04 Week4

Transport Modes and Technologies
A Walking Tour on LOS, Capacity

Urban Transportation Planning MIT Course 1.252j/11.380j Fall 2002 Mikel Murga, MIT Research Associate September 27, 2002
Urban Transportation Planning Fall 2002
Transport Modes and Technologies

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The automobile Transit

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Bus Light Rail Rapid Transit Walking Biking

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Non Motorized Modes

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The Automobile - Infrastructure
Road system:
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Hierarchical system:
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Mobility
Arterials
From turnpike to local street From unimpeded movement to access to properties Turnpike (access control) Traffic signals, stops
Uninterrupted segments:
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Collectors
Interrupted segments:
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Land Access
Locals
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The Automobile + Infrastructure

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Other support systems:

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Traffic Police Traffic Management Centers Parking Gas stations Garages
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The Automobile Demand Served
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HBW: Home-based work HBO: Home-based other:

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Shopping trips School trips Personal and recreational trips

(ie: Business trips)
NHB: Not home-based
HBW represents less than 35% Peak-spreading and latent demand

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Highway Capacity
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The Power of Little Numbers

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Sophisticated models are indeed needed But so, are little numbers in the back of an envelope Who wants to be taken for a ride?
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Automobile Capacity = Throughput (Veh/hr/ln) Level-Of-Service (LOS) = Flow/Capacity (or I/C or V/C)
Level of Service A
Notice density and spacing among vehicles

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Level of Service F
The Automobile Capacity
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The Automobile Capacity and LOS
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LOS: A changing reality

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Human adaptation is the key

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From infrastructure construction to management of the existing system The Highway Capacity Manual (HCM) speed-flow curve:
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People learning to drive congested roads The initial dream of ITS
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Human adaptation
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The Automobile Capacity and LOS
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Vehicle throughput in controlled sections:

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Traffic signals, roundabouts, all-stops Automobiles and trucks reaction times Saturation and gridlock
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The Automobile Capacity Reference Nos
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PEOPLE throughput :
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Vehicle throughput times OCCUPANCY Auto-occupancy (a non-technical issue)

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HBW 1.1 HBO-shop 1.4 HBO-social 1.7 NHB 1.6
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The Automobile Levels-Of-Service
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The power of A to F From spot values to travel times Living under saturated conditions
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The Automobile Costs

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Fixed Costs:
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Vehicle purchase Insurance
Not considered out-of-pocket expenses

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Variables Costs:
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Gasoline Oil and maintenance Parking Tolls Automobile Industry -> Service Economy Ratio between Fixed and Variable Costs
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Social costs:
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Roads Management of road system Accidents (Swedish Govt.) Noise (pedestrian areas) Air pollution: cold-start, f(speed) Land consumed Energy Segregation
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Environmental costs:
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Transit vs The Automobile
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Courtesy of CERTU
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Transit Demand Served
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HBW represents > 50% Peak hours Peak directional flows
Easy to accept overcrowding at peak to justify service during off-peak hours

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Transit - Capacity
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Vehicle size Headway (and fleet size) Commercial speed
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Transit - LOS
LOS related to Capacity and Quality of Service

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Transit - LOS
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Occupancy Hours of service Headway Lateness or reliability Comfort . And other quality-related aspects
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Transit - LOS
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Transit - LOS
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Transit - Cost
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Capital Costs:
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>50-75 years horizon Not included in operating costs Cop=Cd*veh-miles +Ct*veh-hr + Cs*fleet Accident rate Noise, soot
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Operating Costs:
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Environmental Costs:
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Buses
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Flexibility for route adjustments Closer stop spacing In search of higher quality:
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Low floor buses for an aging population Bus stops:

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Real time info on arrivals (and eventually downstream) Maps, transfers, info on ticketing and validation
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Buses
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In search of higher quality:

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Real time info on board (like a good subway car)
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Buses
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Capacity:
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Bus type and size:

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Easy access and egress No of doors No of seated spaces and no of standees Mixed traffic Bus lanes Signal priority
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Commercial speed:
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Buses
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Capacity (Contd):
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Headway: Peak-hour and off-peak Access and ticketing:

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No of doors Access by the front door, other doors Egress by one or two doors Low floor Ticket validation:
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By the bus driver On other machines on board On the bus stops

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Rail-based systems
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Mass transit Sense of permanence Separate R.O.W.
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Rail-based systems
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Speed profiles
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Rail-based systems
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Time-Space Diagrams
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Viajeros anuales/310
10000
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5000
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2500
sube
Metro 90,000 viajeros en 11 estaciones

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Rail vs Bus
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Viajeros 11/12/2000
3000
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1500 750 suben

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BilboBus 90,000 viajeros en >180 paradas
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Light Rail
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From Rapid Rail Transit to Light Rail:

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Lower investments But more exciting than buses Mixed traffic segments Easier to garner support for priority Attracts local development
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Light Rail
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Full reserved ROW or mixed traffic
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Light Rail
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Priority easily awarded
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From Public Transport
to Collective Transport
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Jitney service Taxi-Bus Dial-a-Ride Taxi Car Sharing
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Some comparative numbers
Car on city streets Vehicle occupancy Speed (km/hr) Veh/hr Capacity (pers/hr)
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Car on Freeway 1.2 60-120 1500-2200

1,800 to 2,600
Bus LRT on Mixed Traffic 40-300 5-20 60-80

2,400 to 20,000
Semi Rapid Transit 40-600 15-45 40-90

4,000 to 20,000
Rapid Transit 140-2,200 25-70 10-40

10,000 to 72,000
1.2 20-50 600-800

720 to 1,050
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Walking
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Capacity and LOS:

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Moving (flat, stairs, escalators) Waiting
Again, only related to throughput? What about quality of the experience?

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Walking
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Speed:
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2.5 mph, really? Jaywalking prohibited in Boston?
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Biking
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The power of a can of paint Safety first and foremost
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Biking
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A process:
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Target population? Continuous O-D
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Biking
A process: Ideas about how to import this into Boston??
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Modal Split: A Critical Issue

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Let us see a few examples from Census Data (HBW):

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Boston Chicago Los Angeles Manhattan
Any other??
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Green=Walk to Work, Blue= Transit, Red=Automobile
Boston
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Chicago
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Los Angeles
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Manhattan
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Assignment II:
The Millenium Cities Database

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This database is a world tour thanks to J.Kenworthy and F. Laube The Millennium Cities. Data base for Sustainable Transport sponsored by the UITP A follow-up to the 1989 Cities and Automobile Dependence by P.Newman and J.Kenworthy
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Day 4
The higher the density, the higher
Western Europe U.S.A.
the percentage of sustainable modes

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Number of trips, nearly a constant
The number of trips result from the activities profile But be aware that non-motorized trips may go unaccounted for, in some surveys
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Source ISTP-UITP
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Percentage of non-motorized trips
Is this a surprise?
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Source ISTP-UITP
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not to be taken lightly
From Mean Streets 2000 by the Surface Transportation Project Policy (STPP)
Source ISTP-UITP
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Automobile ownership
As the difference is not as big as the supply of roads is congestion in Western Europe higher than in the States?
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Source ISTP-UITP
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The role of the automobile
Again, this should come as no surprise
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Source ISTP-UITP
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Trip length by car
If the number of trips are comparable Does the average car trip length increase inversely proportional to the metropolitan density?
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Source ISTP-UITP
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A congestion index
In spite of the differences, a similar congestion ratio One reason the higher trip length in the States Is traffic like an expanding gas?
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Source ISTP-UITP
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Parking supply in downtown
Again the U.S. leads clearly over Western Europe
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Source ISTP-UITP
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Transit coverage
Notice that the Western Europe ratio more than doubles the US ratio
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Source ISTP-UITP
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The high price of road fatalities
U.S.A. Western Europe.
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CO emissions per capita
The Environmental cost
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Source ISTP-UITP
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Economic efficiency
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The arguments go well beyond environmental concerns, quality of life issues, moral grounds Clear economic consequences
Source ISTP-UITP
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The cost of a balanced system
U.S.A. Western Europe
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Economic sustainability
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Assignment II: The Millenium Database

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An Open-Ended Exercise:
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Data Mining Different interpretations Raising the right questions is more challenging than answering them properly Come out with your own findings Ortega y Gasset said
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Transport Modes and Technologies

A Walking Tour on LOS, Capacity

Urban Transportation Planning Fall 2002

Transport Modes and Technologies

The automobile Transit

Bus Light Rail Rapid Transit Walking Biking

Non Motorized Modes

Urban Transportation Planning Fall 2002

The Automobile - Infrastructure

Urban Transportation Planning Fall 2002

The Automobile + Infrastructure

Other support systems:

Traffic Police Traffic Management Centers Parking Gas stations Garages

Urban Transportation Planning Fall 2002

The Automobile Demand Served

HBW: Home-based work HBO: Home-based other:

Shopping trips School trips Personal and recreational trips

NHB: Not home-based

HBW represents less than 35% Peak-spreading and latent demand

Urban Transportation Planning Fall 2002

The Power of Little Numbers

Urban Transportation Planning Fall 2002

Notice density and spacing among vehicles

Urban Transportation Planning Fall 2002

The Automobile Capacity

Urban Transportation Planning Fall 2002

The Automobile Capacity and LOS

Urban Transportation Planning Fall 2002

LOS: A changing reality

Human adaptation is the key

People learning to drive congested roads The initial dream of ITS

Urban Transportation Planning Fall 2002

Urban Transportation Planning Fall 2002

The Automobile Capacity and LOS

Urban Transportation Planning Fall 2002

The Automobile Capacity

Vehicle throughput in controlled sections:

Urban Transportation Planning Fall 2002

The Automobile Capacity Reference Nos

Urban Transportation Planning Fall 2002

The Automobile Capacity

Vehicle throughput times OCCUPANCY Auto-occupancy (a non-technical issue)

HBW 1.1 HBO-shop 1.4 HBO-social 1.7 NHB 1.6

Urban Transportation Planning Fall 2002

The Automobile Levels-Of-Service

Urban Transportation Planning Fall 2002

The Automobile Costs

Vehicle purchase Insurance

Not considered out-of-pocket expenses

Urban Transportation Planning Fall 2002

The Automobile Costs

Urban Transportation Planning Fall 2002

The Automobile Costs

Urban Transportation Planning Fall 2002

Transit vs The Automobile

Urban Transportation Planning Fall 2002

Transit Demand Served

HBW represents > 50% Peak hours Peak directional flows

Easy to accept overcrowding at peak to justify service during off-peak hours

Urban Transportation Planning Fall 2002

Vehicle size Headway (and fleet size) Commercial speed

Urban Transportation Planning Fall 2002

LOS related to Capacity and Quality of Service