Chicago Transit Authority Research Articles

A quadratic programming model for designing and evaluating distance-based and zone fares for urban transit

A microcomputer based system for designing and evaluating distance-based and zone fares for transit properties is described. At the heart of the system is an optimization model that finds the fixed charge, mileage charge, and transfer charge that maximize gross revenue subject to constraints on ridership and the form of the fare equation. A linear approximation to the demand curve at the base case values results in a quadratic programming problem. Three alternative modes of using the model system are demonstrated using selected data from the Chicago Transit Authority. Model extensions and proposed future work are outlined.

Transit passenger response: Short and long term elasticities using time series analysis

This paper investigates the effects of price and service changes on transit ridership. The concept of elasticity is introduced and the traditional methods for estimating elasticities are discussed. In this paper an extra dimension is added by investigating short and long term elasticities. Time series analysis, developed by Box and Jenkins is chosen for the analysis. The Box and Jenkins methodology is applied to a monthly time series of average weekday ridership on the Chicago Transit Authority (CTA) rail system. Four categories of explanatory variables are investigated: fare on the CTA rail system, service provided on the CTA rail system, cost of car trips and weather effects. The effects of gas prices and rail service were found to be significant; however the results indicate a twelve month delay before service changes influence ridership. The effect of transit fares was found to be insignificant, indicating that both the short and long term fare elasticities are zero.

Assessment of high‐speed rail options in Florida

Journal of Advanced TransportationVolume 19, Issue 3 p. 271-292 ArticleFree to Read Assessment of high-speed rail options in Florida Fred J. Silverman, Fred Silverman is Director of Transportation Planning Services for Barton-Aschman Associates, Inc., Tampa Bay Office, and was Deputy Project Director for this Florida high-speed rail study.Search for more papers by this authorDarwin G. Stuart, Darwin G. Stuart is Manager of Strategic Planning at the Chicago Transit Authority. He was formerly a principle associate of Barton-Aschman Associates, Inc., where he served as Project Director for the work reported here.Search for more papers by this author Fred J. Silverman, Fred Silverman is Director of Transportation Planning Services for Barton-Aschman Associates, Inc., Tampa Bay Office, and was Deputy Project Director for this Florida high-speed rail study.Search for more papers by this authorDarwin G. Stuart, Darwin G. Stuart is Manager of Strategic Planning at the Chicago Transit Authority. He was formerly a principle associate of Barton-Aschman Associates, Inc., where he served as Project Director for the work reported here.Search for more papers by this author First published: Winter 1985 https://doi.org/10.1002/atr.5670190305 AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onEmailFacebookTwitterLinked InRedditWechat Volume19, Issue3Winter 1985Pages 271-292 RelatedInformation

On the form of a bus service frequency supply function

Transportation planners have proposed and, in some cases, used three distinct models for the supply behavior of transit management in assigning buses to routes. Specifically, these three models are: (1) y = βx, (2) y = max ( μ, βx), and (3) y = α + βx, where y is the frequency of buses on a route and x is the passenger traffic on the route. While empirical data leads directly to the rejection of model (1), past research has not clarified the appropriateness of model (2) or model (3). A test on broken line regression, suggested by Feder (1975) is applied to Chicago Transit Authority data, and the result is the rejection of model (2) in favor of model (3). Thus, the purely linear model, y = α + βx, is shown to be most appropriate.

Acoustical study of a rapid transit system.

Noises generated by trains of the Chicago Transit Authority (CTA) were recorded and analyzed. The data was used to evaluate the hazard of noise exposure among crew members and passengers and the extent of speech interference between passengers. The results indicated that some crew members and passengers may develop small amounts of temporary threshold shift in hearing sensitivity and that the probability of incurring permanent hearing loss from exposure to this source is very low. Speech interference among passengers was extensive in most cases.

Automatic vehicle monitoring applied to bus operations

The proximity type of automatic vehicle-monitoring system now being demonstrated by the Chicago Transit Authority, Chicago, Ill., will be described. Details of system configuration, communication links, and computer requirements will be described.

Thyristor (SCR) Chopper Control System for Transportation Equipment

This paper describes the circuit design used for the application of power semiconductors to the control of dc power in a traction motor system. Type SPM designates a series field traction motor SCR control, providing smooth tractive effort control in motoring and in dynamic braking of 500-1000 hp (continuously rated) rapid transit car drives. Thyristors are switched by a feedback current control system utilizing a fixed-frequency variable pulse width technique. Armature series reactors and line filter requirements are minimized by a multistage scheme. Both armature and field currents are modulated for full speed range control. Third rail system extreme voltage transients are accommodated by system features. Development and tests of sample equipments on the Chicago Transit Authority system are described. This demonstrator became the first semiconductor chopper propulsion equipment to be placed in revenue service in the United States. Service began in September 1967 on the Chicago Transit Authority's Skokie Line. A similar 1000-volt equipment was supplied San Francisco Bay Area Rapid Transit for test track evaluation.

Three-Compartment Articulated Cars for Test on Rapid Transit Division, Chicago Transit Authority

Three-Compartment Articulated Cars for Test on Rapid Transit Division, Chicago Transit Authority