Karachi Transportation Improvement Project Capacity Building Program 4th Workshop

Introduction of Mass Transit System in Japan

19th March 2011
by Mr.Naoki Yamaguchi, Deputy Team Leader

Contents
1. Objective of the 4th Workshop 2. Development of Mass Transit System in Tokyo 3. History for Development of Mass Transit System 4. Characteristics and Knowledge 5. Other Issues about Urban Railway Network 6. Latest Railway Technologies in Japan 7. Recommendation for Karachi Network

1Objective of the 4th Workshop

To Understand Characteristics of Mass Transit System through Experience of Tokyo. 2 To Contribute building scheme of KTIP.

Background
1. 2. 3. 4. Public Transportation Network in Tokyo is one of the most convenient system in the world. Establishing Mass Transit Network has required so many years and huge capital. Mass Transit Network Planning is essential in the Transportation Master Plan. On the other hand, Flexibility of Traffic Capacity is required in not only construction phase but also operation phase.

2Development of Mass Transit System In Tokyo

2- Comparison Tokyo & Karachi

Tokyo Metropolitan Region

The 23 Wards of Tokyo Tokyo Metropolitan Region
Area ; About 13,300 km2 Population ; 31.8 million Area ; 621 km2 Population ; 8.8 million

50 km

15 km

JAPAN
Area just about the 23 Wards of Tokyo

KARACHI

Kyoto & Osaka Region

15

km

Mass Transit Network

Tokyo Metropolitan Region

Area ; About 3,600 km2 Population ; 27.6 million in 2020KSDP2020

2-2 Mass Transit Network in Tokyo

10 km

The 23 Wards of Tokyo

15 km

East Japan Railway Company Private Line 12 Operators

123.8 km 268.2 km

Tokyo Metropolitan Government 131.2 km Tokyo Metro Co., Ltd. Total 15 Operators 195.1 km

718.3 km in 2009

2-3 Mass Transit Network in Tokyo Bus Network

In addition to railway network Bus network has been developed as feeder service.
Bus Network Centering on Ueno Railway Station

Mass Transit Network in Tokyo is consisted by integration of Railway and Bus Network.

Ueno Station
Ueno Station

Tokyo Station 10 km

15 km Railway Network Map

2-4 Influential Area of Station along Each Lines

the 23 wards of Tokyo

black colored indicate area out of railway station zone (1.0 km radius) People can access station by Railway and walk in Most of Tokyo 23 wards.

Influential Area of Station Within a 1km radius (Source ; T.Okamoto, Function of Local Government in Developing Railway)

-Traveling time is accurate. - convenient Transfer from different line due to facilities and fare system. Bus network supports complementary service.

Ra di us

10

km

2-5 Type of Mass Transit System

Almost Existing Lines are Urban Railway. Monorail exists only one line. Automated Guide Transit exists 2 lines. Tram remained only one line.
Urban Railway Automated Guide Transit Tram

Legend Railway 663.9 km92% Monorail 17.8 km 3% AGT 24.4 km 3% Tram 12.2 km 2%
0 5 10 km

Monorail

Base Map; Ministry of Land, Infrastructure and Transportation (MLIT), Japan

2-6 Gauge of Railway

Existing Railway are almost narrow gauge. 3 Lines are standard gauge. Special gauge remains in tram and one subway line .

1372m

1067mm

Legend 1067mm 613.4 km 1372mm 24.7 km2 Lines 1435mm 80.2 km3 Lines
0 5 10 km

1435mm

Base Map; Ministry of Land, Infrastructure and Transportation (MLIT), Japan

2-7 Power Supply System

Overhead Catenary system is applied for most Existing Mass Transit System. 3rd rail is applied for just 2 Lines.

Overhead Catenary

10 km

Legend Overhead catenary 676.6 km 3rd rail 41.7 km

3rd rail 2 Lines

Base Map; Ministry of Land, Infrastructure and Transportation (MLIT), Japan Picture; Bureau of Transportation Tokyo Metropolitan Government, Nippon Koei

History for Development of Mass Transit System -1 Stage

Development steps are divided 4 stages
1st Stage: Before World War ~1940 2nd Stage: After Tokyo 0limpic Games ~1970

Starting point of urban railway development

3rd Stage: End of High Economic Growth ~1990

Result of active construction including postwar rehabilitation

4th Stage: At Present ~2009

Completion of network backed by high economic growth

Development of Complementary network backed by low growth

- 1st Stage ; Before World War ~1940

Road network and Tram network had been effectively arranged in the urban area, especially inside of the loop line. National railway and most of private railway lines outside of the loop line had been opened before urbanized. These lines were constructed at grade and elevated. First underground railway Ginza Line was opened in 1927. Population 6.8 million Railway Length 319.1 km 1st Stage

Tram Network

3-3 2nd Stage After Tokyo Olympic ~1970

Due to the motorization, most of tram lines were removed. More 5 Subway lines were opened before Tokyo Olympic. Almost sections inside loop line were constructed underground and outside loop line elevated in suburbs Private railway companies concentrated on developing of suburb area and extending lines First Sinkan-sen from Tokyo to Osaka was opened in 1964 Express highways were constructed step by step from 1962 and are now under construction Population 8.8 million Railway Length 431.2 km 2nd Stage
Developing Area by railway company

3-4 3rd Stage End of High Economic Growth ~1990

More 3 Subway lines were opened after Tokyo Olympic Almost proposed subway lines were constructed at this stage JR and private railway companies augmented the traffic capacity of trunk line because of necessity for catching up the traffic demand in sprawled residential area Private railway companies also extended each line to neighboring town in another Prefecture Population 8.2 million Railway Length 564.6 km 3rd Stage

3-5 4th Stage ; At Present~2009

4 Subway lines were opened after 1990 for resolving of inconvenience districts for railway Almost all of railway Network arrangement planning in Tokyo seems to be achieved. In addition, Monorail and Automated Guide TransitAGT were developed as complementary network. Tokyo Monorail line from CBD to Haneda Airport is one of the convenient transit systems. Population 8.7 million Railway Length 714.7 km 4th Stage
Toneri Liner

Yurikamome

Tokyo Monorail

4 Characteristics and Knowledge

4-1 Success and Failure in Experience of Tokyo
Success 1 Circular railway had played a key role from the beginning of urbanization. Tram network had also fulfilled important role as basic Mass transit network before motorization, and lead the way to introducing space after removal of tram. Private railway companies have assumed a role for both development of housing land and construction of railway lines as business. Private railway line could start from circular railway station and consequently circular line and radial private railway lines formed basic mass transit network. 5 Almost railway lines inside circular railway were constructed underground as subway.

Success 6 Bus networks has been developed sustainably from construction phase through operation phase. 7 Proper use of transit system is very important matter, specially urban railway and small traffic capacityAGT. Failure 1 Inefficient operation still remained due to different system such as gauge, power supply system. In case of same system, it is possible to use depot and workshop, maintenance facility and machinery in common. 2 At first private lines were constructed at grade outside of circular railway considering construction cost, consequently grade separation is still required with expensive construction cost in urbanized area.

4-2 Definition and Images of Mass Transit System

Mass Transit System is classified 5 categories. In this work shop LRT means tram type at grade.
Urban Railway Monorail Automated Guide Transit AGT

straddle-monorail Elevated or underground Structure

suspended-monorail Elevated Structure

Elevated Structure

Transportation Capacity

Bus & Bus Rapid TransitBRT

Light Rai Transit LRT& Tram Urban Railway Monorail Walking Automated Guide Transit Light Rail Transit & Tram Bus Bus Rapid Transit Bicycle Taxi Private Car Traveling Distance Individual Transit 50 km
At grade

Mass Transit System

At grade

km

Concept of Application for Urban Transportation

4-3 Characteristics of Transit System

Railway Monorail AGT LRT & Tram Bus & BRT

Overall view
CNG Bus

Vehicle Size
WHLm

2.784.0219.5

3.022.9216.5

2.493.349.00

2.403.4018.4
articulated truck

2.53.512.2

Train set Passenger capacity Maximum frequency Transportation Capacity

Construction cost US$/km

4 10 Cars 140 car 5601,400/train 30 train/hr 25,00063,000 passenger/hr

Elevated 190 M$
Underground

4 6 Cars 100car 400 600/train 30 train/hr 14,00021,000 passenger/hr

Elevated

4 6 Cars 50car 200300/train 30 train/hr 7,00011000 passenger/hr

Elevated

2 Cars 80car 160/train 30 train/hr 6,000 passenger/hr

1 Car 100/car 30 cars/hr Bus 3,000 BRT 10,000 passenger/hr

375 M$

160 M$

160 M$

Main Different Points 1Vehicle length 2. Passenger Capacity 3. Transportation Capacity 4Construction Cost

Important Matters that Require Attention 1Flexibility of Transportation Capacity 2Traffic Demand changes rapidly 3Difficulty of Exchanging Transit System after construction

4-4 Transit System and Environment

Kcal/Person/km g-Co2 /person/km 50 600 580 40 247 100 Car Bus Railway 30 20 10 5 7 9 19 45

300

Energy Consumption of Transportation

Railway AGT LRT Bus

Car

Co2 Emission in Congestion Urban

(Source ; Future transportation, Sankai-

In case that commuters will change transit way, Co2 emission will be reduced as follows. 10,000 persons change transit way from private car to railway commute distance is 10 km Reduced Co2 emission weight per one way commute days are 250 in year 45-51010,000250=1,000 ton

4-5 Example of Urban RailwayElevated Railway

Commercial Space

Station length 137.5 m for 6 unit-train platform

Platform

Overall view of Station

4-6 Example of AGTAutomated Guide Transit

Outline and Characteristics Nippori-Toneri Line 9.7 km, 13 Stations All Elevated Structure 5 unit-train Automatic Train OperationATO, Driverless 1Small transfer capacity 2Short station length 3Fit to residential area 4After urban development

Platform

Platform door

Introduction space
Platform level 15 m

Escalator
Sta tion len gt h5 0m

concourse

3035 m

6m

Typical section of station

Stairs

Overall view of Station

 Other Issues about Urban Railway Networks 1 Convenient Transfer facility of railway
Subway Shinjuku-Station Private Subway
B Line

A Line

Subway

m JR line

Convenient Transfer Facility of Underground Station

Cross Station

Subway
e at v i Pr

B Line

A Line B Line

ate Priv

Private

Parallel Station

Sinjuku is a largest station in Japan. 8 stations exist in 500m radius area centered as JR Station. 4,190,000 passengers per day. Convenient Station for Transfer between Railway and Ground Traffic

A Line

B Line B Line A Line

Parallel Station

2 Through operation service

Conditions of thorough operation Service Same gauge Same current collection Same length of train-set Same signaling system Number of route 9 Routes Effectiveness Passengers traveling time is shortened due to unnecessary transfer of train from suburbs to CBD Railway operators can utilize the same lines, rolling stock and railway facilities like storage tracks. Maximum Route length of thorough operation service A company 51.4 km B company 16.8 km C company 31.5 km Total 99.7 km

1000 900 800 700 600 500 400 300 200 100 0

922

Total Length (km)

535 426 249

1970

1980 Year

1990

2008

Total length of thorough operation service

3 Countermeasure for Bottleneck Crossing

Level railway crossings; about 34,000 points in Japan. Crossing accident; 350 cases and 130 fatal in every year. Bottleneck crossing; close time exceeds 40 minutes in hour. about 1,100 points in Japan

Crossing accident Traffic jam Before

After

Bottleneck crossing About 340 points in Tokyo http://www.mlit.go.jp/road/sisaku/fumikiri/fu_02.html 2011/

Latest Railway Technologies in Japan

Special Tunnel Boring Machines New Signaling System Integrated Fare System

- Special Tunnel Boring Machines Requirements of the times for TBM

Special TBMs are required in order to Minimize the excavation volume, Highly utilize the limited underground space, and Reduce the construction cost

Existing structure

Vertical Multi-face Shield

Horizontal Multi-face shield

 Variety of Special TBMs

Multi faced shield Variety of Special TBMs Horizontal & Vertical Shield

Rectangular Shield at narrow space

-2 New Signaling System Purpose of Signaling System

Necessary System Purpose

1. To avoid serious accident 2. To secure the line capacity

Japan
Italy Spain Belgium Austria 0 0.02 0.16 0.2 0.25 0.4 0.49 0.59 0.1 0.2 0.3 0.4 0.5 0.6 0.7

Interlocking System Block System Train Detection System Automatic Train Protection Automatic Train Supervision System

Japanese Signaling System is most reliable for safety

0.8 0.8

Fatal Accident per 1 billion person*km

(Source ; NIPPON SIGNAL Co., Ltd.)

 ) Advanced Train Administration and Communication

System (ATACS)
ATACS is based on the CBTC technology CBTC ; Communication-based Train Control Signaling On-board basis train control under the moving block concept Any equipment for train detection on the ground is not required Train Control by ATACS
Remarkable Features Accuracy of train detection; 0.1m Train control Interval control by single stage block control
Speed check profile Speed profile Radio base On-board signal

Stopping limit position

- Integrated Fare System

DEPOSIT CHARGER Deposit Money Deposit
Adj. info Central JV Server Company X Server
Kind of DATA Card number Date 14:00-19-03-2011 OriginStation A DestinationStation B

Revenue
Railway Company X Railway Company Y
Company Y Server

Station A Railway Company X

Station B Railway Company Y Smart Card Prepaid Card

CASH

Activity Transit

Automatic Ticket Gate Integrated reader system across all railway companies

ENTRY - Deduct minimum entry fee from smart card - Record entry station

EXIT -Deduct remaining fee from smart card - Record exit station

 Recommendation for Karachi Network

Mass Transit System should be selected, considering necessary and sufficient Traffic Capacity. 2 Bus network is a significant factor for Mass transit network. 3 In transportation master plan, Following are important matters to be considered. Flexibility of Traffic Capacity Traffic Demand rising rapidly up to target year Difficulty of exchanging transit system after operation. 4 Urban Railway would be recommended as the First Mass Transit System in a future Karachi city.

Thank You