Reliability of Stockholm Subway - Index of

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consuming and requires data that may not be available. Author suggests considering existing heuristic measures as well as proposes new ones to estimate service reliability. Most of the measures involve headway; some of the measures are based on the actual delays. The author focuses on measures which can be used in advance to estimate reliability of proposed schedules or changes in schedules. The proposed measures of reliability are especially recommended in cases of modes having possible knock-on delays as an important cause of unpunctuality or unreliability. As a conclusion Carey recommends to apply some of the measures into scheduling process to make timetable more reliable: the percentage of headways that is smaller than a certain size; the percentiles of the headway distribution; range, standard deviation, variance, or mean absolute deviation of the headways. Nie and Hansen (2005) apply system analysis approach to investigate relationship between scheduled and the real train operation at two major railway stations in The Hague through analyzing train detection data and determining its impact on punctuality, speed and track occupancy. In schedule analysis, they determine timetable margins and critical headways estimating the blocking times and track occupancy. To analyze train operation at stations standard statistical methods are applied. They study the delays, speed and buffer times as well as estimated the necessary buffer times in order to avoid knock-off delays and enable better reliability and punctuality of the service. Niels van Oort and Rob van Nes (2009) consider two key measures of reliability: regularity and punctuality. In their article they propose the tool assessing the impact of network changes into service regularity and the level of transit demand. As a study case they analyze the performance of two tram lines which have one mutual segment. They consider two cases: both lines use the mutual segment; one tram line is a feeder for another, stopping the service at the merging station. Their research shows that regularity affects two aspects: appreciation (current commuters would appreciate 18
transit more because of shorter travel times and less crowded vehicles) and attractiveness (new costumers would be attracted with the service with better regularity). They also conclude that changes in the regularity also influence the capacity efficiency, which might affect the operational costs. There are also papers concerning reliability of underground transit. Doyle (2000) in his study of New York City subway reliability analyzes data using NYC Transit‟s own measure of reliability. He calls it “Service regularity” which determines the proportion of headways falling within an acceptable range of the length they are scheduled to be. The measure “is the percentage of intervals between trips departing from all scheduled time points, not including terminals, which is within ± 50 percent of the scheduled interval (for all scheduled intervals less than ten minutes), or within ± 5 minutes of the scheduled interval (for scheduled intervals of 10 minutes or more” (Doyle, 2000). Bylund and Lindholm (2004), studying the punctuality of Stockholm subway with passenger questionnaire, make a conclusion that commuters frequently using the subway are the most unsatisfied with the punctuality of the provided service. The most hard-to-please group is young people. Authors suppose that the reason is the young commuters have fewer possibilities to change the transportation mode and have to use subway more often than older commuters; therefore they are more sensitive to the service punctuality than other groups. Dixon (2006) in his thesis proposes the idea of utilizing data stored in a rail transit operations controls system of Boston metro network in order to evaluate the subway performance. He develops a tool that extracts and uses information from the database for analyzing the operations of rail transit lines. Carrying out the research with the help of the tool Dixon reveals weaknesses of the current service and proposes reasonable changes in timetable which could improve the subway performance. In a 19
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 12 and 13: system operates 30 trains per hour
Page 14 and 15: The dip in punctuality level in 200
Page 16 and 17: 1.3 Research Objectives Concerning
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
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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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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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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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