RAIL URBAN PROJECTS: A WAY FOR IMPROVING PUBLIC TRANSPORT PATRONAGE

TRANSPORT RESEARCH CENTRE

ETSI CAMINOS, CANALES Y PUERTOS

UNIVERSIDAD POLITÉCNICA DE MADRID

Thredbo 9

9th International Conference on Competition and Ownership in Land Passenger Transport

Lisbon, Portugal 5 – 9 September Lisbon, Portugal 5 – 9 September 20052005

RAIL URBAN PROJECTS: A WAY FOR IMPROVING PUBLIC RAIL URBAN PROJECTS: A WAY FOR IMPROVING PUBLIC

TRANSPORT PATRONAGETRANSPORT PATRONAGE

Dr. Rocío Cascajo Prof. Andrés Monzón

Conference theme A: Design and Innovation of Competitive Public Transport to foster Patronage

TRANSPORT RESEARCH CENTRE - ETSI CAMINOS, CANALES Y PUERTOS


Increase of motorised mobility

Introduction

City centre’s liveable conditions deteriorated

Cycle of urban decline unsustainable transport schemes

Congestion in urban areas



Introduction: The cycle of urban decline

Users choose to travel by car

More cars create more traffic More traffic jams

More air pollution, noise, accidents

Life in urban districts becomes

less pleasant

Residents leave urban areas

and scatter

Access to urban business districts

become more difficult

Jobs move out of urban areas to outer suburbs

Reduced speed, efficiency and benefits

of ground PT

Decline in the use of PTLess PT supply



Introduction

Balance between economic, social and environmental issues Minimise negative impacts produced by transport

Improve PT

patronage

Towards a sustainable urban transport



Rail urban projects

Sustainable mobility + urban population growth great development of trams, metros and light rail systems overall the world

Tram and light rail systems in Europe (ERRAC, 2004)

Systems Lines Track length (km)

EU-15 107 448 4.793 (59%)

New Member States 30 349 2.240 (28%)

Beyond EU-25 33 144 1.027 (13%)

Total 170 941 8.060

Metro systems in Europe (ERRAC, 2004)

Systems Lines Track length (km)

EU-15 27 117 2.072 (88%)

New Member States 3 7 93 (4%)

Beyond EU-25 6 14 181 (8%)

Total 36 138 2.346



Case studies (I)

City LYON MAD MAN STU T&W VAL VI

Project Metro Metro Metro / Tram S-Bahn Metro / S-

Bahn Tram Metro

Areas concerned City City city and suburbs

city and suburbs

city and suburbs

city and suburbs city

Length (Km.) 15.0 7.0 31.0 16.0 55.5 9.7 8.2

% new project/ total network 54.5% 4.1% 84.7% 14.5% 94.1% 7.3% 13.3%

Total investment (M€ 2002) 524.4 283.0 270.0 352.0 1233.0 124.2 2487.0

Investment/Km. (M€/Km.) 35.0 40.4 8.7 1.88 22.2 12.8 303.3

Operation since 1992 1995 1992 1992 1984 1994 1991

METRO

TRAM/ LIGHT RAIL SYSTEM

S-BAHN(Suburban Rail)

LyonMadridVienna

StuttgartTyne&Wear

ManchesterValencia



Line of project studied

Principal main line station

5 Km. distance

Other lines of network

Central area = Z1

Case studies (II)



LINE D (driverless):• Construction phase: 1984 – 1992• In operation since: 1992

Main effects:

• Some transfer form PV to the metro

• High level of mobility and accessibility

• Integrated network

• Changes in land uses by zones

• Bus network reorganisation

Case studies: LYON



Metro line 6, from Ciudad Universitaria to Laguna; 6 stations, 7 km, in operation since 1995

Main effects:

• Improvement of intermodality

• Redistribute effect

• Demand increase

• Improvement in the network connectivity

Case studies: MADRID



METROLINK (phase 1):

• In operation since: 1992

Main effects:

• aumento de la oferta y la competitividad del TP: servicio fiable, con alta frecuencia, eficiente, mejorando el acceso al centro de la ciudad

• Improvement in the image of the city

Case studies: MANCHESTER



Extension of the S-Bahn line S1; 16 Km. length and 6 new stations.

• In operation since: 1992

Main effects:

• Less congestion in road network

• Improvement in the PT supply, PT competitiveness increase, rise in the users demand

• Travel time savings and improvement in accessibility

• Development of residential and industrial areas

Case studies: STUTTGART



Airport extension opened 1991

Network phased opening 1980-84

Sunderland extension opening 2002

N

Construction of the metro network until 1991, total length 55.5 Km.

• In operation since: 1980 (1st phase), 1984 (2nd phase) and 1991 (airport extension)

Main effects:

• Increase in PT trips

• Decrease of radial trips in private vehicle

• Reduction in the average travel time in the PT network

• Improvement in the accessibility to urban centres

Case studies: TYNE & WEAR



Effects:

• Increase in the users demand

• network effect: increase in the metro network connectivity

• Improvement in the urban quality

• Improvement of the public transport image

Tram line 4, 9.7 km, in operation since 1994.

Case studies: VALENCIA



Central stretch of the metro line U3, 14 stations and 8.2 Km. In operation since 1991.

Effects:

• Some tram lines were removed

• Pedestranisation of some streets

• Urban regeneration along the line

• Increase in the number of trips in the corridor

• Modal shift in favour of PT

• Improvement of the accessibility

Case studies: VIENNA



Improvements of PT patronage: Impact assessment

Based on the methodology adopted in TranSEcon (5FP-EU).

The impact of the project corresponds to the relative variation of the value of the indicator for scenario with project (WS) and its value for the reference scenario (RS).

RSinData

RSinDataWSinDataiationvarlativeRe



Indicators for measuring benefits

2 groups of indicators:

i. mobility and trip behaviour: quantify the effect of the project on transport demand- Number of PT trips per day and O-D

- Number of private transport trips per day and O-D

- PT passenger-km per day and O-D

- Private transport passenger-km per day and O-D

ii. time savings: measure the impact of the new project on time savings - Average trip travel time on the PT network, in minutes

- Average trip travel time on the road network, in minutes



Results: mobility and trip behaviour

Mobility and trip behaviour indicators

LYON MAD MAN STU T&W VAL VI

PT trips 5,52% 0,09% 8,06% 25,48% 41,37% 3,03% 7,20%

Car trips -4,71% -3,00% -0,84% -6,22% -4,17% -1,00% -7,05%

Passenger-Km. in PT 5,32% 1,08% 4,08% 35,99% 30,24% 41,51% 46,82%

Passenger-Km. in cars -4,73% 0,00% -0,56% -10,36% -4,15% -1,00% -7,28%

Mobility and trip behaviour indicators between scenarios

-20%

-10%

0%

10%

20%

30%

40%

50%


Rel

ativ

e va

riat

ion

PT trips Car trips Passenger-Km. in PT Passenger-Km. in cars




Lyon: uniform improvement of the mobility and trip behaviour indicators, around a 5% between scenarios. Increase in PT trips and the number of passenger-Km. in PT network, whereas trips in private vehicle and the number of vehicle-km decrease.

Madrid: small increase of trips and passenger-km in PT (less than in Lyon), and decrease of trips in private vehicle by 3%.

Manchester: increase in the use of PT (4% growth in PT trips and 8% increase in passenger-km in PT). Insignificant reduction in the use of private vehicle (less than 1%).

Stuttgart: improvements on PT patronage in the new line corridor: 25% trips and 36% pax-km




Tyne and Wear: highest increase in PT trips (around 40%): new metro network. Clear reduction in the use of private vehicle.

Valencia: 40% increase in PT passenger-km due to the connectivity with the metro network

Vienna: 47% increase in PT passenger-km and also the highest reduction in the number of trips in private vehicle the construction of the metro line U3 and its accompanying measures have produced the most important enhancements in terms of mobility and trip behaviour, thus improving the public transport patronage.



Results: time savings

Time savings indicators LYON MAD MAN STU T&W VAL VI

Average travel time on PT network -4,55% -1,95% -0,33% -28,25% -24,10% -14,81% -22,29%

Average travel time on road network 0,00% -2,78% -0,34% -1,86% 0,00% -3,33% -15,65%

Time savings indicators

-30%

-20%

-10%

0%

10%


Rela

tive v

ari

ati

on

Average travel time (PT network) Average travel time (road network)



Results: time savings

Global reduction of travel time thanks to the implementation of

the urban rail projects in all the case studies.

The highest time savings in public transports services

correspond to Stuttgart, whereas Vienna presents the maximum

time savings in the road network. It means that the improvement

in public transport patronage is also beneficial for car users.



Key factors in the success of urban rail systems

Introduction of integrated ticketing in the PT system (Lyon, Madrid, Valencia)

Construction of Park and Ride facilities (Manchester, Tyne&Wear and Vienna)

Restriction of car parking in city centres (Lyon, Madrid, Stuttgart, Tyne&Wear and Vienna)

Modern image offered by the new generation of light rail systems contribute to an urban regeneration (Valencia, Vienna)

Pedestrianisation of streets (Vienna)



Conclusions (I)

Some management policies (frequent services, integrated ticketing, and security) and some transport policies (PT integration, provision of Park & Ride facilities and car parking restrictions) are very important in order to increase the patronage of public transport.

Rail transport systems have great potential to improve modal split in urban areas, and they produce long term effects on mobility patterns improving sustainability standards.

Tram and metro projects should be integrated in urban transport policy packages: synergy effects on the whole city



Conclusions (II)

The success of urban rail systems is influenced by many factors and policy measures the integration of transport policies with urban, socio-economic and environmental policies benefits more than isolated policies

New trams can induce urban regeneration processes with mobilisation of economic resources improvement of commercial activities and the quality of life in the area

RAIL URBAN PROJECTS: A WAY FOR IMPROVING PUBLIC TRANSPORT PATRONAGE

Documents

Transcript of RAIL URBAN PROJECTS: A WAY FOR IMPROVING PUBLIC TRANSPORT PATRONAGE