The EGE
Senior Member
- Joined
- Jun 29, 2013
- Messages
- 1,614
- Reaction score
- 4,021
Tap-in / tap-out data is nice to have, but by no means necessary. It's only worth implementing if you have a distance-based fare system (like the commuter rail) where the tap-out is needed to finalize the fare. There are other data sources that are sufficient for planning work:One of the beauties of tap-in, tap-out systems is the operators get real, accurate data about the actually trips passengers take. (Not the weak sauce infrequent survey pseudo info the T collects.) With that data you can optimize the system profile (routes, timing, expansion planning, etc.) to actually serve your customers.
- Automatic Passenger Counters (APCs): These sensors detect movement across the door thresholds of buses and rail cars. They're standard on newer vehicles - all buses except the oldest 8 in service have them, and I believe the Type 9s and the new RL/OL fleet do as well. (Not sure about commuter rail cars.) It gives you the number of ons and offs at each stop (when combined with vehicle location data), so you have data for crowding and time-of-day ridership at a stop-by-stop level of detail. Some systems even do fancy things like real-time indication of which cars on a train are the least crowded.
- Origin-Destination-Interchange (ODX): This method uses successive taps on the same farecard to interpolate what trips were made. For example, if the system sees my (anonymized) car tap at Copley and then 15 minutes later on a 57 at Kenmore, it can assign that first trip to the first westbound Green Line train that arrived after I tapped in. If I tap on a northbound 86 at Brighton Center 3 hours later, it can interpolate that I took that 57 to Brighton Center. (There's more fancy things going on in the algorithm, but that's the basics.) The MBTA and MIT were actually some of the earliest to develop the method. It's not 100% accurate (though impressively so when I tested it against my own trips) but the end result is basically the same as tap-in/tap-out data.
- Trip modeling: This is used to estimate larger-scale demand by inputting existing service and ridership data into a model that simulates people deciding on when/if and how to make trips. It's used for estimating future demand, and for figuring out how changes to the network (like building a new line) will affect travel patterns.