new role of rail in great cities
DESCRIPTION
Presentation by Marcelo E. Lascano Kežic of the University of San Martin, Buenos Aires and the University of Buenos Aires. Delivered on 6 March 2014 to an audience at the Institute for Transport Studies (ITS) University of Leeds . www.its.leeds.ac.uk/research/themesTRANSCRIPT
The new role of rail in great citiesg
MarceloLascanoKežić, M. Sc.
Universidad de Buenos Aires/Universidad Nacional de San Martín
March 2014March 2014
Institute for Transport Studies – University of Leeds – United Kingdom
Summary:There is a growing contrast between the travel times by surface rail or metro, and those by vehicles moving along the street grid and highways. Rail axes have thus gained new importance, all the more those surface systems spanning longer di t N t l h il i b tt ti Th i l distances. Not only has rail service become more attractive. There is also an increased number of potential users. As long as metropolitan growth continues and congestion stabilizes or increases, it is possible that rail axes may act again as shapers of metropolitan spatial features The recent evolution of global cities with shapers of metropolitan spatial features. The recent evolution of global cities, with their increased size, acute congestion and tendency to strengthen their central areas, convey a new utilization of rail transport. To test this hypothesis, we analyze the recent evolution of rail transport in three cities of similar entity: Buenos Aires tie
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the recent evolution of rail transport in three cities of similar entity: Buenos Aires, Chicago and Sao Paulo. The cases selected represent distinctive combinations of land‐use, infrastructure and recent policy evolution. Analysis is centered on accessibility to downtown areas, where transportation processes assemble with a gr
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accessibility to downtown areas, where transportation processes assemble with a context where space is scarce. In all three cases the use of railways, as a set of inherited infrastructures, has seen an increase whose magnitude suggests a link to modal reassignment due to increasing congestion. Scarcity of space in old of
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g g g y pdowntown areas is being counteracted through more intense use, or through the expansion of vertical space for transportation operations.
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Marcelo E. Lascano Kežić, M. Sc.
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City size and transportation issues
J. Michael Thompson (1977):1) Transportation challenges of cities are related to their size;
2) Conversely, independent of location, cities of similar size face similar transportation
ties
challenges; and that
3) Comparisons between cities of similar size, albeit located in different parts of the ld l d i i h i f i i f diff i
grea
t cit world, are more relevant and interesting than comparisons of cities of different sizes
in the same country/region.
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“The quality of private transport tends to equal that of public transport”
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Why rail matters again in great cities?
Rail as an inherited equipment within the city structure:‐ insertion downtown. capacity‐metropolitan coverage‐ inherited attribute: reliability‐ evolving inherited attribute: travel time savings
Downtown areas of large citiesties
‐ Are relevant even if they grow at a slower rate than suburban areas‐ Most importantly: concentrates access to rail from all or most residential areas. No other city area has this advantagegr
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y g‐ Keep their simbolic value. ‐ tendency to recovery
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Large cities
‐ Continue to grow. Size not a deterrent. Increasing importance of capacity of trunk linesew ro
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g g p p y‐ Have entered into a stage of all‐day congestion, no longer exclusive to downtown areas and main transport links.
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Why rail matters again in great cities?
Objectives:‐ Explicit the positive feedback between rail infrastructure capacity and large cities
‐Document recent ridership increases that have been fast (less than 5 years) in large cities that have old rail networks
Hypothesis:‐ There is a relationship between the spatial structure of a city and the transportation tie
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technology ‐increased ridership is becoming heterogeneous, socially, spatially.
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Methodology:‐Harness operational ridership datasets, as the most comprehensive source of information illustrating use of rail in large cities, backed up with survey data, if
il blof ra
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available.‐ distinguish, at least preliminary, two sections in a line: mainly residential, and mainly downtown or non residential with prevalence of alightnings during morning peaks
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The search for a principle prior to rail
Place all attention on scale of demand as a variable prior to h ltechnology.
Old il i f t t t diti d Old rail infrastructure, tradition and new use:‐ Visibility of historians, collectors, modelers, nostalgia
‐ Separate nostalgia from policyties
‐ Separate nostalgia from policyChange the subject:‐ Demand is… turns attention to causalitygr
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y‐ Rail is….keeps the focus on effects
Spatial structure as a main causal basis for the scale of transportation of ra
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p pdemand to downtown areas‐ Size‐ Density
Residential areas
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Density‐ Functional prevalence of downtown
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Density and sizetie
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Spatial structure and demand scale
density/sq hectare
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Spatial structure and demand scale
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Spatial structure and demand scale
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exits
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N 1N‐1 2 D D D D D
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Linear aggregation of demand and demand scale
entries–Boardings
exits–AlightningsBoardings
predominantAlightningspredominant
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Linear aggregationIn a specific corridor
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N 1N‐1 2 D D D D D
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Spatial structure and Linear aggregation of demand
díashábil
Linear aggregation of demand = vehicle load
zonas residenciales: origen centro: destinomañanas ►hábiles
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Spatial structure and Linear aggregation of demand
díashábiles
Linear aggregation of demand = vehicle load
zonas residenciales: origen centro: destinomañanas ►hábiles
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Linear aggregation of demand and transportation technologytie
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TCRP 100 Transit Capacity and Quality of Service Manual – 2nd Edition, 2003, page 1-21
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Linear aggregation of demand and transportation technologytie
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Vuchic, 1999.
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Linear aggregation of demand and transportation technologytie
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Inter American Development Bank, 2008
demand level and transportation technology
metro
pax/h/direction ▲D2
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Dedicated lanes
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automóviles
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+◄distance to downtown
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demand level and transportation technology
Differential impact of bus supply aggregation according to the base scenario
pax/h/direction ▲
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articulated busesregular buses
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mini vans
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+◄distance to downtown
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Linear aggregation of demand and transportation technology
30.000 pax/h
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40.000 pax/h
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40.000 pax/h Or “0” trasversal space?
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Source: Vuchick, 1978The
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Study area – SHAPE AND SIZEtie
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Study area SHAPE AND SIZE
same scale for all figures
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Study area – SHAPE AND SIZE
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Commuter rail – Ridershiptie
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Buenos Aires – modelling of monthly ticket sales per station
Preliminary results
EXTERNAL TERMINUSDIST. TO DWNTWNELECTRIFIEDNO. OF BUS LINESSERV. FREQ.POP. THYSSEN P.TRAVEL TIMEHEALTH COVERAGEHEALTH COVERAGELOG (% OCCUPIED)
Buenos Aires - Diesel line with moderate frequency increase
170.00
h
Evol. of main line op. indicators - Constitución Berazategui
car-km
140 00
150.00
160.00
mon
th s
moo
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ticket sales (monthly total - no adj)
density of use
120.00
130.00
140.00
pril
1995
)-5 m
smoo
thhh
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100.00
110.00
e 10
0 in
dex
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80.00
90.00
Apr
/94
Oct
/94
Apr
/95
Oct
/95
Apr
/96
Oct
/96
Apr
/97
Oct
/97
Apr
/98
Oct
/98
Apr
/99
Oct
/99
Apr
/00
Oct
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bas e
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A O A O A O A O A O A O A O
month
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Urban rail – Ridershiptie
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Urban rail – Ridership – Chicago – station change, 00/08tie
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Urban rail – Ridership – Chicago – absl. change, by dist.tie
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Chicago – 2000/2010 demographic changetie
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Diverging tendencies – bus and railtie
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