Multimodal in rail development: popularity and reaping benefits
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Multimodal in rail development: popularity and reaping benefits

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Dr Ghassan Ziadat, Atkins’ director of planning and infrastructure, looks in depth at transport planning, multimodal transportation and transit oriented developments. Ghassan believes that clear ...

Dr Ghassan Ziadat, Atkins’ director of planning and infrastructure, looks in depth at transport planning, multimodal transportation and transit oriented developments. Ghassan believes that clear government direction, through policy and legislation, remains essential to ensure the consistent and effective adoption of multimodal transportation and transit orientated developments (TODs) in the Middle East’s major cities.

This presentation was first delivered in March 2014 at Infrastructure Outlook 2014, Riyadh, Saudi Arabia.

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    Multimodal in rail development: popularity and reaping benefits Multimodal in rail development: popularity and reaping benefits Presentation Transcript

    • Atkins Lectures Multimodal transportation - R i th b fitReaping the benefits Dr. Ghassan Ziadat CEng MICE MIHT Infrastructure Outlook 2014Infrastructure Outlook 2014 24 - 26 March 2014 Riyadh Kingdom of Saudi ArabiaRiyadh, Kingdom of Saudi Arabia
    • Contents  Introduction  Transport planning – why and how?  Car vs. Transit - an international perspective  Multimodal transportation future direction Multimodal transportation - future direction  Transit oriented developmentsp  Case studies  Benefits
    • Why plan the transport network?y p p • Improve accessibility and connect communities • Improve transport safety• Improve transport safety • Respond to future transport demands to meet growingg g economy and population • Increase competitiveness of the community, city and state • Reduced transport impact on wider environmentwider environment.
    • Developing a land transport planDeveloping a land transport plan • Establish base case scenario• Establish base case scenario through data collection • Use of appropriate TP software for forecasting future traffic scenarios A th i t f t ffi• Assess the impact of traffic growth on existing road network • Propose mitigation measures • Implement a multimodal approach.
    • International perspectives
    • City typology data Data approx. 1995 - Source: Kenworthy and Laube (2001) Auto city Transit city Criteria USA Aus/NZ Canada West/South Europe High income Asia Metropolitan GDP per capita (USD) 31,386 19,775 20,825 32,077 34,797 Passenger cars (per 1,000 people) 587.1 575.4 529.6 413.7 217.3 Passenger car (passenger km per capita) 18,155 11,387 8,645 6,202 3,724 Length of expressway (per 1,000 persons) 156 129 122 82 22 Parking (spaces per 1 000 CBD jobs) 555 505 390 261 121Parking (spaces per 1,000 CBD jobs) 555 505 390 261 121 Overall average speed of public transport (km/hr) 27.4 32.7 25.1 25.7 33.2 Average road network speed (km/hr) 49.3 44.2 44.5 32.9 31.3 Ratio of public vs private speeds 0 58 0 75 0 57 0 79 1 08Ratio of public vs private speeds 0.58 0.75 0.57 0.79 1.08 Motorised passenger km on public transport (%) 2.9 7.5 9.8 19.0 50.3 Public transport seat km of service per capita 1,557 3,628 2,290 4,213 5,535 U b d it ( h t ) 15 15 26 55 134Urban density (persons per hectare) 15 15 26 55 134 • US / Australian – San Francisco, Washington, New York, Denver, Chicago, Atlanta, Houston, Los Angeles, Phoenix, San Diego • Canada – Vancouver, Calgary, Toronto, Ottawa, Montreal • Australia / New Zealand – Sydney, Perth, Melbourne, Wellington, Brisbane • West / Southern Europe – Munich, Frankfurt, Zurich, Geneva, Dusseldorf, Bern, Lyon, Paris, Stuttgart, Vienna, Oslo, Hamburg, Copenhagen, Stockholm, Ruhr, Nantes, Graz, M ill H l i ki A t d B l B l R Mil B li L dMarseilles, Helsinki, Amsterdam, Brussels, Bologna, Rome, Milan, Berlin, London, Barcelona, Madrid, Glasgow, Manchester, Newcastle, Athens • High income Asian – Tokyo, Osaka, Sapporo, Hong Kong, Singapore • Middle income Asia – Taipei, Seoul, Kuala Lumpur, Bangkok • Middle income other – Tel Aviv, Prague, Curitiba, Riyadh, Budapest, Sao Paulo, Johannesburg, Cape Town, Krakow
    • Car ownership vs public transport usagep p p g 100 70 80 90 Cars per 100 People Public Transport % 50 60 20 30 40 0 10 20 Hong Kong Tokyo Singapore London New York Beijing Dubai Riyadh Source: W ld B kWorld Bank
    • Public transportation future directionPublic transportation – future direction
    • Doha: towards a “transit city” H t bility Pre TMPQ (2008) roads programme Scenario 1: Car City Riyadh Houston sustainablemob Full expressway dtaxi F ll metroScenario 2: Dubai ependenceors p y programme built by 2017 as planned Busand Full metro programme Scenario 2: Car City + Metro by itself Kuala Lumpur Barcelona llustratingcard Doha in 2014 Phased, reprioritized and de-scoped expressway programme Metro  Programme  Phases  1a/1b Complementary measures BRT/buses Boulevards Feeder systems Walk + Cycle Demand mgmt Cost  risk  benefit Scenario 3: Transit City All modes + complementary measures Barcelona Singapore examplecitiesi programme Demand mgmt D.U.S.Z. complementary measures Hong Kong Spectrumofe
    • Future direction – some thoughts Riyadh existingWalking iti 2000 y g • Continue private vehicular investments as before • No major public transit • No complementary measures. cities Non- motorized transport (Shanghai in 1980s) Small/mid sized bus 2005 Riyadh future • Continue private vehicular investments as planned (ring roads etc) • Full metro network Motorcycle cities (HaNoi) sized bus cities (Seoul, Manila in 1970s) Riyadh existing 2014 • Enhanced bus and taxi service • Walking and cycling • Wide range of complementary measures. Traffic saturated motorcycle cities (Ho Chi Minh) Traffic saturated bus cities (Bangkok, Jakarta, Manila) 2030 L iti Large transit cities Entrenched traffic saturation (Dubai, Kuala Lumpur?) Riyadh future Car City Large car cities (Houston) cities (Hong Kong, Singapore) >2030 Car City + Metro by itself Transit City Metro + other modes + complementary measures y
    • Public transportation - future directionp – Widen travel choices (LRT, buses and metro) to encourage modal shift – Expand existing bus route network coverage and introduce bus priority measures – Improve accessibility for all users – Improve quality and attractiveness of public transport to encourage patronage Provision of air conditioned shelters and waiting areas– Provision of air-conditioned shelters and waiting areas – Multimodal integration and common ticketing systems – Intelligent transport systems (real time information) – Use of technology and mobile phone applications.
    • Transit oriented developments
    • Transit oriented developments Key principles of good design in a public transport interchange AccessibilityAccessibility Everybody should be able to use the interchange inclusively: pedestrians, cyclists, wheelchair users people with Security Certainty R li bl i f i users, people with children, pushchairs, heavy luggage, or shopping, people with movement restriction or problems with sight or Principles of y People need to feel safe while waiting for public transport to arriv, and have confidence that Reliable information on routes, services and connections. Real-time travel information is of particular benefit p g hearing. Principles of good interchange design C f t parked bicycles will be safe and secure. Interest particular benefit. Comfort Seating for those less able to stand, protection from extremes of weather and Interest Something to entertain passengers whilst waiting. This could be nearby activity public art or weather and climate, well maintained and clean facilities. activity, public art, or an interesting view. It may be an opportunity for advertising.
    • Public transportation - future directionp Transit oriented developments
    • Recent case studies in Abu Dhabi on the implementation of public transportation
    • Abu Dhabi sector upgrades Abu Dhabi Municipality - sector public realm upgrades pg Main features:  50 packages – 15 year programme  Programme just commenced  Two packages with Atkins - EB11 and W52  Roads, PT, drainage and public realm enhancements.
    • Khalifa port and industrial zone frameworkKhalifa port and industrial zone framework Abu Dhabi Ports Company  Masterplanning and infrastructure design frameworkframework  15 year programme  Area A 15km2 infrastructure design and construction in progress  Area B 30km2  Area B masterplanning commenced Area B masterplanning commenced  Passenger and freight rail connectivity.
    • Al Maryah Island development Main features:  New development as an extension to Central Business DistrictDistrict New financial centre, Cleveland Clinic, 5 Star hotels and residential districtdistrict Roads, pedestrian and marine access as well as LRT and BRT systemssystems Phase 1 - detailed design and site supervision (of 150,000m2) substantially completesubstantially complete  Phase 2 – Bridges 3, 4,10 and 11 (50,000m2) being tendered.
    • Abu Dhabi bus stations Department of TransportDepartment of Transport Main features:  Six stations in Abu Dhabi Six stations in Abu Dhabi Emirate  Design substantially Design substantially complete and construction commenced  Connectivity to metro, LRT and taxi stands through pedestrian links.pedestrian links.
    • Key benefits of multimodal transport:  Economic success - easy access to jobs, goods and services stimulates h d d i y p the economy and attracts and encourages investment  Social benefits – travel in safety and comfort to work, social events and Social benefits travel in safety and comfort to work, social events and recreation improves quality of life  S stainabilit less traffic congestion poll tion and carbon emissions Sustainability - less traffic congestion, pollution and carbon emissions leading to a healthier environment and less impact on climate change  City image and reputation - efficient public transport enhances the city’s attractiveness and ranking as a modern habitable destination.
    • For more information contact: Dr Ghassan ZiadatDr Ghassan Ziadat ghassan.ziadat@atkinsglobal.com