The survey didn't go into detail about what kind of work schedule or location was involved, but I don't think it's a leap to assume that these are not entirely--or even mostly--9 to 5 office jobs in the city center on weekdays.
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To serve such a broad range of trip purposes, origins, and destinations, the bus network needs high service frequency, a distributed network emphasizing transfers, and a long span of service
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These requirements should sound familiar: they are similar to the requirements we have for car travel (minimal waiting for trips, many "transfer points" between different roads at intersections, 24 hr availability) and for the same reason (enormous variety in trip purposes)
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Results from a statewide travel survey: less than 8% of trips involve going to work (and it's a safe bet most of those aren't office jobs either!), and 2/3 of households surveyed made more than 5 trips in a day!pic.twitter.com/UYl2qQE3v6
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Travel and transportation is about SO MUCH MORE than "go into the city at 9, go home at 5, relax on the weekend" Yet that one very specific travel pattern still has a stranglehold on planners, officials, and the overall state of transport discussion and imagination
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Say NO MORE to sterile and counterproductive assumptions! Travel is MAGICAL
pic.twitter.com/01FFWLzZq0
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Do you know of any attempts to aggregate results like this across different agencies, or analyze the results comparatively?
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not offhand but I haven't looked
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Though its common for many non-work trips in those in denser, more walkable neighborhoods to go on foot; so transit should always be more concentrated on work trips
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- such neighborhoods are rare - even there, I don't believe this is the case - even if it is, transit shouldn't concentrate on work trips
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This is true for neighborhoods that get high transit usage; grocery trips, some eating out is in walking distance. Taking transit for groceries or a cup of coffee is awkward. Loyd of trips are done on foot in the walkable parts of Boston or compact towns
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