fare Coordination."] 2001.<br />
: This report by the Federal Highway Administration is a case study of Ventura County, California's transition to using several Intelligent Transportation Systems, including contactless fare cards, or smart cards. The report includes a description of the lessons learned from this multi-jurisdictional transition. Most importantly, the report outlines the institutional needs, the technical requirements, the methods for gaining customer acceptance, and lessons learned to make the program more successful.<br />
<br />
<br />
American Public Transit Association. [http://aptastandards.com/Documents/PublishedStandards/Farecard/tabid/331/language/en-US/Default.aspx "Manual of Standards and Practices for Universal Transit Farecards."] 2006-2009.<br />
: This link leads to five chapters of standards for use of contactless fare cards. The chapters were each written between 2006 and 2009 by the American Public Transit Association's Standards program. These standards are practitioner-focused and include an overview of contactless cards in general, as well as more technical chapters on the security and maintenance of systems that use them.<br />
<br />
<br />
Federal Transit Administration. [[media:ElectronicFareCollectionOptionsforCommuterRailroads.pdf|“Electronic Fare Collection Options for Commuter Railroads.”]] 2009.<br />
: This 2009 study from the Federal Transit Administration describes the experiences of six commuter railroad systems that have begun using automated fare media, including 'contact' and 'contactless' fare cards. Case studies include San Diego's Coaster commuter rail line. Lessons learned are specifically tailored to commuter rail systems.</div>Sirinyamatutehttps://www.transitwiki.org/TransitWiki/index.php?title=User:Sirinyamatute&diff=1714User:Sirinyamatute2014-03-05T19:20:29Z<p>Sirinyamatute: Added bio</p>
<hr />
<div>I am a transportation planner who works in government and community relations at the Santa Monica Big Blue Bus. I like to blog about transportation and I'm very interested in shaping or reinforcing travel behavior.</div>Sirinyamatute