Multimodal pricing and optimal design of urban public transport: The interplay between traffic congestion and bus crowding

Abstract

Citation: Tirachini, A., Hensher, D. A., Rose, J. M., 2014. Multimodal pricing and optimal design of public transport services: the interplay between traffic congestion and bus crowding. Transportation Research Part B, forthcoming. AbstractThe interplay between congestion and crowding externalities in the design of urban bus systems is identified and analysed. A multimodal social welfare maximisation model with spatially disaggregated demand is developed, in which users choose between travelling by bus, car or walking in a transport corridor. Optimisation variables are bus fare, congestion toll, bus frequency, bus size, fare collection system, bus boarding policy and the number of seats inside buses. We find that optimal bus frequency results from a trade-off between the level of congestion inside buses, i.e., passengers' crowding, and the level of congestion outside buses, i.e., the effect of frequency on slowing down both buses and cars in mixed-traffic roads. A numerical application shows that optimal frequency is quite sensitive to the assumptions on crowding costs, impact of buses on traffic congestion, and overall congestion level. If crowding matters to users, buses should have as many seats as possible, up to a minimum area that must be left free of seats. If for any other reason planners decide to have buses with fewer seats than optimal (e.g., to increase bus capacity), frequency should be increased to compensate for the discomfort imposed on public transport users. Finally, the consideration of crowding externalities (on both seating and standing) imposes a sizeable increase in the optimal bus fare, and consequently, a reduction of the optimal bus subsidy.

The Multi-Agent Transport Simulation MATSim

“…The studies assume income-dependent utility functions with a decreasing marginal utility of money. The goal was to (i) identify the welfare-maximizing (see e.g., Tirachini et al, 2014, Section 2.5) toll level, which is potentially dependent on the aggregation rule of user bene ts (see Chapter 51), and (ii) to investigate distributional aspects of such pricing schemes. The studies showed that changes in travel patterns resulting from the morning peak toll impacted the whole day, a ecting tra c patterns in the a ernoon.…”

Transportation Costs and Subsidy Distribution Model for Urban and Suburban Public Passenger Transport

“…Since PT is a public service and the carriers are often owned by the local government, carriers are not expected to have significant profits, but they should also not have negative return. In Croatia, as well as in other countries within the European Union, the role of local government is important as they are dedicated to the implementation of their respective social programs and thus willing to co-finance public transport within their capabilities [17,18].…”

Crowding in Public Transport: A Review of Objective and Subjective Measures

“…Hensher et al (2011) and Tirachini et al (2012) find that two good proxy variables are density of standees per square meter and the proportion of seats occupied. These are specified by Tirachini et al (2012) as linear and quadratic terms, and both are interacted with in-vehicle travel time in order to recognize that the marginal disutility is both a function of the level of crowding as defined by the two crowding dimensions and the amount of time in public transport.…”

“…This evidence can be used on an ongoing basis to ensure that proxy measures of perceived preferences for specific levels of crowding (as illustrated above by, e.g., Tirachini et al 2012) that are incorporated in formal modal choice models that deliver the necessary outputs for benefit-cost analysis remain relevant. The chal lenge is to establish how much users are willing to pay to reduce crowding (to a specific level), as they perceive it, regardless of the standard, since this is a clear source of user benefit.…”

“…We are not in a position to definitely map the two dimensions, which is a crucial requirement for translating objective improvements into equiva lent subjective gains that then can be applied, via willingness to pay estimates, to obtain the additional user benefits of public transport investment. This paper focuses on promoting the case for research to ensure the mapping, providing one possible way forward using an example from recent research by Tirachini et al (2012).…”