Transit Planning

1. z
TRANSIT
PLANNING
CHAPTER 5.1 & 5.2

2. z Introduction
 Transit Service provide mobility and accessibilities in communities of all sizes.
 Transit service carry volumes of TRIPS that could not be handled efficiently by
other modes of transportation especially TO and FROM major activity centres
such as Central Business District (CBD).
 Large cities are liveable and desirable places to live in part due to HIGH Capacity
transit systems. Example: Kuala Lumpur.
 TRANSIT recognized as element of Liveability and Economic progress.
 Intermodal integration is important policy
 TODAY’S COMPREHENSIVE TRANSIT PLANNING - Concept of seamless travel-
in time, space, fares and information – through coordinated planning of modes and
application of new technology.

3. z Ownership and Governance
 LOCAL AGENCY
 Some transit agencies owned by Government.
 The benefits: planning, design, and operation are locally controlled and better
integrated with other municipal functions, ie: land use planning.
 Disadvantages: stronger budget competition
 Malaysia example: MPPG etc
 TRANSIT AUTHORITY DISTRICT
 Common Model. These agencies created by Act of state legislatures.
 Task – operating major transit systems. Examples: Rapid Transit
 Example: LTA Spore, APAD MALAYSIA

4. z Ownership and Governance
 COOPERATIVE ARRANGEMENT
 The need for coordinated and integrated service favors a single agency model for
providing transit in a metropolitan area.
 Several organizations forms – to allow multiple operators in a region to cooperate
and provide integrated service.
 PRIVATIZATION
 Many cities introduced changes in organizational structure, management style,
and labor relation to capture positive aspects in private (competitive) contracting
while balancing the need for public oversight and advancement of social goals.

5. z
CLASSIFICATION OF TRANSIT MODES
AND THEIR COMPONENTS
 Transit modes defined by their RIGHT of WAYS, TECHNOLOGIES and
OPERATION CHARACTERISTICS.
 Definition ROW: Travel way or strip of land on which the transit vehicles
operate
 CLASSIFICATION OF TRANSIT MODES & COMPONENTS
 (1) RIGHT OF WAYS – In most cases ROW interact with transit technologies
and influenced the type of service, costs, and performance characteristics of
a transit mode.
 There are 3 BASIC categories of Right of Ways (ROW):

6. z
ROW Category A
 Category A is defined as a physically separated and fully access
controlled ROW without intersection or legal access by other vehicle
or person.
 Also referred to as “ grade separated” , “private” , “exclusive” ROW
 These exclusive path can be designed with alignment on aerial
structures in tunnel, or at grade with physical separation from other
travel flows.
 Refer figure 5.1
1ST CHARACTERISTICS - ROW

7. z
Figure 5.1 – LRT, MRT, Monorail, High
Speed Rail & etc

8. z
Haramain High Speed Rail
 The Haramain high-speed railway (also known as
the Western railway or Mecca–Medina high-speed
railway.
 453-kilometre-long (281 mi) high-speed rail line
in Saudi Arabia. It links the Muslim holy cities
of Medina and Mecca via King Abdullah Economic
City, using 449.2 kilometres (279.1 mi) of main line
and a 3.75-kilometre (2.33 mi) branch connection
to King Abdulaziz International Airport (KAIA),
in Jeddah.[
 The line is designed for a top speed of 300 km/h
(190 mph).
 Construction on the project began in March 2009,
was officially inaugurated on 25 September
2018,[ and opened to the public on 11 October 2018.
 The railway is expected to carry 60 million
passengers a year, including around 3-
4million Hajj and Umrah pilgrims,
 helping to relieve traffic congestion on the roads. It
does not connect with the Mecca Metro.
 On March 31, 2021 the first trip to Madinah was
launched and the operations between Makkah and
Madinah will resume after they were postponed from
March 20, 2020 due to the COVID-19 pandemic.[8]

9. z

10. z
 Category B – Includes ways that are longitudinally separated from other traffic
BUT are subject to traffic controls at intersection.
 Longitudinally physically separated by curbs, barriers, grade separation from
other traffic.
 Pedestrian may also cross the ROW in some locations.
 Refer Figure 5.2
ROW Category B

11. z
Figure 5.2 - Tram

12. z
ROW Category C
 Category C is represent transit operating on streets in mixed traffic.
 It is the lowest cost and least impacting alternative, but because transit vehicle
movement is dependent on the flow of general traffic, category C offers the lowest
service performance.
 In some cases category C may be improved by incorporating transit priority
elements such as QUEUE JUMP LANES ( short lanes enables transit vehicles to
move past areas of congestion to more easily access intersection) and TRANSIT
SIGNAL PRIORITY (enabling transit and emergency vehicle to hold green lights at
intersection or truncate red lights).
 As the degree of separation between CATEGORY C to CATEGORY A, the
performance (SPEED, CAPACITY and RELIABILITY ) of the transit system
improves BUT INVESTMENT COST also increase

13. z 2nd CHARACTERISTICS - TECHNOLOGY
 TECHNOLOGY – Transit modes technology refers to the PHYSICAL
COMPONENTS OF VEHICLES and GUIDEWAYS.
 A vehicle or consist, a term that represents one or more vehicle coupled
together, is the key supply –side unit of analysis. There are 4
FUNDAMENTALS technological components:
 1- SUPPORT – vertical contact between the vehicle and riding surface that support
the vehicle weight. Most commonly vehicles are supported with rubber (pneumatic)
tires on pavement or by steel wheels on sted rails
 2- GUIDANCE MECHANISM- Vehicles guided on its way. Buses and other
highway vehicle are steered by driver while rail and other transit vehicle using fixed
guideways are guided by their travel way and special guidance wheel.

14. z
 3- PROPULSION SOURCE AND TRANSFER OF TRACTIVE FORCE – transit
vehicles powered by internal combustion engine, usually diesel or electric motors.
CNG, HYBRIS vehicles, MAGNETIC force to accelerate the vehicle. Example:
HSR
 4- VEHICLE CONTROL – Determining speeds and maintaining longitudinal
spacing between vehicles/consist is the final technology component.
Vehicle/consist may be controlled manually subject only to driver’s judgement.
Manually subject to fail-safe signal system or with varying level of computerized
control or feedback to maintain spacing (such as automated vehicle locater
system common on BRT routes). FULLY AUTOMATED, DRIVERLESS
VEHICLE/CONSIST have programmed computer controlled acceleration, braking
and stopping. AUTOMATED vehicle/consist can only be used in CATEGORY A.

15. z 3rd CHARACTERISTICS - TYPES OF SERVICE
1- By Types of Routes and Trip Served- Short Haul, City Transit
and Regional Transit
2- By Stopping Schedule- Local, Accelerated (Skip –stop,
Zonal) and Express Service
3- By Time of Operation and Purpose- all Day, Regular Service,
Peak Hour Service or Commuter Transit and Special Service
for irregular events (public meetings, sport events & etc)

16. z
 Transit service can operate with different STOP patterns.
 Lines that serves all stops/station defined as LOCAL service
 SKIP STOP Service –vehicles stops different station or predetermined basis to
provide higher operating speed and shorter travel time.
 EXPRESS SERVICE STOP – only a few stations along a line. Usually operating
same path as LOCAL service.
 Hours of operation is the final distinguishing operational characteristics of transit
service. Regular transit usually operates for 16 to 18 hours per day.
 Commuter transit operates only in peak hours, serving highly directional travel.
 Irregular or Special Transit service operates only during special event or emergency
situation.

17. z
 Transit service technology is often most popular aspects of
transit system, people usually know about bus system, tramway,
rapid transit , metro and etc
 Among 3 Characteristics, ROW is the most important elements.
 ROW determine performance and cost relationship of the transit
modes
 Refer Figure 5.3

18. z Figure 5.3Right-of-way categories and generic classes of transit modes

19. z
URBANIZATION
 Urbanization is the transition from a
rural to an urban society.
Statistically, urbanization reflects an
increasing proportion of the
population living in settlements
defined as urban, primarily through
net rural to urban migration. The level
of urbanization is the percentage of
the total population living in towns
and cities while the rate of
urbanization is the rate at which it
grows (UNFPA 2007). Urban mobility
problems has increased
proportionally, and in some cases
exponentially, with urbanization since
mobility demands are concentrated
over a specific area.

20. z
Demographic trends resulted from global
urbanization
 Natural increase. The outcome of more births than deaths in urban areas, a direct function of
the fertility rate as well as the quality of healthcare systems (lower mortality rates, particularly for
infants). Phases in the demographic transition are commonly linked with urbanization rates.
Although natural increase played an important role in the past, it is of much lesser importance
today as fertility rates in many developed economies have dropped significantly, in some cases
like Western Europe, Japan and South Korea below replacement rate.
 Rural to urban migrations. This has been a strong urbanization factor, particularly in the
developing world where migration accounted between 40 and 60% of the urban growth. Such a
process has endured since the beginning of the industrial revolution in the 19th century, first
in the developed world and then in the developing world. The factors behind urban migrations
are numerous and may involve the expectation to find employment, improved agricultural
productivity which frees rural labor or even political and environmental problems where
populations are constrained to leave the countryside.
 International migration. The growth in international migration has been an important factor in
the urbanization of major gateway cities, such as Los Angeles, Miami, New York, London and
Paris. This process tends to take place in the largest cities, but there is a trickle down to cities of
smaller size.

21. z
Levels of urban spatial structure.
 Centralization. Refers to the setting of
activities in relation to the whole
urban area. A centralized city has a
significant share of its activities within a
defined center while a decentralized city
does not. Large employers such as
financial institutions are the main
drivers of centralization.
 Clustering. Refers to the setting of
activities in relation to a specific part
of the urban area. A cluster of
activities is therefore a concentration
around a specific focal point, which tend
to be transport infrastructures such as a
highway interchange, a transit terminal
or a smaller town that has been
absorbed by the expansion of the
metropolis

22. z
THANK
YOU