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

2. Overview Introduction Urban passenger transport modes
Vehicle characteristics & motion
Bus transit mode
Rail transit mode
Transit system performance
Planning Issues

3. 1. Introduction 1.1 Transportation & location of cities
1.2 Form & structure of cities
1.3 Brief history of public transportation

4. 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)

5. 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:

6. 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

7. 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
: horse-tramway in many cities which attracted many working-class because of high efficiency, lower fare, flexibility

8. 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

9. 1.3 Brief history of public transportation-b
Electric traction: using batteries:-high cost
Cable cars: using rollers, pulleys etc.

10. 1.3 Brief history of public transportation-c
Electric street cars:
tram lines in US leaded km in

11. 1.3 Brief history of public transportation-d
Motor buses:
petrol based or diesel based

12. 1.3 Brief history of public transportation-e
High-speed rail transit modes

13. 2. Urban passenger transport modes
2.1 Classification by usage
2.2 Modes definitions
2.3 Transit system characteristics
2.4 Transportation system evolution

14. 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]

15. 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

16. 2.2 Modes definitions: Right of way-b
R/W-C: mixed

17. 2.2 Modes definitions: Right of way-b
R/W-B: physically separated, but allows at-grade crossings

18. 2.2 Modes definitions: Right of way-b
R/W-A: fully controlled without any legal access

19. 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)

20. 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

21. 2.3 Transit system components
Vehicle:
Ways, travel ways or right-of-way:
Stops:
Stations:
Transfer stations:
Multi-model transfer stations:
Control system:

22. 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

23. 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

24. 2.5 Transportation system evolution
Walking:
Private-automobiles:
Common-carrier service (taxis):
Construction of arterials:
Paratransit and bus transit:

25. 2.5 Transportation system evolution
Partial separation of modes:
Guided transit:
Freeways: grade-separated wide paths
Rapid transit: fully controlled R/W
Fully automated transit:

26. 3. Vehicle characteristics & motion
3.1 Resistance to motion
3.2 Propulsion
3.3 Travel analysis
3.4 Energy consumption

27. 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

28. 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

29. 3.2 Propulsion-IC engines-b
Gear I
Gear II
Gear III
Vehicle Speed
Tractive Effort

30. 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

31. 3.2 Propulsion-electric traction-b
Speed
Tractive Force

32. 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

33. 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

34. 3.3 Travel analysis - regimes of motion
Acceleration
Cont Speed
Coasting
Braking
Standing
Distance
Speed
Time

35. 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….)

36. 3.4 Energy consumption-operations regimes
Time
Acceleration
Cont Speed
Coasting
Braking
Standing
Energy consumption
Distance
Speed

37. 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

38. 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

39. 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

40. 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
Articulated bus
19 x 2.5
100 – 120
30 – 60
Double Decker bus
9.1 x 2.4
65 – 100
15 – 50

41. 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

42. 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

43. 4.5 Preferential treatment: on streets
Reserved bus lane
Exclusive bus lane
Contra flow bus lane

44. 4.5 Preferential treatment: at intersections
Signal design considerations person delay other than vehicular delay
Exclusive signal phase for buses
Special/extended signal-automatic

45. 4.5 Preferential treatment: on freeways
HOV lanes
Exclusive bus lanes
Preferential entry to freeway

46. 4.6 Service Quality
Reliability in terms of high frequency and adherence to the schedule
Riding comfort
Safety
Area coverage(route-km/km2)

47. 5. Rail transit modes 5.1 Rail transit characteristics
5.2 Rail mode types

48. 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

49. 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

50. 5.2 Rail mode types Street car (SCR)

51. 5.2 Rail mode types Light Rail Transit (LRT)

52. 5.2 Rail mode types: Rapid Rail Transit (RRT)

53. 5.2 Rail mode types: Sky Bus

54. 5.2 Comparison of modes
RRT
Cost per lane
LRT
SCR
Productive capacity

55. 5.2 Comparison of modes
RRT
Operating speed
LRT
SCR
Line capacity

56. 6. Transit System Performance
6.1 Quantitative performance attributes
Transit lane capacity
Way capacity
Station capacity
Conclusions

57. 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

58. 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

59. 6.2 Vehicle capacity Total capacity Cv Seating capacity
Factors affecting
Vehicle dimention
Usable area
Comfort standards
Seat/Standee ration

60. 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)

61. 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

62. 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

63. 7. Planning Issues

64. 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.

65. RADIAL AND CIRCULAR BUS ROUTE GROWTH CENTRE
Suitable for cities where the activity centres are developed along radial corridors.

66. GRID PATTERN BUS ROUTE GROWTH CENTRE
Suitable for cities having multiple activity centres spread uniformly through out.

67. 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.

68. BRANCHES AND LOOPS
BUS ROUTE
CITY BOUNDARY

69. 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

70. 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

71. 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

72. 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

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

74. 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

75. 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

76. Evolution of Public Transportation Different characteristics of PT
Conclusion
Evolution of Public Transportation
Different characteristics of PT
Major modes: Bus and Rail
Preferential treatment for PT
Complementary modes
Integration of PT system

77. Transportation Systems Engineering Department of Civil Engineering
Thanking You
Transportation Systems Engineering
Department of Civil Engineering
IIT Bombay