Public transport by rail

Transcription

1 Public transport by rail page 1 Public transport by rail Introduction Public transport by rail can provide a high-quality, attractive, fast mass transport system. Most large cities have a form of railed transport. In the late 19th century and first half of the 20th century, rail-based public transport was the main form of public transport. Improved road construction, petrol-powered engines and more affordable private cars saw a decline in rail use for public transport and freight. In some cities, rail lines were removed completely. However, extensive suburban developments and the associated motor vehicle congestion have caused transportation planners to review the use of rail for public transport. Large cities are again developing rail transportation networks. The number of light rail systems has grown to more than 400 worldwide. Objective The objective of a rail-based public transport service is to transport large numbers of passengers efficiently, reliably and safely. Britomart Station, Auckland

2 Public transport by rail page 2 Benefits Accessibility Efficient allocation of space Support landuse policy Environment Safety Multimodal Economy Social Congestion reduction Health Journey reliability Rail enables individuals who do not have access to a car to reach basic community activities and services such as work, education, health care, welfare and shopping. Trains move high numbers of people in an efficient way and remove people from the road altogether. Well-planned rail networks can support the land-use policies of a region or town. Higher densities and intensification can be supported by providing high-quality rail links to them. Electric-powered trains have zero emissions and are quieter. Diesel trains are more fuel efficient than private cars due to the number of passengers transported. Rail also takes up much less land than motorways to accommodate the same number of people in private cars. Moving large volumes of people by rail is safer than moving individuals in private cars, in terms of both personal risk and the danger posed to other road users. Rail represents an option for moving people over short, medium and longer distances. Rail will often form the main and largest link in a multimodal chain, with walking, cycling or Park & Ride at either end. Rail transportation increases the economic activity along the rail route. Train stations and light rail stops become commercial hubs, with land adjacent to train stations increasing in value due to the higher pedestrian activity and easy access. Trains are a reliable link for communities, which improve social connections. They also provide a transport option for those who don t own a car or cannot drive. Rail-based public transport is an effective way to relieve severe congestion, by moving high volumes of people off the roads. Rail public transport encourages walking and has less harmful effects on the health of a community. Due to the rights of way afforded trains, the reliability of rail-based public transport is higher than that of private vehicles and buses sharing road space.

3 Public transport by rail page 3 Strategic interventions for rail Park & Ride Patronage of rail networks can be increased by providing Park & Ride facilities in suitable locations. These consist of a car parking area at low or no cost adjacent to a rail station. Park & Ride encourages suburban commuters to park in outer city areas and use public transport for the remainder of the journey. This reduces road congestion. Park & Ride facilities ideally combine multi-modal connections within the public transport network, as well as car parking, Kiss & Ride, cycle parking and pedestrian access. Park & Ride facility for light rail Phoenix, Arizona, US

4 Public transport by rail page 4 Strategic interventions for rail contd Transit-oriented development High-volume rail networks provide opportunities for transit-oriented development (TOD). A TOD is usually a high-density mix of residential apartments and commercial space built above or adjacent to a rail station. The TOD reduces the distance between home or work and the rail station. This encourages greater use of the public transport network. Heavy railway stations usually make the best locations for TODs, due to the high capacity and frequency of the train service. A transit-oriented development, based around light rail in Portland, US

5 Public transport by rail page 5 Strategic interventions for rail contd Heavy rail Sub-categories There are two general sub-categories for heavy rail: Commuter rail Traditional above ground passenger rail systems. Metro see the metro section below. Commuter Rail Capacity Speed These systems usually carry passengers within urban areas or between urban areas and the suburbs. They differ from light rail and metro in that the rail cars are generally heavier, average trip lengths are longer and the track system is often part of a regional or national system. A high theoretical capacity of 30,000 passengers per hour per direction or greater is possible. Speed usually averages 18 40km/h. This can be greater than 100km/h on intercity routes and on specially designed higher-speed trains. A mostly segregated system supported by features such as right of way and priority at crossing and signals will remove the impacts of congestion. Where further supported by fast acceleration, heavy rail will ensure high commercial speeds and therefore short journey times. Reliability Cost Congestion-free transport is regular and thus reliable. This results in high-frequency timetables, which provide better flows at peak hours. New heavy rail is a high initial cost option for public transport, since it requires dedicated land areas, infrastructure and a train fleet. The higher initial costs of rolling stock are offset by a longer life span before replacement is required. However, this also makes heavy rail inflexible to changes in demand. Costs can be reduced by using parts of existing rail networks and existing trains, but this may result in operational inefficiencies. Although heavy rail transport is costly to implement, the passenger uptake is usually greater on this form of transport than bus and road-based transport. Share with freight Heavy rail, when linked to a larger rail network, has the benefit of being able to accommodate freight. This may, however, cause competition between rail freight and rail public transport for the use of the lines. Scheduling of freight outside peak public transport hours can reduce the potential for conflict.

6 Public transport by rail page 6 Strategic interventions for rail contd Heavy rail continued Metro Metro systems are also referred to as subways and the underground and the term is even applied to elevated systems. In general, they are urban grade-separated heavy systems. Rail systems can combine all these elements to adapt to the local topography and existing urban environment. The London Underground (the world s first underground railway system) was opened in New underground rail networks are expensive, but where existing infrastructure is blocking routes at ground level, it may be the preferred option. As metros are usually grade-separated heavy rail, they offer the same benefits of other heavy rail systems. Metro train in Bilbao, Spain

7 Public transport by rail page 7 Strategic interventions for rail contd Light Rail Light rail systems can be found around the globe. There are now over 400 light rail transit and tramway systems in 50 countries (International Association of Public Transport UITP, 2001). Light Rail is different from Heavy Rail in that the rail cars are lighter and able to operate in mixed traffic and pedestrian areas. Investment costs are high, so the challenge is to develop the right mode in response to the right transport need. The following benefits of light rail are detailed in a UITP position paper on light rail. Capacity Light rail is able to carry between 3000 and 11,000 passengers per hour per direction (phd). Single track arrangements can carry people phd and double track up to about 11,000 people phd. The Manila light rail system shows that very high numbers (35,000 phd) can be managed, but only at saturated levels. Heavy rail has higher transport capacity. Some bus systems can achieve this level of capacity but with drawbacks such as pollution and higher noise levels. Speed and regularity 15 30km/h can be expected. Routes on shared corridors will experience slower travel times. Measures to reduce dwell time at stops (wide doors, off-vehicle ticketing, gapless boarding) increase speed and regularity. Reliability Comfort, accessibility and ease of use Reliability will be higher when the light rail is segregated from the regular traffic flow or has priority measures. Good suspension and well-maintained tracks create a smooth ride. Low floor vehicles combined with gapless boarding points offer better accessibility for all categories of passenger. Pleasant and well-designed stations and stops combined with dynamic passenger information also contribute to customer satisfaction. Safety Light rail is many times safer than car travel. Segregated rights of way and priority at signals reduce the risks of crashes with road transport. Feelings of personal insecurity for passengers can be reduced by careful design of stations and stops and other appropriate measures by operators and authorities. Environment friendly Emissions are zero at street level if electric traction is used. Modern systems allow for regeneration of braking energy and so there are substantial energy savings. Light rail is a relatively quiet mode and good maintenance can reduce noise further. Grass-covered tracks also reduce noise levels. Spatial adaptability Light rail can operate in the urban and suburban environment: at ground level, underground, elevated, in the streets (although ideally segregated). They can also be designed to run on heavy rail track. Although like heavy rail, light rail is less flexible as there is a high cost in installing rails, and these cannot easily be changed if demand patterns change.

8 Public transport by rail page 8 Strategic interventions for rail contd Positive image for the city Light rail can be aesthetically pleasing and can give a positive image to the city. Global experience shows that customer response is more enthusiastic than with a bus system. Experience has shown that increases in ridership due to new or improved light rail systems come from other modes, such as the car, and it can therefore help reduce congestion, the need for parking and use of the road infrastructure. Impact on urban life Light rail projects are city projects and not just transport projects. Tracks are permanent and highly visible and so represent a strong commitment by the authorities to public transport. Light rail can contribute to the regeneration and modernisation of urban centres and to the development of areas. It attracts new developments and increases the value of existing ones. Light rail can encourage compact and dense development, helping to counteract urban sprawl. Phased development Light rail can be developed in stages, providing benefits to its clients and operators early. Initial stages can demonstrate success in attracting development and private finance. This then allows for expansion. Light Rail operating in Transit Mall, Portland, Oregon, USA

9 Public transport by rail page 9 Regional passenger rail service, Victoria, Australia

10 Public transport by rail page 10 Case study New Mexico Rail Runner Express Introduction New Mexico is a state in the southwest United States. The state capital of Santa Fe (metro population 145,000) has recently been connected to Albuquerque (metro population over 900,000) by a passenger rail service called the New Mexico Rail Runner Express. The train travels a line length of 156km. The justification behind the new service was to provide an alternative to the freeway, which is experiencing congestion. The New Mexico Rail Runner Express opened for service in 2006, initially connecting Belen and Albuquerque. The service now continues on to Santa Fe. This case study is an example of a successful new heavy rail passenger service being introduced in car-dependant cities with very low population density. Service quality To compete with the convenience of personal car travel, the Rail Runner uses modern comfortable rolling stock, travelling at high speed with convenient timetables. The locomotive is diesel powered, with potential to be powered by bio-diesel. The passenger carriages are dual level, with comfortable seating and free wireless internet access onboard. The train can travel at up to 130km/h and has a travel time between Santa Fe and Albuquerque similar to travelling by car. Passenger seating on the New Mexico Rail Runner Frequency and capacity The Rail Runner has 8 Santa Fe to Albuquerque return trips per day. The journey takes 80 minutes and additional services are provided for special events. A Rail Runner diesel/electric locomotive with distinctive livery Each train has capacity for up to 280 seated passengers and an additional 120 standing.

11 Public transport by rail page 11 Case study New Mexico Rail Runner Express contd Fares The Rail Runner uses a zone-based fare system. Depending on zones travelled, the fare ranges from $1 to $11. Daily, weekly and monthly passes are also available on the Rail Runner. As services have expanded, periods of free travel have been offered to passengers boarding at the new station. Funding The New Mexico Rail Runner was primarily funded by the state government. The funding was provided in two phases. Phase 1 consisted of $135 million. Of this, $50 million alone was to purchase track and right of way over track from private rail companies. The rest was to purchase trains, build new track, upgrade existing track and provide new stations and signals. Phase 2 cost $250 million and included the purchase of more trains, purchase and construction of significant lengths of new track, and further station construction. The Rail Runner service currently operates with an annual deficit of approximately $10 million. This is covered by collection of an additional 1/8 of a percent gross receipts tax, earmarked specifically for regional transit. Results During the initial period of free operations, very high patronage was experienced. Since the introduction of full fares, the patronage has reduced and stabilised at 4500 passengers per day. This far exceeds the initial projections for demand on this route. Although envisaged as a commuter service, daytime and weekend demand has been very high. In 2012 Rail Runner carried 1.1 million passengers, down 9% on the previous year, This is believed to be due to lower petrol prices for car drivers and carried more than 1.5 million passengers. while fare revenue increased because of higher ticket prices Due to the success of this service, further destinations are being planned and additional trains may be purchased to increase the frequency. Two Rail Runner trains parked in Albuquerque

12 Public transport by rail page 12 Case study light rail integrated public transport in Nantes, France Introduction Nantes, in western France, has a population of around 590,000, making it the sixth largest city in France. With a commitment to sustainable transport that goes back more than thirty years, Nantes has long been a desirable place to live, in part due to the range of transport choices available. Time Magazine named it the most liveable city in Europe in 2004, and it has been named European Green Capital It was the first French city to reintroduce a modern tram in 1985, and now boasts the longest tramway in France. The integrated transport system which shares a common ticketing system with buses and other modes, comprises three light rail lines, one bus rapid transit route, standard bus routes, an express bus to the airport and four suburban train lines. Urban Mobility Plan The city s Urban Mobility Plan ( ) sets out to build a city of short distances, organised around denser urban centres and attractive public places. Ambitious mode share targets of 12% for cycling and 30% for walking by 2030 reinforce Nantes sophisticated public transport network. The plan is further supported by 388 km of cycle lanes or tracks, a number of popular bike rental schemes and strict car parking rules, together with a car-pooling scheme and car share club. Network design The tramway network is designed to provide optimum passenger benefits in terms of coverage, punctuality, speed and capacity. The bus system feeds into the light rail system, as opposed to competing with it. The tram routes are diametrical and extend to the outskirts of the city of Nantes, where the built-up areas are located and, therefore, the heaviest traffic can be carried. Radial bus routes and diametrical routes provide a secondary service. Ringroad bus routes link the outskirts without passing through the city centre. Special bus routes serve outlying districts and industrial zones, and they are connected with the tram by terminals. Light rail system The system is entirely on-street but has right-of-way priority for its entirety. The first line opened in 1985, was 6km long and had 13 stations. It later extended to 12.6km, with 24 stops. The second line opened in 1993 and is 9.6km long with 22 stations. Line three opened in 2000 and was extended in 2007 and line four is a segregated busway.

13 Public transport by rail page 13 The light rail lines are green, red and blue. The yellow line is a bus rapid transit system. Finance The Nantes light rail system was funded from a variety of sources: the municipal funds to SIMAN (local public transport authority) the national transport contribution tax (30 percent) government grants, which are exclusively spent on technical infrastructure (e.g. rolling stock) loans. The transport contribution (Versement de Transport) is a special tax paid to the local urban transport authority by all employers with more than nine employees. The tax is fixed at 1.75 percent of wages.

14 Public transport by rail page 14 Case study light rail integrated public transport in Nantes, France contd Results The city authorities used the construction of the tramway as a focus for a variety of renaissance initiatives. Policy makers in the city regard the transformation of the centre as having hinged on the land use and behaviour changes brought about by the tramway. The city points to the fact that, for every new tram trip, there is an additional trip by foot, which is seen to explain the renewed vitality of retailing and other key city centre activities. Within three years of opening, there was a 20 percent increase in central city shopping. 25 percent of new office and residential development has occurred within the tramway corridor. Despite increasing car ownership, the mode share for cars has remained around the 60 percent mark since 1990 (In 2007, public transport held a mode share of 14 percent (compared with 61 percent for cars). Total trips on the tramway have increased from 8 million journeys in year one (1985) to over 63 million in 2007 (or about 266,000 trips per day). Line 1 has seen a 37 percent modal shift to the tramway along the corridor. Between 1990 and 1997, public transport trips increased by 15 percent while the increase for cars was only 6 percent, suggesting mode shift from cars to public transport.

15 Public transport by rail page 15 Case study light rail Portland, Oregon Summary (PTEG, 2005) Portland introduced light rail in 1986 after citizens won a battle to remove a freeway along the CBD waterfront. The city changed its thinking in terms of transport policy and implemented a groundbreaking growth management scheme. Light rail was assessed against other transit proposals and preferred because of its: low operating costs high ridership forecast and farebox recovery ratio low impact on the urban fabric popularity with the public contribution to pollution abatement in the CBD system characteristics, such as superior safety, speed and reliability. Results Commentary (PTEG, 2005) Between 2000 and 2009, public transport ridership grew by 39% and by 2008 more than million passengers were using the tram and bus way network annually. Since 2008, annual growth has been between 3-4%. However, despite the considerable growth in the total of trips, the modal share for public transport in Nantes has only grown slightly during this time. It was perhaps the rebirth of the CBD that has marked it as a success. In the early stages, development interest rose, shoppers and entertainment visitors took to neatly refurbished and pedestrianised streets and squares and the residential population rediscovered downtown as a trendy place to live. Light rail corridors showed slightly better mode share for public transport and land use was also slightly affected. To further use the public transport corridors, the council introduced ordinances mandating the concentration of higher-density development around public transport, granting tax-breaks for transit-orientated development and embedding its second radial light rail line in the fast-growing western suburbs. The aim was to better align transport and land-use policy.

16 Public transport by rail page 16 Complementary measures Public transport bus Cycling Walking Accessibility planning Buses provide an ideal complement to rail in public transport planning. Buses are able to quickly establish new routes, operate on existing roads and provide a service to lower numbers of individuals. Through linking of bus and rail networks the entire effectiveness of the public transport system can be improved. Cycling complements public transport modes through enabling an entire trip to be completed without the need to have a private car. Rail bases public transport should consider cycle facilities to encourage cycling to stations and transporting cycles on the trains. Walking is an essential component of rail based public transport as users are also pedestrians. High quality walking facilities around rail networks will improve utilisation for both the public transport and walking facility. Accessibility issues should be considered when planning the location and time tables of all public transport networks. Land use Urban design Rail based public transport provides an opportunity to modify the land use around a station to enhance economic benefits. Increased density residential living close to a train station will increase rail patronage. Changing the land use so that large facilities that generate a high number of trips (e.g. universities, hospitals, airports and large employers) will enable more people to easily access the public transport system. Train stations are places of urban interest and a good opportunity for high quality urban design.

17 Public transport by rail page 17 What other policies will this address? Public health Affordable housing Rail public transport and electric trains in particular offer large health benefits through the reduction in local pollution. Affordable housing can be introduced around train stations due to the ability to build accommodation on smaller lots when there is no need for extra parking spaces. Transit oriented development is attractive to a large number of people and if maintained at an affordable level can increase population density and provide easy access to Public Transport for a greater percentage of the population. Further information Crampton (2000) Sustainable Transport Policy in Europe: The role of light rail and its rivals. International Association of Public Transport (UITP) (2001) Light Rail for Liveable Cities. Brussels, Belgium: International Association of Public Transport (UITP). Kuhn, F. Bus rapid or light rail transit for intermediate cities? Litman, T., Victoria Transport Policy Institute (2012): Rail Transit In America A Comprehensive Evaluation of Benefits Passenger Transport Executives Group (PTEG) (2005) What light rail can do for cities, a review of the evidence? Leeds, UK: PTEG. Vigrass and Smith (2005) Light Rail in Britain and France. Study in Contrasts, with Some Similarities, Transportation Research Record, no