Light Rail Transit Project Research Articles

경전철 노선의 서비스가용도 목표값 설정을 위한 정량적 예측모델에 관한 연구

경전철 민자사업에서는 서비스 품질에 대한 핵심성과지표(KPI)로서 승객관점에서의 서비스가용도가 사용된다. 그러나 국내 경험이 부족한 서비스가용도는 목표 값 설정 시 많은 논쟁이 발생되어 왔다. 서비스가용도 목표값은 시스템 사양서 및 운전운영계획에 반영하기 위하여 프로젝트 초기단계에 설정되어야 한다. 따라서 본 논문에서는 경전철 프로젝트 초기단계에서 합리적으로 달성 가능한 서비스가용도 목표 값을 설정하기 위하여 서비스가용도를 정량적으로 예측할 수 있는 예측모델을 개발하였다. 또한 서비스가용도 목표 값 설정 시 가장 많이 비교되는 열차 정시성을 이론적으로 모델링하여 서비스 가용도와 열차정시성과의 관계와 차이점을 분석하였다. The Service Availability (SA) in the viewpoint of passenger is used as the key performance indicator (KPI) of quality of service in Light Rail Transit (LRT) Public-Private Partnerships projects. But there are many disputes on the target value of SA because of the lack of experience in SA. The target value of SA should be set at an early stage of the project to be specified on the system specifications and operation plan. Therefore, this paper developed the quantitative prediction model of SA to set the reasonably achievable target value of SA at an early stage of the LRT project. Also this paper analyzed the relationship and differentiation of SA and Train Punctuality (TP) that is mostly compared with SA.

Development of a life cycle cost estimate system for structures of light rail transit infrastructure

In recent years, the need and demand for the construction and utilization of light rail transit have been on the rise in Korea. As light rail transit construction projects have typically been promoted as Build–Transfer–Lease (BTL) projects, the private companies involved need to perform economic feasibility analysis by estimating life cycle cost (LCC) quickly and accurately. The success of a project greatly depends on the accurate analysis of the initial investment cost from the stages of design through construction, operating cost for the stages of operation and maintenance, and profits from operation. While such an LCC analysis requires a variety of experience with construction projects, a significant base of performance data and related expertise, Korean companies have no experience in the field of light rail transit construction, and the operating data is meager. With a lack of experience and data, the parties involved with light rail transit construction projects have come up with diverse costs estimates based on highly inaccurate data. Accordingly, it is urgent that there is a method to support the parties involved with light rail transit projects, particularly the private companies taking responsibility for investment in and operation of the light rail transit. This research aims to estimate the approximate construction cost of light rail transit structures (e.g. bridge, tunnel, etc.) and to develop an economic feasibility analysis system for light rail transit structures taking LCC into account based on the already calculated cost in order to support a reasonable decision-making process in relation with light rail transit construction projects. To estimate construction cost, major factors that have a great influence on the construction cost of the structure were first selected, and then a database for each unit cost was built. Using the system, a user can automatically calculate the construction cost by selecting the structure type and the engineering technique. For the LCC analysis, research of the literature was conducted, and based on the research an LCC analysis procedure and model was determined. In addition, by reviewing the uncertainty factors and the cost classification system appropriate for the construction of a light rail transit structure, the LCC analysis algorithm was written. Using the algorithm, LCC analysis of a bridge for a light rail transit was conducted to verify the feasibility of the algorithm that can provide information used for major decision-making, based on which private companies can determine whether or not to participate in a light rail transit construction project. This research has its own significance, both as a system to estimate construction cost for a light rail transit project based on diverse information, and as a system to analyze economic feasibility for LCC prediction.

Assessment of Washington Avenue Bridge across the Mississippi River in Minneapolis, Minnesota, for Central Corridor Light Rail Transit

Retrofit of the iconic Washington Avenue Bridge is proposed for the incorporation of light rail over the Mississippi River, a critical link in the 11-mi Central Corridor Light Rail Transit (CCLRT) Project connecting St. Paul and Minneapolis, Minnesota. The structure is a unique double-decker bridge carrying an upper-level pedestrian deck with an enclosed walkway and a lower-level vehicular deck with two roadway lanes in each direction. The CCLRT Project proposes to replace one roadway lane in each direction to accommodate the light rail transit. Considered nonredundant and fracture-critical, the existing superstructure consists of dual girder-floorbeam-stringer-type framing with two noncomposite and independent reinforced concrete decks. The retrofit proposes the installation of four new longitudinal trusses constructed within the existing superstructure cross section and a new full-width composite deck. Designed to match the stiffness of the existing girders, the new trusses effectively convert the existing dual two-girder system into an eight “girder” composite superstructure. Built in 1965, the bridge incorporated innovations new to the bridge industry at the time of original construction, namely, the use of high-strength quenched and tempered steel. Advanced analysis of the structure was performed to meet the following project goals: (a) provide a functional structure for its proposed usage including light rail, (b) provide a redundant superstructure, (c) provide a structural system reliable against fatigue and fracture, and (d) provide a structure that meets load and resistance factor design criteria for a 75-year design life.

Process Management in Public Transit Planning

This paper analyzes a policy-making process and discusses the role of policy process management in a public transit project. There has been no well-organized public transit planning done by local government in Japan, mainly because there is no national program for statutory local public transit planning in Japan. The Toyama light rail transit (LRT) project is one of the exceptional cases in which a local government has tackled local public transit planning. The planning process in this project is unveiled through intensive interviews with local stakeholders. The focus is on the framing recognized by the stakeholders. First, the process is classified into four phases. Next, stakeholder behaviors, the main agenda, the framework recognized by the stakeholders, and meetings in each phase are analyzed. The policy process management of the Toyama city government is examined, and the factors influencing the successful introduction of LRT are discussed from the viewpoint of policy management. In summary, three factors are involved: technology and topography, financial resources, and policy process management. Well-organized policy process management contributes to smooth consensus building; in this case, the process manager made the best use of the technological and topographical and financial factors and consequently guided the stakeholders to a consensus. Finally, the lessons learned from the Toyama LRT case are discussed. The following key factors, each of which influences the policy-making process, are described: appropriate vision setting and strong leadership, meeting management, viewpoint shift under certain constraints, the involvement of experts, and the framing arrangement vis-à-vis individual negotiation.

Los Angeles, California, Metro Green Line

The Los Angeles, California, Metro Green Line opened for service in 1995 and was immediately branded by critics as the “line to nowhere” because it did not directly serve the central business district or any other major activity center. It was located close to the Los Angeles International Airport but did not quite reach it. The line was located close to the principal Amtrak north–south rail corridor between Los Angeles and San Diego, California, but did not quite reach that. In fact, the line was so controversial in 1995 that the television program 60 Minutes did an exposé of the Los Angeles Metro System and specifically identified the project as an example of poor planning and management. Despite these criticisms, the Metro Green Line has been surprisingly successful in attracting relatively high ridership during its first decade of operation. Average weekday boardings on the Green Line have grown from 13,600 to more than 37,000 per day. Many Green Line riders use the line as a feeder route to the heavily used Metro Blue Line, which directly serves downtown Los Angeles and Long Beach, California. This connection seems to have benefited both lines, and during the past decade, Blue Line ridership has more than doubled from 39,600 to 80,400. Further extensions of the Green Line are now being considered as a part of Los Angeles transit plans. Perceived failures of the original project are reviewed and some of the reasons for the relatively high levels of ridership growth on the line are explored. The overall theme of the paper concerns light rail transit projects that serve nontraditional markets.

A GIS-based approach for the screening assessment of noise and vibration impacts from transit projects

Urban transportation projects are essential in increasing the efficiency of moving people and goods within a city, and between cities. Environmental impacts from such projects must be evaluated and mitigated, as applicable. Spatial modeling is a valuable tool for quantifying the potential level of environmental consequences within the context of an environmental impact assessment (EIA) study. This paper presents a GIS-based tool for the assessment of airborne-noise and ground-borne vibration from public transit systems, and its application to an actual project. The tool is based on the US Federal Transit Administration's (FTA) approach, and incorporates spatial information, satellite imaging, geostatistical modeling, and software programming. The tool is applied on a case study of initial environmental evaluation of a light rail transit project in an urban city in the Middle East, to evaluate alternative layouts. The tool readily allowed the alternative evaluation and the results were used as input to a multi-criteria analytic framework.

Designing Bus Rapid Transit for Light Rail Transit Convertibility

This paper focuses on considerations that should be included in the design of a busway–bus rapid transit (BRT) facility for future conversion from BRT to light rail transit (LRT). A selection of BRT and LRT projects in North America and overseas were reviewed to assess the current industry practice in relation to BRT conversion to LRT. Most BRT projects reviewed for this study contain some provisions for future conversion to LRT. However, other than the current project to convert the downtown Seattle, Washington, transit tunnel, no known conversions from BRT to LRT have occurred. Design elements that should be considered when the cross section for a project is determined include vehicle type (LRT, bus, guided bus) and the operational configuration (barrier separation, mixing of buses with general-purpose and high-occupancy vehicle traffic, etc.). Finally, the construction activities required for conversion depend on whether the BRT system was designed and constructed to include provisions for LRT. Such activities can involve modification to both the main line and stations. If no provisions for LRT were part of the busway design and construction, the cost of conversion can be significantly higher due to the need for more extreme modification or total reconstruction of structures and other facilities.

Designing Bus Rapid Transit for Light Rail Transit Convertibility: Introduction for Planners and Decision Makers

This paper focuses on considerations that should be included in the design of a busway-bus rapid transit (BRT) facility for future conversion from BRT to light rail transit (LRT). A selection of BRT and LRT projects in North America and overseas were reviewed to assess the current industry practice in relation to BRT conversion to LRT. Most BRT projects reviewed for this study contain some provisions for future conversion to LRT. However, other than the current project to convert the downtown Seattle, Washington, transit tunnel, no known conversions from BRT to LRT have occurred. Design elements that should be considered when the cross section for a project is determined include vehicle type (LRT, bus, guided bus) and the operational configuration (barrier separation, mixing of buses with general-purpose and high-occupancy vehicle traffic, etc.). Finally, the construction activities required for conversion depend on whether the BRT system was designed and constructed to include provisions for LRT. Such ac...

Assessing Transit Changes in Columbus, Ohio, and Sacramento, California

This paper compares the changes experienced by transit systems in two state capitals of similar size: Columbus, Ohio, and Sacramento, California. Over the past two decades, Sacramento added a light rail transit (LRT) starter line and experienced significant ridership growth on its multimodal rail and bus system, while Columbus remained all-bus and experienced a decline in patronage. Reasons underlying the divergent performances of these two systems are analyzed and discussed. It is concluded that, in Sacramento, willing political leadership took good advantage of a one-time opportunity for federal funding to build an LRT starter line; that adding LRT made transit more visible and effective and encouraged voter approval of additional local operating and capital funding; and that all of this resulted in a synergy that attracted more riders to the total LRT and bus transit system and led to extension of the rail system to a third corridor in 2003. Although planning for LRT was begun in Columbus during these same years, a serious interruption in the flow of local funds hampered transit development, required cuts in bus service, and prevented development of that region's planned LRT line. Columbus currently has an LRT project in preliminary engineering, and recent reports suggest a consensus to proceed may be emerging.

Design of Los Angeles's Marmion Way Corridor Light Rail Transitway

The Marmion Way Corridor portion of the Metro Gold Line Light Rail Transit Project is unique. It is part of the City of Los Angeles's Historic Preservation Overlay Zone within the residential Highland Park neighborhood. Highland Park is centrally located within a larger northeastern portion of Los Angeles that has a population of 300,000, of whom approximately 40% are living at or below poverty level.

Planning for the First Light Rail Transit System in Korea: Jeonju Light Rail Transit Project

Pursuing a low-cost, yet modern, high-quality, medium-capacity transit system to improve their transit services, several Korean cities have opted for automated guided transit systems. Yet in 1999 the city of Jeonju decided to introduce a light rail transit (LRT) system not only to improve its transit services but also to improve living conditions, expand business activities, and increase livability. The initial study was performed in 1999, and the preliminary engineering study was completed in 2001. The project is now into the final design leading up to construction. The system consists of a network of two independent lines 24.92 km long with 46 stations and is planned to operate mainly on the street median with a separate right-of-way. The project will be financed and operated by the public sector according to the Public Investment Inducement Act. The first line is scheduled to open in 2008 and the second line in 2010. Numerous issues and elements should be considered for successful project implementation because Korea has no experience in building an LRT system. Although the project seems to be going well, opposition from local organizations has been encountered. The history of the Jeonju LRT system is presented. The system features are described, including network alignment, projected ridership, and financing. Major elements considered and issues encountered during the planning process are also discussed.

Karachi light rail transit: a private finance proposal

Light Rail Transit (LRT) systems have emerged as an attractive form of public transport both in industrialised as well as developing countries. This paper reviews the implementation mechanism of LRT projects proured by private finance, through Build Operate Transfer (BOT) type concession contracts. A case study approach is used to model an actual LRT project. The case study analysis shows that the uncertainty factor could be converted to monetary terms and the process would enhance ability of the decision makers to have a better understanding of the consequences of risks.

Politics and technical uncertainty in transportation investment analysis

Cities often opt for rail transit even when agency evaluations conclude that other alternatives are superior in performance and efficiency. The choice of light rail transit (LRT) in Sacramento, California serves as a case study. When adjustments are made for overstated assumptions and irregular manipulations of data in the Sacramento evaluation, the LRT project is somewhat inferior on all technical grounds to other proposed alternatives. This article asks why a local decision was made to pursue the light rail option. The LRT choice is examined in the broader context of government structure and decision-making, earmarked state and federal funding, and local planning. It is shown that local decision makers have broad economic and social concerns that are not incorporated into standard technical evaluations, and that they are provided with highly uncertain projections, especially for ridership. Not surprisingly, local politicians were skeptical of the technical evaluations and weighed local values and strategic funding factors heavily in their decision. While we do not advocate porkbarreling, we believe that the choice of LRT, to the extent that it reflected legitimate local concerns, was valid. We suggest improvements in transit evaluation methods and observe that the 1984 changes in UMTA evaluation procedures appear to consider uncertainty correctly and to include local political support in a meaningful way.