Leveraging ITS Data for Transit Market Research: A Practitioner's Guidebook (2008) / Chapter Skim
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Appendix A - Chicago Transit Authority Case Study
Appendix A - Chicago Transit Authority Case Study
Pages 50-60
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From page 50... ...
Previously, for example, EFP data served the Finance section, and Planning units had to cross divisions and multiple sections to gain access to data. Until recently, Data Services staff have been responsible for post-processing and merging data from the various systems, as well as developing applications for data analysis.
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Fare card transactions are recorded at the entry station on the rail system. CTA analysts have been able to infer exit locations from the sequence of card transactions that occur 51 Chicago Transit Board President Transit Operations Bus OperationsCommunications & Marketing Employee Relations Finance Treasurer Office of Inspector General Security & System Safety Human Resources Purchasing/Warehousing Technology Management Government and Community Relations & Affirmative Action Property & Real Estate Asset Management Construction Engineering Facilities Maintenance Rail Operations Service & Reliability Operations Training & Customer Service Control Center Planning Management & Performance Construction Engineering & Facilities Maintenance General Counsel Figure A-1.
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A few Loop stations are direction-specific, allowing analysis of path choice. Selection of the shortest path may minimize travel time, but transactions data from directional stations indicates that some passengers opt for a lengthier alternative path possibly because the choice improves their likelihood of finding an available seat.
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AVAS summary reports and analysis tools available on CTA's intranet web server are shown in Figure A-7. Summary reports of passenger movements from APC data are generated by Ridecheck Plus reporting software.
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Mode Preference, Chicago Card Plus Customers Figure A-5. CTA rail and bus mode preferences.
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Figure A-7. AVAS intranet reporting and analysis tools.
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A related tool provides estimates of optimal running and recovery times based on the observed patterns. Figure A-8 illustrates the end-to-end pattern of actual running times in relation to scheduled running times for one of the CTA bus routes.
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Surveyors will use special pens that will record the serial number of each survey and will be linked to bus AVL data via a time stamp, permitting geocoding of the location where it is distributed. The 2007 O-D survey will provide the first comprehensive basis for validating the rail and bus system trip tables that had been previously developed from fare card transactions and APC data.
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70% 71% 72% 73% 74% 75% 76% 77% 78% 79% 80% First Half Second Half A ve ra ge P er ce nt A cc ep ta bl e W ai t 2005 2006 Figure A-10. Wait assessment indicator for CTA bus service.
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The CTA is currently in the process of validating its APC data against data on actual passenger movements from onboard cameras. This is the first step in transitioning to a new sampling plan using automated data for NTD reporting.
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Finally, the creation of the Data Services unit within the planning section helped to bridge the gap between ITS database management and administration (which resides in the Management & Performance Division) and market research staff.
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