P ersonal R apid T ransit
24
PERSONAL RAPID TRANSIT Ferrol O. Robinson Research Fellow, State and Local Policy Program Humphrey Institute of Public Affairs University of Minnesota March 2, 2020 CONTEXT FOR PRT AND POTENTIAL APPLICATIONS MN/DOT – ACEC MINNESOTA ANNUAL CONFERENCE
description
P ersonal R apid T ransit. Context for PRT and Potential Applications Mn/DOT – ACEC Minnesota Annual Conference. Ferrol O. Robinson Research Fellow, State and Local Policy Program Humphrey Institute of Public Affairs University of Minnesota - PowerPoint PPT Presentation
Transcript of P ersonal R apid T ransit
PERSONAL RAPID TRANSIT
Ferrol O. RobinsonResearch Fellow, State and Local Policy Program
Humphrey Institute of Public Affairs
University of Minnesota
March 2, 2020
CONTEXT FOR PRT AND POTENTIAL APPLICATIONS
MN/DOT – ACEC MINNESOTA ANNUAL CONFERENCE
SPEAKING POINTS
Context for Personal Rapid Transit (PRT)
Description of PRT System
Role of PRT in a Mobility Framework
Potential Applications in Minnesota
Anticipated Benefits and General Concerns
Need for Feasibility Analysis
HEATHROW AIRPORT ULTRA SITE
As of February 16, 2010…
17-vehicle system
3 stations; 5 later this year
Automatic berth doors, passenger charging, destination selection kiosks: fully operational
Passengers trials have started
Commencement of full public operations in first half of 2010
CONTEXT
PRT is only an alternative to buses and LRT where these transit modes are not the best solution: PRT has different applications and serves different user markets.
PRT is not a Magic Bullet or a Panacea: It is a highly- competitive mode to the automobile, highly- complementary to buses and LRT, and extends the reach of walking and bicycling.
CONTEXT
Peter Calthorpe, Principal, Calthorpe Associates, CAAuthor: Next American MetropolisExpertise: New Urbanism, Smart Growth, Transit-Oriented Development (TOD)
“TOD can be intermeshed with PRT in a flexible and economicway. We really need you guys [PRT] to succeed!”
(Speech at ATRA’s Carbon-Free Mobility Conference, Oakland, CA, March 2009)
“I used to be a PRT skeptic, but now the technology is there. It won’t be easy to develop PRT and get all the kinks out, but it isdoable. If you think what you would want from an ideal transit technology, it’s PRT: stations right where you are, within walkingdistance, no waiting.”
(Congress for New Urbanism (CNU), Pasadena, CA, 2005)
DESCRIPTION OF PRT
Service Characteristics
On-demand, point-to-point, non-stop transit service
Fast, reliable, predictable travel times
Very short headways and wait times, cars wait for passengers at stations
Prepaid fares and no transfers
ADA compliance
Available 24/7
DESCRIPTION OF PRT
System Design Features
Fully automated, driverless, lightweight electric cars
Small cars (4-5 passengers) that run on segregated tracks (elevated, at-grade, or underground)
Off-line stations allow for non-stop service
High number of stations and interconnected loops increase accessibility
Stations can be built inside
or adjacent to buildings
DESCRIPTION OF PRT
Operating Characteristics
Peak headways: 2 to 4 seconds, based on demand
Peak-hour wait time: one minute on average
Operating speeds: 25 to 30 mph
Dwell time at stations: less than 10 seconds
DESCRIPTION OF PRT
People-Moving Capacity
Average: 3,000 passengers per hour(3-second headway, 2.5 passengers per car)
Maximum: 4,800 passengers per hour (3-second headway, 4 passengers per car)
DESCRIPTION OF PRT
Environmental Features
Low-energy consumption per passenger-mile(200-300 mpg equivalent)
Very low carbon footprint – no local emissions
Low noise levels inside vehicle and outside
Minimizes use of surface land
PRT ROLES
Collection-Distribution Function: Solves the ‘last-mile’ gap in most transit services, and can improve the “first-mile” gap also
Circulation Function: Connects major transit stops, stations and parking facilities with work, shopping, medical, education and other origin/destinations.
Shuttle Function: Connects heavy trip generation centers that are in relatively close proximity to each other.
POTENTIAL APPLICATIONS IN MINNESOTA
Downtown areas such as Minneapolis and Saint Paul CBD
Smaller-city downtown areas with large trip generation such as Duluth, Rochester, St. Cloud, Mankato
Large employment concentrations such as the I-494 Edina and Bloomington corridor axes and the Maple Grove Gravel Mining Development Area, and the airport
University of Minnesota: East Bank/West Bank/ Fairview Hospital campuses
Major shopping complexes such as the Mall of America, Airport South and other regional shopping centers
MODAL RELATIONSHIPS
PRT and Autos: Competitive
PRT provides modal competition to autos in high-density, compact areas where PRT speeds are higher
PRT allows car drivers to park further from destination and experience cost savings
PRT and Parking: Optimizing
PRT can enhance shared-parking use and reduce peak-period demand and supply
PRT can maximize use of available parking during special events by making distant spaces more accessible
MODAL RELATIONSHIPS
PRT and Bus/LRT/Commuter Rail: Complementary and Synergistic
PRT solves the ‘last-minute” transit service gap making bus, LRT and Commuter Rail more attractive transit modes
PRT facilitates transfers between these transit modes
PRT and Walking/Biking: Enhancing
PRT extends the walking range of current pedestrian trips
PRT can induce walk trips to stations by facilitating access to restaurants, shopping and work-related activities
PRT gives bicyclist an option for avoiding heavy traffic, signals and congestion
SUMMARY OF EXPECTED PRT BENEFITS
Combines advantages and efficiencies of bus and rail transit with the high level of service of automobiles
Ability to serve “last-mile/first-mile” transit service gap
Can increase demand for other transit modes
Can substitute for many auto trips and reduce auto dependency and congestion
High people-moving capacity accommodates modal demand
High level of service, accessibility and ride quality
SUMMARY OF EXPECTED PRT BENEFITS
ADA compliant
Low use of energy
Low environmental impact
Minimum use of surface land
Grade-separated system minimizes conflicts, and can reduce crashes and fatalities
Ability to deliver goods at night and off-peak
CONCERNS EXPRESSED ABOUT PRT
“Unproven” technology
Visual impacts and aesthetics
Safety concerns: failure to stop/stranded passengers on guideway
“Inability” to carry large numbers of people
Security concerns about sharing rides with strangers
Uncertainty about capital and operating costs
ANALYSIS OF FEASIBILITY
Evaluation of status of development of major PRT components:
– Guideway engineering (structural)– Chassis engineering (mechanical)– Cabin design (specialty)– Control system (electronics)– Station and maintenance facility design (civil)
ANALYSIS OF FEASIBILITY
Steps needed to implement PRT system:
• Identification of site options and system layout
• Ridership and revenue forecasts (investment grade)
• Estimation of capital and operating costs
• Evaluation of funding availability and financing approach: public-private partnerships, parking-optimization revenues, station cost-sharing with private sector, advertising revenues, etc.
ANALYSIS OF FEASIBILITY
Evaluation of issues and concerns
• Reliability of technology
• Visual impacts
• Safety
• Security
• System capacity
• System operations
• Other
ANALYSIS OF FEASIBILITY
Evaluation of benefits
• Livability factors
• Sustainability factors
• Benefit-Cost analysis
Evaluation of options and selection of preferred alternative(s)
For additional information, please contact
Ferrol O. RobinsonResearch Fellow
State and Local Policy ProgramHumphrey Institute of Urban Affairs
University of Minnesota
