a level-based approach to public transport network planning
TRANSCRIPT
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A level-based approach to public transport network planning
Andrew Nash GreenCityStreets.com San Francisco SPUR
January 7, 2015
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ETH Zurich: InsHtute for Transport Planning and Systems
Reference:
Hermann Orth, Andrew Nash and Ulrich Weidmann
A Level-‐based Approach to Public Transport Network Planning
Presented at: US TransportaHon Research Board 2015 Annual MeeHng (15-‐1171)
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The Idea
Robert Cervero
The Transit Metropolis – A Global Inquiry (1998)
Cervero describes Zurich’s approach of (1) making surface public transport faster and (2) building closely spaced regional rail sta>ons in the centre city as a solu>on that eliminates the need for a rapid rail system.
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So, what’s a level?
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Level = f (mode, market characterisHcs)
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Characteris*cs
Transport Mode
• Speed • Capacity • Capital cost • OperaHng cost • Flexibility • Reliability
Travel Market
• Distance (Hme) • Cost • Demographics • Comfort • Reliability
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Characteris*cs Transport Mode
• Speed
• Capacity • Capital cost • Opera*ng cost • Flexibility • Reliability
Travel Market • Distance (*me) • Cost • Demographics • Comfort • Reliability
Speed influences all other characterisCcs.
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Speed = Trip length served “effecHvely”
… for passengers and operators.
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Speed = f (right-‐of-‐way)
Exclusive = fast Shared = slow
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Level Cost Speed Stop Spacing
Network Density Frequency Capacity
Surface (Bus & Tram) + -‐ + + o -‐ Rapid Transit -‐ o o o + + Regional Rail o + -‐ -‐ -‐ +
TradiHonal Approach 3-‐level System
But, vehicle, infrastructure and services can be adjusted to serve
“non tradiConal” markets.
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regional rail station
regional rail line
area accessible within time budget by walking from rapid transit
area accessible within time budget by conventional surface public transport
area accessible within time budget by walking from regional rail
Three-Level Public Transport Network
rapid transit station
rapid transit line
Infrastructure + Market Areas 3-‐level System
Regional Rail
Rapid Transit
Surface Transit
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Two-Level Public Transport Network
regional rail station
regional rail line
area accessible within time budget by walking from rapid transit
area accessible within time budget by conventional surface public transport
area accessible within time budget by walking from regional rail
rapid transit station
rapid transit line
area accessible within time budget by upgraded surface public transport
limited additional benefit of a three-level network
Faster surface public transit.
More regional rail staHons in center.
Limited added benefit of 3-‐level network
Infrastructure + Market Areas 2-‐level System
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Other approaches
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Tram-‐Trains: Trams on regional rail tracks (Karlsruhe approach)
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Bus Rapid Transit: Provide level 2 service with level 1 infrastructure (CuriHba approach)
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Move level 1 underground
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Build level 2 and eliminate level 1 (German 1970s approach)
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surface public transport
Non-motorized
regional rail
rapid transit
level 3
level 1
„level 0"
trip length served attractively
level 2
Non-motorized
rapid transit
level 3
level 1
„level 0"
trip length served attractively
level 2
surface public transport
regional rail
Func*onal Coverage Diagram: 3-‐ vs. 2-‐level PT System
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Mode/Level Speed [km/h] Separate ROW
Vienna
Bus 1 17 Limited Tram 1 15 Par*al Rapid Transit 2 32 Full Regional Rail 3 45 Full
Boston
Bus 1 18 Limited Light Rail 1 20 Par*al Rapid Transit 2 25 Full Regional Rail 3 50 Full (GC)
Zurich Bus H 18 Limited Tram H 15-‐20 Par*al Regional Rail H 50 Full
San Francisco
Bus 1 14 No Tram (Muni Metro) H 15-‐27 Par*al Rapid Transit (BART) H 56 Full Regional (Caltrain) 3 65 Full (GC)
Speed Comparison: 3-‐ vs 2-‐level PT System
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Measures of Success: Zurich
Passenger • Good coverage • Rela*vely high speeds • High frequency
Operator • High farebox recovery • Growing market share
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80%
100%
120%
140%
160%
180%
200%
220%
240%
260%
280%
1990 1995 2000 2005 2010
Grow
th, ind
exed
against 1990
Year
Regional Rail Passengers Metropolitan Area Popula*on
City Popula*on Bus/Tram Passengers
Passenger demand vs populaHon in Zurich
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But now … too many passengers!
Zurich’s system is operaHng above its effecHve capacity.
• High regional rail use for very short center city trips;
• Extreme crowding on regional rail within city;
• High crowding on city buses and trams.
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trip length served attractively
Bus
Walking
Cycling
S-Bahn
loss in service speed due increased traffic and crowding as capacity cannot keep up
loss in service speed due to crowding and longer passenger exchange times
gap
level 3
level 1
„level 0"
regional rail rolling stock not suited for short trips when crowded
Tram
Func*onal Coverage Diagram: Impact of capacity problems on Zurich system
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Over Capacity = Reduced Speed = Reduced EffecHveness
Without a dedicated medium-‐distance medium-‐speed service (rapid transit), capacity constraints on surface and regional rail levels become acute.
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TradiHonal approaches for solving capacity problems
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Larger vehicles with more doors (so large it doesn’t fit on the slide!)
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Speed-‐up boarding
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Off-‐board HckeHng and Proof-‐of-‐payment
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Level-‐based approaches for solving capacity problems
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Solving capacity problems in Zurich’s 2-‐level system
Surface • Longer stop spacing • More priority • “Metrotram” (LRT)
Regional Rail • DifferenHated service – Inner – Outer
trip length served attractively
Bus
Walking
Cycling
attractiveness increases
Metrotram: Faster service and higher capacity units
gap closed
level 3
level 1
„level 0"
inner S-Bahn: high frequency and high capacity rolling stockoptimized for short passenger exchange times
outer S-Bahn: faster service on regional rail rolling stock increases area served attract ively
S-Bahn
TramLarger stop spacings
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Metrotram – larger vehicles & tunnels
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Shi] demand to level “0” – ac*ve transport
Ship short trips from public transit to Level “0” – Biking and Walking
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PrioriHze the limited space available for transport in ciHes
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Slow Transit
Designed specifically to serve short trips. Example: Line 100 – Circle Line Woensel Source: Muzus Design Municipality of Eindhoven Ar*st: Tristan Ozero Bus route designed by and for seniors hdp://www.muzus.nl/
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Conclusions
• Public transport vehicle, infrastructure and services can be adjusted to serve “non tradiHonal” markets.
• 2-‐level systems can be a flexible and very cost effecHve way to provide public transport service (no rapid transit system).
• 2-‐level systems could be especially atracHve for medium-‐to-‐low density metropolitan areas (e.g., USA).
• Capacity is the Achilles Heel of 2-‐level systems, but there are many design strategies to overcome this limitaHon.
• Since 2-‐level systems use streets for bus and tram operaHons, they require clear priority seung for the use of street space.
• High quality pedestrian and bicycle systems reduce the demand for capacity on public transport and are increasingly being considered as alternaHves to PT expansion projects.
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Andrew Nash helps clients design and manage innova*ve public transport, railway, urban planning and ac*ve transport projects. Current work includes greencitystreets.com (using informa*on technology for beder public par*cipa*on), open source railway dispatching applica*ons, public transport planning and ac*ve transport projects. See andynash.com for details and contact informa*on. All photos without credits by Andrew Nash.