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

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

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

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)

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:

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

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

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

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

1.3 Brief history of public transportation-c Electric street cars: tram lines in US leaded 26782 km in 1880-1902

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

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

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

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]

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

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

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

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

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)

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

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

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

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

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

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:

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

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

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

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

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

3.2 Propulsion-electric traction-b Speed Tractive Force

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

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

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

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….)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

5.2 Rail mode types Street car (SCR)

5.2 Rail mode types Light Rail Transit (LRT)

5.2 Rail mode types: Rapid Rail Transit (RRT)

5.2 Rail mode types: Sky Bus

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

5.2 Comparison of modes RRT Operating speed LRT SCR Line capacity

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

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

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

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

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)

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

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

7. Planning Issues

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.

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

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

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.

BRANCHES AND LOOPS BUS ROUTE CITY BOUNDARY

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

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

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

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

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

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

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

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

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