Public Transportation Planning

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Public Transportation Planning
Presented by Dr. Tom V. Mathew
Transportation Systems Engineering Department of
Civil Engineering IIT Bombay
September 2004
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Overview

1. Introduction
2. Urban passenger transport modes
3. Vehicle characteristics motion
4. Bus transit mode
5. Rail transit mode
6. Transit system performance
7. Planning Issues

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1. Introduction

• 1.1 Transportation location of cities
• 1.2 Form structure of cities
• 1.3 Brief history of public transportation

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1.1 Transportation location of cities

• The exchanges of goods affected transportation
  (eg. Mumbai, Chennai, Istanbul.)
• Intensification goods exchange resulted in
  transloading and route crossing which eventually
  became major cities (eg. Nagpur)
• Strategic consideration for cities include easy
  accessibility (eg. Moscow)
• Administrative/Political (eg. Delhi)

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1.2 Form structure of cities

• Irregular transportation has no role
• Grid easy travel along the two axes
• Grid with superimposed diagonals better
  aesthetics and easy travel, but complex
  intersection
• Radial and circular road network

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1.3 Brief history of public transportation-a

• 1662 public coach service started in Paris with
  five routes each can carry eight passengers
• 1828 horse-drawn omnibus started in Paris on 10
  fixed routed with fleet size 100 each can carry
  14 passengers

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1.3 Brief history of public transportation-b

• 1832 horse-drawn street railway in New York with
  three compartments with 10 passengers in side and
  10 on top
• 1863-70 horse-tramway in many cities which
  attracted many working-class because of high
  efficiency, lower fare, flexibility

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1.3 Brief history of public transportation-c

• Steam driven omnibus-a failure
• Fireless steam driven engines only for short
  haul
• Compressed air system high fuel cost

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1.3 Brief history of public transportation-b

• Electric traction using batteries-high cost
• Cable cars using rollers, pulleys etc.

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1.3 Brief history of public transportation-c

• Electric street cars
• tram lines in US leaded 26782 km in 1880-1902

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1.3 Brief history of public transportation-d
Motor buses petrol based or diesel
based
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1.3 Brief history of public transportation-e

• High-speed rail transit modes

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2. Urban passenger transport modes

• 2.1 Classification by usage
• 2.2 Modes definitions
• 2.3 Transit system characteristics
• 2.4 Transportation system evolution

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2.1 Classification by usage

• Private transport own use
• Para transit usually demand responsive
• Transit common carrier urban passenger transport
  also known as mass transportation usually fixed
  route and fixed schedule
• Public transportation transit paratransit

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2.2 Modes definitions Right of way - a

• R/W strip of land on which transit vehicles
  operate
• R/W-C mixed traffic
• R/W-B physically separated, but allows at-grade
  crossings
• R/W-A fully controlled without any legal access

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2.2 Modes definitions Right of way-b

• R/W-C mixed

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2.2 Modes definitions Right of way-b

• R/W-B physically separated, but allows at-grade
  crossings

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2.2 Modes definitions Right of way-b

• R/W-A fully controlled without any legal access

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2.2 Modes definitions Technologies

• Support vertical contact between vehicle and
  riding surface (road, rail, water, air, magnetic)
• Guidance lateral vehicle guidance (steered or
  guided)
• Propulsion type of unit and transfer
  (diesel/gas/petrol/electric) and
  (friction/cable/magnetic)
• Control regulation the travel of vehicle
  (visual/signal/automatic)

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2.2 Modes definitions Service types

• Type of trips short-haul transit, city transit,
  regional transit
• Stopping schedule local, accelerated, express
• Time of operation regular or all-day service,
  commuter or peak-hour service, special or
  irregular service

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2.3 Transit system components

• Vehicle
• Ways, travel ways or right-of-way
• Stops
• Stations
• Transfer stations
• Multi-model transfer stations
• Control system

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2.3 Transit system characteristics-a

• Service frequency (f) no of transit departure
  per hour
• Operation speed (Vo) Speed of travel experienced
  by passenger
• Reliability of vehicle arrival with less than
  a fixed time duration
• Safety no of accidents per million km
• Line capacity (C) maximum no of persons a
  transit system can carry past a point during one
  hour

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2.4 Transit system characteristics-b

• Product capacity (Pc) product of operating speed
  and capacities of the line (Vo x C)
• Productivity the quality of output per unit of
  resources (vehicle-km)
• Utilization Ratio of output (person-km/space-km)
• Other level-of-service, service quality, fare

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2.5 Transportation system evolution

1. Walking
2. Private-automobiles
3. Common-carrier service (taxis)
4. Construction of arterials
5. Paratransit and bus transit

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2.5 Transportation system evolution

1. Partial separation of modes
2. Guided transit
3. Freeways grade-separated wide paths
4. Rapid transit fully controlled R/W
5. Fully automated transit

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3. Vehicle characteristics motion

• 3.1 Resistance to motion
• 3.2 Propulsion
• 3.3 Travel analysis
• 3.4 Energy consumption

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3.1 Resistance to motion

• Vehicle resistance
• Basic resistance
• Rollins resistance
• Way resistance (Track or roadway)
• Track or roadway position
• Riding surface
• Sway oscillation
• Air resistance
• Alignment resistance
• Gradient
• Curvature

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3.2 Propulsion-IC engines-a

• Propulsion provide the force to over come
  resistance to motion
• Power of IC engine is defined as (HP)
• Indicated power measured in the cylinder
• Brake power measured at the motor shaft
• Effection power at the perimeter of the wheels
• Tractive effort is a function of speed

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3.2 Propulsion-IC engines-b
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3.2 Propulsion-electric traction-a

• Power of electric motor expressed in KW
• Hourly ratios maximum power that can be
  produced by one hour of continues operation
• Continuous ration the maximum power the motor
  can produce in unlimited operation
• DC motor and AC motor
• DC high initial torque, easy speed regulation,
  simple control
• AC lightweight, durable, low transmission loss
• AC transmission DC motor

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3.2 Propulsion-electric traction-b
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3.2 Propulsion comparison ET Vs DT

• Higher acceleration rate
• Smoother acceleration deceleration
• Low noise level, air pollution etc
• More durable, reliable and cheaper
• High initial investment and implementation time
• Low flexibility in routes of operation

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3.3 Travel analysis-basic variable

• Distance s f(t)
• Speed v ds/dt
• Acceleration a dv/dt d2s/dt
• Jerk z da/dt d3s/dt

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3.3 Travel analysis - regimes of motion

• Acceleration

Cont Speed
Coasting
Braking
Standing
Distance
Speed
Time
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3.4 Energy consumption

• Transit vehicles has low consumption in terms of
  HP/kw per person km or vehicle km
• Transit vehicle still has high absolute
  consumption
• EC depend on vehicle characteristic (technology,
  design features, capacity,), R/W and operational
  aspects (scheduling, operations regimes.)

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3.4 Energy consumption-operations regimes
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4. Bus transit mode

• 4.1 General characteristics
• 4.2 Vehicle characteristics
• 4.3 Bus types
• 4.4 Operation in mixed traffic
• 4.5 Preferential treatment
• 4.6 Service quality

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4.1 General characteristics

• Flexibility ability to operate on most streets
  in mixed mode
• Low investment cost minimum infrastructure,
  quick introduction, and easy changes/extension
• Limited capacity ideally suited for lightly to
  moderately travelled transit routes

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4.2 Vehicle characteristics

• Operation cost cost per capacity decrease as
  vehicle size increases
• Line capacity increases with vehicle size
• Vehicle maneuverability decreases with vehicle
  size
• Riding comfort increases with vehicle size for
  std. bus

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4.3 Bus Type
Type Size Seats Speed
Minibus 6.6 x 2.3 20 30 40 70
Standard bus 9.7 x 2.5 50 80 40 70
Articulated bus 19 x 2.5 100 120 30 60
Double Decker bus 9.1 x 2.4 65 100 15 50
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4.4 Operation in mixed traffic-a

• Bus operation in urban street require least
  investment
• The average speed of buses are lower than others
• Equal treatment of transit and other vehicle is
  illogical, often result in high travel cost to
  all
• Purpose of transportation is to move people/goods
  and not vehicles
• This lead to preferential treatment

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4.4 Operation in mixed traffic-b

• Preferential treatment assume equal rights to
  persons and not vehicles
• It increases travel speed, increased reliability
  and better in age to buses
• Bus preferential treatment is the basic
  prerequisite for improving bus competitiveness
• But popular ratio is that street space is under
  utilized and difficulty in enforcement

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4.5 Preferential treatment on streets

• Reserved bus lane
• Exclusive bus lane
• Contra flow bus lane

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4.5 Preferential treatment at intersections

• Signal design considerations person delay other
  than vehicular delay
• Exclusive signal phase for buses
• Special/extended signal-automatic

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4.5 Preferential treatment on freeways

• HOV lanes
• Exclusive bus lanes
• Preferential entry to freeway

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4.6 Service Quality

• Reliability in terms of high frequency and
  adherence to the schedule
• Riding comfort
• Safety
• Area coverage(route-km/km2)

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5. Rail transit modes

• 5.1 Rail transit characteristics
• 5.2 Rail mode types

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5.1 Rail transit characteristics

• External guidance minimum R/W high riding
  quality, strong identity, high passenger
  attraction impact on cities
• Rail technology conical wheel and flange results
  in simple, safe and fast, low rolling resistance
  , at-grade crossing, least affected by weather
• Electric propulsion clean durable, smooth
  navigation,..
• Exclusive right of way cat . A

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5.2 Rail mode types

• Street car (SCR)
• Light rail transit (LRT)
• Rapid rail transit (RRT)
• Regional rail (RGR)
• Mono rail
• Sky bus
• This classification based on R/W, no of cars,
  power pick up, vehicle control, max speed and
  technology

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5.2 Rail mode types Street car (SCR)
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5.2 Rail mode types Light Rail Transit (LRT)
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5.2 Rail mode types Rapid Rail Transit (RRT)
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5.2 Rail mode types Sky Bus
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5.2 Comparison of modes
RRT
Cost per lane
LRT
SCR
Productive capacity
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5.2 Comparison of modes
RRT
Operating speed
LRT
SCR
Line capacity
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6. Transit System Performance

• 6.1 Quantitative performance attributes
• 6.2 Transit lane capacity
• 6.3 Way capacity
• 6.4 Station capacity
• 6.5 Conclusions

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6.1 Quantitative performance attributes

• Basic attributes speed, density, frequency
• Work no. of. Objects transported x distance
• Productive capacity product of its capacity and
  operation speed (space-km/h2)
• Efficiency ratio output produced/resource
  consumed
• Consumption rate resource needed/ output
  produced

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6.2 Transit lane capacity

• Frequency f 3600/h, veh/hr
• Max.freq fmax 3600/max(hw,min,hs,min) veh/hr
• Lane capacity C fmaxnCv pass/hr
• Where hw the way headway,
• hs station headway,
• n no of units
• cv vehicle capacity

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6.2 Vehicle capacity

• Total capacity Cv
• Seating capacity
• Factors affecting
• Vehicle dimention
• Usable area
• Comfort standards
• Seat/Standee ration

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6.3 Way capacity

• Way capacity Cw 3600 n Cv / hw,min
• Factors affecting way capacity
• Distance between vehicles (speed, brakers
  rate,)
• Vehicle control gate gives (manual, visual,
  positive control of spacing, automate)
• Operations safety regimes (normal braking,
  emergency braking, instant)

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6.4 Stations capacity

• Station capacity Cw 3600 n Cv / hs, min
• Factors affecting
• Stopping sight distance
• Station spacing
• Acceleration
• Block length
• Relation between consecutive vehicle in the
  station

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6.5 Inferences

• Capacity is not single, fixed numbers, but is
  closely related to the system performance and
  level of service
• Operational capacity stretches the system to its
  maximum and it is not desirable
• There is a significant difference between design
  capacity and the no. of persons actually
  transported
• Way capacity is different from station capacity
  and it is wrong to compare Cw of one mode and Cs
  of other
• Theoretical capacities are often different from
  practical capacities

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7. Planning Issues
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RADIAL PATTERN
BUS ROUTE
CBD
Suitable for cities with strong central core
around which the development has taken place.
Population density reduces as we move from CBD to
fringes.
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RADIAL AND CIRCULAR
BUS ROUTE
GROWTH CENTRE
Suitable for cities where the activity centres
are developed along radial corridors.
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GRID PATTERN
BUS ROUTE
GROWTH CENTRE
Suitable for cities having multiple activity
centres spread uniformly through out.
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TRUNK AND FEEDER SYSTEM
BUS ROUTE
GROWTH CENTRE
Suitable for cities that have evolved linearly
along a major corridor and the activity centres
are spread parallel to the corridor.
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BRANCHES AND LOOPS
BUS ROUTE
CITY BOUNDARY
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Competition or Coordination ?

• Is it desirable to have coordination between
  various modes or,
• To permit inter modal competition among various
  modes to yield competitive equilibrium ?
• Experience of deregulation have shown that
  competition between two bus operators with
  vehicles of different sizes and operating at
  different frequencies may both make money

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Competition or Coordination ?

• In case of bus and light rail the likely
  imbalance in financial costs may well make
  profitable equilibrium less likely
• Competition between high and low quality services
  in the same route may discourage any individual
  operator from offering high quality

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Lessons

• It appears that coordination of modes is
  necessary for the success of large-scale systems
• Some street competition appears to be desirable
  for similar as well as small capacity systems
• In case of light rail it is recommended that
  there can be competition for the market in
  respect of vehicle size, service frequency etc

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Integrated System

• The instruments of coordination include
• Route network coordination
• Easy to use inter-modal transfer sites
• The sale of through tickets and inter-modal
  passes (travel cards)
• Use of one service to feed another service
• Avoidance of duplication by parallel services
• Use of advanced information and communication
  services to allow faster decisions in planning,
  tracking and auditing inter-modal moves

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Route Network Strategies
Entire network can be planned to optimize
various systems
Feeder Trunk Line concept
Feeder express concept
Transfer
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Integration Considerations

• Fare structure
• All modes and whole area collection outside
  system
• Information system
• Vehicle 2-way communication
• Automatic vehicle location
• Real time information system
• Proper information on system

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Integration

• TSM actions
• Deliberately encourage the use of combination
  of modes
• Para transit integration
• To be integrated at parking
• Preferential treatment of HOV
• Bus lanes
• Signal preemption
• Separate streets for buses

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Conclusion

• Evolution of Public Transportation
• Different characteristics of PT
• Major modes Bus and Rail
• Preferential treatment for PT
• Complementary modes
• Integration of PT system

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Thanking You
Transportation Systems Engineering Department of
Civil Engineering IIT Bombay