Out-of-vehicle experience - Revision history

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	* [http://www.nctr.usf.edu/jpt/pdf/JPT11-2Litman.pdf Victoria Transport Policy Institute. "Valuing Transit Service Quality Improvements." 2008.]		* [http://www.nctr.usf.edu/jpt/pdf/JPT11-2Litman.pdf Victoria Transport Policy Institute. "Valuing Transit Service Quality Improvements." 2008.]
	* [http://www.nctr.usf.edu/pdf/576-15.pdf\| National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida. “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.” 2005.]		* [http://www.nctr.usf.edu/pdf/576-15.pdf National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida. “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.” 2005.]
	* [http://www.its.ucla.edu/~~research~~/~~EPIC~~/Appendix~~%20A~~.pdf Institute of Transportation Studies University of California, Berkeley. "The Effects of Out-of-Vehicle Time on Travel Behavior." 2006.]		* [http://www.its.ucla.edu/wp-content/uploads/sites/6/2014/06/Appendix-A.pdf Institute of Transportation Studies University of California, Berkeley. "The Effects of Out-of-Vehicle Time on Travel Behavior." 2006.]
	* [http://www.nctr.usf.edu/jpt/pdf/JPT12-1Ryan.pdf Sherry Ryan and Lawrence Frank. "Pedestrian Environments and Transit Ridership." 2009.]		* [http://www.nctr.usf.edu/jpt/pdf/JPT12-1Ryan.pdf Sherry Ryan and Lawrence Frank. "Pedestrian Environments and Transit Ridership." 2009.]
	* [http://pdx.edu/sites/www.pdx.edu.cus/files/PR119.pdf Portland State University Center for Urban Studies. “Pedestrian Infrastructure Improvements: Effects on Transit Use and Perceptions of the Pedestrian Environment In Portland’s Roseway Neighborhood.“ 1999.]		* [http://pdx.edu/sites/www.pdx.edu.cus/files/PR119.pdf Portland State University Center for Urban Studies. “Pedestrian Infrastructure Improvements: Effects on Transit Use and Perceptions of the Pedestrian Environment In Portland’s Roseway Neighborhood.“ 1999.]

	[[Category:Investment and planning]]		[[Category:Investment and planning]]

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	==Further reading==		==Further reading==

	* [http://www.nctr.usf.edu/jpt/pdf/JPT11-2Litman.pdf\| Victoria Transport Policy Institute. "Valuing Transit Service Quality Improvements." 2008.]		* [http://www.nctr.usf.edu/jpt/pdf/JPT11-2Litman.pdf Victoria Transport Policy Institute. "Valuing Transit Service Quality Improvements." 2008.]
	* [http://www.nctr.usf.edu/pdf/576-15.pdf\| National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida. “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.” 2005.]		* [http://www.nctr.usf.edu/pdf/576-15.pdf\| National Center for Transit Research at the Center for Urban Transportation Research, University of South Florida. “Enhancing the Rider Experience: The Impact of Real-Time Information On Transit Ridership.” 2005.]
	* [http://www.its.ucla.edu/research/EPIC/Appendix%20A.pdf\| Institute of Transportation Studies University of California, Berkeley. "The Effects of Out-of-Vehicle Time on Travel Behavior." 2006.]		* [http://www.its.ucla.edu/research/EPIC/Appendix%20A.pdf Institute of Transportation Studies University of California, Berkeley. "The Effects of Out-of-Vehicle Time on Travel Behavior." 2006.]
	* [http://www.nctr.usf.edu/jpt/pdf/JPT12-1Ryan.pdf\| Sherry Ryan and Lawrence Frank. "Pedestrian Environments and Transit Ridership." 2009.]		* [http://www.nctr.usf.edu/jpt/pdf/JPT12-1Ryan.pdf Sherry Ryan and Lawrence Frank. "Pedestrian Environments and Transit Ridership." 2009.]
	* [http://pdx.edu/sites/www.pdx.edu.cus/files/PR119.pdf\| Portland State University Center for Urban Studies. “Pedestrian Infrastructure Improvements: Effects on Transit Use and Perceptions of the Pedestrian Environment In Portland’s Roseway Neighborhood.“ 1999.]		* [http://pdx.edu/sites/www.pdx.edu.cus/files/PR119.pdf Portland State University Center for Urban Studies. “Pedestrian Infrastructure Improvements: Effects on Transit Use and Perceptions of the Pedestrian Environment In Portland’s Roseway Neighborhood.“ 1999.]

	[[Category:Investment and planning]]		[[Category:Investment and planning]]

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			[[File:Portland Bus Stop.jpg\|thumb\|right\|300px\|This bus stop in Portland, Ore., provides amenities like seating and shelter from the elements. Photo by Flickr user Jason McHuff.]]

	==Introduction==		==Introduction==

	~~[[File:Portland Bus Stop.jpg\|thumb\|right\|300px\|This bus stop in Portland, Ore., provides amenities like seating and shelter from the elements. Photo by Flickr user Jason McHuff.]]~~
	Certain low cost strategies, such as real-time arrival and routing information, attractive waiting areas, universal fare media, marketing/perception influence, and other measures can improve the transit experience.		Certain low cost strategies, such as real-time arrival and routing information, attractive waiting areas, universal fare media, marketing/perception influence, and other measures can improve the transit experience.

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2012-09-10T22:35:22Z

Attractive and more secure waiting areas

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	===Attractive and more secure waiting areas===		===Attractive and more secure waiting areas===
	* Studies suggest that time spent waiting for a transit vehicle is considered more costly by the patron than in-vehicle time. However, this can be mitigated by improvements to the waiting area, such as good lighting, protection from the elements and a comfortable place to sit.		* Studies suggest that time spent waiting for a transit vehicle is considered more costly by the patron than in-vehicle time. However, this can be mitigated by improvements to the waiting area, such as good lighting, protection from the elements, and a comfortable place to sit.

	===Improvement to the quality of pedestrian network===		===Improvement to the quality of pedestrian network===

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Introduction

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	[[File:Portland Bus Stop.jpg\|thumb\|right\|300px\|This bus stop in Portland, Ore., provides amenities like seating and shelter from the elements. Photo by Flickr user Jason McHuff.]]		[[File:Portland Bus Stop.jpg\|thumb\|right\|300px\|This bus stop in Portland, Ore., provides amenities like seating and shelter from the elements. Photo by Flickr user Jason McHuff.]]


	Certain low cost strategies, such as real-time arrival and routing information, attractive waiting areas, universal fare media, marketing/perception influence, and other measures can improve the transit experience.		Certain low cost strategies, such as real-time arrival and routing information, attractive waiting areas, universal fare media, marketing/perception influence, and other measures can improve the transit experience.

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Introduction

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	Certain low cost strategies, such as real-time arrival and routing information, attractive waiting areas, universal fare media, marketing/perception influence, and other ~~low-cost~~ measures can ~~cost-effectively increase ridership by improving~~ the transit experience.		Certain low cost strategies, such as real-time arrival and routing information, attractive waiting areas, universal fare media, marketing/perception influence, and other measures can improve the transit experience.

	The out-of-vehicle waiting experience plays a critical role in an individual’s willingness to use transit for their traveling needs. A pleasant walk to and wait at a transit stop can add value to the transit experience, while time spent in a dirty, loud or unsafe environment is perceived to be much more costly that time spent in-vehicle.		The out-of-vehicle waiting experience plays a critical role in an individual’s willingness to use transit for their traveling needs. A pleasant walk to and wait at a transit stop can add value to the transit experience, while time spent in a dirty, loud, or unsafe environment is perceived to be much more costly that time spent in-vehicle.

	==Strategies==		==Strategies==

Amiller: /* Attractive and more secure waiting areas */

2012-08-27T15:52:21Z

Attractive and more secure waiting areas

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	===Attractive and more secure waiting areas===		===Attractive and more secure waiting areas===
	* Studies suggest that time spent waiting for a transit vehicle is considered more costly by the patron than in-vehicle time~~; however~~, this can be mitigated by improvements to the waiting area, ~~i.e.~~ good lighting, protection from the elements and a comfortable place to sit.		* Studies suggest that time spent waiting for a transit vehicle is considered more costly by the patron than in-vehicle time. However, this can be mitigated by improvements to the waiting area, such as good lighting, protection from the elements and a comfortable place to sit.

	===Improvement to the quality of pedestrian network===		===Improvement to the quality of pedestrian network===

Amiller: /* Strategies */

2012-08-27T15:36:43Z

Strategies

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	==Strategies==		==Strategies==
	===Real-time arrival and routing information===		===Real-time arrival and routing information===
	* ~~Reduces~~ anxiety about when the next bus will come		* [[Real-time information]] reduces anxiety about when the next bus will come
	* Allows more accurate trip planning, so less time has to be spent at the actual stop		* Allows more accurate trip planning, so less time has to be spent at the actual stop

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Improvement to the quality of pedestrian network

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	===Improvement to the quality of pedestrian network===		===Improvement to the quality of pedestrian network===
	Virtually all transit riders are pedestrians at some point in their trip. So the quality of the pedestrian network -- principally sidewalks and safe road crossings -- strongly influences the ability of travelers to access transit stops and their willingness to use transit. Factors include the presence of sidewalks, their connectivity in a useful network, and whether or not residents feel safe using them. Curb cuts and safe crossings are especially important for people who use wheelchairs or strollers. See [[Pedestrian connections]] for further discussion.
			Virtually all transit riders are pedestrians at some point in their trip. So the quality of the pedestrian network -- principally sidewalks and safe road crossings -- strongly influences the ability of travelers to access transit stops and their willingness to use transit. Factors include the presence of sidewalks, their connectivity in a useful network, and whether or not residents feel safe using them. Curb cuts and safe crossings are especially important for people who use wheelchairs or strollers. See [[Pedestrian connections]] for further discussion.

	==Further reading==		==Further reading==

Amiller: /* Improvement to the quality of pedestrian network */

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Improvement to the quality of pedestrian network

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	===Improvement to the quality of pedestrian network===		===Improvement to the quality of pedestrian network===
	~~''See [[Pedestrian connections]] for further discussion.''~~		Virtually all transit riders are pedestrians at some point in their trip. So the quality of the pedestrian network -- principally sidewalks and safe road crossings -- strongly influences the ability of travelers to access transit stops and their willingness to use transit. Factors include the presence of sidewalks, their connectivity in a useful network, and whether or not residents feel safe using them. Curb cuts and safe crossings are especially important for people who use wheelchairs or strollers. See [[Pedestrian connections]] for further discussion.
	* Virtually all transit riders are pedestrians at some point in their trip. So the quality of the pedestrian network -- principally sidewalks and safe road crossings -- strongly influences the ability of travelers to access transit stops and ~~then~~ their willingness to use transit. Factors include the ~~very existence~~ of sidewalks, their connectivity in a useful network, and whether or not residents feel safe using them.

	==Further reading==		==Further reading==