Reliability of Stockholm Subway - Index of

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$AI\TIEBOLAGET . STOCKHOLMS .SPÅRVÄGAR$

system operates 30 trains per hour at the most congested periods. To keep the system stable and prevent the possible postponements the trains should follow the timetable with high accuracy. SL considers the service punctual if a train arrives no more than 1 minute earlier or 3 minutes later. However, the delay of a train for three minutes during rush hours could cause a domino effect. This knock-on train delay provokes passenger overloading at platforms and on rolling stocks of the whole system. Under the conditions the timetable and service become unreliable: passengers‟ waiting and travel times increase, the level of service drops off and as a result – the line capacity declines. The mistakes of train drivers, maintenance staff and traffic controllers as well as unpredictable passengers‟ behavior also can cause unwarranted delays and disruption of the timetable. Low level of service influences the loyalty of Stockholm inhabitants to choose the subway as a transportation mode. Unsatisfied passenger will hardly use the subway frequently and will try to change the mode if he/she has such a possibility. In order to watch over the customers loyalty SL carries out a survey every month on their satisfaction with the service. Satisfaction evaluation considers such parameters as regularity, punctuality, safety, cleanness of the rolling stocks and platforms, information, personal assistance and others. According to (SL, 2009) punctuality is the factor the most significantly influencing the level of passenger satisfaction. Due to high variability of the results SL is used to combine the data for the period of six months and publishes the report on satisfaction with the service every half year. This data variability can be explained by season changes and casual circumstances such as heavy snowstorm, low temperature, and technical problems with the signal system and etc. Figures 1.2 and 1.3 demonstrate the change of commuter satisfaction with the overall subway service and with the provided punctuality during few past years (SL, 2009). 12
Percent Spring 2004 Autumn 2004 Spring 2005 Autumn 2005 Spring 2006 Autumn 2006 Spring 2007 Autumn 2007 Spring 2008 Autumn 2008 Spring 2009 Autumn 2009 Percent Spring 2004 Autumn 2004 Spring 2005 Autumn 2005 Spring 2006 Autumn 2006 Spring 2007 Autumn 2007 Spring 2008 Autumn 2008 Spring 2009 Autumn 2009 Percent 85 80 75 70 65 60 55 50 Green line Red line Blue line Figure 1.2 Level of overall passengers‟ satisfaction in Stockholm subway 80 75 70 65 60 55 50 Green line Red line Blue line Figure 1.3 Level of passengers‟ satisfaction with punctuality in Stockholm subway The SL report (SL, 2009) gives the statistics for subway punctuality during the same period presented on figure 1.4. It provides us with the information on the impact of a punctuality change into the level of satisfaction. 100 95 90 Green line Red line 85 Blue line 80 2003 2004 2005 2006 2007 2008 2009 Figure 1.4 Punctuality in Stockholm subway 13
Page 1: Reliability of Stockholm Subway A N
Page 5: Acknowledgments I am heartily thank
Page 8 and 9: 4.2.5 Rolling stock ...............
Page 10 and 11: Transit service reliability is a wi
Page 14 and 15: The dip in punctuality level in 200
Page 16 and 17: 1.3 Research Objectives Concerning
Page 18 and 19: consuming and requires data that ma
Page 20 and 21: study case he also studies the impa
Page 22 and 23: scheduled one. The parameter can be
Page 24 and 25: 3.2 Measures of regularity 3.2.1 He
Page 26 and 27: 3.3 Analysis The analysis of Stockh
Page 29 and 30: Chapter 4: Description of the Stock
Page 31 and 32: Table 4.1 Lines of Stockholm subway
Page 33 and 34: there are two tracks for Nockebyban
Page 35 and 36: tramline of Tvärbana. Globen is th
Page 37 and 38: transfer between the platforms for
Page 39 and 40: Leaving passengers also some cases
Page 41 and 42: Figure 4.9 Maximum speed change alo
Page 43 and 44: The set of messages sending by inte
Page 45 and 46: distance, about 10 m. It fixed the
Page 47 and 48: the case when the information on fo
Page 49 and 50: Figure 4.14 Input table to select r
Page 51 and 52: Chapter 5: Study case: Green line 5
Page 53 and 54: 5.2 Timetable analysis Stockholm su
Page 55 and 56: One can notice that average headway
Page 57 and 58: HÄS HÄG JOL VBY RÅC BLB ILT ÄBP
Page 59 and 60: HÄS HÄG JOL VBY RÅC BLB ILT ÄBP
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6:30 7:00 7:30 8:00 8:30 9:00 9:30
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6:30 7:00 7:30 8:00 8:30 9:00 9:30
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HÄS HÄG JOL VBY RÅC BLB ILT ÄBP
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Relative frequency Relative frequen
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For the platform of the northern di
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5.4 Detailed analysis at stations A
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6:30 7:00 7:30 8:00 8:30 9:00 9:30
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Chapter 6: Conclusions 6.1 Summary
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The other topic of data processing
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Litman Todd, Valuing Transit Servic
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Table A.1 On-time performance at st
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Sample mean, s st. deviation, s2 CV
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N mean, s st. deviation, s2 CV max,
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mean, s Standard deviation, s 2 CV
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Table A.6 Waiting time at stations
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Table A.7 Table of the stations wit
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