ROUTE 13C PERRY HIGHWAY EXPRESS

Transcription

1 ROUTE 13C PERRY HIGHWAY EXPRESS Route 13C Perry Highway Express operates between UPMC Passavant Hospital and downtown Pittsburgh via McCandless, Ingomar, and West View. The route provides limited weekday service with three AM inbound trips and four PM outbound trips (see Figure 1). Figure 1: Route 13C Perry Highway Express Similar Routes Route 13C is an express version of Route 11C Perry Highway that also operates between UPMC Passavant and downtown Pittsburgh. This and other similar routes are as follows: Page 1

2 Route 11C Perry Highway, that follows Route 13C s basic alignment between UPMC Passavant and the Ross Park and Ride but then operates on local roads between there and downtown Pittsburgh. Route 13F West View Express, that operates via the same alignment along Center Avenue and Perry Highway between the intersection of Center Avenue and Perry Highway in Ross and the Ross Park and Ride Lot. Route 11D Perrysville, that operates along via the same alignment along Center Avenue, Perry Highway, and Perrysville Avenue between West View Plaza and the Ross Park and Ride Lot. Route 12A North Hills Shopper, that operates along Cumberland Road in McCandless on some runs, and along East Street. Route 13F West View Express along segments of Perry Highway and between the Ross Park and Ride Lot and downtown Pittsburgh. Route 13X Ross Park and Ride, between the Ross Park and Ride Lot and downtown Pittsburgh. Alignment/Service Patterns Route 13C operates between UPMC Passavant and downtown Pittsburgh largely along Cumberland Road, Ingomar Road, Highland Road, Perry Highway, and I-279. Although Route 13C is an express route, its alignment between UPMC Passavant and West View is very circuitous. There is also an even more circuitous deviation through Franklin Park on alternating trips (as shown in Figure 1). Route 13C enters downtown Pittsburgh via the Fort Duquesne Bridge and loops through Downtown via Stanwix Street, Penn Avenue, and 9 th Street. Buses leave Downtown over the Rachel Carson Bridge to I-279. The route has four variants: 13C-I and 13C-O, that operate inbound and outbound, respectively, between UPMC Passavant Hospital and that do not serve the Franklin Park deviation. These variants provide one AM inbound trip and two PM outbound trips. 13C-IH and 13C-OH, that operate inbound and outbound, respectively between UPMC Passavant Hospital and that do serve the Franklin Park deviation. These variants provide two AM inbound trips and two PM outbound trips. Schedule Route 13C operates Monday through Friday during peak commute hours. Inbound service operates from 6:23 am to 8:10 am and outbound service operates from 4:40 pm to 6:33 pm. Page 2

3 Table 1: Route 13C Schedule Statistics One-Way Trips Headways Span of Service Inbound Outbound (minutes) Weekdays AM 6:23 am - 8:10 am PM 4:40 pm - 6:33 pm All Day 3 4 The running time for most trips is between 43 and 57 minutes. Although inbound headways are as much as 45 minutes at the outer end of the route, they are closer to 30 minutes on the inner portion of the route. Ridership Ridership on Route 13C is currently 240 passengers per day (and higher than the Route 11C Perry Highway local version, that runs along the same basic alignment and provides nearly three times as many service hours). Ridership is significantly lower than it has been in the past six years (as high as 367 passengers per day in 2002, and 338 in 2006). By stop, inbound, only 25 riders board the segment of the route through McCandless, Ingomar, and Franklin Park between UPMC Passavant and Perry Highway (see Figure 2). Only 12 of those riders board along the Franklin Park deviation. Boarding and alighting activity remains moderate along Perry Highway as far south as Schars Lane, at only 11 boardings. Farther south, there are 15 boardings at Perry Highway and Hiland Valley Drive. A total of 45 passengers board between Hiland Valley Drive and the Ross Park and Ride Lot, and another 45 passengers board at the park and ride lot. Buses run fairly empty until Hiland Valley Drive. A small number of passengers alight before the Ross Park and Ride Lot, but nearly all passengers ride to downtown Pittsburgh. Outbound ridership patterns are nearly identical to inbound ridership, with the vast majority of passengers boarding in downtown Pittsburgh. Inbound and outbound ridership are evenly balanced, with the same number of passengers using the route inbound as outbound. However, outbound service operates with one additional run. As a result, maximum passenger loads on inbound trips are higher and range from 36 to 42 passengers. On outbound trips, one trip was recorded with a maximum load of 50 passengers on one trip; most trips had maximum loads of 21 to 26 passengers (see Figure 3). Page 3

4 Figure 2: Route 13C Ridership by Stop: All Day Inbound Total Ons Total Offs Load Out From Stop N HILLS PASSAVANT FRONT ENTRANCE CUMBERLAND RD BABCOCK CUMBERLAND FOXHUNT CUMBERLAND STATLER CUMBERLAND LANCELOT CUMBERLAND GUENEVERE CUMBERLAND #543 CUMBERLAND CUMBERLAND CT APTS CUMBERLAND PANNIER CUMBERLAND OPP NORTHLAND LIBRARY CUMBERLAND PERRY MEMORIAL PERRY PERRY HILLVUE PERRY OPP MOHICAN PERRY CUMBERLAND PERRY GUENEVERE PERRY ARCADIA PERRY OPP PINE INGOMAR PERRY FS INGOMAR #140 INGOMAR CAMELOT APTS INGOMAR VALLEYVIEW INGOMAR KREPP CT FS INGOMAR GROSICK INGOMAR BELLECREST INGOMAR HARMONY INGOMAR MCCUTCHEON INGOMAR BRANT INGOMAR EAST INGOMAR OPP HIGHLAND INGOMAR HGTS HILLIARD INGOMAR HGTS CLEARVUE INGOMAR HGTS JAMES INGOMAR HGTS MEADOW INGOMAR HGTS INGOMAR SCHOOL INGOMAR HGTS #1535 INGOMAR HGTS ROCHESTER ROCHESTER CRESTVIEW ROCHESTER OLD ORCHARD ROCHESTER OPP #2227 ROCHESTER OPP BEN FRANKLIN ROCHESTER SANDHURST SANDHURST FIELD CLUB SANDHURST KING CHARLES KING CHARLES OPP KING EDWARD KING CHARLES KING JAMES KING CHARLES OPP KING JOHN KING CHARLES BROADHILL BROADHILL BROADMEADOW BROADMEADOW HARVEST MANOR HARVEST MANOR BROADMEADOW BROADMEADOW FASSINGER FASSINGER ROCHESTER ROCHESTER SLOOP SLOOP WILLOUGHBY SLOOP BREEZEWOOD SLOOP WHITTMER PL SLOOP WHITTMER RD HIGHLAND ORCHARD HIGHLAND WOODCREST HIGHLAND OLDE INGOMAR HIGHLAND OPP VALLEY HIGHLAND ANDREA CT HIGHLAND HARMONY HIGHLAND WILLOUGHBY FS HIGHLAND OPP LOUISVILLE HIGHLAND OPP #9224 HIGHLAND SLOOP HIGHLAND TERRACE HIGHLAND HAROLD HIGHLAND HARMONY PARKWAY HIGHLAND PERRY (GLORIA) PERRY FAIRVIEW PERRY SANDLE PERRY ROLSHOUSE FS PERRY BIRCH PERRY WASHINGTON PERRY OPP PINES PLAZA (TRION) PERRY MANOR HOME CARE DRVWY PERRY SEWICKLEY-OAKMONT PERRY REEL PERRY LINDLEY FS PERRY OPP GOOD PERRY ATLANTIC PERRY CHATEAU PERRY APTS PERRY OPP SCHARS PERRY HILAND VALLEY PERRY OPP THOMPSON (PERRY LANE) PERRY ROCHESTER PERRY WELLINGTON FS PERRY HIGHLAND NS PERRY OPP WEST VIEW ELEM SCH PERRY CENTER PERRY WEST VIEW PARK DR FS PERRY N PARK FS PERRY OPP #328 PERRY OPP #286 PERRY BELLEVUE FS PERRY PERRYSVILLE PERRY LOWER P-N-R LOT SHELTER HOV PERRYSVILLE P-N-R SHELTER HOV P-N-R LOT HOV EXIT RAMP Passengers Load Out from Stop Note: Data does not reflect passengers alighting in downtown Pittsburgh at the end of the route. Page 4

5 60 Figure 3: Route 13C Maximum Loads (All Sampled Trips) 50 Inbound Outbound :33 AM 7:02 AM 7:09 AM 7:11 AM 4:42 PM 5:11 PM 5:17 PM Maximum Load 5:44 PM Productivity Relative to its level of service, Route 13C carries high ridership along its southern end, and as a result, Route 13C s overall performance is very good (see Table 2). However, the high ridership at the southern end of the route masks low ridership at the northern end of the route, and the route could be more productive. Table 2: Route 13C Weekday Productivity Express/ Flyer Route 13C Average Operating Cost/Passenger $2.86 $5.07 Passengers/Revenue Vehicle Hour Passengers/Total Vehicle Hour Passengers/Revenue Mile Total Vehicle Hours/Rev Vehicle Hours Bus Stops/Mile Directness Average Speed Number of Variations Page 5

6 Operating Cost/Passenger: Route 13C s operating cost per passenger is $2.86, which is 43% lower than average for express/flyer routes. The low cost per passenger is due to high ridership at the southern end of the route. Ridership per Unit of Service: The route has very high ridership per unit of service. The route ranks 4 th in terms of highest number of passengers per revenue vehicle hour among express/flyer routes (59, compared with an average of 34). The route also is far above average in terms of passengers per total vehicle hour at 40, compared to 23, and in terms of passengers per revenue vehicle mile, with 3.0 compared to an average of 1.7 for radial routes. Again, this high performance is due to high ridership at the southern end of the route. Total Vehicle Hours versus Revenue Vehicle Hours: The ratio of total vehicle hours to revenue vehicle hours, at 1.46, is slightly better than average. However, Route 13C does have a large amount of deadhead time: 9 deadhead trips to support 7 revenue trips. Average Speed: With very few passengers boarding along much of the alignment, Route 13C averages 20 mph, which is average for express/flyer routes. Bus Stops/Mile: Route 13C has 83 bus stops, or 4.4 bus stops per mile along the length of the route. This is an average of a bus stop every 1,200 feet, which is high for an express/flyer route. It should be noted that there is no passenger boarding or alighting activity at nearly two-thirds of all of the bus stops on this route. Directness: The route is only 57% as direct as the most direct automobile route between the route terminus and downtown Pittsburgh. Number of Variations: Route 13C has two variations in each direction. Service Design Route 13C has a productive segment and an unproductive segment. South of Fairview Avenue, Route 13C s routing is relatively direct and easy to understand. The service is limited and provides only AM and PM peak directional service, but provides a good connection between Perry Highway and downtown Pittsburgh over its short time span. North of Fairview Avenue, the two different variants in each direction make this route indirect and reduces service options by providing only one or two trips in each direction. Service Improvement Opportunities Overall, Route 13C s productivity is very good (see Table 2). However, the high ridership at the southern end of the route masks low ridership at the northern end of the route, and the route could be more productive, and changes can be made to reduce operating costs and improve productivity: Page 6

7 Operate Only One Inbound and One Outbound Variant: Compared with some routes, Route 13C has few variants, but even four variants on a route with only seven one-way trips is high. Furthermore, ridership through Franklin Park is very low. Shorten the Route: Few passengers board or alight along the outer alignment along Ingomar Road, Highland Road, Ingomar Heights Road, through Franklin Park and Ingomar. The elimination of this service would reduce operating costs and could reduce vehicle requirements. Operate at Consistent Headways: Service would be easier to understand and use if trips operated at consistent headways. Combine with Route 11C: Routes 13C and 11C both have limited service and serve similar locations. The time savings for a passenger riding between UPMC and downtown Pittsburgh is currently about seven minutes. The two routes could be combined with some route changes to provide more effective peak-hour service between McCandless and downtown Pittsburgh. Combine with Route 11C and Convert to Feeder Route to and from the Ross Park and Ride Lot: Most Route 13C riders are also served by other express routes (13F and 13X). The combination of Routes 11C and 13C into a feeder route to the Ross Park and Ride Lot could facilitate the operation of more consistent service on the outer end of the route and provide convenient connections to express service to and from Downtown. Develop a Park and Ride Lot at the Northern End of the Route: The development of a new park and ride lot along Perry Highway between Cumberland Road and Fairview Avenue, or along Highland Road, could extend the reach of the route and make outer end service more productive. Consolidate Bus Stops: The vast majority of bus stops along this route have no boarding or alighting activity at all. Eliminating many of the bus stops with few or no boardings would make this route easier to operate and understand, and would reduce bus stop maintenance requirements. Page 7