RAIL URBAN PROJECTS: A WAY FOR IMPROVING PUBLIC TRANSPORT PATRONAGE

1. RAIL URBAN PROJECTS: A WAY FOR IMPROVING PUBLIC TRANSPORT PATRONAGE Conference theme A: Design and Innovation of Competitive Public Transport to foster Patronage Dr. Rocío Cascajo Prof. Andrés Monzón

2. City centre’s liveable conditions deteriorated Introduction Increase of motorised mobility Congestion in urban areas Cycle of urban decline  unsustainable transport schemes

3. Users choose to travel by car More cars create more traffic More traffic jams Reduced speed, efficiency and benefits of ground PT Less PT supply Decline in the use of PT Residents leave urban areas and scatter Life in urban districts becomes less pleasant More air pollution, noise, accidents Access to urban business districts become more difficult Jobs move out of urban areas to outer suburbs Introduction: The cycle of urban decline

4. Balance between economic, social and environmental issues  Minimise negative impacts produced by transport Improve PT patronage Introduction Towards a sustainable urban transport

5. Rail urban projects Sustainable mobility + urban population growth  great development of trams, metros and light rail systems overall the world

6. Case studies (I) METRO Lyon Madrid Vienna Manchester Valencia Stuttgart Tyne&Wear TRAM/ LIGHT RAIL SYSTEM S-BAHN (Suburban Rail)

7. Line of project studied Principal main line station 5 Km. distance Other lines of network Central area = Z1 Case studies (II)

8. Case studies: LYON • Main effects: • Some transfer form PV to the metro • High level of mobility and accessibility • Integrated network • Changes in land uses by zones • Bus network reorganisation • LINE D (driverless): • Construction phase: 1984 – 1992 • In operation since: 1992

9. Case studies: MADRID • Main effects: • Improvement of intermodality • Redistribute effect • Demand increase • Improvement in the network connectivity Metro line 6, from Ciudad Universitaria to Laguna; 6 stations, 7 km, in operation since 1995

10. Case studies: MANCHESTER • METROLINK (phase 1): • In operation since: 1992 • Main effects: • aumento de la oferta y la competitividad del TP: servicio fiable, con alta frecuencia, eficiente, mejorando el acceso al centro de la ciudad • Improvement in the image of the city

11. Case studies: STUTTGART • Main effects: • Less congestion in road network • Improvement in the PT supply, PT competitiveness increase, rise in the users demand • Travel time savings and improvement in accessibility • Development of residential and industrial areas • Extension of the S-Bahn line S1; 16 Km. length and 6 new stations. • In operation since: 1992

12. Case studies: TYNE & WEAR • Construction of the metro network until 1991, total length 55.5 Km. • In operation since: 1980 (1st phase), 1984 (2nd phase) and 1991 (airport extension) • Main effects: • Increase in PT trips • Decrease of radial trips in private vehicle • Reduction in the average travel time in the PT network • Improvement in the accessibility to urban centres

13. Case studies: VALENCIA Tram line 4, 9.7 km, in operation since 1994. Effects: • Increase in the users demand • network effect: increase in the metro network connectivity • Improvement in the urban quality • Improvement of the public transport image

14. Case studies: VIENNA Effects: • Some tram lines were removed • Pedestranisation of some streets • Urban regeneration along the line • Increase in the number of trips in the corridor • Modal shift in favour of PT • Improvement of the accessibility Central stretch of the metro line U3, 14 stations and 8.2 Km. In operation since 1991.

15. Improvements of PT patronage: Impact assessment Based on the methodology adopted in TranSEcon (5FP-EU). The impact of the project corresponds to the relative variation of the value of the indicator for scenario with project (WS) and its value for the reference scenario (RS).

16. Indicators for measuring benefits • 2 groups of indicators: • mobility and trip behaviour: quantify the effect of the project on transport demand • Number of PT trips per day and O-D • Number of private transport trips per day and O-D • PT passenger-km per day and O-D • Private transport passenger-km per day and O-D • time savings: measure the impact of the new project on time savings • Average trip travel time on the PT network, in minutes • Average trip travel time on the road network, in minutes

17. Results: mobility and trip behaviour

18. Results: mobility and trip behaviour • Lyon: uniform improvement of the mobility and trip behaviour indicators, around a 5% between scenarios. Increase in PT trips and the number of passenger-Km. in PT network, whereas trips in private vehicle and the number of vehicle-km decrease. • Madrid: small increase of trips and passenger-km in PT (less than in Lyon), and decrease of trips in private vehicle by 3%. • Manchester: increase in the use of PT (4% growth in PT trips and 8% increase in passenger-km in PT). Insignificant reduction in the use of private vehicle (less than 1%). • Stuttgart: improvements on PT patronage in the new line corridor: 25% trips and 36% pax-km

19. Results: mobility and trip behaviour • Tyne and Wear: highest increase in PT trips (around 40%): new metro network. Clear reduction in the use of private vehicle. • Valencia: 40% increase in PT passenger-km due to the connectivity with the metro network • Vienna: 47% increase in PT passenger-km and also the highest reduction in the number of trips in private vehicle  the construction of the metro line U3 and its accompanying measures have produced the most important enhancements in terms of mobility and trip behaviour, thus improving the public transport patronage.

20. Results: time savings

21. Results: time savings • Global reduction of travel time thanks to the implementation of the urban rail projects in all the case studies. • The highest time savings in public transports services correspond to Stuttgart, whereas Vienna presents the maximum time savings in the road network. It means that the improvement in public transport patronage is also beneficial for car users.

22. Key factors in the success of urban rail systems • Introduction of integrated ticketing in the PT system (Lyon, Madrid, Valencia) • Construction of Park and Ride facilities (Manchester, Tyne&Wear and Vienna) • Restriction of car parking in city centres (Lyon, Madrid, Stuttgart, Tyne&Wear and Vienna) • Modern image offered by the new generation of light rail systems contribute to an urban regeneration (Valencia, Vienna) • Pedestrianisation of streets (Vienna)

23. Conclusions (I) • Some management policies (frequent services, integrated ticketing, and security) and some transport policies (PT integration, provision of Park & Ride facilities and car parking restrictions) are very important in order to increase the patronage of public transport. • Rail transport systems have great potential to improve modal split in urban areas, and they produce long term effects on mobility patterns improving sustainability standards. • Tram and metro projects should be integrated in urban transport policy packages: synergy effects on the whole city

24. Conclusions (II) • The success of urban rail systems is influenced by many factors and policy measures  the integration of transport policies with urban, socio-economic and environmental policies benefits more than isolated policies • New trams can induce urban regeneration processes with mobilisation of economic resources  improvement of commercial activities and the quality of life in the area