Use of smart card fare data to estimate public transport origin-destination matrix

Alsger, Azalden A., Mesbah, Mahmoud, Ferreira, Luis and Safi, Hamid (2015) Use of smart card fare data to estimate public transport origin-destination matrix. Transportation Research Record, 2535 2535: 88-96. doi:10.3141/2535-10

Author Alsger, Azalden A.
Mesbah, Mahmoud
Ferreira, Luis
Safi, Hamid
Title Use of smart card fare data to estimate public transport origin-destination matrix
Journal name Transportation Research Record   Check publisher's open access policy
ISSN 0361-1981
Publication date 2015-01-01
Year available 2015
Sub-type Article (original research)
DOI 10.3141/2535-10
Open Access Status Not Open Access
Volume 2535
Issue 2535
Start page 88
End page 96
Total pages 9
Place of publication Washington, DC United States
Publisher U.S. National Research Council * Transportation Research Board
Language eng
Subject 2205 Civil and Structural Engineering
2210 Mechanical Engineering
Abstract Over the past few years, several techniques have been developed for using smart card fare data to estimate origin–destination (O-D) matrices for public transport. In the past, different walking distance and allowable transfer time assumptions had been applied because of a lack of information about the alighting stop for a trip. Such assumptions can significantly affect the accuracy of the estimated O-D matrices. Little evidence demonstrates the accuracy of O-D pairs estimated with smart card fare data. Unique smart card fare data from Brisbane, Queensland, Australia, offered an opportunity to assess previous methods and their assumptions. South East Queensland data were used to study the effects of different assumptions on estimated O-D matrices and to conduct a sensitivity analysis for different parameters. In addition, an algorithm was proposed for generating an O-D matrix from individual user transactions (trip legs). About 85% of the transfer time was nonwalking time (wait and short activity time). More than 90% of passengers walked less than 10 min to transfer between alighting and the next boarding stop; this time represented about 10% of the allowable transfer time. A change in the assumed allowable transfer time from 15 to 90 min had a minor effect on the estimated O-D matrices. Most passengers returned to within 800 m of their first origin on the same day.
Keyword Engineering, Civil
Transportation Science & Technology
Q-Index Code C1
Q-Index Status Provisional Code
Institutional Status UQ

Document type: Journal Article
Sub-type: Article (original research)
Collections: School of Civil Engineering Publications
Official 2016 Collection
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