Urban Mass Transit

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URBAN MASS TRANSIT:CHARACTERISTICS AND IMPACT Ashutosh Arun

AA 2010 02

QHS Trainee

Central Road Research Institute



INTRODUCTION

� Specters of 21st century.





CLASSIFICATION BASED ON ROW

� STREET TRANSIT- Buses, trolleybuses,

trams/streetcars. (ROW category C)� SEMIRAPID TRANSIT- LRT and BRT. (ROW

category B)

� RAPID TRANSIT- Metro, Commuter Rail,

Automated Guided Transit. (ROW category A) Categories defined by Vuchic (1981)



CRITERIA FOR SELECTION OF MODE� Commuter Rail

Better use of downtown land (terminal) through expansion of existing stations; mode chooses the land rather than the landchoosing the mode. More parking and more walkable uses at

suburban locations� Metro Rail

Most capacity use in existing high urban density settings; mostexpensive; justifiable only at extremely high volumes

� Light Rail median capacity; justifiable cost for many corridors for large and

medium cities with existing urbanization or large destinationnode� BRT

median capacity; most flexible for cost; connects suburban tourban density; often can serve same lines of corridor demand asLight rail



COMPARISON TABLE (WILLUMSEN &LILLO, 2005)Characteristic LRT Metro BRT

Capacity (Pax/veh) 110-250 140-280 80-160

Vehicles/unit 1-4 1-10 1

Maximum Speed(km/hr)

60-80 70-120 60-70

Commercial Speed(km/hr)

15-35 25-55 15-28

Maximum Frequency atstops (units/hr)

40 20-40 70-210

Capacity at stops(pax/hr/direction)

6,000-20,000

10,000-72,000

11,000-40,000

Capital costs (¼ M /km) 15-50 30-200 1-10





BUS RAPID TRANSIT (BRT)

� BRT represents a mode ³between´ regular bus andLRT service.

� Investments are higher than in regular buses because of construction of special, stations andother equipment.

� But are lower than for LRT because electrificationand tracks needed.

� Correspondingly, BRT performance and service,including speed, reliability and capacity, is also

better than regular buses but not equivalent to LRT.



BRT CHARACTERISTICS

� Provision of reserved lanes or roadways (ROW

category B)- either in median or at sides.� Preferential treatment at intersections

� Stops with multiple births (stopping locations) which allow overtaking and simultaneous

boarding of several buses� To increase line capacity, articulated and, in

some cases with mostly straight corridors,double-articulated buses are used.



BRT CHARACTERISTICS

� Usually implemented toserve home-to-

work and back travel

� Can be armed with

Feeder Services

� Bus stops may belocated in medianislands



BRT CHARACTERISTICS

� Low-floor buses areused for convenience of

elderly and disabled� Electronic fare

payment is mostly in vogue

� A central TransitManagement Center forplanning, online-controlling andreporting



TRANSMILENIO, BOGOTA

� 76% of users rate the system as being good or very good� Travel times have been reduced by 32% for

system users and traffic fatalities by 88%.



TRANSMILENIO, BOGOTA

� Green House Gasreductions have been

estimated as 134,011Tons/year (in 2007)





LIGHT RAIL TRANSIT (LRT)

� Once dominant mode ± but disappeared after WW II� Formal definition of LRT

³ A metropolitan electric railway system characterized byits ability to operate single cars or short trains alongexclusive rights-of-way at ground level, on aerial structures, in subways, or occasionally, in streets and toboard and discharge passengers at track or car floorlevel.´ ( Urban Public Transportation Glossary)

� Modernized and upgraded Tramways e.g. Germany,Switzerland & Belgium� Completely new systems have been developed since the

mid 70¶s in North America, in the Asia-Pacific area andin a few European countries such as the UnitedKingdom and France



LRT CHARACTERISTICS

� LRT , by its performance and investment costs,

is between buses and metro systems� Transit Units (TU) can be single cars or trains of

up to four articulated cars, with capacities of 150-800 spaces

� ROW for LRT may be category C, B or A � They are mostly low-floored



LRT CHARACTERISTICS

� Light rail can operate in every possible urban

and suburban environment:



LRT CHARACTERISTICS

� It is an excellent transportmode to serve pedestrian

areas in city centres.(Amsterdam)

� Light rail vehicles can leavethe city-centre and run onrailway track, even inmixed operation with heavy rail traffic



LRT CHARACTERISTICS

� LRT can be a suburban feeder to metro

(Philadelphia, Paris), a trunk line for transitnetwork in a city (Sacramento, Baltimore), orserve as the basic network for entire city (Hanover, Cologne, Calgary)

� Stations may be either large and off-street orsmall by-the-street stations



LRT as feeder to Heavy Rail inDietikon, Switzerland.



LRT CHARACTERISTICS

� LRT trains may travel with street traffic at low

speeds for a short distance, averaging 12 km/h;or, they may run at up to 100 km/h on longsuburban sections. UITP in its Position Paperpegs average commercial speeds between 20-30

km/h.



� Light rail is the ideal modefor carrying between 3000

and 11000 passengers perhour per direction. Only metros and heavy rail have ahigher transport capacity.Intense bus systems (BRTS)as in Latin America could

partly reach similarcapacity, but with far higherpollution and noise level.





RAIL RAPID TRANSIT (METRO)

� Metro means an electrically powered train

operating on reserved tracks (ROW category A)in urban areas

� First metro in 1890- London Underground

� Since then, some 120 conurbations in Europe,

Asia and America have joined the ranks of cities with their own metro system



METRO CHARACTERISTICS

� In medium-size cities they serve a few major

corridors; in very large cities, such as New York,Tokyo and Moscow, metro is the basic mode,providing services on an extensive network serving the entire city.

� Without metros, these cities could not exist intheir present form

Urban structuring tool



� Trains of up to 10 cars at maximum physically possiblespeeds between stations.

� 40 double-channel doors, floor-level platforms andelectronic fare collection away from the boarding area-low dwell times (boarding/alighting at rates as high as40 persons/second).

� Average operating speeds of metros 30 km/h on inner urban networks

60 km/h on extended regional metros such as SanFrancisco BART and Washington Metro.

� Offered capacity 20,000 spaces/hour on small systems 80,000 sp/h on such high-capacity systems as Tokyo, Hong

Kong and New York.



� RATP (Paris) calculations show that, in order to

transport 50,000 passengers per hour anddirection, metro needs a right-of-way measuring9 meters in width whereas a bus would require35 meters, and cars 175 meters.

�The same projections show that one kEP (kgequivalent petrol) will allow a single person totravel more than 48 km by metro or 38 km by

bus, but no more than 19 km by car.



� The metro does not produce any local pollutantemissions or greenhouse gases. Its contributionto climate change is confined to the effectslinked to electricity production.

� It provides the backbone for the development of

residential zones alongside economic and socio-cultural activities into which other transportmodes are able to converge.



DELHI METRO

� Rapid transit system servingDelhi, Gurgaon and Noida

� The network consists of sixlines with a total length of 189.63 kilometres with 142stations of which 35 areunderground. It has acombination of elevated, at-grade and underground linesand uses both broad gauge andstandard gauge rolling stock.



� The metro has an average daily ridership of 1.5million commuters and, as of August 2010, hadcarried over 1.25 billion commuters since itsinception

� The financial cost-benefit ratio of the Metro is

estimated at 2.30 and 1.92 at 8 percent and 10percent discount rates respectively while itsfinancial internal rate of return is estimated as17 percent



� The social rate of return on investment in theMetro is as high as 22.7 percent

� The economic rate of return on investments inthe Metro is 21.5 percent

� There are income gains to the government,public, passengers and unskilled labour

� These rates are much higher than therecommended rate of return for the investmentin the Indian economy by the PlanningCommission, Government of India



� Accounting for the benefits from the reductionin urban air pollution in Delhi due to the Metrohas further increased the economic rate of return to 23.9 percent

� It provides an alternative safe and comfortable

mode in Delhi. It reduces the travel time of people in metro and on roads and also numberof accidents on roads



� The Delhi Metro is considereda landmark and a symbol of

the new and emergent Delhi� It is a model for the other

cities adopting metro in India



BENEFITS OF UMT IN NUTSHELL

� Improving economic productivity

�

A high quality urban realm� Regeneration, social inclusion and additional

economic vitality

� A more reliable transport system

� Supporting population growth� Contributing to a healthier society



REFERENCES

� Alan Black (1995). Urban Mass TransportationPlanning. New York: McGraw-Hill

� Vukan R. Vuchic (1999) Urban PublicTransportation Systems and Technology.Englewood Cliffs, NJ: Prentice-Hall

� Vukan R. Vuchic (2005). Light rail and BRT:

Competitive or Complimentary?

U

niversity of Pennsylvania, Philadelphia, USA � Moving People ± Connecting Our

Community. Clark County High Capacity TransitSystem Study



REFERENCES

� Changing the Way America Moves: Creating a More Robust Economy, a Smaller Carbon Footprint, And Energy Independence. Discussion Paper by the American Public

Transportation Association (2009)� Light Rail Transit: A Safe Means of Transport. UITP

Information Sheet (2009)� Jack W. Boorse, E. L. Tennyson and John W. Schumann (2000).

This is called Light Rail. Transportation Research Board� Light Rail for Liveable Cities.UITP Position Paper (2001)

Light Rail ± the Solution to Inner-City Chaos?

www.railway-technology.com� G. B. Arrington and Parsons Brinckerhoff. Light Rail and the

American City: State-of-the-Practice for Transit-Oriented Development. Transportation Research Circular E-C058: 9thNational Light Rail Transit Conference



REFERENCES

� The Metro: an opportunity for sustainabledevelopment in large cities. UITP Position Paper (2003)

� M N Murty, Kishore Kumar Dhavala, Meenakshi Ghosh andRashmi Singh (2006). Social Cost-Benefit Analysis of Delhi Metro. Institute of Economic Growth, DelhiUniversity

� Assessing The Benefits Of Public Transport. UITPPosition Paper (2009)

� L.G Willumsen and E. Lillo (2005). Bus Rapid Transport And Urban Development. Proceedings of the 24thSouthern African Transport Conference (SATC 2005)

� Jon Terry (2011). Will Denver¶s light rail impactproperty values?

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Urban Mass Transit