CVL746 – PUBLIC TRANSPORTATION SYSTEMS

Dr. Manoj M
Contents

Public Transportation Evolution

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 Evolution of Public Transport (PT)

o 1820 – Omni bus in France & London; 1825 – steam engine in the
UK
o 1830 – Tramway in America;1850 – 1860 – Paris, Chile and
Australia
o 1870 – Cable car in San Francisco
o 1880 – Electric tram in Berlin
o 1890 – underground railway in London
o 1910 – Double decker bus in London
o 1920 – Motor bus
o 1960 – Bullet train in Japan
o 2000 – Battery bus in China
o 202X - Hyperloop

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 Evolution of Public Transport (PT) - India

o Walk : Since human evolution ; Adi Sankara walked all over India

o Palanquins: Rich and Noble ; Deities

o Bullock/Horse Carts : Bullock carts transformed by the British

o Tramways/Trains : Since 1870s – horse driven, steam powered,

electric.

o Buses : around 1920 (Mumbai is the oldest transit service provider in

India)

o Metro : 1984 in Kolkata

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 Transportation Issues

o Congestion
o Energy / environment
o Equity
o Safety
o Health
o Land use / Urban design
o Community / Society
Tiwari, 1991

Tiwari, G. and Nishant (2018) 5

 Introduction

http://www.ops.fhwa.dot.gov/publications/exemptvehicleshov/chapter2.htm
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Contents

Public Transportation Modes

7
Introduction

Types of Public Transportation Systems

Capacity Assessment of Public Transportation Systems

Planning for Public Transportation Systems

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 Contents

Public Transit/Mass Transit:

Common-carrier urban passenger transport with fixed

routes and schedules, available for use by all persons
who pay the established fares. They are described as
fixed route, fixed schedule service.

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 Introduction

Classification of Mass Transit Modes

Semi-rapid
Street Transit Rapid Transit Special Transit
Transit

Mini Bus Semi Rapid

RTR Monorails
Bus
Regular Bus
RRT Magnetic Levitation
Articulated Bus Light Rail
RGR Water Borne Transport
Transit
Express Bus
AGT
Trolley Bus

Tramway

Guided Bus

Battery
Operated bus

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Street Transit

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 Street Transit

Street Transit

o Regular Bus : More advantageous when travel demand is

concentrated along corridors.

o Express Bus : Its reliability of service is dependant on traffic

conditions along the route.

o Trolley Buses : Similar as buses except that they are propelled

by an electric motor and obtain power from two overhead wires
along their route.

o Tramways: Electrically powered rail transit vehicles operating

mostly on streets. Their tracks and vehicles give transit service a
strong identification.

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Street Transit
Systems parameters for street transit
Mini Bus Standard Double Trolley LRV
Bus Decker Bus (Tram)
Bus
L*W (m) 6.6*2.3 9.7*2.5 9.1*2.4 11*2.4 11*2.5
Turning Radius 7 11 12 22 15
(m)
Design 30(20) 76(54) 114(70) 75(40) 75(40)
(Seats)
capacity
Vehicle

Crush 40 100 130 110 110

PCU 2 3 3.5 4(1) 5(1)

Acceleration 0.8 0.5 0.4 1.2 0.6
(m/s2)

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Street Transit
Systems parameters for street transit
Mini Standar Double Trolley LRV
Bus d Bus Decker Bus (Tram)
Bus
Cruising Speed (kmph) 60 60 50 60 50

Average speed (kmph) (2) 20 17 15 20 15

Life (yrs.) 8 8 8 18 30

Cost (Rs. Million)-1986 level 0.2 0.3 0.6 0.7 0.7

Energy source D/P D D E E

Pollution (kg/’000 veh.kms at 35.0 38.05 38.05 0 0

avg. speed)
(1) For reasons of length as well as lack of manoeuvrability.

(2)At average congestion

Compiled from GOI (1987, Samart (1998), & INAE (1996)

 Semi-rapid Transit

Semi-rapid Transit

o Semi-rapid Buses : Performance of such systems depends

greatly on proportion and locations of separated R/W sections, R/W
types, types of operation

o Light Rail Transit (LRT): It utilizes predominantly reserved, but not

necessarily grade-separated R/W. It’s electrically propelled and
operates singly or in trains.

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Semi-rapid Transit

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 Rapid Transit

Rapid Transit

o Light Rail Rapid Transit: Small-scale rapid transit operating on

exclusive R/W

o Rubber-tired Rapid Transit (RTR): Moderately large vehicle (gross

floor area 36-53 m2) supported and guided by rubber tires,
running on wooden, steel, or concrete surfaces in trains of 5 to 9 cars.

o Rail Rapid Transit (RRT) : Consists of large four-axle rail vehicles (area
up to 70 m2) operating in trains up to 10 cars on fully controlled R/W
allowing high-speed and fail-safe operation.

o Regional Rail (RGR): Utilizes largest vehicles of all systems (up to

80m2) which operates on longer routes, with fewer stations, at higher
speeds than typical for RRT.
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Rapid Transit Systems

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 System parameters
Systems’ Parameters for rail-based transit
Heavy Rail Medium Capacity Monora Sky
il Bus
EMU Metro Heavy Rail LRT Purpos Mag.
e Lev.
Design
ed Lin.
Mtr.
Gauge (m) 1.676 1.676 1.676 1.435 1.435 1.435 N/A 1.435
Coaches/tr 9 8 9 3(articulate 6 4(1) 4 2/4
ain d)
Length*Wid 20*3.6 20*2.7 20*2.74 29*2.50 16*2.65 12*2.3 10*2.5 8*2.8
th 6 4
Tare 350 300 244 123 99 36 40 N/A
Weight (T)
Payload/Ta 0.50 0.52 0.64 0.585 0.73 0.88 0.75 N/A
re Ratio
Axle Load 19 16.5 16 8 8 N/A(4) 6 N/A
(T)
Acc./Dec. 1.1/1.2 1.1/1.2 1.0/1.3 1.0/1.3 1.0/1.3 1.0/1. 1.4/1.5 1.3
(m/s2) 3
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 System parameters
Systems’ Parameters for rail-based transit
Heavy Rail Medium Capacity Mono Sky
rail Bus
EMU Metro Heavy LRT Purpose Mag. Lev.
Rail Designed Lin.
Reco Mtr.
mmen
ded
Max. 80 80 80-120 80 80 80 80 100
Speed
(kmph)
Min. 200 200 200 20 20 20 20 100
Radius
(m)
Max. 2 2 2 7 10 10 10 1.3
Gradie
nt (%)
Power 25KVA 750VD 750VD 750VD 750VDC 1KVAC 750V 750V
supply C C C C DC DC
 System parameters
Systems’ Parameters for rail-based transit
Heavy Rail Medium Capacity Mon Sky
orail Bus
EMU Metro Heavy LRT Purpose Mag. Lev.
Rail Designed Lin.
Reco Mtr.
mmen
ded
Energy 40(2) 52 40 34(3) 40(3) 35(3) 40 N/A
Consu (Est.
mption )
(W
hr/Ton.
Km)
Min. 3 1.5 1.5 1.0 1.0 1.0 1.5 1.0
Headw
ay
(Mts)
(1)Over four coaches/train needs design changes to the track power supply system.
(2)On 2km station spacing.
(3)Assuming Automatic driverless operation
(4)Continuous load distribution.

Complied form GOI (1987) & GOM (2000)

 Rapid Transit

Automated Guided Transit

o Personal Rapid Transit (PRT): Small vehicles serving individual

parties only.

o Group Rapid Transit (GRT): Also known as People Mover

System (PMS), are somewhat larger vehicles (15 to 50 spaces)
designed mostly for short-haul medium capacity lines.

This class contains both Supported & Suspended type of technologies.

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Rapid transit

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 Transit system elements

Basic elements of transit modes and their technical options

Element Options Descriptions and comments
1. Right-of-way C – Street with mixed Increasing investment and mode
traffic performance
B-Partially separated
A – Fully separated
2. Vehicle Steered – highway vehicles Some guided modes use guiding tires or
guidance other types of guidance
Guided – mostly rail, some
rubber-tired
3. Guided vehicles Steel wheels on rails Rail-guided technology allows use of any
support ROW A,B, or C, guided rubber-tired
Rubber tires on roadways
vehicles are limited to ROW A, except
or running beams
guided bus when steered.

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 Transit system elements

Basic elements of transit modes and their technical options

Element Options Descriptions and comments
4. Propulsion Internal combustion Diesel mostly on highways, electric on
engine with diesel fuel, rails, but with overlaps, such as trolleybus
CNG or LNG electric, and diesel commuter rail systems
Linear induction motor
(LIM)
5. TU driving and Driver-driven Automated requires ROW A, guided and
control Driver with ATO electric propulsion

ATO, no driver
6. Service – type Many overlapping lines With increasing passenger volumes, trunk
of network and Rail trunk lines with lines play a greater role.
operation
feeders
Rail networks
supplemented by bus
lines
Transit system elements

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 Contents

Characteristics of modes with different ROW categories

Characteristics ROW category

C B A
System, performance: capacity, speed, Moderate High Very high
reliability, safety
Investment cost Low High Very high
Level of service Moderate High Very high
Image/identification Moderate Good Very strong
Passenger attraction Moderate High Very high
Potential impact on urban form Weak Strong Very strong
Full automation possibility None None Full

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 Contents

Classification of transit modes by ROW category and guidance technology

ROW category Guidance/technology
Highway: Driver- Partially Guided, Rail-Guided
Steered Rubber-tired Guided
C Paratransit, regular Trolleybus Streetcar/Tramway
bus Express bus on
streets
B Bus (Semi-)rapid Guided bus (O- Light rail transit
transit (BRT) Bahn) (LRT)
A Bus on busway on Rubber-tired rapid Light rail transit
entire lineb transit (RTRT) (LRRT) Monorail
Automated guided Rail rapid transit
transit (AGT) (RRT) Commuter rail
Personal rapid (CR) Regional rail
transit (PRT) c (RGR) d
b Mode not used in any urban area

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 Contents

Performance-cost package (PCP’s) of different generic classes of transit modes

Introduction

Types of Public Transportation Systems

Capacity Assessment of Public Transportation Systems

Planning for Public Transportation Systems

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 Capacity Calculation

Trains Cars  seats passengers standing area(m 2 ) standees 

Passenger / hr. / dir. = X  X + X 
hr. Train  Car seat Car m2 

Bus  seats passengers standing area(m 2 ) standees 

Passenger / hr. / dir. =  X + X 
hr.  bus seat bus m2 

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 Capacity Analysis

o Street Transit
o Light Rail Transit (LRT 1)
o Light Rail Transit (LRT 2)
o Rapid Rail Transit (RRT)
o Regional Rail Transit (RGR)

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 Contents

The general space required for one seat for quite a

comfortable sitting position = 0.32 m2

The average seats-to-standees ratio for a single vehicle train

unit = 0.35

Normal load for standees = 5 Standees/m2

Crush load for standees = 8 Standees/m2

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Capacity of Light Rail Transit 1 (LRT)

Normal Load (5 Crush Load (8

p/m2) p/m2)
Area of car 32 m2 32 m2
Seats 65 65
Standees 160 256
Vehicle Capacity 225 321
2-Vehicle Train 450 642
Capacity
Line Capacity (h- 27,000 38,520
60 sec.) in pphpd

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Capacity of Light Rail Transit 2 (LRT)

Normal Load (5 Crush Load (8

p/m2) p/m2)
Seats 65 65
Standees 160 256
Vehicle Capacity 225 321
4-Vehicle Train 900 1,284
Capacity
Line Capacity (h- 36,000 51,360
60 sec.) in pphpd

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Capacity of Light Rail Transit (RRT)
Contents

Normal Load Crush Load

Seats 98 98
Standees 300 480
Twin-Vehicle 398 578
Capacity
3 Twin-Vehicle 1,194 1,734
Capacity (6
Vehicles)
Line Capacity 47,760 69,360
(Headway 90
Sec.)

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Capacity of Regional Rail Transit (RGR)

Normal Load Crush Load

Seats 60 60
Standees 270 432
Vehicle Capacity 330 492
Train Capacity (9 2970 4428
vehicles)
Line Capacity 59,400 88,560
(Headway 3 min.)

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 Capacity
Contents of Street Transit System

No. of lances per 1 (Single) 1 1 2 (double) 2

direction
Bus type Large High Articulated Large High
urban capacity urban capacity
single- double- single- double-
decker decker decker decker
Overtaking possible NO NO NO Yes Yes
Buses/hr./dir.(normal 85 85 85 240 240
breaking) (headway (headway (headway (headway (headway
42 sec.) 42 sec.) 40 sec.) 15 sec.) 15 sec.)
Pphpd (normal load) 6,460 9,690 9,440 18,240 27,360
Pphpd (crush load) 8,500 11,050 12,000 24,000 31,200

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 Contents

o Suitability Range

o Street Transit – upto 12,000 pphpd

o Light Rail Transit (LRT 1) – 12,000 to 36,000 pphpd
o Light Rail Transit (LRT 2) – 36,000 to 50,000 pphpd
o Rapid Rail Transit (RRT) – 50,000 to 69,000 pphpd
o Regional Rail Transit (RGR) – 69,000 to 89,000 pphpd

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 Contents

Transit system with ROW category B compared to those with category C have the
following advantages (+) and disadvantages (-):

+ Considerably higher performance: speed. Reliability, capacity, riding comfort, safety, etc.
+ Ability to operate trains of two to four vehicles (rail modes)
+ Stronger identity and image, which, combined with higher performance, results in higher
passenger attraction
+ Lower operating costs per passenger
+ When rail technology is used, these modes are electrified, providing high vehicle
performance and no air pollution, so that they can be operated in tunnels.
- Space required for ROW
- Involve higher investment
- May require special signal or other control and priority measures

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 Contents

Transit systems with ROW category A compared to those with category B have the
following advantages (+) and disadvantage (-):
+ Free from any obstacles, system on ROW category A have the highest
performance (speed, reliability, capacity) of all modes.
+ All rapid transit system utilize electrically propelled guided technologies with very
high dynamic performance
+ The absence of any interaction with other traffic and the use of automatic train
protection results in the highest safety among all transit modes.
+ Exclusive Row allows operation of long trains with multiple doors at platform level,
resulting in rapid passenger exchange and short dwell times.
- They require by far the highest investment costs, due to exclusive facilities along
entire line length.
- Rapid transit line alignment is more geometrically rigid, requiring in central cities
mostly tunnels or aerial structures and longer access to stations.
- Stations are grade-separated and require longer access than LRT on ROW B,
which can penetrate pedestrian areas.

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 Contents

Guided transit systems compared with bus (driver-steered) systems have the following
advantages (+) and disadvantages (-):

+ Ability to use larger vehicles and operate trains, thus greatly increasing line capacity,
providing lower operating costs per space, and offering economies of scale with increasing
passenger volumes.

+ Electric traction can be used, bringing major benefits

+ Have higher overall performance: speed, capacity, reliability, and safety.

+ Automated signalization provides a fail-safe operation, preventing accidents due to driver

error.

+ Require narrower ROW.

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 Continue

+ With exact ROW delineation, no air pollution, or noise, guided systems are better
suited to operation in pedestrian areas.

+ Operation in tunnels is feasible without excessively wide cross sections.

+ Provide much better riding comfort.

+ When combined with ROW A, guidance makes fully automated driving possible.

- Require separate ROW (B or A) involving much higher investment cost (except for
tramway/streetcar mode).

- Require higher investment due to track /guideway and station construction as well as
electrification.

- Network is much more limited, requiring more transfers.

 Contents

For guided transit modes, rail systems compared with rubber-tired systems have the
following advantages (+) and disadvantages (-):

+ Rail systems can utilize ROW categories A, B, or C; rubber-tired systems can use
only ROW A.
+ Rail vehicles have two to three times fewer wheels with lower resistance, resulting in
lower total resistance, energy consumption, and heat production.
+ Rail tracks have very simple switching and crossing mechanisms, while rubber-tired
guideways require more space and grade separations in yards.

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 Continue

+ Rail systems are therefore much more conducive to efficient branching, network, and
yard layouts. Therefore, Monorails and AGT systems operate mostly on single lines.

+ Rail systems can use larger vehicles and operate at higher speeds than rubber-tired
systems.

+ Rail vehicles provide considerably higher riding comfort.

- Rubber-tired systems can negotiate sharper curve radii and higher gradients than rail;
this allows them to have more flexible line alignments.

- Rail vehicles produce more noise and vibration in sharp curves.