1. PREPARED BY (Group 1B) :
Jawdat Khader
Khaled Eyad Almusa
Munther Fuad Al Qutob
SUPERVISED BY:
ARCH. Sarinaz Suleiman
H E A V Y R A I L
U R B A N P L A N N I N G

2. The Figure shows cars, buses, taxis, train… We are trying to model individuals:
-Who appear to behave sometimes in irrational, chaotic or emotional ways
-Who are driven by habits (change takes time!)
-Who learn and adapt (specially under worsening conditions)
Predicting their collective behavior through models is never easy. That is why we do not have “to educate them”, but rather:
-Observe their behavior and search for their “logic bubble”
-Ask their opinions and find out about their perceptions
2
Urban Transportation
Sources: https://ocw.mit.edu/courses/urban-studies-and-planning/11-540j-urban-transportation-planning-fall-2006/lecture-notes/1a.pdf

3. Transportation System Evolution with Urban Area Growth
Sparce Settlement Small City Medium City Large City
Travel by individual vehicles. Addition of arterials and public
transport services.
Introduction of semirapid transit. Addition of freeways and rapid
transit.
3Sources: Urban Transit Systems and Technology. Vukan R. Vuchic
Copyright 2007 John Wiley & Sons, Inc. ISBN: 978-0-471-75823-5 / Page 56

4. R a i l t r a n s p o r t
Train Tram
A tram is also a rail borne mode of transportation designed
to travel short distances on streets in the city and runs
along public urban streets
Along a road, sharing the road with other modes of
transportation
Mostly to cover short distances
In general, train is longer than tram
In general, for passengers.
Same level as the road
A train is a mode of transportation but they run on specially
laid tracks of iron rails and is generally used for long
distances; a train usually runs outside city limits
A separate track from road generally laid outside the limits
of city
Mostly to connect long distance cities etc
In general, train is longer than tram
Both passengers and goods
A few inches above the ground
Definition
Track
Purpose
Length
Meant for
Track level
Sources: http://www.differencebetween.info/difference-between-train-and-tram
4

5. ELECTRICHYBRIDSLUG STEAMGASOLINEDIESEL
Experimental diesel-
powered locomotives
were first built just
after World War I. In the
1940s, they began to
displace steam power
on American railroads.
Following the end
of World War II, diesel
power began to appear
on railroads in many
countries.
Additionally use a
battery. Here, the
battery acts as
a temporary energy
store, allowing, e.g.,
the implementation
of regenerative
braking and
switching off of the
hydrocarbon
engine when idling,
or stationary.
A slug or drone
locomotive is a non-
powered unit attached
to a diesel-electric
locomotive to provide
additional traction and
braking capability. The
slug has traction
motors but no engine.
In the 19th century
the first railway
locomotives were
powered by steam,
usually generated by
burning wood, coal, or
oil. Because steam
locomotives included
one or more steam
engines, they are
sometimes referred to
as "steam engines.
Gasoline locomotives
have been produced
since the early 1900s.
supplied externally with
electric power, either
through an overhead
pickup or through a third
rail. While the capital
cost of electrifying track
is high, electric trains
and locomotives are
capable of higher
performance and lower
operational costs than
steam or diesel power.
Locomotives by their s our c e of ener gy
Sources: https://en.wikipedia.org/wiki/Locomotive
5

6. INTRODUCTION
Transitmodes
CATEGORIES/TYPES
(Paratransit modes)
BASIC CHARACTERISTICS GENERIC CLASSESINDIVIDUAL MODES
C
B
A
Right-of-way
categories
Shuttle bus
Regular bus
Express bus/street
Trolleybus
Streetcar/tramway
Street transit
Bus rapid transit
Light rail transit
AGT shuttle
Semirapid transit
Technology
Automated guided transit
Light rail rapid transit
Rubber-tired rapid transit
Monorails
Rail rapid transit/metro
Regional rail
Rapid transit
Local
Accelerated
Express
Types of service
Cable car
Cog railway
Funicular
Aerial tramway
Ferryboat
Hydrofoil
Specialized transit
DETERMINANT FACTORS
Separation from
other traffic
Highway: driver-steered
Support
Guidance
Propulsion
-Motor/engine
-Traction
Control
Rubber-tired: guided, semiguided
Rail
Special
Line length
Type of operation
Trips served
Short-haul
City
Regional
The list is not exhaustive. Sources: Urban Transit Systems and Technology. Vukan R. Vuchic
Copyright 2007 John Wiley & Sons, Inc. ISBN: 978-0-471-75823-5 / Page 47-52
Locomotives by their s our c e of ener gy
Transit Mode Definition, Classification, and Characteristics
6

7. H E A V Y R A I L
Rapid Transit
Subway
Metro
Mass Rapid Transit (MRT)
Underground / Tube
High passenger capacities and frequency of
service, and (usually) full grade separation from
other traffic (including other rail traffic). It is often
known as "heavy rail" to distinguish it from light
rail and bus rapid transit.
7
The system in London uses the terms
"underground" and "tube".
The term "subway" is used in many American
systems as well as in Glasgow and Toronto
In most parts of the world these systems are known
as a "metro" which is short for "metropolitan".
Many systems in East and Southeast Asia such
as Taipei and Singapore are called MRT
Sources: "Rapid transit". Merriam-Webster. Retrieved 2013-07-31. / UITP (2011). "Recommended basic reference for developing a minimum set of standards for voluntary use in the field of urban rail, according
to mandate M/486" (PDF). Retrieved2014-02-16. / "Glossary of Transit Terminology" (PDF). American Public Transportation Association. Retrieved 2013-07-31

8. Examples of Heavy Rails Around the World
8
New York City Subway
t h e m o s t s t a t i o n s
Union Station in
Washington
The London
Underground
o l d e s t m e t r o s y s t e m
The Shanghai Metro
l o n g e s t m e t r o s y s t e m b y r o u t e l e n g t h
Beijing Subway
t h e h i g h e s t r i d e r s h i p
Moscow Metro
t h e b u s i e s t i n E u r o p e
The Hong Kong MTR
h i g h c a p a c i t y r a p i d t r a n s i t n e t w o r k
Cairo Metro
f i r s t o f o n l y t w o f u l l - f l e d g e d m e t r o
s y s t e m s i n A f r i c a
Pictures Sources: (All the Pictures from Wikipedia) https://en.wikipedia.org/wiki/List_of_metro_systems / https://en.wikipedia.org/wiki/New_York_City_Subway /
https://en.wikipedia.org/wiki/Union_Station_(Washington,_D.C.) / https://en.wikipedia.org/wiki/Cairo_Metro

9. Vehicles Rights-of-Way Locations and facilities Bus garages and rail yards
Control systems Intelligent Transportation System (ITS) Power supply systems Transit route or transit line
Transit System Components
Physical components of the transit systems are generally
classified into the following items
9
Vehicles or cars are referred to collectively as the fleet
for any mode and rolling stock for rail vehicles. A transit
unit (TU) is a set of vehicles traveling together; it may
be a single vehicle unit or a train with several coupled
vehicles.
Ways, travel ways, or rights-of-way may be common
streets and roads, reserved lanes (designated only),
exclusive lanes (physically separated), transit streets,
bus ways (grade-separated roadways for buses only),
tracks in roadways, on partially or fully controlled ROW
at grade, above grade (embankments and aerials), or
below grade (cuts and tunnels).
Locations and facilities at which vehicles stop to pick up
and drop off passengers can be of several types. Stops
are locations along streets with simple facilities (signs,
shelters, etc.). Stations are usually facilities below, on,
or above ground for passengers and system operation.
Terminals are end stations of major transit lines.
Transfer stations serve more than one line and provide
for passenger interchange among them. Multimodal
transfer stations are served by several modes
Bus garages or depots and rail yards are
buildings or areas for vehicle storage. Shops are
facilities for vehicle maintenance and repair.
Control systems include electric, computer and other
electronic equipment for vehicle detection,
communication and signals, as well as central control
facilities.
Intelligent Transportation System (ITS) is a broad set of
devices, facilities, and processes that utilizes computer
and other electronic technology devices for control and
efficient operation of transportation systems. In transit
systems, ITS is used mostly in the monitoring and
control of TU operations, in fare collection and control,
collection of statistical data, and passenger information
systems.
Power supply systems on electrically powered modes
consist of substations, distribution cables, catenary or
third-rail structures, and related equipment.
Transit route or transit line is a designated set of
streets or separated rights-of-way that transit
TUs regularly serve. The term ‘‘route’’ is
commonly used for buses and ‘‘line’’ for rail
modes and for sections on which several routes
overlap; but the two terms are sometimes used
interchangeably. The collection of all routes /
lines in a city is its transit network.
Sources: Urban Transit Systems and Technology. Vukan R. Vuchic
Copyright 2007 John Wiley & Sons, Inc. ISBN: 978-0-471-75823-5 / Page 53

10. Functional Placement of Rail Stations
10Sources: H. A. Kivett and K. Peterson,
Rail Station Compendium, Parsons Brinckerhoff, 1995

11. Single line
The single-line structure
characterizes the smaller
systems, and there are quite
a number of them.
Radial network
This is the most common type
of structure. The system is
usually developed step by step
over decades by continuing to
add lines oriented to the
traditional business core.
Grid
Structural Concepts
There really is only one type of heavy rail transit,
although there are multiple variations regarding the
separate elements. Indeed, the physical structure of
the networks of all forms of rail transit— heavy, light,
or hybrid—follows the same patterns.
A grid system with multiple
(approximately) parallel lines
crossing each other at many points
is a theoretically advantageous
pattern since it provides good
access to many districts, and
efficient transfers can be made
without everybody going through the
center.
11Sources: Urban Transportation Systems Choices for Communities, Sigurad Grava, Page:555-558

12. Circle line
This structure distributes patrons
efficiently toward their destinations
without causing them to be delayed in
the center, serves a large business
core with internal linkage, and
interconnects long-distance terminals.
Peripheral loops
In this structure,
segments of a
circle, or lines
running on a
partial ring around
the center and
intercepting radial
lines, provide a
distribution and
transfer function,
but this layout is
not very common.
Parallel lines
The concept is not quite
absurd, and one of the
objectives of automated
guideway transit is to achieve
exactly this type of
individualized service on a
mass transit mode.
The networks take many forms, and each of
them has been generated specifically for any
given city, usually incrementally over many
years, to respond to the needs and capabilities
of its service area. Nevertheless, some
general structural concepts can be identified.
12Sources: Urban Transportation Systems Choices for Communities, Sigurad Grava, Page:555-558

13. Transit system characteristics
System
performance
Level of service
(LOS)
Impacts Costs
Refers to the entire set of
performance elements, the most
important being:
Service frequency (ƒ)
Operating speed (Vo)
Reliability
Safety
Line capacity (C)
Productive capacity (Pc),
Productivity
Utilization
The overall measure of all service
characteristics that affect users.
LOS is a basic element in
attracting potential users to the
system.
Performance elements
Service quality (SQ),
Price
The effects transit service has on
its surroundings and the entire
area it serves. They may be
positive or negative.
Short-run impacts
Long-run impacts
Usually divided into two major
categories: investment (or capital)
costs are those required to
construct or later make permanent
changes in the physical plant of
the transit system. Operating
costs are costs incurred by regular
operation of the system
Transit service is the system as seen by its actual
and potential users. Transit system characteristics are classified in four categories.
Sources: Urban Transit Systems and Technology. Vukan R. Vuchic
Copyright 2007 John Wiley & Sons, Inc. ISBN: 978-0-471-75823-5 / Page 53-55 13

14. PROS and CONS
PROS
1. Dependable
2. Better Organised
3. High Speed over Long Distances
4. Suitable for Bulky and Heavy Goods
5. Cheaper Transport
6. Safety
7. Larger Capacity
8. Public Welfare
9. Administrative Facilities of Government
10. Employment Opportunities
CONS
1. Huge Capital Outlay
2. Lack of Flexibility
3. Lack of Door to Door Service
4. Monopoly
5. Unsuitable for Short Distance and Small Loads
6. Booking Formalities
7. No Rural Service
8. Under-utilized Capacity
9. Centralized Administration
Sources: http://www.yourarticlelibrary.com/geography/transportation/advantages-and-disadvantages-of-railway-transport/42134/
14

15. Review of the
Evolutionary Steps
o f a n u r b a n t r a n s p o r t s y s t e m i n a
g r o w i n g s e t t l e m e n t , f r o m a t o w n t o a
l a r g e c i t y
Sources: Urban Transit Systems and Technology. Vukan R. Vuchic
Copyright 2007 John Wiley & Sons, Inc. ISBN: 978-0-471-75823-5 / Page 65 15

16. Possible Basic Station
Configurations
Sources: Urban Transit Systems and Technology. Vukan R. Vuchic
Copyright 2007 John Wiley & Sons, Inc. ISBN: 978-0-471-75823-5 / Page 65 16

17. Light - rail
c apac ities are
lower than heav y

18. TWO WAYS TO
BUILD A NEW RAIL
The first is to build some or all of the line at ground level,
sharing streets with motor vehicles and pedestrians. (Light
rail)
The second is to completely separate the lines from streets,
either by elevating them above street level or tunnelling
underground. ( Heavy rail)
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 18

19. L I G H T R A I L V S . H E A V Y R A I L
- Costs more.
- Higher capacity. ( the name of heavy)
- which are built in exclusive rights of way, usually elevated or
in subways.
HEAVY RAIL
- Costs less.
- Lower capacity.
- including lines that sometimes run in or cross city streets.
LIGHT RAIL
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 19

20. On average, the nation’s heavy-rail lines carry almost five
times as many passenger miles per route mile as the nation’s
light-rail lines.
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 20

21. TO BE
FAIR…
Thus, a 27.432m light-
rail car has just 7
percent more floor
space than a 22.86
heavy-rail car.
Heavy-rail Light-rail
15.24 m to 22.86
Wide
3.048m
2.7432
Doors on
each side 43
24.384m to 28.956mLength
Wide
Doors on
each side
Length
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

22. Trains running in city streets can be no longer than the length of a
city block; otherwise they would obstruct traffic every time they stop.
A typical light-rail car is a little more than 90 feet long.
City Block
heavy-rail lines can run trains as long as the platforms at each
station. Longer trains mean more capacity.
Platforms
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 22

23. TO BE FAIR…
A 22.86m Washington Metro car typically has 68 seats and is rated for 136
standees (but comfortably accommodates only about half that many).
A 28.0416m Portland light-rail car has 64 seats and is rated for 100 standees
(but comfortably accommodates only a fraction of that number).
Washington Metro Portland light-rail
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 23

24. - Outside of some Asian cities, railcars never come close to those numbers as people will simply wait
for the next train or stop riding transit before crush conditions are reached.
Asia
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 24

25. 25
Automobile ads imply that if you buy an expensive car, your family
will love you, your friends will respect and envy you, and you will be
more attractive to the opposite sex.
Rail advocates argue that if city officials agree to build expensive rail
lines, their residents will vote for them, other cities will respect and
envy them, and their cities will be more attractive to new businesses
and jobs.
V I S I O N
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

26. 26
Cost vs. Capacity
Rail transit is not about moving people if cities choose low-
capacity systems. Rail transit is not about efficiency if cities
choose high-cost systems.
Hybrid
between light
and heavy rail
They have the cost disadvantage of heavy rail and
the capacity disadvantage of light rail—the worst of
both.
Speed
run at slower, light-rail speeds.
Short
they are building short platforms and purchasing short
trains.
Traffic
They are elevating or tunnelling to keep rail systems
separated from traffic.
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

27. THE DRAWBACK OF HIGH-CAPACITY RAIL
27
x1
x8
X4
Ground level
Range from $15 million to over $100
million per mile.
Underground rail
Two to four times more expensive than the
elevated rail
Elevated rail
Two to four times as much
to build per mile as ground-
level rail
COST
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

28. The effectiveness of new
rail transit systems when
autos and buses are
potentially faster, far
more convenient, and
most important, far less
expensive than rails. In response, rail advocates often claim that
special circumstances require high-capacity
trains that can move more people in less space
than cars or buses on highways and streets.
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

29. Where to draw the line
between a rail project that
mak es s ens e and one that
does not?
Ask whether user fees will cover the costs of
operating and maintaining, if not building, the rail
lines. Most rail advocates reject profitability as an
appropriate criterion for deciding whether to build
new rail projects.
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

30. Look at cost-effectiveness—that is, to determine
if rail transit is the least-cost way of achieving the
benefits it supposedly produces. Especially in the
case of high-cost, low-capacity rail systems, but
also in the case of most light-rail and even many
heavy-rail projects, buses are likely to be far
more cost-effective than trains. Congress
requires transit agencies to evaluate cost-
effectiveness as a part of the process of seeking
federal funding for new rail transit projects.
Where to draw the line
between a rail project that
mak es s ens e and one that
does not?
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

31. NEW PROPOSAL
Building new rail transit lines, is almost always a
mistake. Putting the same amount of money to use in
relieving congestion for everyone by undertaking such
projects as coordinating traffic signals and building
high-occupancy toll lanes adjacent to crowded
highways would produce far greater benefits.
Alternatively, providing the same transit capacity with
buses instead of trains would cost far less.
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

32. Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 32
- They usually compare heavy-rail trains running at full capacity with cars on freeway lanes
operating at average capacity.
Heavy trains
( Full C apac ity )
Freeway lines
( Aver age C apac ity )

33. HEAVY RAIL CAPACITY
33
- Rail car manufacturers sometimes estimate much higher capacities; for example, some light- and
heavy-rail cars in the Federal Transit Administration’s National Transit Database are rated at holding
225 standees.
1
Rail advocates commonly claim that a single rail line can move
as many people as an 8- or 10- lane freeway.
2
A more valid comparison reveals that high-capacity rail at its
peak can move more people than cars, but low-capacity rail
cannot..
3
A typical light- or heavy-rail car has about 50 to 70 seats and
enough standing room to hold no more than a total of 150
people at levels of crowding that most Americans or Europeans
would consider comfortable.
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

34. NEXT STEP
- Assuming a capacity of 150 people per
railcar.
- As 150 times the maximum number of
cars per train times the maximum
number of trains per hour (Table 1).
- Capacity of a rail line = People
capacity per car (150) * Max No of
cars * Max No of trains/h
A Simple Equation
Capacity of a Rail line
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit

35. H R T F a c t o r s A f f e c t i n g
C a p a c i t y
35
Time between
trains
Operating speeds
between stations
Allowance for temporary speed restrictions
(frequency and duration)
Acceleration/decel
eration rates for
trains Station dwell times
Train length and
station platform
length
Time for passenger
entry/exit
Times for door
opening/closing
Source: Rail Capacity Improvement Study for Heavy Rail Transit Operations

36. H R T F a c t o r s A f f e c t i n g
C a p a c i t y
36
Vehicle design
and door
configurations
Equipment
reliability
Electrical
power
substation
rating
Train control
system
Electrical
power pickup
Ability to single
track
operations for
service
recovery
Source: Rail Capacity Improvement Study for Heavy Rail Transit Operations

37. SPEED

38. 38
H I G H S P E E D
High-speed rail has different definitions in different countries. According to the International Union of Railways:
The European Union defines high-speed rail as lines specially built for speeds greater than or equal to 250 km/h/155
mph, or lines that are specially upgraded with speeds greater than 200 km/h or 124 mph.
The U.S. defines high-speed differently. Emerging rail has speeds of 90 to 110 mph; Regional rail has speeds of 110
to 150 mph; and Express rail has speeds of at least 150 mph.
Source: High-Speed Rail in Europe and Asia: Lessons for the United States

39. HIGH SPEED RAIL
Source: High-Speed Rail in Europe and Asia: Lessons for the United States 39
DEDICATED MIXED HIGH-SPEED MIXED CONVENTIONAL
FULLY MIXED
Japan’s Shinkansen France’s TGV Spain’s AVE Germany’s ICE
There are four major types of high-speed rail:

40. Source: Rail Capacity Improvement Study for Heavy Rail Transit Operations 40
Length of route
Longer routes will lead to
longer trip times. HRT
systems operate shorter
routes closer to the city
centre,
Junction and
interchange station
design
If passengers need to
change from one line to
another to reach their
destination, the connection
time is part of the total trip
time.
Number of stations
Related to the distance
between stations and the
length of the route. Each
station requires dwell time for
boarding and detraining of
passengers. Total trip time for
trains is increased with the
number of stations.
Distance between
stations
Far apart, spend considerable
time walking to final destination. If
stations are spaced too close,
trains will spend much of their time
starting and stopping rather than
running at top speed. It is
common for stations to be spaced
closely in dense downtown areas,
and stations are more spread out
away from the city centre.
Passenger
perception/accepta
nce of delay
The way passengers
perceive delay can affect
their overall trip experience.
Regardless of actual trip
time,

41. URBAN
DEVELOPMENT

42. Source: Urban Development: Shaping a Better Future with People 42
Six key issues of
focus
Urban
reconstruction
Development of
core
infrastructure
Better
residential
environment
Sound urban
management
Low-carbon
cities
Disaster-
resistant city
development
Shaping a
Better Future
with People

43. 1 2 3
3 TYPES OF PEOPLE
Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 43
PROMOTE
WINNERS
FEW PEOPLE
LOSERS
SUCCESS FAILS
POLITICIANS
Everyone else loses because resources
that could have improved transportation
for everyone were spent on a few
people.
The winners are naturally very grateful for
their gains and lobby hard to promote rail
transit.
claim that crowded railcars prove that a
new line is a success, so more lines
should be built. In fact, all crowding
proves is that planners chose the wrong
technology for moving people.

44. Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 44
WINNERS
The contractors who engineer, design, and
build rail lines and railcars.
LOSERS
The taxpayers who pay for them.
WINNERS
The property owners whose land is next to
highuse rail stations.
R A I L ’ S
P O L I T I C A L
A D V A N T A G E
Except in very large, high-density urban areas, the
only thing rail transit can do that buses cannot is
cost lots of money. That extraordinary spending on
obsolete transit technology allows government to
pick winners and losers.

45. Source: The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit 45
WINNERS
The people who happen to both live and
work next to a rail station, or who are willing
to adjust their lives to do so,
WINNERS
and systems with low capacities can only
have a few .
LOSERS
all other property owners.

46. PLANNING MODES CITERIA
Source :
Trip Purpose and
Clientele
Geographic Coverage Carrying Capacity Speed
Reliability Safety and Security Costs Achievement of a Superior
Built Environment
46

47. Why Heavy Rail
High Capacity and Low
Space Utilization
Efficiency of Urban
Patterns
Avoidance of Surface
Congestion
Mechanical Efficiency and
Energy Conservation
No other service can transports
many passengers on a single
track or lane during an hour or
a day, the rights-of-way are
relatively narrow, or the track
does not occupy surface space,
being placed above or below
grade level
Heavy rail, again more than any
other mode, has the ability to
influence and shape land use
and activity locations,
enhancing the utility of all
properties around it.
Because of complete grade
separation and exclusive rights-
of- way, metro operations stay
clear of traffic jams on streets
and highways ,and trains can
move unimpeded by the usual
urban constraints.
A steel wheel rolling on a steel
track requires very little energy
to maintain motion, since
friction is at a minimal level,
Thus, the consumption of
energy is as low as possible.
Sources: 47

48. Why Heavy Rail
Speed and Quality of
Ride
Environmental Quality Safety and Reliability Durability
On an open and well-
maintained track, electric trains
can achieve speeds in excess
of 100 mph (160 kph)
Since all metro operations use
electrical power, they emit no
air pollution
More so than any other rail-
based system, metro service is
contained within its own
exclusive network of track age,
over which complete control
can be maintained
The systems and their elements
have to be robust, and they are
usually built to last. Anything
that is fragile is likely to be
quickly damaged and destroyed
under the stresses of rapid
railroad operations
48

49. P R I N C I P L E S
Community
Visioning
Serving Mobility
Needs of The
Community
Protecting Community
Identity and Character
Linking Community
Regional Facilities
Creating Public Open
Spaces and Plazas
Utilizing Traditional
Development Patterns
Provide a Mix of
Complementary Land
Use
Integrating New
Development
Allow Increased Land
Use Intensity
Urban Guide Lines and Planning Principles
Organizing
Preparing
Designing
Implementing
49

50. S e r v i n g M o b i l i t y N e e d s
o f T h e C o m m u n i t y
Providing transportation mode designed to complement
existing mobility options Which Established already.
The system should create seamless transfer to the
local mobility networks, Station design should establish
connections with bus routes
Urban Guide Lines and Planning Principles
50

51. P r o t e c t i n g C o m m u n i t y
I d e n t i t y a n d C h a r a c t e r
Integrating into existing urban environment without
interfering with the character of the local communities,
alignment routing and station design should reflect the
character of the community through sensitive use of local
material and finishes ample protection and buffering or
sensitive community resources, and appropriately
scaled station architecture.
Urban Guide Lines and Planning Principles
51

52. L i k i n g C o m m u n i t y
R e g i o n a l F a c i l i t i e s
A successful light rail system and stations must provide
mass transit access to numerous regional facilities. As
part of the corridor planning process. Activity centers
and community facilities should be identified and
provided with transit access where feasible
Urban Guide Lines and Planning Principles
52

53. C r e a t i n g P u b l i c O p e n
S p a c e s a n d P l a z a s
Heavy rail Stations are unique public Investments in
communities. Stations represent permanent infrastructure
Investments and should be designed as important public
spaces. Where appropriate. stations should provide
public places for gathering to reinforce the civic role of
the transit station in the community.
Urban Guide Lines and Planning Principles
Sources: 53

54. C r e a t i n g P u b l i c O p e n
S p a c e s a n d P l a z a s
Another example is the using of the volume beneath the
elevated trains as a public space and for community
gathering, because train rail in this case is defining a an
implied volume.
Urban Guide Lines and Planning Principles
Sources: 54

55. U t i l i z i n g T r a d i t i o n a l
D e v e l o p m e n t P a t t e r n s
M A I N T A I N I N G M O R E F L E X I B I L T Y
A traditional development pattern's well -connected. grid -
based street network, building scale and orientation can
accommodate various functions and support many types of
activities. A manageable block structure and building scale can
enable a district to transform to different activities parcel by
parcel Conversely. an inadequate street system with no
discernible block structure and single purpose building design
are unable to accommodate transformation to new uses.
Urban Guide Lines and Planning Principles
Sources: 55

56. Grid Systems and Efficiency
Predictable and regular
lot shapes and sizes
easy to build and rebuild
Redundancy
if one street is blocked, traffic can easily
reroute to the next street over)
Flexibility
it's easy to add or subtract a length of
street in the existing grid without affecting
the overall organization
Sources: 56

57. P r o v i d e a M i x o f
C o m p l e m e n t a r y L a n d U s e
Rail I stations ideally serve a mix of land uses. Where
they meet a community's goals: station areas should be
planned to include a range of uses including residential,
office, retail, and civic uses. This mix of land uses
increases the attractiveness of the area throughout the
day and increases trip options for transit users, Stations
should be designed to create and encourage mixed use
development around stations.
Urban Guide Lines and Planning Principles
Sources: 57

58. A l l o w I n c r e a s e d
L a n d U s e I n t e n s i t y
Allowing more intense uses adjacent to rail stations will
increase transit ridership and attract new development
along the rail corridor. Land use changes should be made
with respect to the goals and objectives of local
communities. Land uses should respect a regional
growth management vision that encourages new
development where transit access is available.
Urban Guide Lines and Planning Principles
Sources: 58

59. I n t e g r a t e N e w
D e v e l o p m e n t s
Transit stations should provide easy access and
attractive links to existing development. In addition, new
development should be located and designed to Integrate
with rail stations communities should encourage and
Support joint development (non transit uses on transit
property) and new infill development around stations.
Urban Guide Lines and Planning Principles
Sources: 59

60. 1 2 3
ALIGNMENT PLANNING AND DESIGN
Corridor
Identification
Alignment
Alternative
Route
Selection
Origins l Destinations Configuration Options
Operating Options
Community Goals
Load Development
Goals
Mobility Goals
Sources: 60

61. C o r r i d o r I d e n t i f i c a t i o n
Origins are where people begin, or produce, trips. Generally residential in nature,
transportation origins also include hotel rooms, campgrounds. and other temporary
stay facilities stations can be located near residential in commercial areas.
Origins
Land uses within these areas vary between commercial, such as office and retail.
and public or institutional uses. These Include:
Destinations
Urban activity centers : Intense development and major employment locations
define urban activity centers. Employment generally exceeds 40,000 with a
relative compact urban core With relatively high densities and a “Strong
pedestrian orientation.
Regional activity centers: These areas provide medium to high density activities
with employment ranging between 5.000 to 40,000 employees. The physical
forms of these areas vary from a desired compact core and pedestrian orientation
to more traditional suburban office centers and regional malls with car orientation.
Neighborhood commercial centers are resedential in nature. Supporting a
commercial core.
Sources: 61

62. A l i g n m e n t A l t e r n a t i v e
C o n f i g u r a t i o n O p t i o n s
Transit is capable of running at-grade through urban communities. The operating characteristics
vehicles of heavy rail vehicles allow the operator to interact with pedestrian. cyclists and motor
vehicles safely. For planning purposes, the right of way requirements for an at-grade alignment is 28
feet. The right of way alignment at a station is between 47 and 52 feet at grade
At-Grade Alignments
Transit aerial alignments are often designated for areas with narrow rights of way.
Severe traffic congestion, and limited pedestrian .retail. or other street life activities.
Aerial Alignments
Sources:
Underground Alignments
Transit aerial alignments are often designated for areas with narrow rights of way.
Severe traffic congestion, and limited pedestrian .retail. or other street life activities.
62

63. A l i g n m e n t A l t e r n a t i v e
O p e r a t i n g O p t i o n s
An exclusive right of way system for Heavy rail transit allows to operate without interaction with automobile
or pedestrian traffic. Typical Alignment that allow for exclusive running include an interstate median,
Benefits of this operation relate to higher running speed. Shortcomings relate to the system's isolation and
limited pedestrian axis.
Exclusive
A , hared right of way system fur heavy rail transit requires interact with automobile and pedestrian traffic.
The range of interaction is controlled to manage running speeds of vehicles. Typically, shared right of way
limits automobile and pedestrian traffic to gated, or signal-controlled intersections. Typical alignments that
allow for shared running include: roadway medians and rail corridor.. Benefits of this operation relate to the
system’s ability to penetrate urban activity centers. There are limited Shol1comill g~ to this operating
condition.
Shared
Sources:
Mixed
A mixed right of way system is more typical of trolley alignments. operate in the same
travel lanes as motor vehicles. The benefits of this system relate to operating
character tics enabling the integration into the urban context.
63

64. R o u t e S e l e c t i o n
C o m m u n i t y G o a l s
This evaluation measure examines transportation origins, or the number of people who live, within II2-mile
radius of proposed station locations. This evaluation should measure both the existing and the adopted 20-
year projection for population. The distance of a II2-mile is a ten –minute walk and the accepted maximum
distance people arc willing to walk to premium transit.
Population Served
This variable evaluates service to corridor destinations. The evaluation measure examines the existing and
the adopted future number of people who work within a 1/2-mile radius of proposed station locations.
Employment Served
Sources:
Consistency with Land Use Plans
measure examines adopted Comprehensive Plans and each rule '50 consistency with local land use plans
64

65. R o u t e S e l e c t i o n
L a n d D e v e l o p m e n t G o a l s
This measure documents the percentage of stat ion area accessible by an actual 0.5 mile walk. This
variable is key to alternative route analysis and has major implications regarding a station area ability to
accommodate both origins and destinations that will benefit from and support transit service. More detailed
analyses measure actual residential units and acres of commercial property accessible from actual walking.
distances to and from transit stations.
Access
This variable is a Measure of the quantitative and qualitative data to assess the character of the walking
environment near proposed Station sites. Pedestrian-oriented environments existed distances people are
Willing to walk. Improving the viability of transit. This measure quantifies the linear feet of all pedestrian
routes and auto oriented pedestrian routes within 1/2-mile of each station
Station Environment
Sources:
Development Flexibility
Heavy rail transit promotes economic development around stations. This evaluation measure documents
the station area's ability to accommodate alternative development patterns. A traditional block pattern and
building architecture provide flexibility lo accommodate a variety of land uses that may be introduced
around each station. Non-traditional suburban street network and single-purpose building architecture limit
areas' abilities to change over time.
65

66. R o u t e S e l e c t i o n
M o b i l i t y G o a l s
Accessibility
Travel Time
Sources:
Ridership
Ridership forecasts measure the number of customers expected to the system.
It measures the accessibility of stations on alternative alignments. The total number of travel lanes serving
each station determines the quality of vehicular access to each station. Stations located within traditional
interconnected street networks generally have improved access over those located on limited street
networks.
The speed of the train is a measure of the viability of transit as an Alternative to the automobile. However,
the travel time of the train alone does not measure the overall quality of transit service. The total trip time of
each alternative is the issue. The time required of each alternative to travel from the trip origin to the transit
system, the time required riding the train. and then time needed to reach the final destination should be
calculated.
66

67. Station Planning and Design
Station
Function
Station
Configuration
Station
Forms
Pedestrian Connections
Bus Connections
Vehicle Connections
Bicycle Connections
Center Platform Station
Side Platform Station
Split Platform Station
On-Street Stations
Off-Street Stations
Rail Corridor Station
Interstate Stations
Aerial Stations
67Sources:

68. Pedestrian Connections
The priority of every station is to facilitate safe and convenient
pedestrian access to the heavy rail system, quality connections will
improve the experience
Station Function
Heavy rail stations serve a variety of functions
depending on their role, Functions vary from
station to station. but fundamentally. the role of
the station is to provide a convenient connection
between different modes of travel systems.
Bus Connections
Many stations will be served directly by the bus network with integrated
transfer facilities designed to conveniently get customers to and from
buses and light rail trains.
Vehicle Connections
Most stations will provide some form of vehicular access, ranging from small
kiss and ride (drop-off and pick -up) facilities to mixed use park and ride
structures. The amount of parking will vary depending on the role of each
station
Bicycle Connections
times the travel distance possible by fool. The added distance that
bicycle travel allows can often fill the gap between the end of a bus
route and a customer's ultimate destination. Improving bicycle access.
Station Planning and Design
68Sources:

69. S t a t i o n F o r m s
Off Street Station
These stations are generally designed at
grade to minimize cost and maximize
accessibility. Off-street stations can be
designed to support a variety of
development patterns from mixed-use
retail and commercial centers to
traditionally designed residential
neighborhood's.
Rail Corridor
Station
These stations will be designed at grade
and Integrated with the surrounding
environment. Pedestrian access to these
stations will occur at established
pedestrian crossings.
Elevated Station
Aerial stations are elevated above ground
and are often designated for areas with
narrow right of-way. severe traffic
congestion. and limited pedestrian street
activity. Aerial stations are highly visible
complex architectural structures that
provide enhanced. grade-separated. travel
speeds for the rail system. These stations
should be designed in a manner that
contributes to both the function and form of
the surrounding community..
Underground
Station
Underground stations are beneath ground
level and are often designated for areas
with narrow right of-way. severe traffic
congestion. and limited pedestrian street
activity
69Sources:

70. FLY HIGH, WHERE NOBODY CAN TOUCH YOU!
Transportation is the center of the world! It is the glue of our daily lives. When it goes well, we don't see it. When it goes wrong, it
negatively colors our day, makes us feel angry and impotent, curtails our possibilities.
- Robin Chase

71. T H A N K Y O U !
A N Y Q U E S T I O N S ?
P R E P A R E D B Y ( G r o u p 1 B ) :
J a w d a t K h a d e r
K h a l e d E y a d A l m u s a
M u n t h e r F u a d A l Q u t o b
S U P E R V I S E D B Y :
A R C H . S a r i n a z S u l e i m a n