Professional Documents
Culture Documents
lvaro Costa, Pedro Abrantes and Oana Grozavu Santos Faculty of Engineering, University of Porto 19th Annual International EMME/2 Users Conference Seattle, 19-21 of September, 2005
Contents
1. 2. 3. 4. 5. 6. 7. 8. Introduction Re-designing bus network Network Appraisal Methodology Impact of LRT Network Impact of Strategic Bus Network Local vs. Global Accessibility Global Efficiency Indicators Complementarities between EMME/2,Enif and ArcView 9. Conclusions 10. Further Research
Introduction
Porto Metropolitan Area pop.: 1.2 mi New Light Rail (Metro do Porto) New integrated ticketing system (Andante)
FEUP was commissioned to: evaluate its public acceptability and efficiency suggest improvements
Introduction
Starting point: existing STCP bus network (red): 81 bus lines (to be cut down to 50) Driving force: introduction of the new light metro network (blue) Problem: Guaranteeing public acceptability and increase efficiency (heavily constrained problem, but poorly defined constraints) Solution: Iterative, piece meal, client-driven approach (trial & error) to ensure feasibility of solution = optimization in the real world Strong emphasis on GIS analysis of results.
Result:
Decrease in radial services Increase in orbital services
Change in bus service frequency
(blue = increase)
PT Modeling Approach
Public Transport Assignment Model (EMME/2)
Detailed zoning system: 350 zones covering an area with aprox. 1 million inhabitants (City of Porto: 105 zones and 350 000 inhabitans) Household travel survey from year 2000. Fixed demand The match between the two zoning systems was done applying a gravity-type model
PT Modeling Approach
Network Characteristics:
350 centroids 3266 regular nodes 8051 links 7 modes 9400 transit line segments 140 lines: 81 present bus lines, 50 future bus lines, 4 metro lines, 4 train lines, 1 elevator
PT Modeling Approach
Network Scenarios:
10 (Reference case): Current STCP Network + Suburban Railways 20: Reference Case + LRT 30: STCP Strategic Network + Suburban Railways + LRT 3x: Modifications of STCP Strategic Network + Suburban Railways + LRT
GTT D
(GTT T
i i
iD
TiD )
iD
Efficiency indicators: Fleet size, Veh-kms, Total trips (operator) Pax-kms, travel time, walk time, number of interchanges (users)
Change in accessibility between scenarios 10 and 20 As expected, LRT brings about significant travel time reductions (up to 12 min) Greatest benefits along LRT Large gains up to a significant distance from LRT, because of bus-LRT difference in speed (25km/h vs 13km/h)
Amp _con c.shp Linh as m etro_ a.shp dTT20 -1 0 -30 - -1 6 -16 - -8 -8 - -4 -4 - -2 -2 - -1 -1 - -0.5 -0.5 - 0 .5 -0.5 - 1 1-2 2-4 4-8 8 - 16 16 - 3 0
Change in accessibility between scenarios 30 and 20 Significant travel time increases (8 min): poorer coverage or service transfer to private sector Significant gains in some suburban zones (10 min): improved LRT access, successful integration Gains from metro outweigh losses from new bus network in nearly all zones (special zones treated later) Policy implication Metro + SN must be introduced at same time
Amp_conc.shp Linhas metro_a.shp dT T30-20 -30 - -16 -16 - -8 -8 - -4 -4 - -2 -2 - -1 -1 - -0.5 -0.5 - 0.5 -0.5 - 1 1-2 2-4 4-8 8 - 16 16 - 30
Policy implications:
Improve interchange facilities to take full advantage of new mode Minimize distance between bus and metro stops
Problem: Some zones lose accessibility from sce. 10 to 30 Further investigation showed inconsistencies in network design:
Zones furthest away from metro miss out the most with the new bus network Those zones also happen to be important centers for surrounding neighborhoods
# Y
#
Linhas metro.shp z190_53.s hp -24 - -12 -12 - -6 -6 - -3 -3 - -1 -1 - 1 1-3 3-6 6 - 12 12 - 24 Subseccoes ine.shp
190
Linhas metro.shp Linha_39d_v.s hp Linha_39d_i.s hp z189_73.s hp -24 - -12 -12 - -6 -6 - -3 -3 - -1 -1 - 1 1-3 3-6 6 - 12 12 - 24 Subseccoes ine.shp
# Y
#
190
Diagrams attempt to illustrate the problem The new bus network improves access to metro stations, which in turn greatly improve access to distant parts of the city Yet, reduced network coverage decreases local accessibility As we started by looking at the whole metropolitan area, this problem went nearly unnoticed Policy outcome: strengthen local bus services
Time elapsed (min)
45 40 35 30 25 20 15 10 5 0 -4 -2 0 2 4 6 8 10
Bus Bus+Metro
3% mean travel time decrease from sc. 10 to 20 Constant travel time from 20 to 30 1.5% mean travel distance decrease from sc. 10 to 20 1.5% mean travel distance decrease from sc. 20 to 30
30 20 10
34 34.5
34.95
34.98
36.16
35 35.5 36 36.5
bus
30
Scenarios
154,650
36,352
metro
Notice significant pax-kms transfer to metro due to new bus network (+10%)
20 10
0
162,949
33,347
Pax-kms
Metro does not produce an increase in av. interchanges New bus network actually reduces interchanges But at the cost of greater walk access time Still, no increase in travel time
30 20 10
1.39 1.4
30
Scenario
7.91
20 10
6.60 6.80 7.00
7.17
7.45
7.20
7.40
7.60
7.80
8.00
Fleet size
Veh-kms
(AM peak hr)
Conclusions
The methodology is understandable to decision makers Benefits from LRT line are significant, and spread beyond the route
Scale of benefits depends on bus service design bus plays an important feeder role in the LRT network
It is possible to achieve significant gains in accessibility and productivity by re-designing the bus network for better integration with LRT network Nevertheless there is a trade-off between local and global accessibility in some areas, which is not visible when analyzing accessibility across the whole area
Future research
Schedule the implementation Incorporate elastic demand model