Replacing bus services in low demand areas: Can Demand Responsive Transit (DRT) play a worthwhile and cost-effective role?
With continuing financial pressures on the provision of conventional public transport in rural and low density suburban areas, Demand Responsive Transit systems, providing services by small vehicles running to dynamically determined schedules based on specific customer journey requests, have been advicated as a suitable alternative. Considerable public money has been made available for their intruduction, but how successful have they been, and is this a cost-effective solution? TAPAS presents some contrubutions on this issue, and welcomes further submissions.
Examining Evidence - Demand Responsive Transit (DRT)
Wider thinking can help tackle challenges of DRT
Demand Responsive Transport may rarely pay its way in conventional terms, but creative thinking about the roles it can play, and linking up with other transport objectives, can potentially enhance the value for money it provides says Richard Jeremy, Principal Consultant Bus Services, SYSTRA, who has examined DRT in rural areas in the UK and overseas
Can 30 DRT minibuses really hope to successfully replace up to 40 bus routes?
Last month saw the controversial withdrawal of many tendered bus routes within the West of England Combined Authority (WECA) area, and their replacement with an extensive Demand Responsive Transit operation. Roger French is sceptical about how well the new system will do the job, and whether DRT is ever a cost-effective alternative. Here he explores the background to the project, and how things may work out for passengers, and the transport authorities. Based on past experience he is not too optimistic.
Observations on the role and future potential of DRT services in Britain
This content is only available to registered users of TAPAS
See also these specific DRT project reports: