An official website of the United States government
Social media can be a significant tool for transportation and transit agencies providing passengers with real-time information on traffic events. Moreover, COVID-19 and other limitations have compelled the agencies to engage with travelers online to promote public knowledge about COVID-related issues. It is, therefore, important to understand the agencies’ communication patterns. In this original study, the Twitter communication patterns of different transportation actors—types of message, communication sufficiency, consistency, and coordination—were examined using a social media data-driven approach applying text mining techniques and dynamic network analysis. A total of 850,000 tweets from 395 different transportation and transit agencies, starting in 2018 and the periods before, during and after the pandemic, were studied. Transportation agencies (federal, state, and city) were found to be less active on Twitter and mostly discussed safety measures, project management, and so forth. By contrast, the transit agencies (local bus and light, heavy, and commuter rail) were more active on Twitter and shared information about crashes, schedule information, passenger services, and so forth. Moreover, transportation agencies shared minimal pandemic safety information than transit agencies. Dynamic network analysis reveals interaction patterns among different transportation actors that are poorly connected and coordinated among themselves and with different health agencies (e.g., Centers for Disease Control and Prevention [CDC] and the Federal Emergency Management Agency [FEMA]). The outcome of this study provides understanding to improve existing communication plans, critical information dissemination efficacy, and the coordination of different transportation actors in general and during unprecedented health crises.
more »
« less
Exploring the interaction effect of poverty concentration and transit service on highway traffic during the COVID-19 lockdown
During COVID-19 lockdowns, transit agencies need to respond to the decline in travel but also maintain the essential mobility of transit-dependent people. However, there are a few lessons that scholars and practitioners can learn from. Using highway traffic data in the Twin Cities, this study applies a generalized additive model to explore the relationships among the share of low-income population, transit service, and highway traffic during the week that occurred right after the 2020 stay-at-home order. Our results substantiate that transportation impacts are spread unevenly across different income groups and low-income people are less able to reduce travel, leading to equity concerns. Moreover, transit supply influences highway traffic differently in areas with different shares of low-income people. Our study suggests that transportation agencies should provide more affordable travel options for areas with concentrated poverty during lockdowns. In addition, transit agencies should manage transit supply strategically depending on the share of low-income people to better meet people’s mobility needs.
more »
« less
- Award ID(s):
- 1737633
- PAR ID:
- 10350515
- Date Published:
- Journal Name:
- Journal of Transport and Land Use
- Volume:
- 14
- Issue:
- 1
- ISSN:
- 1938-7849
- Page Range / eLocation ID:
- 1149 to 1164
- Format(s):
- Medium: X
- Sponsoring Org:
- National Science Foundation
More Like this
-
-
null (Ed.)Public transit is central to cultivating equitable communities. Meanwhile, the novel coronavirus disease COVID-19 and associated social restrictions has radically transformed ridership behavior in urban areas. Perhaps the most concerning aspect of the COVID-19 pandemic is that low-income and historically marginalized groups are not only the most susceptible to economic shifts but are also most reliant on public transportation. As revenue decreases, transit agencies are tasked with providing adequate public transportation services in an increasingly hostile economic environment. Transit agencies therefore have two primary concerns. First, how has COVID-19 impacted ridership and what is the new post-COVID normal? Second, how has ridership varied spatio-temporally and between socio-economic groups? In this work we provide a data-driven analysis of COVID-19’s affect on public transit operations and identify temporal variation in ridership change. We then combine spatial distributions of ridership decline with local economic data to identify variation between socio-economic groups. We find that in Nashville and Chattanooga, TN, fixed-line bus ridership dropped by 66.9% and 65.1% from 2019 baselines before stabilizing at 48.4% and 42.8% declines respectively. The largest declines were during morning and evening commute time. Additionally, there was a significant difference in ridership decline between the highest-income areas and lowest-income areas (77% vs 58%) in Nashville.more » « less
-
null (Ed.)Public transit is central to cultivating equitable communities. Meanwhile, the novel coronavirus disease COVID-19 and associated social restrictions has radically transformed ridership behavior in urban areas. Perhaps the most concerning aspect of the COVID-19 pandemic is that low-income and historically marginalized groups are not only the most susceptible to economic shifts but are also most reliant on public transportation. As revenue decreases, transit agencies are tasked with providing adequate public transportation services in an increasingly hostile economic environment. Transit agencies therefore have two primary concerns. First, how has COVID-19 impacted ridership and what is the new post-COVID normal? Second, how has ridership varied spatio-temporally and between socio-economic groups? In this work we provide a data-driven analysis of COVID-19’s affect on public transit operations and identify temporal variation in ridership change. We then combine spatial distributions of ridership decline with local economic data to identify variation between socio-economic groups. We find that in Nashville and Chattanooga, TN, fixed-line bus ridership dropped by 66.9% and 65.1% from 2019 baselines before stabilizing at 48.4% and 42.8% declines respectively. The largest declines were during morning and evening commute time. Additionally, there was a significant difference in ridership decline between the highest-income areas and lowest-income areas (77% vs 58%) in Nashville.more » « less
-
With the advent of new mobility modes and technologies, we have seen meaningful changes in travel behavior. One such new mobility mode is on-demand transit. The Metropolitan Atlanta Rapid Transit Authority deployed its own on-demand transit system, dubbed MARTA Reach, in March of 2022. This paper provides an evaluation of the characteristics of two groups of people related to MARTA Reach: those who were interested in it and used it and those who were interested in it but did not use it. In addition, this paper explores the factors that influence membership in each of those two groups using a binary logit model, revealing the underlying characteristics that are linked with the decision to use or not use the service given prior interest. The findings show that simply providing more service has the strongest effect on adoption. Among 561 survey respondents, 426 expressed that the service area for MARTA Reach was too limited for their needs. Modeling results support this finding, in addition to the following strong predictors of on-demand transit adoption: 1) being a frequent transit user, 2) being satisfied with the current state of fixed-route transit service, 3) being part of a low-income household, 4) living within an on-demand transit service area, and 5) being younger. Understanding these group characteristics and underlying factors can help guide future efforts to provide on-demand transit service, such as by targeting the market segments that share features with the underlying factors that are shown herein to be linked with on-demand transit adoption.more » « less
-
COVID-19 has radically transformed urban travel behavior throughout the world. Agencies have had to provide adequate service while navigating a rapidly changing environment with reduced revenue. As COVID-19-related restrictions are lifted, transit agencies are concerned about their ability to adapt to changes in ridership behavior and public transit usage. To aid their becoming more adaptive to sudden or persistent shifts in ridership, we addressed three questions: To what degree has COVID-19 affected fixed-line public transit ridership and what is the relationship between reduced demand and -vehicle trips? How has COVID-19 changed ridership patterns and are they expected to persist after restrictions are lifted? Are there disparities in ridership changes across socioeconomic groups and mobility-impaired riders? Focusing on Nashville and Chattanooga, TN, ridership demand and vehicle trips were compared with anonymized mobile location data to study the relationship between mobility patterns and transit usage. Correlation analysis and multiple linear regression were used to investigate the relationship between socioeconomic indicators and changes in transit ridership, and an analysis of changes in paratransit demand before and during COVID-19. Ridership initially dropped by 66% and 65% over the first month of the pandemic for Nashville and Chattanooga, respectively. Cellular mobility patterns in Chattanooga indicated that foot traffic recovered to a greater degree than transit ridership between mid-April and the last week in June, 2020. Education-level had a statistically significant impact on changes in fixed-line bus transit, and the distribution of changes in demand for paratransit services were similar to those of fixed-line bus transit.more » « less
- Free Publicly Accessible Full Text
-
Accepted Manuscript1.0
- Journal Article:
- https://doi.org/10.5198/jtlu.2021.1978
