One Center Affiliates, Dr. Eleni Christofa and Dr. Krystal Pollitt recently completed research for MassDOT on evaluating electric and other zero emission buses in the U.S. As part of this research, they completed an extensive review of transit agencies’ experience with electric buses across the country. We asked them to weigh in on a recent article published by Nicholas Groom, from Reuters, December 12, 2017 on MassTransit, which reported that “more than 65,000 public buses plying U.S. roads today, just 300 are electric. Among the challenges: EVs are expensive, have limited range and are unproven on a mass scale.”
Dr Christofa and Dr. Pollitt, argue that based on their findings, “Electric buses have the potential to expand across the fleets of U.S. transit agencies; limiting factors have been driving range and costs. Recent advances in battery technology are moving towards overcoming these hurdles with increases in energy density and decreased battery costs.”
by Melissa Paciulli, Manager of Research and Development
MassDOT is excited to announce the kickoff of the research project titled “Optimizing ADA Paratransit Operations with Taxi and Ride Share Programs.” This $152k research project has a project kickoff meeting scheduled for December 14th at MassDOT’s Headquarters in Boston. This project is Championed by Ben Schutzman, from the Massachusetts Bay Transit Authority (MBTA), and the research study will be led by Professor Eric Gonzales at the University of Massachusetts-Amherst. The aim of this project is to examine how optimizing programs to serve some paratransit trips by taxi or other mobility service in order to minimize overall system costs. Rising ridership on Americans with Disabilities Act (ADA) paratransit services, such as MBTA’s “The Ride”, pose a challenge due to the high costs of operating these required services.
As of March 1, 2017, a pilot program now allows eligible ADA paratransit customers on “The Ride” to use taxicabs, Uber, or Lyft for subsidized trips. The new research study seeks to gain insights about how the operation and use of the system is changing under the pilot program, and then to provide guidance for managing a multimodal-ADA program that gives customers more ride choices. Although the scope of the project is tied closely to the MBTA system, the insights from this research are likely to have implications for the ADA paratransit systems elsewhere in Massachusetts.
When contacted recently, Professor Gonzales said, “I am excited to start this project with graduate student Charalampos Sipetas. The project will allow us to use modeling tools to analyze how coordinating ADA paratransit services with taxis is changing the experience for customers and costs for transit agencies. Our goal is to identify ways to provide cost-effective and high quality service for customers with disabilities as part of an equitable and sustainable transit system for the Boston region.”
For people who are unable to drive or use conventional transit (e.g., fixed route buses and trains), getting around can be a real challenge. One group is receiving increasing attention in the transportation community: people with physical or mental disabilities that prevent them from being able to use existing buses and trains. The Americans with Disabilities Act of 1990 (ADA) requires transit agencies to operate curb-to-curb paratransit with ¾ mile of fixed route bus services for these. Although ADA paratransit constitutes only 1% of transit trips in U.S., the services make up 8% of the operating costs. Furthermore, demand for ADA paratransit increased by 41% from 2000 to 2010, and the trend of increasing demand and increasing cost is expected to continue as the American population gets older . This presents a major challenge for transit agencies: equitable service must be provided for customers with disabilities, but increasing costs threaten the ability of agencies to continue providing adequate ADA paratransit along with conventional services. Recent and ongoing research at UMass Amherst addresses multiple strategies for managing ADA paratransit needs.
One way to approach the problem of mounting paratransit costs is to focus on optimizing the operations. Recent studies of ADA paratransit demand and operation patterns in New Jersey have shown that the total operating cost in a service region can be modeled based on the area of the region, the rate that trips are requested per time, and the allowable time window for an on-time pick-up . There are ways to geographically align service regions to cover large areas in order to minimize the negative effects of making customers transfer. It can be beneficial to break up large regions into zones such that one zone provides service within a dense urban core, and another zone provides service to more distributed areas .
Another approach to the problem is to manage demand by incentivizing users to travel at times of day when there is excess system capacity. The current ADA regulation requires agencies to schedule paratransit service within one hour of the customer’s requested pick-up time and to charge no more than 1.5 times the fare of conventional transit service. Peaks in demand at certain times of day leave agencies with no choice but to purchase more vehicles and hire more drivers, but these resources are costly when they go unused at other times of day. A time-varying fare, within the ADA constraints, could incentivize users with flexible schedules to travel at less costly times of the day to improve the system’s overall efficiency .
An emerging question is what role existing ADA paratransit should play in serving this population in the long term. We know that shared-ride services are most efficient in areas with dense demand. In the suburban fringe, there are many trips that could be served more cost-effectively by taxis or on-demand mobility services (e.g., Uber, Lyft). In the Boston area, where the average cost of serving a one-way paratransit trip is $46.88, the MBTA is piloting a program to subsidize taxi trips for some users . Despite concerns about vehicles being physically equipped and drivers having appropriate training to serve customers with disabilities, demand responsive services that allow vehicles to be shared by multiple user groups hold great promise for bringing down the cost of providing high-quality ADA paratransit service. Perhaps the changes that emerging technologies are bringing for mobility services will be a great equalizer that can afford the same transportation choices to people with disabilities as the rest of the general public. One thing is certain, the future users are going to require flexible and efficient transportation systems to meet their diverse needs.
Rahimi, M., Amirgholy, M., Gonzales, E.J. (2014). Continuum approximation modeling of ADA paratransit operations in New Jersey. Paper Number 14-4864. Transportation Research Board 93rd Annual Meeting, 12–16 January, Washington, D.C.
Rahimi, M., Gonzales, E.J. (2015). Systematic evaluation of zoning strategies for demand responsive transit. Paper Number 15-4023. Transportation Research Board 94th Annual Meeting, 11–15 January, Washington, D.C.
Amirgholy, M., Gonzales, E.J. (2015). Demand responsive transit systems with time dependent demand: User equilibrium, system optimum, and management strategy. Transportation Research Part B, doi:10.2016/j.trb.2015.11.006.