Metro Route Research Articles

Are citizens of Delhi willing to stop using private vehicles for their daily office commute in order to reduce air pollution and related ailments? A protocol for a contingent valuation study

Background: Increased vehicular traffic is associated with higher levels of air and noise pollution which in turn causes high morbidity and mortality. Governments, including Delhi have invested high amounts in setting up and running public transport systems in order to rationalize road usage and limit vehicles on road. This study proposes to assess the willingness of the citizens to give up their private vehicles in favor of public transport and will provide specific policy recommendations.Methods: This study will be conducted in Delhi/NCR along the Delhi metro route. A systematic review and cross-sectional community survey will be carried out to meet the study objectives. Data will be captured through computer aided personal interviews (CAPI) using contingent valuation methods (CVM). This study will provide information on the perceptions and attitudes of commuters towards the current public transport system and the economic value placed by them on private transportation and provide an estimate of the welfare gain associated with it. Specific objective wise outputs have been framed. This will be the first study using contingent valuation methods (CVM) in a similar setting in India.Conclusions: The result will provide an evaluation of the public transport system of Delhi NCR from a user perspective. The willingness to pay values will provide a monetary value to the health benefits arising from shift from private to public modes of transport along with workable models of interventions for policy makers.

Evaluation of Metro Lines with Swarm Intelligence Approach

Metro lines, which have become one of the most important transportation routes for today's cities, require long design and implementation processes. Their design load is mostly due to detailed engineering calculations, have to expand to meet the needs of the ever-increasing population. The behavior of slime moulds to find the shortest path they use to reach the food source has inspired models created specifically to test the accuracy of highway routes. The hypothesis of this study is that the swarm behavior of slime moulds and the routes they follow may produce the same or similar results as the existing metro lines. In this research, an answer was sought to the question of whether a metro line designed with an approach based on swarm intelligence could be compatible with the existing line. The paper aims to develop a model that guides the design processes of metro lines by using swarm intelligence and shortest path finding strategies of slime moulds in a computational model. In the model, slime moulds were represented by multi-agent systems. The metro route was produced by the model using the station locations on an existing metro line selected as the study area. The agent-based simulation model was developed in the Grasshopper Physarealm plug-in environment. In the first stage of the model, a numerical model was created using the data and parameters of an existing metro line. In the second stage, the simulation was carried out to create a new route by preserving only the station locations of the existing metro line. Finally, the existing metro route and the route developed with the simulation model based on the intelligent agent behaviour in the digital environment were compared by overlapping. The results show that the route created by slime moulds only to reach the food is almost the same as the currently designed metro line. Topography data is ignored in the model. It is seen that the model developed by using metro design criteria is an important decision support aid for designers in determining metro routes.

A route analysis of metro-bikeshare users using smart card data

Few studies have analyzed individuals’ travel route characteristics in the integrated metro and bikeshare network. Taking Nanjing, China, as a case study, this paper analyzes the combined travel route of metro-bikeshare users based on three-week metro- and shared bike smart card data. The smart card data provides both boarding/borrowing and alighting/returning location and time, which makes it possible to trace each combined mode user’s actual metro routes. By assuming that the bike routes are the shortest paths between a specific OD pair from smart card records, we extract the combined metro-bikeshare travel routes of each user by using a metro route reconstruction method. The results show that over 60% of the metro-bikeshare users, most of whom are youth adults (18–35 years old), only occasionally use this mode. Further, the spatial and temporal characteristics of the combined metro-bikeshare travel routes are analyzed visually across different age groups. We find that most of the combined metro-bikeshare routes concentrated on Metro Line 2 with different cycling access/egress routes; however, the routes mostly travelled by different age groups are significantly different. Young adults are mainly distributed in suburban and exurban areas. Adults are more likely to be metro-bikeshare commuters, with travel routes usually passing through the central area of the city. Besides, the routes mostly travelled by the elderly are longer than those by other groups, and highly coincide with the routes mostly travelled by adults during the rush hours. Finally, relevant policy implementations are proposed in conjunction with metro-bikeshare users’ travel route characteristics.

Engineering geology and geotechnical characterization of Tabriz Metro Line 2, Iran

The present study was performed in order to determine the engineering geology and geotechnical details of soils and rocks along Tabriz Metro Line 2(TML2) by using the information and raw data which were acquired by borehole drilling and all field and laboratory tests in the study area. The minimum and maximum depths of the boreholes were 15 and 40 m, respectively. The results of their analysis revealed that geologically, the areas of metro route, mainly formed by alternating layers of claystone, siltstone, marl, and conglomerate, covered mainly by the alluvial deposits and in addition to older, dextral, strike-slip North Tabriz Fault (NTF) which is a major and most important geological structure of Tabriz area, there are also many minor and generally young and seismically active faults. The results of investigation on the groundwater depth in boreholes of TML2 also indicated that the groundwater depth varies between 1.5 and 30 m, along the route of metro. Eventually, based on the standard penetration test values (N-SPT), it was revealed that soils of the western parts of TML2 are in the group of dense to very dense, the central parts are in the group of very dense (Bazaar area) and dense (Fahmideh area), and the eastern parts are very dense. And finally the results achieved from determining groundwater sulfate values according to Concrete Code of Iran (CCI) indicated that the amount of soluble sulfate in the soil is mild to extremely high. Accordingly, the amount of sulfate increases from the western to the eastern parts. So that, this value is between 200 and 26,500 ppm. Based on these studies, the average of sulfate in the western, central and eastern parts is, respectively, 1118, 1275 and 4840 ppm. Thus, the groundwater in the east part is highly aggressive, and deterioration of concrete lining of the tunnel is expected in the near future.

Does Rapid Transit and Light Rail Infrastructure Improve Labor Market Outcomes?

Public transit has often been proposed as a solution to the spatial mismatch hypothesis but the link between public transit accessibility and employment has not been firmly established in the literature. Los Angeles provides an interesting case study – as the city has transformed from zero rail infrastructure before the 1990s to a network of 103 Metro stations in 2016 consisting of subway, light rail, and bus rapid transit servicing diverse neighborhoods. I use panel data on tracts, treating route placement as endogenous, which is then instrumented by the distance from the centroid of each tract in LA to a hypothetical Metro route. Overall, I find proximity to Metro stations increases labor force participation and employment for residents, which is robust to using both a binary and continuous measure of distance. Additionally, I find evidence that increased job density in neighborhoods near new transit stations is contributing to the employment increase.

Android Based Nagpur Metro Route Navigator

Android Based Nagpur Metro Route Navigator

Understanding Preferences of Delhi Metro Users Using Choice-Based Conjoint Analysis

Metro trains have emerged as a sustainable and cost-effective solution against environmental concerns and productivity losses caused by road traffic congestion. Understanding commuters’ needs and preferences are essential for promoting and providing metro services. In this work, we survey a group of Delhi metro commuters to study their metro convenience preferences. Using mixed-method analysis, we identify the factors that contribute to commuters’ convenience through stated preference valuations obtained from a survey (368 valid responses). These factors are a combination of metro route attributes (boarding/de-boarding stations and line interchanges) shaped by commuter experiences associated with safety concerns, last-mile connectivity, and their perceptions of travel time, crowdedness, and getting a seat. Based on our findings, we discuss the implications these preferences and perceptions have on user experience with the Delhi metro. We then propose design guidelines to enhance the existing Delhi metro app to improve user experience with metro train service.

Incorporating Smart Card Data in Spatio-Temporal Analysis of Metro Travel Distances

The primary objective of this study is to explore spatio-temporal effects of the built environment on station-based travel distances through large-scale data processing. Previous studies mainly used global models in the causal analysis, but spatial and temporal autocorrelation and heterogeneity issues among research zones have not been sufficiently addressed. A framework integrating geographically and temporally weighted regression (GTWR) and the Shannon entropy index (SEI) was thus proposed to investigate the spatio-temporal relationship between travel behaviors and built environment. An empirical study was conducted in Nanjing, China, by incorporating smart card data with metro route data and built environment data. Comparative results show GTWR had a better performance of goodness-of-fit and achieved more accurate predictions, compared to traditional ordinary least squares (OLS) regression and geographically weighted regression (GWR). The spatio-temporal relationship between travel distances and built environment was further analyzed by visualizing the average variation of local coefficients distributions. Effects of built environment variables on metro travel distances were heterogeneous over space and time. Non-commuting activity and exurban area generally had more influences on the heterogeneity of travel distances. The proposed framework can address the issue of spatio-temporal autocorrelation and enhance our understanding of impacts of built environment on travel behaviors, which provides useful guidance for transit agencies and planning departments to implement targeted investment policies and enhance public transit services.

UNDERGROUND AND ELEVATED METRO RAIL

The metro rail frameworks are high-limit open vehicles which are by and large observed in urban territories. Checking out the urban vehicle situation in Indian urban communities, this is the full length investigation of the Rapid metro rail framework in India. As of late the metro rail has come up as a favored option of mass vehicle in urban spaces looked with developing populace, high vehicular traffic, and expanded contamination. Metro Route Maps are made according to traffic study and assessed in precise way by utilizing GIS, Global Mapped and discover most brief doable courses. Focusing on the complexities of development setting up, Indian practice with those of its universal counterparts. There are steady advantages to the monetary specialists like government, private transporters, travelers, overall population and untalented workers. This Study focus on significant exercises for future foundation ventures. While the metro rail framework has excitingly improved it’s between city networks. This investigation of metro rail clarifies the essentialness and outcome of raised and underground metro rail in India. KEY WORDS: Metro rail, vehicle, travelers, urban, population

BASES OF THE CONCEPT OF A COMBINED GROUND METROPOLITAN IN DNIPRO FROM A TUNIS EXPERIENCE POSITION

Purpose . The authors developed a specific version of the combined ground metro in the city of Dnipro based on the Tunisian experience in creating and operating this type of transport. Methodology. To achieve this goal, the authors analyzed the experience of creating lines of various types of light rail transport, in general, and ground-based metro in particular. The features of the types of light rail transport in Greece, Germany, the Russian Federation, as well as the light metro of the city of Tunisia were determined. The advantages and disadvantages of land and aboveground lines are analyzed. Findings . After analyzing the foreign experience, it was found that the basic option for the combined ground metro is metrotram. For the city of Dnepr a ground metro route has been developed, in which solutions from several varieties of ground metro have been used. This made it possible, first of all, to take into account the peculiarities of the city, its topography and urban solutions, and at the same time to minimally violate the already existing complex transport system. The route of the ground metro from the rounabout on the Igor Sikorsky street to the. Labor reserves street, Topol-3 estate, the originality of which lies in the fact that some of it is based on alienated territories and out-of-operation railway line. Originality. The basics of the combined ground metro concept in Dnipro developed from the point of view of the Tunisian experience and the rationale for this concept determine new results in the field of urban transport, in particular, the changed patterns of passenger traffic. Practical value. The development of a promising ground-based metro route using the Tunisian light rail and light rail experience, as well as the Ukrainian high-speed tram experience, will create a transport network that greatly simplifies passenger transportation in the Dnipro.

New interglacial deposits from Copenhagen, Denmark: marine Isotope Stage 7

During a pre‐site survey and construction of a new metro route and station in Copenhagen, fossiliferous organic‐rich sediments were encountered. This paper reports on multidisciplinary investigations of these organic sediments, which occurred beneath a sediment succession with a lower till, glacifluvial sand and gravel, an upper till and glacifluvial sand. The organic sediments were underlain by glacifluvial sand and gravel. The organic‐rich sediments, which were up to 0.5 m thick, accumulated in a low‐energy environment, possibly an oxbow lake. They were rich in plant fossils, which included warmth‐demanding trees and other species, such as Najas minor, indicating slightly higher summer temperatures than at present. Freshwater shells were also frequent. Bithynia opercula allowed the sediments to be put into an aminostratigraphical framework. The amino acid racemization (AAR) ratios indicate that the organic sediments formed during Marine Isotope Stage 7 (MIS 7), which is consistent with optically stimulated luminescence dating that gave ages of 206 and 248 ka from the underlying minerogenic deposit. The assemblages from Trianglen are similar to interglacial deposits from the former Free Port (1.4 km away) in Copenhagen, except that Corbicula and Pisidium clessini were not found at Trianglen. The presence of these bivalves at the Free Port and the ostracod Scottia tumida at Trianglen indicates a pre‐Eemian age. AAR data from archived Bithynia opercula from the Free Port were almost identical to those from Trianglen, indicating that the two sites are contemporary. We suggest the Trianglen interglacial be used as a local name for the MIS 7 interglacial deposits in Copenhagen. MIS 7 deposits have rarely been documented from the region, but MIS 7 deposits may have been mistaken for other ages. The use of AAR ratios in Bithynia opercula has a great potential for correlation of interglacial non‐marine deposits in mainland northern Europe.

Network-based transportation system analysis: A case study in a mountain city

In order to characterize the structural features of public transportation systems (PTSs) in mountain cities, this paper systematically examines the robustness of urban transportation networks in Chongqing, a famous inland mountain city in China, and reveals the community feature of mobility patterns of residents. First, according to the transportation information (i.e., bus route data and metro route data) in Chongqing, three static network models, i.e., a bus network, a metro network, and a bus-metro transit network, are proposed based on the spaces L and P. More specifically, as a multiplex network, the bus-metro transit network is modeled for depicting the coupled structure between the bus network and the metro network. By analyzing the attack tolerance of transportation networks under the condition of different attack patterns, we find that the inter-layer coupling between the bus network and the metro network can improve the robustness of an urban transportation system. Furthermore, the community structure of mobility patterns of residents is revealed based on passenger information (i.e., smart-card data) of the metro system, which is caused by the regionalization of residential areas in a mountain city. Experimental studies above can provide guidance for the design and optimization of a PTS.

Natural and technogenic components of megalopolis magnetic field

Magnetic storm influence becomes more and more interesting for people. In this article we describe measurable magnetic field data from different megalopolis regions and from the underground passenger transport on the Kyiv city example. There were five observation points evenly situated among the city, and one metro route with direct and reverse direction movement. Collected information shows general situation with magnetic noise in populous cities. Smartphones are very popular today so we have used one of them as a budget magnetometer in our research.

Study & analysis of an urban bus and metro route using vissim simulated data

Study & analysis of an urban bus and metro route using vissim simulated data

Performance analysis of an urban bus and metro route using commuter survey & traffic data

Performance analysis of an urban bus and metro route using commuter survey & traffic data

An Analysis of the Annual and Seasonal Trends of Air Quality Index of Delhi

The Air Quality Index (AQI) is an index for reporting daily air quality. A study on the annual and seasonal variations of Air Quality Index over a period of 9 years (1996-2004) based on daily averaged concentration data of criteria air pollutants has been conducted for Delhi. An attempt has been made to quantify the changes in the AQI on annual and seasonal (winter, summer, monsoon and post monsoon) basis for 9 years. Measurements for the seven monitoring sites (Nizamuddin, Ashok Vihar, Shahzada Baug, Shahadara, Janakpuri, Sirifort and ITO) in Delhi were analysed and trends were also compared amongst these sites. Maximum Operator Function method was used to compute the Air Quality Index of the above areas and percentage variations in different severity class is discussed which provides in depth analysis of the trends. The best air quality was depicted by Shahzada Baug followed by Shahdara, both of these were classified as industrial areas indicating that policy measures relating to the industries in the city during past years have helped in improving the air quality. The air quality in other areas have improved slightly in the span of nine years but still remains critical indicating continued rigorous efforts in this direction. Increased traffic density seems to have resulted into the worst air quality at ITO in the city amongst all the monitoring stations. There is a shift for the worst AQI in the city from winter to summer season in a time span of these nine years. Change of season for worst AQI from Winter to Summer may also be likely due to increased photochemical reactions playing major role with change in the nature of emissions imposed due to different control measures such as CNG implementation, significant shift to LPG in domestic sector etc. calling for a detailed study, those which started after the year 2000. After the year 2000, there is a significant increase in the Nitrogen-dioxide (NO(2)) concentration at all stations. ITO which has shown continuous exponential increase in pollution levels has first time showed a declining AQI trend in the year 2004 and one of the contributing factors could have been the Delhi metro (initiated in 2002) passing through congested neighbouring areas causing traffic decongestion here. In general, the areas which are farthest from metro route viz., Siri-fort, Nizamuddin, Janakpuri etc. did not record declining AQI in 2003 onwards as happened with stations closer to Metro route such as Ashok Vihar and ITO. An attempt has been made to quantify the reasons that lead to the changes in the values of the AQI.

Finite element analysis for the twin metro tunnel constructed in Ankara Clay, Turkey

The paper presents the geotechnical properties along the route of the 9,325 m twin tunnel metro route in the Greater Municipality of Ankara. Convergence measurements taken during tunnel construction are presented and discussed. In addition, the convergence of the twin metro tunnels was analysed by means of a 2D plane strain finite element (FE) analysis. The FE model estimations and the field measurements are compared.

Model for Estimating Increased Ridership Caused by Integration of Two Urban Transit Modes

A simple, practical tool based on integration (basically, shortening) of competing bus and minibus transit services is provided for estimating increased ridership on metro lines. A simple model is developed to estimate the increased ridership in the metro line of Istanbul, Turkey (7.9 km long and being extended), caused by integration with bus and minibus transit lines, and the benefits related to the intermodal integration are presented. To estimate the effectiveness of the integration action, ridership information in all modes before and after the integration was gathered and analyzed. It was found that the ridership-over-capacity (RoC) ratio in the metro lines was quite low (0.28) before the integration. On December 24, 2001, a partial integration was deployed by the bus operator of the metropolitan city when 11 bus and three minibus routes were integrated to the metro, which yielded significant increase in RoC (56%). The study also considered possible options for the development of a full intermodal plan. In this regard, existing bus and minibus transit lines were examined, and 33 bus and three minibus routes were recommended for integration. It was found that such integration would increase RoC from 0.28 to 0.76 without any significant increase in operating cost. Also, the city and private bus and minibus operators would save an estimated of $4.8 million a year from cuts in operating these services along the metro route. It was also estimated that the integration would lower the amount of bus traffic in downtown Taksim and Mecidiyeköy by approximately 25% and 38%, respectively.

Grouting applications in the Istanbul metro, Turkey

The first stage of the Istanbul metro construction was conducted in sandstone and mudstones of Carboniferous age. On the basis of Lugeon tests, the rock mass permeability was found to be in the range of 10 −5–10 −7. Since, no waterproofing system was placed in between the primary support and the final lining to maintain the imperviousness during operation of the subway, the cracking of the concrete lining and water inflow problems, such as leakage through the repair, dripping and surface moisture caused difficulties for the operation of the metro system. In order to overcome these problems, three different contact grouting methods, repair grouting and chemical grouting works were carried out. Regarding homogeneity of the grout take, labor and time-dependency of the equipment, the most successful results were obtained from one of the contact grouting types and repair grouting. Chemical grouting works yielded unsatisfactory results. Moreover, alteration, fracture spacing, groundwater and excess excavation properties of the rock mass were investigated in comparison with the contact grout take. The comparison between these properties and the grout take indicates no close relationship, and the grout take values are found to be affected mainly by the labor of grouting and excavation. In addition, in order to improve the rock mass along the metro route, consolidation grouting works were conducted. However, grouting works with the use of Portland cement conducted in the rock mass of very low permeability do not yield successful results.

Safety systems in underground tunnels of the Bilbao metro

A centralised system of active and passive measures protects the tunnels of the Bilbao Metro against possible incidents that might affect passengers and installations. Despite the system being centralised, response levels are scaled so that action may be taken from the control cabinet of each piece of equipment or incident point, from the nearest station or from the general command centre. The Bilbao Metro route is basically Y-shaped to adapt to the longitudinal shape of the valley of the river Nervion between the city centre and the sea. Each branch provides a service to one of the riverbanks while the common section serves Bilbao's commercial and financial centre with an extra prolongation beneath the medieval quarter and the outlying towns upstream. Except for the branch along the right bank of the river, the entire Metro route runs underground. Tunnels and stations are rock bored and are located as close to the surface as the overlying buildings will allow. Service frequency is 5 min on each branch, which means that the shared section receives trains every 2.5 min each way. Some wide-ranging risk scenarios have been taken into account and include water getting unexpectedly into tunnel low points, fires with or without smoke, the need to evacuate a train from a point in a tunnel roughly equidistant from the two nearest stations and the loss of general lighting levels. The fire fighting systems are probably the most interesting as regards safety control. Tunnels and stations were designed so that the detection of fire, either through the verification of rising temperatures or the production of smoke, is automatic, the signal being received at the command centre and in the nearest stations. The system is designed to bring into operation three ventilation chambers, each one equipped with two ventilators with the capacity to move 90 m3/s, in suction/blowing and an automatic blower gate with a chimney connecting to the exterior. Studies were based on the premise that platforms should be evacuated in less than four (4) minutes, even when two packed trains arrive almost simultaneously at the station, and that absolutely everyone should be in a safe place at street-level in less than (10) minutes. The way the system works is simple enough. Once the incident has been detected the closest ventilation chamber begins to function in suction mode, while the two chambers located on either side function in blow mode. The idea is to limit the route of the smoke and hot air to the closest ventilators while clean air is blown towards the evacuation routes. Every year the Bilbao Metro stages a simulacrum of a fire with real smoke to check the suitability of the system installed. Each simulacrum involves a train with volunteers that are stopped in the middle of a tunnel and from which the passengers are evacuated in conditions similar to those of a genuine incident. Ventilation to maintain air quality is another especially important system. The system activates automatically when the temperature or the presence of solids in suspension exceeds certain thresholds. The suction system is located at one end of each station, and as well as the ventilators it is equipped with a system of filters to ensure that the air coming into the atmosphere does not contain particles that have been produced in the tunnel. (A). Reprinted with permission from Elsevier. For the covering abstract see ITRD E124500.