“Nobody goes there anymore, it’s too crowded.” -Yogi Berra
It’s rush hour and you’re going home. You’re driving along a freely moving road with no jams. In front of you a bus stops to pick up a few passengers. It looks like it will take a while, so you pass it, and look in while doing so. The bus is jam-packed.
Will this make you more or less likely to consider taking the bus? Unless you are a pickpocket, I imagine the answer is the latter.
It seems to me that transit advocates like seeing full buses, and I admit I’ve been one of that number. Full buses mean that people are riding transit, which is good! But full buses are actually a bad thing for a number of reasons, and they may be detrimental to the growth of transit mode share in areas where transit does not predominate.
It is plain uncomfortable to be on a crowded bus. Difficult to get on, difficult to get off. When the bus lurches or grinds to a halt, standees — often unable to get a good grip — get thrown all over the place.
A full bus takes longer to get everywhere. As a result of having so many people, it is likely to make more stops. Plus, it takes much longer each time someone needs to get on or off. It’s even worse in the case of buses running every 15 minutes or more frequently, as the later a bus arrives, the more people will be waiting for it. The next bus is comparatively less burdened, and is able to catch up. This bus bunching decreases effective frequency.
There is always some variation in how many people ride the bus. If the bus is full as a matter of course, there is no room for it to handle an upward deviation in ridership. Every time someone gets left behind at a bus stop, that has a real chance of adding another driver back to the roads. And it certainly doesn’t invite new riders.
It is an order of magnitude better to run half-full buses at twice the frequency than running crush loaded buses. The difference in quality of service between the two choices is huge: higher frequency is itself attractive to riders, as is having more space available and having shorter dwell times. This higher frequency would of course be particularly effective if it crossed the schedule-free threshold. I suspect that in many cases of full buses in K-W, running at twice the frequency might actually lead to running 2/3 full buses (not just half-full) as a result of increased use by choice riders. These would be serious effects on overall ridership figures and on transit mode share.
Full buses are a better problem to have than empty buses, and it is probably appropriate to consider it not just as a problem but as an opportunity to increase the number of people using transit. We should think of every full bus as having missed out on a certain number of would-be riders, which riders will materialize if offered less crowded service.