Operating Urban Transportation Engineering - Part 2
As
indicated, the shift to the private auto mobile began after World War II. This
shin was not very great in the established, large, older cities, but was particulary
strong in urban areas with populations under 500,000. Once started, the shift
became a vicious circle. Comparing 1950 to 1972, the low in transit ridership,
patronage dropped 62% in spite of a 37% population increase. There has been a
14% increase from 1972 through 1978 in comparison to a 7% population increase,
but transit patronage is still far down from early levels. Over the last three
decades, then, reduced patronage has led transit agencies to cut services. A
second difficulty has been that transit transportation engineering operations suffered financially from
tripled labour and equipment costs but recouped only 55% of them through fare
increases, which were held down by both public and market pressures. These cost increases resulted in part from inflation, in part because capacity
had to be provided to accommodate the costly peak hour home-to-work movements
while off-peak use fell substantially, and in part because of demands that
service be provided at a loss to a dispersed suburbia and to the disadvantaged.
Also, patronage fell because of the five-day and even four-day work week,
suburban rather than downtown shopping, and the loss of night business
attributable, at least in part, to television.
Title Post: Operating Urban Transportation Engineering - Part 2
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Rating: 100% based on 99998 ratings. 5 user reviews.
Author: aditya
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