Route Evaluation Overview
Each Route Evaluation includes 3 key sections:
1. Alignment and Service Patterns
2. Performance
3. Overall Assessment
A Glossary of Terms is provided below to explain some of the more technical terms used in
these evaluations.
1. Alignment and Service Patterns.
This section describes the path of travel for each bus route, the bus schedule, and
any route variants (trips that follow a different route). The span of service, headway
and number of inbound and outbound trips for each route are presented by time of
day and day of week. This information is used to assess the frequency and
convenience of service, how buses operate together in one corridor, and how easy it
is to transfer between routes.
RIPTA collects much information on bus ridership, or the number of people getting
on at each stop and riding each route. This ridership data is presented by time of
day, by day of the week, and by bus stop. Charts are used to show the heaviest
utilized and least utilized stops along each route.
Charts are also used to show which time of day (or which trip) attracts the most
riders. This information can help determine whether the route is mainly used by
commuters, or if ridership is spread more evenly across the day.
2. Performance:
This section summarizes the overall performance of each bus route, and compares it
to RIPTA’s systemwide average. If a route is shown to be performing below the
system average in one or more of these categories, we know that changes to the
route need to be considered. If a route is performing above the system average,
then it may warrant additional service to meet high passenger demand. The
definition of each performance measure is explained in the Glossary of Terms below.
3. Overall Assessment
This section assesses the overall performance of each route, and identifies particular
strengths or weaknesses in terms of serving bus customers. A range of potential
Service Options, or changes to better match service with customer needs. These may
include: more frequent or less frequent service, the elimination of special trip
variants that serve few riders, or better coordination with another route operating
along the same corridor.
The Service Options listed at the end of each Route Evaluation are ideas that are
under consideration and we hope you will comment to let us know if you agree or
disagree with the options suggested. Based on your comments, our next step will be
to develop different scenaros for directing existing resources to the routes and areas
that need or merit them the most.
Glossary of Terms
Average Speed (mph): A bus may operate at different speeds along its route, depending on
traffic, the number of bus stops, and the number of people getting on the bus. Average
speed is calculated by dividing the length of each bus route (in miles, from one terminus to
the other) by the number of hours it takes to travel that distance.
Bus Stops per Mile: This is calculated by dividing the length of each route (in miles, from
one terminus to the other) by the total number of bus stops along the route (in one
direction). If there are 4 bus stops per mile, customers need to walk no more than 1/8 mile
along that road to get to a stop.
Frequency: This is how many buses operate along a route in a given time period. For
example, many RIPTA routes operate 3 trips per hour going inbound towards downtown
Providence. Routes have a lower “frequency” (e.g. one or 2 trips per hour) at night or on
weekends.
Headway: This is the time (in minutes) between any two buses going the same direction on
a route. If Route 3 southbound arrives at Rhode Island Hospital every 30 minutes, the
“headway” is 30 minutes. Headways are often shorter (e.g. every 20 minutes) during
morning and afternoon commuting times, and longer (e.g. every 60 minutes) during the
evening or on weekends.
Inbound (IB)/Outbound (OB): Most RIPTA routes are considered “inbound” when headed
towards a downtown hub such as Kennedy Plaza, Pawtucket or Newport’s Gateway Center.
When departing these hubs, buses are going “outbound”. However, some local suburban
routes, such as Route 29 in Kent County, are simply labeled “East” or “West.”
Maximum Load: Passengers get on and off RIPTA buses at different points along each route.
The “maximum load” is the most passengers on the bus during a single trip. Most routes
have maximum loads during the peak commuting hours, and as they approach downtown.
But other routes attract riders all day, and carry similar passenger loads throughout the
day.
Ons/Offs: The number of passengers boarding at any one stop are counted as “Ons.” The
number of passengers getting off the bus at any one stop are counted as “Offs.”
Operating Cost: Operating Costs include the costs necessary to operate a bus route (e.g. the
cost of fuel, driver wages, etc.). Operating costs are greater for longer routes or routes with
more buses operating along them.
Operating Cost per Passenger: Operating Cost per Passenger is calculated by dividing the
total Operating Cost for a specific route by the number of passengers using the route on a
daily basis. Short routes with many passengers getting on and off will have lower
“Operating Cost per Passenger.” Longer routes, or routes that carry fewer passengers, will
have higher Operating Cost per Passenger.”
Passengers per Revenue Vehicle Hour: This is calculated by dividing the total number of
passengers riding a route on an average weekday, by the Revenue Vehicle Hours (or
number of hours vehicles are in service on the route).
Passengers per Revenue Vehicle Mile: This is calculated by dividing the total number of
passengers riding a route each weekday, by the number of Revenue Vehicle Miles the
vehicles travel along that route each day.
Peak: The morning and afternoon commuting hours are considered “peak” travel times.
“Peak” bus trips operate during these busy commuting periods, and travel in the “peak”
direction, or inbound in the morning and outbound in the afternoon.
Revenue Vehicle Hours: Revenue Vehicle Hours are the hours that a bus is actually in
service and picking up passengers. It does not include the time between the bus garage and
the start of the route, nor the time a driver may be on break.
Revenue Vehicle Miles: Revenue Vehicle Miles are the miles that a bus travels while in
service along a route. It does not include the miles travelled between the garage and the
start of the route.
Service Options: This section proposes a range of potential changes to individual bus routes
and their schedules. These do not represent recommendations, but simply options that are
under consideration to help meet COA project goals to better match the service to customer
demand. Options may include changes to the actual route, the frequency of service, or the
schedule.
Span of Service: If the first bus on a route leaves at 6:00 AM and the last bus of the evening
terminates at 10:00 PM, the “span of service” for this route is 6:00 AM to 10:00 PM. Span of
service is generally shorter on Saturday and Sunday.
Total Vehicle Hours per Revenue Vehicle Hour: Total Vehicle Hours are the hours buses
must be operated to serve each route. It includes the time it takes to get to and from the bus
garage, plus driver break time. This measure divides Total Vehicle Hours by Revenue
Vehicle Hours. This measure will be higher for routes that begin and end in more rural
areas, or that involve longer layover periods between trips.
Trip: Each time a bus leaves one terminal point and travels to its other terminal point, it
completes a “trip”. For example, each inbound “trip” on Route 54 runs all the way from
Woonsocket to Kennedy Plaza. Each outbound “trip” on Route 54 runs from Kennedy Plaza
to Woonsocket.
Variant: Some RIPTA routes follow a different path for one or two trips per day, perhaps to
serve a high school at dismissal time, or senior housing for a shopping trip. These single
trips are “variants” from the regular schedule.