Edmonton (Alta.) - 1981 - Planning Department report on European light rail transit study tour

PLANNING DEPARTMENT REPORT ON EUROPEAN LIGHT RAIL TRANSIT STUDY TOUR SEPTEMBER/OCTOBER 1981

Organized by the Transportation Systems Design Department, City of Edmonton, Canada

Prepared by: W. D. Dolman Planning Department The City of Edmonton

December, 1981

TABLE OF CONTENTS SUMMARY 1.0 INTRODUCTION 2.0 TOUR PARTICIPANTS 3.0 SUMMARY 4.0 ITINERY 5.0 STRUCTURE OF,TOUR 6.0 OBSERVATIONS 7.0 DESCRIPTION OF FACILITIES AND PLANNING MATTERS IN EACH VISITED CITY APPENDICES

1.0 INTRODUCTION 1.1 Report Purpose The purpose of this report is to provide a brief overview of the LRT/Metro public transportation systems visited during the European LRT Study Tour of September and October, 1981.

2.0 TOUR PARTICIPANTS 2.1 Tour Guide

The Study Program co-ordinator, who also acted as guide and interpreter for the European Tour, was Prof. J. J. Bakker, Professor of Civil Engineering, University of Alberta, Edmonton.

2.2 Participants From the City of Edmonton Planning Department, W. D. Dolman and R. P. Caldwell participated. The City's Transportation Systems Design Department had 3 participants and the City's Transit Department had 3 participants. The City of Calgary's Transit and Transportation Departments had 5 participants.

3.0 SUMMARY

During part of September and October, 1981, staff from the City of Edmonton Planning Department comprised part of a group which toured public transport systems in a number of cities in Western Europe.

The purpose of the following report is to provide an overview of the observations and conclusions drawn from the tour which are considered to be pertinent to current planning matters and issues under consideration in the Edmonton area.

The major conclusions reached are as follows:

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It is difficult to draw direct comparisons with Edmonton due to the age, maturity, and size of the cities and systems reviewed.

Each City has a slightly different approach to the planning and operation of their respective LRT/Metro systems, although most were unified in the philosophy of providing a fast, comfortable and safe public transit system in order to attract, serve and keep riders.

Public pressure due to environmental and social concerns is not significantly dictating alignments or construction techniques, or forcing the cities into the substantial subway construction they are in some instances undertaking.

Rather, subway construction is being undertaken in order to provide a more satisfactory level of service and alignments are based primarily on travel desire lines.

Passenger travelling speed is one important factor in attracting and keeping public transit patrons. Therefore, it is important to strive for high operating standards and right-of-way segregation within economic and financial capabilities.

Another very important factor is convenience, a factor of short walking distances and limited transfer requirements.

If LRT/Metro systems are forced to co-exist with general vehicular traffic, lesser right-of-way segregation will lower the speed, the convenience, the attractiveness, the productivity and the safety of the system and considerably increase overall operational costs.

In order to establish an attainable LRT/Metro system, it is essential that the municipal transit authority have specific commitments for financial support from senior level governments.

Planning of LRT/Metro station areas varies across the full spectrum, from thorough integration and/or encouragement of redevelopment based upon transit availability to complete non-integration to the point of invisibility or, what may be worse, interfering intrusion.

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For the most, part, that integration which does take place does so at the direction and under the full control of the governmental or transit authority. Private developers are either ignored or used merely as tools.

4.0 ITINERY Newcastle-upon-Tyne - England Stockholm - Sweden Gothenborg - Sweden Hannover - West Germany Frankfurt-am-Main - West Germany Dusseldorf - West Germany (Tour of Duwag plant, only) Cologne - West Germany Rotterdam - The Netherlands Utrecht - Nieuwegein - The Netherlands (with Netherlands Railways, only) Amsterdam - The Netherlands 5.0 STRUCTURE OF TOUR AND DAILY ACTIVITIES A typical "tour day" was composed of the following activities: -

a visit to the public transit authority's offices for a lecture/question period

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an informal discussion period

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a tour of facilities which included rides on LRT/Metro/tram lines, and inspections of stations, maintenance yards, underground and surface construction works.

Also included was a tour of the Duwag factory in Dusseldorf, West Germany, where the Edmonton and Calgary LRT cars were manufactured.

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6.0 OBSERVATIONS 6.1 LAND USE/CITY FORM Many of the cities visited are large in terms of population; all are more compact and more densely populated as compared to Edmonton. In addition, city-centered regions are much smaller and more populated than in Alberta (eg: Utrecht is within a 1-hour drive by auto in any direction of 8.0 million people).

The major cities have stopped growing in population. Some regions have even stopped growing. As a result of government policy, that growth being experienced is, for the most part, being redirected to satellite communities.

In some cities, LRT/Metro systems provide vital transportation links from these satellite communities to the central city.

A high degree of pedestrianization exists in the CBD's of most cities visited. These malls often developed in conjunction with the implementation of the underground LRT/Metro systems in the CBD. 6.2 PLANNING/POLICY

Transportation authorities are emphasizing public rail transport to the CBD and other major generators (such as sports facilities) rather than further major roadways.

Rather than forcing auto users out of their autos through restrictive and legislative measures, most cities are attempting to provide as an alternative a fast, comfortable and convenient public transportation system.

A high degree of integration exists in most cities between the national railway system. commuter rail, Metro, pre-Metro, trams, local bus and regional bus systems. In several cities, rail service is provided to the airport.

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Many of the cities visited have, or are in the process of placing LRT/Metro or trams underground in the central area for operational, safety and speed reasons.

There is a high degree of central and state government involvement in financing capital and operating costs.

Public transportation corridors are being protected in new development areas.

Some cities are proceeding by placing tram lines underground in the CBD as funds permit. This "staging" of LRT or pre-Metro conversion has significantly increased average operating speeds and schedule reliability, but sometimes reduced convenience.

6.3 DETAILS High levels of auto congestion exist in the central city's streets, interfering significantly with tram and bus operations.

Trams, pedestrians and automobiles can co-exist in the same right-of-way, but only where speeds and thus convenience are low.

Abandoned or existing railway rights-of-way are being utilized for some LRT/Metro transit lines.

Fares are on a zone basis and tend to be higher than in Edmonton. Proofof-payment was prevalent.

Park'n'ride was provided in varying degrees depending on the city.

Park'n'ride is invariably provided at no charge. No city considers it to be a major part of transit facilities.

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7.0 DESCRIPT—ON OF FACILITIES AND PLANNING MATTERS IN EACH VISITED CITY 7.1

NEWCASTLE - UPON - TYNE

Newcastle-upon-Tyne is a strong regional city. Its economy is changing significantly as it is becoming an administrative centre for northeast England.

Tyne and Wear County includes within it the cities of Newcastle-upon-Tyne and Sunderland. The Tyne and Wear transport authority (the Public Transport Executive or PTE) operates all public transit facilities within those two Cities, between them and within the County as a whole. It has, however, developed a Metro system utilizing light weight fixed rail transit cars only in the Newcastleupon-Tyne area.

The system has used, for the most part, former British Rail rights-of-way. It now has the exclusive use of some of those rail rights-of-way, shares others and tunnels downtown.

In the 1960's, before local government reorganization, local governments in the Newcastle area was responsible for all functions. There were also some County (or Shire) governments with similar overlapping responsibilities. Everyone then agreed that the overall population would be static, and yet each individual government thought it would get growth, so that, in total, all the individual local government plans provided for a total population increase of 60%.

The local governments had also set up a regional road authority which produced and was implementing a well-coordinated roads plan but provided no public transport planning.

In 1969, a Tyne and Wear Plan was commissioned by the central government, local governments and private operators, to provide a transportation plan to the mid 1980's and a land use plan to the year 2000. In recognition that roads and parking were not enough, its terms of reference required a close look at public transport. The terms of reference also required that the rate of public investment in real terms per year remain constant. It reviewed many scenarios, from an all-road scenario to an all-transit scenario. The preferred scenario which

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arose from the exercise —s a balanced transportation system which included a high level of road construction and a rapid transit system. This plan was accepted by the controlling authorities in 1969 and the Passenger Transport Executive was then created. At that point and time, the PTE had a basic plan.

The PTE's rnle was to implement the plan. In 1968, for the first time, the central government had begun to give a 75% capital infrastructure grant for public transport, matching what it had been giving for years for new roads.

In order to get the grant, the PTE had first to justify the grant. In order to do this, the PTE assessed the old British Rail Line which were losing money, and reviewed the scenarios of keeping all the rail lines, replacing all the rail lines with bus lines and developing an integrated Metro/bus feeder system.

At that time, the price estimated for an integrated system was some 72 million pounds ($200 million in 1969). The total investment will be about 280 million pounds ($630 million in 1981), but only 82 to 83 million pounds ($225 million) in real (1969) terms. (In Britain, inflation is institutionalized. 72 million pounds was not the approved figure; rather 72 million-1969 pounds.) The central government grants increase with inflation indices.

The integrated transit system was approved in 1973. It was agreed to finance the system exactly as a road, with a 75% grant from the central government and the rest in taxes from local authorities, with none coming from the fare box.

Metro construction is still budgeted separately from operating costs and other capital budgets. The Metro capital budget includes initial rolling, but not replacement, stock.

In 1976, all development on the Metro system was stopped as it was evaluated.

The central government set a ceiling at that time of 161 million-1976 pounds ($400 million in 1976). The budget has since been raised to 171 million-1976 pounds ($425 million in 1976). However, the further increase will be covered by a European Economic Community grant and by leasing some capital works.

Metropolitan conurbations now have two types of government. This should not be confused with two levels of Government. The County is responsible for trans-7-

portation, solid waste disposal, p ice and strategic planning. The District is responsible for local planning controls, housing, social services, and education. There are five Districts within Tyne and Wear County (including Newcastle-upon-Tyne); but the Districts do not report to the County.

Planning within the CJunty of Tyne and Wear is fractured. The County does strategic planning which is approved by the central government. The District does local plans and establishes planning controls for which no central government approval is necessary.

The Passenger Transport Executive reports to the County. (There are only seven Passenger Transport Executives in the whole of England.) The PTE is responsible for public transport. It is not responsible for roads or parking, which are the responsibility of the County Engineering Department.

The PTE operates at a deficit. As well as capital, the operating budget and fares must be approved by County Council. In Tyne and Wear, there is a 33% operating deficit. The central government gives some grant toward that and the rest is relieved through the property tax. The central government grant is conditional and based on merit. Of the 33% deficit, some 68% is provided to Tyne and Wear by the central government. The other 32% is levied on the Districts.

The Districts themselves receive support from the central government. This amounts to 40% of their budgets. As a result, the central government picks up 68% plus 40% of the remaining 32% (68% + 40% of 32% = 68% + 12.8% = 80.8%) of the 33% deficit (26.664% of the operating budget). The rest (6.336% of the operating budget) is raised by the Districts in their property tax.

The average operating deficit in England is some 20%, not the 33% of Tyne and Wear. This is despite the fact that the average rides per capita figure in Tyne and Wear is above the national average.

In Tyne and Wear, the operating budget is 80 million pounds ($180 million).

Fares provide 39.5 million ($88.9 million) and other revenue sources provide

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14.5 million ($32.6 million) for a total of .5'. million pounds ($121.5 million).

The deficit is thus some 26 million pounds ($58.5 million). This is with the system carrying 270 million passengers per year (in 1980), 12 million on the Metro line (in 1980).

The Newcastle Metro system is usIng, for the most part, former British Rail rights-of-way. Of the 34 miles of line, 26 are former British Rail right-ofway. Most of the former British Rail rights-of-way are located in or around residential areas. The Metro replaced a former diesel locomotive commuter rail system.

Many of the former stations of the British Rail system have been renovated and are used for the Metro. Of the 41 stations on the Metro, 26 are former British Rail Stations.

There will be (are, by now) four Metro lines. The northwest Metro line will share its rails with two freight trains a day. The northeast line parallels, in part, a freight line. In the southeast, a part of the system will use one pair of rails with passing loops. Freight trains will share this right-of-way and do the same.

The central east line follows, in part, a planned, but never used, freeway alignment and there are a number of multiple family developments (Rabygate in particular) with blank walls abutting the line.

A new Metro bridge across the Tyne River was built in the central area despite the fact that there are 2 rail and 3 road bridges nearby. The Metro alignment in the city centre required a particular route. To go further around to the existing rail or road bridges might have badly increased travel times. Because of the rail lines and yards located on both sides of the River, doubling the Metro bridge with a road bridge was impractical.

In the downtown Newcastle area, the Metro system was run underground. The streets are very narrow and disjointed. As well, there might have also been problems with the high platforms used by the system. The terrain is also quite rough.

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There are only three at-grade crossings on the system,

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The platforms in these stations are diagonally opposite each other before the roadways. As a result, when the trains come to the platform, the control signals (lights - not gates) are automatically actuated and the Metro train then goes.

At both the Monument and Central Metro Sta.:ions, it was proposed at one time to provide public accesses onto private lands. The private land owners decided not to participate, however, once the PTE told them the costs of constructing the necessary works on their lands. As a result, there are no accesses to the Metro on private lands at present. However, the PTE still has some plans to provide public accesses on private lands in the future.

There are bus interchanges and park and ride facilities at some Metro Stations, but not at all. The bus interchanges, for the most part, are wide open, with small shelters.

The outlying Metro Stations are very simple in design. Platforms and stairways are open and a number of them have small parking areas. There are no huge parking lots. Only 30 to 50 parking stalls are provided in those Stations where there are park and ride facilities.

The Gateshead Metro Station will be a bus terminal for the whole of the south side. The plan calls for no buses crossing the Tyne River. The Station is huge in order to accommodate anticipated passenger flows and the Queen's opening of the system's extension. There is some local opposition to this bus terminal and transfer idea in that people who are now travelling by bus all the way downtown will have to transfer off the bus to the Metro to go downtown. Those who have been using the same bus service for much of their lives are understandably not in favour of having to transfer; however, one of the major traffic problems relates to the Tyne River crossing the City. The PTE will thus be running few buses across the River.

The top speed of the Metro is fifty miles per hour. It reaches top speed in most sections.

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The first parts of the Metro system started running in August, 198'

Little

redevelopment has occurred to date. Most of it has been commercial and office, not residential, development. (Residential development in England is predominantly low rise, as high rise is not looked at favourably.)

A shopping centre with a 10-storey parkade is located immediately beside the Gateshead Metro Station.

Between the Fawdon and Bank Foot Metro Stations, a developer has built a shopping centre and has asked that Metro station be added to the system, at an estimated cost of 220,000 pounds ($500,000). Operationally, the Station can be built. Through financial controls, however, the central government will not allow a new station to be built until the whole of the rest of the system is completed. If the developer were to build the station, PTE could take the station over once it were built. Tyne and Wear and the developer are negotiating.

It should be pointed out, however, that the developer knows that PTE and the County want the station, and this is reducing his desire to build it.

It is the intent of PTE to integrate the bus system with the Metro very gradually after the downtown portion of the Metro is opened. Only the northeast and northwest Metro lines were operating when visited, and they did not yet go all the way downtown, but ended at Haymarket. From there, a feeder bus system went downtown.

The system opened in August, 1980 to Tynemouth and in April, 1981 to Bank Foot.

Of some 300 bus routes operated by the PTE, only twelve or fifteen were integrated with the Metro Line, with transfers permitted, when the system was visited.

It should be noted that other than for those 12 or 15, the whole system lacks transferrability. The south side line is now open. PTE staff indicated that all bus routes would be integrated in early 1982. It has taken this long to establish an integrated system because the PTE feels that after decades with the same bus routings and no transfers, it will take complete Metro servicing and a great deal of advertising to get people to change their habits. As well, with the Metro operation just going to Haymarket at the north end of downtown, and the Monument and Central Metro Stations not open at the beginning, great

problems would have been created in August, 1980 with full integration becaus persons would have ended up far from their destinations and would have had to return to buses to get to their jobs from they Haymarket Metro Station.

It is intended that ultimately the Metro line provide travel times to Monument from Tynemouth in 22 minutes (11 miles), from Whitley Bay in 22 winutes (9 miles), from South Shields in 22 minutes (9 miles) and from Bank Foot in 16 minutes (6 miles).

By following the former British Rail system, the Metro system is locked into an older development pattern. This old development pattern is not unreasonable, however, as it is still, for the most part, in existence with a minor exception that there is now considerable additional development around the Fawdon and Bank Foot Metro Station areas.

Proposed additions to the Metro line would go to Sunderland. There is considerable political pressure at the present for Sunderland to get the Metro system.

7.2

STOCKHOLM

The population of the City of Stockholm is 700,000. The population of Stockholm County (of which the City is a part) is approximately 1.5 million and it extends approximately 100 miles northeast to southwest and 50 miles northwest to southeast.

Some 67% of the County's population lives in multiple family housing, which does not include row housing. The median income is some 38,000 krona ($8,300) per year. Approximately 52% of County households have no car, and yet there are 350 cars per thousand persons.

Stockholm County Council deals with health care, water transportation facilities and public transit, but not roads. Roads are the responsibility of the national government and local governments.

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In Stockholm County, residents are moving out of the central city area into single family houses in the County's fringes. Work places are also moving into the suburbs. It is estimated that the population will grow by only 0.6% per year and employment by only 0.8% per year over the next 10 years. However, the average journey to work may also grow by 0.8% per year as this decentralization takes place. This creates problems.

The County has a new regional land use plan which is awaiting approval by the national government. In the rest of country, regional planning has been done by regional boards appointed by the national government; however, in Stockholm, such planning has been done by County Council.

Local municipal plans must be approved by the regional board. In the case of Stockholm, however, this is done by County Council. The local government establishes zoning controls.

Stockholm's inner city was built between 1880 and 1930 with a predominately 6-storey vista. The inner suburbs were built in the 1930's. They are predominantly 3 and 4-storey apartment buildings. The garden suburbs were built in the 1920's and 1930's around railroad stations, and tend primarily to private houses. Of the "underground suburbs", the first was built in the 1960's, with most built in the 1970's. They tend to be predominantly high-rise.

The Metro system was first opened in 1950. It was designed to replace and upgrade tram lines. It is underground or fully separated at grade because it is a "third rail" system.

Metro Stations have not been a stimulant to redevelopment and are not perceived as such. Station areas are dense enough. As well, many Metro Station areas were only first developed so. recently that there has been little pressure for redevelopment as yet. The City is promoting higher densities in the central area and at commuter rail (not Metro) stations in the garden suburbs. However, the commuter rail lines are at capacity and the additional traffic which would result from higher density redevelopment may be difficult to handle.

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In 1975, 72% of all work trips to the inner city and 59% of all work trips within the whole County were carried by public transit. Since 1975, trips for all purposes to the inner city carried by public transit have increased in the peak hour from 71 to 74%, during the morning peak period from 66 to 69%, and all day from 55 to 58%.

The Stockholm transit authority (Storstockholms Lokaltrafik or SL for short) contracts with the national railway (SJ) to provide some services. SJ operates, under this contract, 7 railway lines within the County, running for 185 kilometres. SJ also operates 6 additional railway lines over 106 kilometres. The two together carry some 53 million passengers per year within Stockholm County.

SL operates one tram line, approximately 5.7 kilometres long, and 12 Metro lines with 104 kilometres of routings. Together they carry 195 million passengers a year.

The bus lines cover almost 7500 kilometres on 378 routes, and carry some 214 million passengers a year.

In total, 462 million passsengers a year are carried by SL and SJ's commuter lines in Stockholm County.

Summer ridership is some 450,000 persons per day and winter ridership is some 650,000 persons per day.

Of the total transit budget of some 2.5 billion krona ($0.55 billion), approximately 500 million krona ($110 million) are for capital costs. Of the 2.5 billion krona, Stockholm County Council provides 1.6 billion krona ($0.35 billion) and fares only 636 million krona ($140 million). Other subsidy systems cover the remainder.

The national government subsidizes 90% of the substructure cost for new construction, which works out to be approximately 50% of the total cost of new construction.

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County Co'. Al will extend Metro lines to areas of 10 to 20,000 persons, even though such extensions are not economic. Transit planners estimate a Metro system needs some 30,000 persons, and few new suburbs are large or dense enough.

County planners have estimated that the density of development serviced by bon motorway and Metro can be, at 10 kilometres from the central business district, about 22 persons per hectare, and, if 20 kilometres from the CBD, 14 persons per hectare. This can be compared with 5 persons per hectare and 3 persons per hectare if serviced only by freeway and 11 and 7 if serviced only

by Metro. This shows the complementarity of Metro and road transport.

The distance people will walk to a transit facility is very dependent upon the headway on the facility. If the headway is short, walking distances can be long. If the headway is long, walking distances must be short. This can be traded off. The relationship between residential density and walking distance is also inverse. It is estimated that, in row housing, bus stops must be within 700 metres of homes and Metro stations within 900 metres of homes. With 3 or 5-storey multiple storey buildings, bus stops must be within 300 metres of homes and Metro stations within 400 metres of homes. In Vallingby, a new towntype suburb, the walk from the single detached housing area to the Metro Station entrance takes about 10 minutes.

People resist transfering twice, even from a bus to a Metro line to another Metro line. As a result, the routings of the Metro system in Stockholm tend to be radial, all passing through a central area and a central station. Ten of the Metro lines, in fact, pass through a single 3-station area while the other 2 lines travel perpendicular to that route.

The City finds it easier to acquire properties and develop its own entrances for Metro Stations than to bother with developers.

Time by Metro from T-Centralen station to the suburban Metro terminal stations varies from about 17 minutes to about 27 minutes.

It takes approximately 2 minutes to travel one kilometre by Metro. Some of the lines, however, travel as fast as 1i minutes per kilometre.

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Kista is a new town ),....thin the City of Stockholm. It is divided into a residential area and a working area, with the high school, hospital and sports fields located in the working area. The Kista Centre is a commercial area located at the centre of the community at the Metro Station. The residential and work areas are separated by the Metro line, a major road and the Centre. The whole of the community is on one side of an expressway.

Kista has some 28,000 people in some 3200 dwelling units spread over some 600 hectares. Stacked row and apartment housing are located close to Kista Centre, with row housing a:way from the Centre. There are many parkettes and walkways winding through the community with nursuries and junior schools located in the parkettes. Parking garages are located on the perimeter of the community.

All land within Kista is owned by the City and leased on a long-term basis.

Lease rates are revised every 10 years. The buildings are built by the City,

by City-owned or privately-owned companies. The interiors of all commercial and residential buildings are leased; all the apartment buildings are leased to co-ops.

7.3

GOTHEBORG

The population of Gotheborg is approximately 430,000, down from a peak of 450,000.

The population of the Gotheborg region in 1967 was about 650,000. In 1967, it was expected that the region's population would increase to 1,000,000 by the year 2000. This increase is not occurring, and the present population is about 690,000, a figure which has not increased since 1972 and which will be stable in 1985.

The Gotheborg region stretches about 100 kilometres from north to south and 50 kilometres from east to west.

Gotheborg planners can only guess at the Region's prospective population between 1985 and the year 2000. It may fall to 650,000 or rise to 800,000. Most of any growth will be in the north half of the region in population and in the south half and the northeast quarter of the region in employment.

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Ir the 1960's and in the early 2/70's, the City invested 88 to 100 million krona ($19 to $22 million) per year on a freeway network, 50% subsidized by the national government. The City now invests 40 to 50 million krona ($8.7 to $11 million) per year. Further growth of the road network has been stalled due to limited funding and the low population growth reduces the need for more roads in any event.

Between 1967 and 1972, trips by public transit dropped by 15%. The Gotheborg transit authority (Gotheborgs Sparvagar or GS for short), which is governed by a public transport board made up from members of City Council, then introduced a monthly pass system and improved its transit system. Transit trips have increased by 15% by 1978 and by another 12% by 1980.

GS, by the way, started in 1879 as a horse tram company. Its "Metro" is, in effect, a separated tram system.

86% of the tram system is separated, either within its own right-of-way or barriered on the City's streets. The remaining 14% of the system would have to be tunnelled in order to be separated. Historically, GS segregated its tram lines one line at a time. Gotheborg went to low curbing as a barrier to separate the trams on roadways in order to reduce accidents.

Recent tram system construction has been to Metro standards in the suburbs, especially in stations. However, the system is still a tram system in the inner city.

Since 1967, the tram system has not been expanded except to put in a line to Angered Centrum. The mileage traveled by the trams has stayed for a long time at between 13 and 15 million vehicle kilometres per year, with a peak in 1974 when the Angered Centrum line opened. Bus traffic rose from 8 million to 19 million vehicle kilometres in 1979 and has since dropped to about 17i million vehicle kilometres per year due to a reduction in the number of routes stemming from budget pressures.

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Buses use tY tram rights-of-way in the downtown area; however, buses can create ice conditions during snow storms. As a result, buses are taken off the exclusive rights-of-way at those times.

It should be pointed out that it seldom snows in Gotheborg. When it does snow, the snow seldom stays very long; however, to all intents and purposes, the transit system breaks down.

The average speed of the trams increased from 18 kilometres per hour in 1967 to 22 kilometres per hour in 1980. The average speed of buses, in the meantime, increased from 20.5 kilometres per hour to 27.5 kilometres per hour, a level that was reached in 1976 and has stayed static since.

GS carried some 53i million passengers in 1980 with season tickets. Some 32i million daily tickets were also sold for a total of 86 million passengers in 1980.

Redevelopment in new station areas is coordinated between the Planning and the Real Estate Departments of the City government, but it is being done entirely by the City and by the City's companies.

City Council will extend the tram system to an area with a population of from 25,000 to 30,000 persons and provide a station for every 5,000 to 8,000 persons.

Tram Line 8, which runs from the Central Rail Station to Angered Centrum, is a high speed, Metro-standard line. It takes 17 minutes to go the entire distance, predominantly through an industrial area. Its headway is 10 minutes in rush hours, 15 minutes during the day, and 20 mintues in the evenings and on weekends.

Angered Centrum itself was originally planned for some 20,000 persons; but only 3,000 or 4,000 persons are in the centre at present. The area and height of the centre have been reduced significantly from that originally planned.

One-third of the residential units are at grade in the centre.

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Angered Centrum is at e centre of a new community, planned originally for 160,000 people, which now has only 45,000 and which now may go to 50,000. The decision was made to develop a Metro/tram system; otherwise, the City would have had to build an additional freeway and utilize some 300 buses to serve the area. A folmer private railroad was shut down and the track and roadbed were rebuilt.

Gotheborg received 95% of the cost of constructing the line from the national government, but only received it because a Metro standard line, with no level crossings, was developed.

From 1984 on, Gotheborg will be getting 70% of the construction costs for all Metro/Tram construction from the national government.

GS's income rose from 80 million krona ($17.5 million) to 210 million krona ($46 million) between 1967 and 1980. However, costs rose from 100 million krona ($22 million) to 520 million krona ($14 million) during the same period.

Politicians decided to keep fares low.

In 1970, GS determined that 9% of tram time was spent waiting for traffic signals; therefore, Gotheborg established a priority signal system for trams.

This has been extended to 90% of all signals where trams operate. The priority signal systems are instituted as junctions are rebuilt in order to save costs.

GS is also developing a bus priority signal system in a few strategic locations.

A traffic restraint scheme was proposed in 1964 in order to exclude through traffic from Gotheborg's old city. Parking areas were established on the north and south sides of the old city and a plan for the old city was devised to divide it into 5 zones in such a manner as to prohibit car travel from one zone to any other.

In 1964, however, there was ony one bridge across the river which bisects Gotheborg. This bridge pointed to the centre of the old city. In 1966 another bridge was added, and in 1967 a tunnel was opened. These two facilities relieved

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traffic pressures on the old city sufficiently so that the traffic restraint system could be implemented, and this was done in 1970.

This traffic restraint system has worked out fairly well, after a few minor alterations were made.

The northeast sector within the old city has also been almost entirely rebuilt, with all pedestrian streets and one area of indoor shopping called the Ostra Nordstan.

The City proposes to extend the traffic restraint scheme through the whole of the central city. From five zones in the old city will come 34 zones in the central city. Two of these zones are being developed at present in an area abutting the old city.

The newer system abutting the old city, however, is generating considerable discussion since those receiving more traffic on the dividing and through streets do not like it. Therefore, a decision on fuller implementation of the traffic control scheme is pending.

The traffic restraint system has increased the number and percentage of trips to the CBD being taken by public transit. It has also increased the regularity and reliability of transit operations.

Tram Line 7 goes from Central Station to Bergsjon. The trip from Gamlestadstorget to Rymdtorget takes 15 minutes, but feels much longer as most of the stations are very closely-spaced and in seemingly undeveloped areas. The route is mostly in its own right-of-way, with only one section being related to a road.

At the Rymdtorget Station on this line, a moving sidewalk is used to keep within the 350-metre standard for the distance from stations to apartment buildings.

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7.4

WEST GERMANY

In West Germany, regional public transport authorities have been established to provide public transit services within their areas. They contract with the local governments, private bus companies, the German National Railway System (Deutsches Bundesbahn or-DB) and the Post Office to provide service. These public transport authorities also do the transit planning. By law, the Federal, State and local governments must provide public transit service.

Costs for the public transit authority's capital works are subsidized by the Federal Government based on income from a Federal Gasoline Tax of five pfenning (2k0) per litre of gasoline. One half goes to new roads, the other half to new transit facilities. However, the amount available in the whole country is based on how much tax is collected. This tax originated in the 1960's when gasoline comsumption was high and expected to increase steadily. Now that gasoline consumption has fallen, Federal revenue for capital Metro costs is decreasing significantly.

In the early 1960's, the Federal Government was awash with money from its Gasoline Tax and other sources and populations were growing. Most of the large cities within West Germany wished to build underground transit systems to relieve transit congestion problems. As a result, the Federal Government decided to fund transit works for 60% of the capital costs for cities with populations of from one-half to one million, financed from the Gasoline Tax. This 60% funding provides a subsidy for new capital works only, not rehabilitation, but is not applied to revenue-producing properties such as a commercial mezzanine floor.

DB capital works and operating deficits are covered in their entirety by the Federal Government.

Expropriation and land compensation procedures are very difficult and timeconsuming in West Germany. A land owner owns all underground right and a transit authority or City must negotiate easements for a Metro system. For that reason, transit authorities try to follow streets and public lands wherever possible. That is one of the reasons why it often appears that Metro systems follow old tram routes so closely.

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7.5

HANNOVER

The Hannover regional area is 2,275 square kilometres in size and has 1,128,000 people. The City of Hannover itself is 204 square kilometres in size and has 560,000 people.

There are 382,000 cars in the regional area and 173,000 in the City.

There are 490,000 jobs in the regional area, 367,000 in the City.

In the regional area, 66% of all trips are made by car. In the City, only 40% of all trips are made by car.

There are no single detached housing lots left in the City. As a result, there is some movement of population out from Hannover; however, Hannover's population is constant.

The regional area government is responsible for regional area transportation, regional planning, promotion of economic development and recreation.

Twelve percent of all local government taxes are transferred to the regional area government to finance the four functions noted. The transit operating deficit uses the greatest proportion of that. Fully 45% of regional transit operating costs are covered by taxes and only 55% come from the fare box. It should be noted that in the City itself, 70% of operating costs come from the fare box.

The Metro network is being developed from the tram network and is designed to, in effect, separate the trams from automobiles.

Many German cities in the 1960's went to a completely grade-separated system.

Hannover decided that the cost of this for a city its size was far too great.

Instead, Hannover is grade-separating in the City centre where the congestion is the greatest, and longitudinally separating to rights-of-way within or beside the street in inner city and suburban areas.

-22 -

The Metro system was first designed, complete with a full public p.ticipation program, in the 1960's. It is only now being implemented.

Hannover's transit system is and ultimately will be a mixed Metro, tram and bus system. The Metro system is underground in the central area and at-grade outside the immediate environs of the central city. The stations and the accesses to the stations appear unrelated for the most part to surrounding buildings.

The trams/trains are located either within their own rights-of-way, in the centre of the street in their own rights-of-way, or in the street, sharing rights-of-way with cars.

Part of the ultimate Metro system is now running as a Metro system and part is still operating as a tram system. As well, the tram system which will remain after Metro is completed is being upgraded to have separate rights-of-way.

Between 100 and 120 million DM ($50-60 million) is being spent each year on capital works for the Metro system. The first part of the Metro system was opened in 1975.

60% of the capital costs are paid for by the Federal Government, 25% by the State and 15% by the City and regional area government.

Separation of the Metro and tram systems along streets is done fairly simply through the utilization of paving stones, paint, etc.

At-grade crossings are controlled by signals giving preference to the Metro.

It is ultimately intended to control all traffic signals in the region to give priority to all forms of transit.

In 1980, the Hannover transit system (Ustra) carried 137,000,000 passengers.

A further 13,000,000 million were carried by DB on its commuter trains (Sbahn).

- 23 -

One can transfer from the S-bahn to the Metro to the tram to the bus using u-e ticket. The whole regional area is divided into only three zones. A single fare ticket costs only 1.80 DM (800). (One fare per zone.)

The increase in passengers on a particular line when Metro replaced trams was some 50%. New passengers provided 60% of that increase. The rest transfered from buses. It has been determined by Ustra that 50% of those who have access to a car will still use a Metro or bus system when served by one.

The bus system ha5 been re-oriented to feed the Metro system. When the Metro was still a tram system, buses had to run downtown as well as the trams to provide adequate travel times. This is no longer necessary. However, because people do not like to transfer, transfers are made very convenient. Distances are short. No steps are required. Transfers are made under cover where possible. The Lahe Metro terminal is a perfect example. Walking distances are very short. Transfer facilities from bus to Metro are covered. Park'n'ride is immediately adjacent.

The maximum walking distance provided along Metro routes to stations is approximately 1000 metres. 600 to 800 metres is the maximum distance to other types of transit.

All entrances to the Metro system in the downtown are in public areas, such as streets, pedestrian streets and public buildings. None are in private buildings.

There is limited development around most of the station areas and no high rises are permitted.

Instead, the City is also attempting to place employment centres at the ends of the Metro lines. The City acquires the land and sells it at an attractive price to potential employers, mainly insurance companies.

Park'n'ride is also provided, primarily at the ends of Metro lines.

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A number of commercial office buildings have been located at the Lahe terminal Metro Station. The sites were developed by the City and Ustra. They were then sold at reasonable rates to companies for development with no controls other than standard zoning and building bylaw controls.

As well, there are some 300 parking spaces in the Lahe Station park'n'ride lot.

The average. speed on the Metro lines is 25 kilometres per hour, including stop time. Top speeds are 70 kilometres per hour in the tunnel, and 50 kilometres per hour on the surface. Tram speeds average 18 to 20 kilometres per hour.

A below grade pedestrian shopping street was built by the City between the Kropke and Hauptbahnhof Metro Stations downtown. It was not, of course, provided with Federal Government subsidy. The City, however, used the opportunity of Metro construction to build the shopping street. It is rented out by the City.

The distance of about 3 Edmonton-sized blocks is lined with retail stores and open to the sky, except for at-grade cross-overs at a number of points and walking areas for the at-grade stores at the sides.

7.6

FRANKFURT-AM-MAIN

Frankfurt's population at the end of 1980 was 630,000. Frankfurt region's population is approximately 2.2 million. Employment in the City is approximately 450,000. Over 220,000 persons enter the City each day to work.

There is little developable land left in the City. Downtown land prices are in the range of 2000 DM per square metre ($100 per sq. ft.) and a two to three bedroom house in the City sells for approximately 1,000,000 DM ($500,000).

The modal split for work trips depends very much on the location of the work.

For instance, transit authority (Frankfurter Verkehrs-und Tarifverbund or FVV for short) employees ride free on the transit system; however 50% of the workers come by car as the FVV offices are just outside the downtown.

- 25 -

To accommodate all the car traffic, there are a total of over 60,000 parking stalls in the downtown area with rents ranging from 120 to 150 DM ($60 to $75) per month.

There is no move to decentralize employment centres in Frankfurt. Rather, flex time is being encou'raged.

Frankfurt is building a Metro system, primarily to replace its tram lines.

This is allowing A change from 30-second headway_ on trams to 120-second headway with Metro trains.

However, in changing from tram to Metro, the City is not changing travel times because access time is increased. One must take the bus to a Metro station, walk up and down stairs and escalators, and walk from the downtown Metro platforms to the office.

As well, tram stops used to be every 450 metres. Metro stations are some 750 metres apart.

FVV now operates trams, Metro lines either above or underground, and a bus system. All tram lines will soon be operating with new Metro-standard equipment though they will not be Metro lines.

DB runs independently in Frankfurt and services a good deal of the City. The incoming money is split between DB and FVV, but otherwise the systems are entirely separate.

FVV's operating budget is some 550,000,000 DM ($275,000,000) per year. Incomes are as follows: from fares 250,000,000 DM; from DB 150,000,000 DM; and from the City 150,000,000 DM. The City operates power, water and heating systems which profit by approximately 80,000,000 DM per year. This profit goes towards the transit system, leaving some 70,000,000 DM to be picked up by the taxpayer through municipal taxes.

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Construct fl is not done by FVV but by the City. The City decides where the Metro lines will go after consulting with FVV. Tunnel construction costs are approximately 100,000,000 DM per kilometre ($31,250,000 per mile) while surface Metro construction is approximately 10% to 15% of that (plus land costs if not within a street right-of-way).

Right now, Frankfurt is spending approximately 140,000,000 DM ($70,000,000) per year for underground tunnel. Rails, wires, cars, and signals are in addition to this. 60%" of the Frankfurt cost is being payed by the Federal Government and 30% by the State. The rest is being covered by the City. In some States, the State also pays 50% of the cost of the vehicles; however, not in Frankfurt. At the same time, about 50,000,000 DM ($25,000,000) per year is being spent by DB for S-bahn development.

The shopping street near the Hauptbahnhof was done completely on public lands.

The City rents stores in the shopping street.

The longest Metro line, line U3, is 18 kilometres long.

7.7

DUSSELDORF

The City of Dusseldorf itself has a population of 600,000 while its transit system serves approximately 1.1 million.

Of the 190,000,000 passengers per year riding the Dusseldorf transit system, 60% use the trams and Metro system.

The regional transportation authority in the Rheingau (the Verkehrs-und Tarif Gemeinschaft RHEIN-SIEG or VRS for short) serves a total of 7.5 million people in Essen, Cologne, Dusseldorf, Dortmund, Wuppertal and area. They have a uniform fare system and carry, with DB, a total of 900,000,000 passengers per year.

-27-

Deficits in VHS are paid for by the individual municipalities served, based on the number of stations, the kilometre of routings, and usage within each individual municipality. For instance, the Dusseldorf transit system deficit in 1980 was 60,000,000 DM ($30,000,000). 47,000,000 DM ($23,500,000) was received from Dusseldorf City Council and the rest from the surrounding municipalities which the Dusseldorf system serves.

7.8

COLOGNE

Cologne is a city of 1,000,000 people and the Cologne transit authority (Kolner Verkehrs-Betriebe or KVB for short) serves a population of 1.2 million (outside Bonn). The KVB system is very concentrated in the downtown area and the transit network, which parallels the road system, is radial with many connecting ring routes.

KVB, plus Koln-Bonner Eisenbahnen (KBE for short) which serves an area between Cologne and Bonn, plus DB carry 600,000 passengers per day in a complicated amalgam of underground, at-grade and elevated Metro lines, tram lines, buses, S-bahn trains and combined tram/Metro systems in Cologne and region.

The tram lines are being converted to Metro at and below-grade. Tram lines have been in separated rights-of-way on most roads for a long time; but because of narrow roads and congestion, the lines have had to be put underground in the downtown area. In effect, KVB is putting its tram lines into tunnels downtown, while using existing infrastructure elsewhere.

Of the 150 kilometre rail system, 30 kilometres is now grade-separated or atgrade with no crossings (classified as Metro).

It is hoped that 100 kilometres will ultimately be fully separated. Availability of money is now interfering with reaching, much less the timing of this goal.

Tunnelling is especially affected as one kilometre of tunnel costs between 80 and 90 million DM ($)40,000,000 to $50,000,000) including everything except the rolling stock.

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--e Federal Government providt 60% of Metro construction costs and the State gives a further 30%.

In Cologne, however, the State's requirements were costly and KVB has not met those requirements. For instance, the State's standard vehicle would not fit around curves in Cologne's tunnels. Therefore, KVB had to develop its own Metro vehicle to fit in its system. This has not, in the long run, affected State funding.

The bus system basically feeds the tram and Metro systems and few bus routes go to or within the downtown area.

There is little coordinated land use planning around stations because land use and transportation planning are separated. Transportation has, for the most part, reacted to land use.

In Cologne, S-bahn riders cannot transfer to the KVB or KBE systems or vice versa as there is no agreement between Cologne and DB, as exists in Hannover and Frankfurt, on fare integration.

Parking lots are provided at some Metro Stations. However, a very minor proportion of transit movement is involved . KVB has been encouraging park'n'ride in order to get the City to provide parking lots; but the City is reluctant to proceed because of the costs. In total, there are only 200 to 300 parking spaces on the whole system. No charge is made for the parking spaces as they are public and not dedicated to transit users only. Frankfurt also does not restrict parking within its boundaries, but allows it almost everywhere. This reduces the need for park'n'ride facilities. The City has great plans for park'n'ride expansion, but the plans are not being implemented.

Chorweiler is a new town within the City of Cologne which will ultimately have population of 100,000. When it was planned, Chorweiler was to have tram and S-Bahn service; however, a Metro system was developed by KVB. There are not enough passengers for both systems. The Metro system, operating every 6 minutes in rush hour and taking 25 minutes, is overloaded while the S-bahn, operating

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every 30 mutes and taking 14 minutes, is not well used. This is due to the lack of agreement over integrated fares.

There are two Cologne-to-Bonn Metro lines, one along the Rhine River operated

by KVB and one inland operated by KBE. The KVB Cologne-to-Bonn line is 30 kilometres long. It uses a former railway line at grade which cost a total of 100,000,000 DM ($50,000,000) to convert to a Metro system. It is still used by freight trains as well as the Metro trains.

The Cities developed Metro lines between Cologne and Bonn rather than have DB develop an S-bahn because the two old inter-city lines existed as tram lines, the north-south train lines on which the S-bahn would have run were, and still are, heavily travelled, and it was cheaper to convert the inter-city lines to a Metro line rather than to build new trackage for an S-bahn. Funding on the lines was 60% Federal, 30% State and 10% by the Cities and served municipalities.

7.9

NETHERLANDS

In the Netherlands, the presence of a national public transportation company, Nederlandse Spoorwegen (NS for short), provides the potential for complete integration of rail, bus, taxi, and airplane systems. Each City operates its own transit system in conjunction with NS. As well, there is one fare system for all buses and municipal transit systems.

The whole country is divided into zones. A traveller can buy one ticket which is valid on any bus or municipal transit system in the country (except for "airporter" buses).

7.10

ROTTERDAM

The population of the City of Rotterdam is declining. From 1965 to 1980, the City's population decreased from 725,000 to 580,000 and the population of the area served by the Rotterdam transit system (Rotterdamse Elektrische Tram or RET for short) decreased from 900,000 to 800,000.

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Rotterdam is a river L-ty. The Nieuwe Maas River and adjoining harbour bisect the City and limit crossings.

RET operates one Metro line, 21 kilometres long, 9 tram lines and numerous bus lines. It is building a second Metro line.

The existing Metro line was planned in the 1950's as the City, at the time, had a great deal of trouble with cross-river traffic. There were three tram lines and ten bus lines crossing the River on one bridge. The Metro system was first opened in 1968. RET then set up a feeder bus line system on the south side to feed into the Metro system.

When the National Government agreed to fund the Metro system, they insisted that no buses enter the downtown from the south side of the Nieuwe Maas River after the Metro was completed. Except for one RET bus line, this is now done.

The City wants all the regional bus lines operated by companies owned by NS to do the same, but NS refuses to do this.

A section of the Metro line south of the River is elevated through a residential area. This elevated structure was accepted in the early 1960's when it was built, but would not be today.

It was not built at the surface because of fear of cross- and side-friction.

Below-grade constructon would have been too expensive. Noise buffering works reduce noise and vibration in abutting apartments.

Parking and bicycle racks are located below the elevated structure. In some Station areas, a parkade structure is located underneath the track and Station.

A number of the Metro Stations, such as the Central Station, are integrated rail/bus/Metro/tram Stations.

It is present City policy to prohibit any further office development in the City centre. Instead, the City is attempting to encourage additional residential development in its centre. To help implement this, the City will be put-

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ting 2,500 of its own employees at one of the stops on the new Metro line.

However, the City's policy can not be followed through as many offices in the City centre are vacant.

The City has a public entrance to one Metro Station in a privately-owned regional shopping centre. The lessees within the centre pay for some of the maintenance of the Station through the shopping centre management. The works related to the entrance were paid for by the City.

The Metro carries 120,000 passengers per day. When there was a fare collection strike, ridership went to 160,003 per day.

The Metro line carries 36,000,000 passengers per year. This is 24% of all passengers carried by RET. The Metro system serves 300,000 persons in the City and some 50,000 in the new Town of Hoogvliet, to which the Metro system was extended in 1974.

There are a large number of free parking places at many of the Metro Stations and these are well used. The biggest, at the Slinge Metro Station, has 1000 parking stalls. Others have 500, 200 and 100 or as few as 50 stalls.

The average speed of the Metro line, including stops, is 55 kilometres per hour. The average speed of the trams is 18 kilometres per hour and of the buses, 24 kilometres per hour.

The Metro system's existing north-south line is a subway north of the river, elevated south of the river in the City, at-grade in the rural area between Rotterdam and Hoogvliet, and elevated in Hoogvliet. The east-west line will be a subway in the City and at-grade outside the City and in the suburban towns, with level crossings, but in it own right-of-way (a "fast-tram").

This will be done because the cost of building a Metro system is high. A new Metro system costs six times that of a new tram system. A so-called "fast tram" system, by comparison, is only 70% more expensive than a tram system.

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It is estimated that the total cost of the .aw east-west Metro line will be one billion guilders ($500,000,000).

The east-west line will be opened in 1983-4, and its extension to Ommoord will serve an area planned for 150,000. At present, there are between 50-60,000 persons in the area.

Office development is being promoted at one of the Stations on the east-west Metro line. The City is developing the land and leasing it long term to private builders at market rates.

One of the new Stations will have a commercial area, but it will compete with stores on the street. The City will be putting over 3000 parking stalls at two of the Stations in the new line.

RET costs are handled as follows: Fares cover 25% of the operating cost and the National Government covers the other 75%.

This subsidy is related to the level of service provided.

Of the capital cost, the National Government pays 80% of the land costs and 50% of the construction costs.

7.11

UTRECHT-NIEUWEGIJN

Utrecht is a transportation centre. Its railway station is near the old city which is devoted for the most part to pedestrian-only areas. Between the railway station and the old city, there is an elevated pedestrian office/commercial area (the Hoog Catherijn). On the other side of the railway station, there is a large bus terminal, a convention centre, a five storey parkade and a large hotel.

The population of the Netherlands is about 14 million, up from 10 million in 1950. Most of the recent population growth has taken place in the Amsterdam/ Utrecht/Rotterdam/The Hague area. Much new housing has been developed since World War II. Since the old cities were filled by the 1960's, the country had

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to build new dormitory towns. One was Nieuwegijn, sout,h of Utrecht, which was planned in the 1960's and begun in 1970.

One of the premises of Nieuwegijn was good transit. Utrecht, however, did not want a new Metro line. Its preference for a fully-fledged commuter rail line was estimated to be very.expensive. As a result, the National Government refused to fund it and insisted that a Metro-scale line be built, with at-grade street crossings, etc.

As a result, a Metro-type "fast-tram" is being constructed. It is being designed and built by NS, and will be operated by a regional bu7. company owned by NS. Its planning was done by the National and local Governments.

The system is being financed by the National Government. For fares, the National Strip Card System will be used and the ride from Nieuwegijn to Utrecht will be either three or four zones.

It was decided to route the line through new areas, except in downtown Utrecht itself. It was easy to build in the new areas; however, it has been difficult in Utrecht.

When the decision was made to build the system, the population of Nieuwegijn was 25,000. The population is now 50,000. The town is now served with many buses as the fast tram is still not running and will not be until 1983.

The population of Utrecht is 230,000. The population of Nieuwegijn is projected to be 55,000 and of Usselstein, served by a branch off the Utrecht/Nieuwegijn line, 22,000. Ultimately, the line will be extended to the north and east through Utrecht and Uithof, a university area, to Zeist, which is a city of 63,000. Traffic from Nieuwegijn and Usselstein to Utrecht is estimated will be approximately 20,000 persons per day.

The line runs 13 kilometres from Utrecht to Nieuwegijn with a 4 kilometre spur to Usselstein. The right-of-way will be separated and at-grade in the centre

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median or at the side of a 4-lane road and through the centre of "raffle circles.

Crossings will be at-grade with priority green signals. It is estimated that the average speed will be 30 kilometres per hour. Station design will be very simple - platforms with shelters.

There will be no bus system feeding into the fast-tram line. It is expected that passengers will walk or bike to the line as stops will be only 400 to 800 metres apart.

Nieuwegijn has been developed by local governments. The buildings are built by the governments or by private development companies. The buildings are owned by cooperatives who buy the land from the government.

7.12

AMSTERDAM

Amsterdam has a single Metro system with two branches. It runs from the downtown, through a high density area, to a new development area and parallels, in part, an NS commuter line.

In the 1960's Amsterdam planned

4

Metro lines in a radial pattern. In the

central City, there was to be no spot further than 400 metres from a Metro station. The first line was developed to the southeast to serve the new development area of from 50-80,000 persons. It was built underground in the older part of the City. Because of great resistance to its construction, no construction has been done on the Metro system since 1975, when the southeast line was opened.

The new development area made up predominantly of publicly-built, high density, 9 to 12 storey apartments. The ground level is devoted to pedestrians and bikes. The first level above grade is devoted to roadways, parkade entrances and buses. The Metro line, elevated here, is at the second level above grade.

Each track is on its own structure, permitting more light to get to the ground.

Parking structures are for apartment residents. There are no park'n'ride facilities along the Metro line.

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The Metro line is 18 kilometres long with two branches. 3i kilometres are underground, where the average distance between stations is 800 metres. In the at and above-grade sections, the average distance between stations is 1100 metres.

When the line was developed, the 3i-kilometres underground pertion cost the same as the 14i-kilometre at-grade and elevated portion. In 1969, the estimated cost was 400,000,000 guilders. (At that time, one guilder equalled 330.

There-

fore, the cost was $132,000,000.). The actual cost was 900,000,000 guilders (about $350,000,000).

The City is now studying a light-rail Metro system, either on the street or in its own right-of-way in streets, with at-grade crossings.

Funding was provided 49.5% by the National Government and 50.5% by the City of Amsterdam. Future funding may be poorer because a Metro system as now proposed will have less of a regional impact than the original Metro system was going to have.

SUMMARY

7.13

7.13.1

Newcastle-Upon-Tyne

The system is just completed. The first phase was opened in August, 1980.

The second phase in April, 1981. The third phase was opened in late 1981, after the Study Tour returned to Edmonton.

The first phase included the line from Haymarket to Tynemouth via Benton. The second phase included the line from Haymarket to Bank Foot. The third phase included the lines from Haymarket through Monument to South Shields and from Monument to Tynemouth via Byker.

This is a completely separated right-of-way, light rail Metro system. It is underground in the downtown Newcastle-Gateshead area and in a small section near Byker. It is elevated in a small section near Byker and it is at-grade

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along the vast majority of its routes. There are few level crossings; however, those that exist, are controlled.

The system's pattern is basically radial, but serving predominantely the northeast portion of the transit authority's area.

The service area has been dictated to a great extent by the former British Rail lines and, as a result, the whole of the City area is not served by the Metro system. Significant portions of the Newcastle area to the west of the downtown are not served at all by the Metro.

Integration with buses is almost non-existent at present; however, it is planned to fully integrate soon, now that the whole system is open.

The Metro routes follow the old British Rail commuter system. As a result, the Metro system runs in areas which are, in part, fully developed, and, in part, completely undeveloped. They are predominantely residential areas of medium and low (by British standards) density and older areas rather than newer areas.

All entrances to the Metro are in public lands.

There is no active redevelopment at the Metro Stations.

The overall impression is of a good system; however, it is a system which has used existing or pre-existing facilities and has in few ways been innovative or different than the system which it replaced.

7.13.2

Stockholm

The Stockholm system was built, for the most part, in the 1950's and 1960's.

Though classified as a light rail transit vehicle, for all intents and purposes it appears to be heavy rail.

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It is underground in the inner city; however, it runs at, and, in some sections, above-grade in the inner and outer suburbs.

Rights-of-way are entirely separated with no at-grade crossings.

The system's pattern is radial with a number of routes sharing lines as those lines converge in the central area.

To all intents and purposes, the whole of the urbanized City is served by the Metro system.

Integration with buses, trams and trains is complete. Though many buses run downtown, a great many of the bus lines feed the Metro system, not at each Metro station, but at significant or terminal stations. Integration at the individual stations is poor, however, and riders are often left to their own devices in transferring from bus to Metro.

Integration with National Railway's commuter system is almost non-existent, though competition between the Metro and railway system is limited because the railway system tends to serve different areas.

The routes run through predominantely developed areas in a pattern which links developed areas one to the other and to the downtown. The areas tend to be residential in nature rather than industrial and are, by North American standards and even by Swedish standards, higher density than most.

The Metro system serves both the older areas of the City and the new towns developed by the City.

There are no public entrances to the Metro system within private developments.

Redevelopment along the Metro lines and at the station entrances is almost non-existent. Instead, some general rehabilitation is taking place in the inner city areas.

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The overall impression is of a good system that is well used and serves the City well.

7.13.3

Gotheborg

The Gotheborg system was built in the 1960's and 1970's.

It is a tram system with one pre-Metro line and considerable right-of-way separation at-grade. The whole of the system is at-grade either within street rightsof-way with considerable cross and side friction, even where the traffic is separated from the tram operations.

The system's pattern is a concentration of lines operating in and around the downtown area with a number of radial lines emanating from that downtown area.

The trams serve predominantly the southern portion of the City. Only one tram line operates across the river into the northern portion of the City.

Integration with bus facilities is limited. Some buses feed into the one preMetro line and the tram line on the north side of the river; but, for the most part, the trams and buses run independently of each other in the southern portion of the City.

The routes run in areas which are in part, developed and in part, undeveloped.

Some run in industrial areas but they run predominantly in residential areas of medium to high density. They serve two new town areas.

Public entrances to tram stops are not located on private lands.

Redevelopment has not occurred along the lines.

The overall impression is of a well-operating tram system in which some preMetro development has taken place where and when the opportunity has presented itself.

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7.13.4

Hannove

The Hannover Metro system is being built at present. Parts of it have been operating for a few years and parts are under construction with openings projected over the next 5 years.

The system is a Metro/tram system. Facilities will be underground in the inner city area and at-grade, either in their own right-of-way or in a right-of-way within the street, separated from other traffic, elsewhere.

The system's pattern is radial, focusing on a single 2- to 3- station area.

The Metro will serve the whole of the City and one suburban area considerably to the south.

Integration with buses and trams is fairly complete. The buses feed the Metro system.

The routes run in fairly well-developed areas and to new town and new employment areas. The routes run through residential and commercial areas of medium density.

Public entrances to Metro facilities are in public facilities rather than in private facilities.

Extensive redevelopment has taken place in conjunction with the Metro system's construction in the downtown area. As well, in some terminal station areas, extensive new development has taken place in conjunction with the Metro system.

The overall impression is that of a good system which will function effectively once it is completed.

7.13.5

Frankfurt-Am-Main

The Frankfurt Metro system was built in the 1960's and the early 1970's.

- 10 -

'he system is a Metro syst,.2, using a tram-type vehicle.

It is underground in the downtown area. It is in its own separated right-ofway in many inner city, inner suburb and suburban areas. At-grade crossings are, for the most part, uncontrolled.

The system's pattern is radial, with a number of routes sharing each rail line as it enters the downtown area.

Additional lines are being constructed and are slated for opening in the 1980's.

Only the northern and eastern portions of the City are served by the Metro system at present.

Integration with buses, trams and the state railway is fairly limited. The state railway serves the eastern and southern portions of the City and the trams also run in a radial and concentric pattern into the downtown, in some instances almost paralleling the Metro system. The buses, for the most part, tend to feed the Metro system where the Metro system exists.

The routes run in predominantly developed areas and their extensions run to the suburban towns, especially those towards the north of the City. They tend to be in the higher density areas in the centre of the City; however, they run in very low density areas towards the suburbs. They tend to be in the older areas, running to the new towns, but predominantely in residential areas.

There are a few public entrances to the Metro system in private facilities.

These, however, were established at the cost of the private developer involved.

The vast majority of the entrances are developed in a non-integrated fashion with the surrounding area.

Limited redevelopment has occurred surrounding the Metro stations in the suburban and inner suburban areas. However, considerable new town construction has occurred around one particular station area (Nordweststadt) and some redevelopment has taken place downtown in conjunction with Metro construction.

- 141 -

The overa'' impression is of a fairly ood system, but one which is bound too much to existing streets, which is not designed to serve the whole of the City, and which is not well-integrated with that City.

7.13.6

Cologne

The Cologne Metro system has been built over the last 15 years and is still under construction at present.

The transit system is a very complicated amalgam of Metro, pre-Metro, tram, commuter train and bus with rails underground in portions of the downtown, elevated in portions of a ring system and at-grade to a great extent either within their own rights-of-way or integrated with the other road traffic atgrade, with and without crossings which are controlled and uncontrolled. There is also an inter-city service to Bonn.

For the most part, this is a tram system which, in parts, has been upgraded to a Metro system and buried.

Its pattern is radial, with a number of concentric connecting loops.

The system serves the whole of the City, especially taking into account the tram connections. However, at present, only the downtown, northern and eastern portions of the City have true Metro facilities.

Integration with buses should be good, but is fairly limited because of the limited amount of "Metro" in the system. Integration with trams is complete because the Metro system is, in effect, an extension of the tram system. Integration with the national railways is non-existing.

The Metro routes run, for the most part, in developed areas, both residential and industrial, at all densities, both in older areas and in new town areas.

There are no public entrances to the Metro system within private facilities.

-42 -

Little redevelopmenl is taking place as a direct result of the Metro system; rather that redevelopment which is taking place is taking place in the natural course of events.

The overall impression is that of a system which works, notwithstanding its apparent complexity, but perhaps because of its complexity, as different facilities are provided to deal with different requirements under different circumstances.

7.13.7

Rotterdam

The Rotterdam system was first opened in 1968 and added to in 1970 and 1974.

Additional facilities are under construction for opening in 1982 to 1984 and additional extensions are planned to 1986.

The system uses an apparently-heavy rail vehicle which is classified as a light rail transit vehicle.

The system is underground in the downtown and mid-town area, elevated in the mid-town area south of the river and in the new town it serves, and at-grade, separated in its own right-of-way, elsewhere. The new line will be underground in the City and at-grade outside the City.

The system's pattern, once the new line is completed, will be that of two completely separate lines, both of which go to the downtown area.

The present line serves the downtown, the south side of the City and a new town. The new line, to be opened in 1982-1984, will serve the eastern and western portions of the City and a new town to the northeast.

Integration with buses on the south side is almost complete. Integration on the north side is almost non-existent as there is very little Metro line there.

Integration will probably take place once the east-west line is constructed.

Integration with trains is limited as the train system does not run near the Metro system, with the exception of the downtown area.

43 -

1

The Metro runs through a heavi_y developed area on the south side of the river and through completely undeveloped areas to a new town, connecting it to the downtown of the City. The new line will likewise run through a fairly heavily developed portion of the City and then through a rural area to a new town.

The developed areas are predominantly residential in medium to high density; however, the present line runs through some heavy industrial harbour areas.

Unfortunately, one of these industrial areas has no Metro Station.

The only public entrance to the Metro in what appears to be a private building is, in fact, in a public building which was developed by public agencies.

There has been little redevelopment around Metro stations. That redevelopment which has occurred, however, has been related to the Metro station whenever possible.

The overall impression is of a Metro system which serves a particular clientele and serves it fairly well, but which does not at present serve the whole of the City. It is hoped that the new line will serve the rest of the City.

7.13.8

Amsterdam

The Amsterdam Metro was built in the 1970-5 period. It is a completely separated, elevated or underground Metro system.

It is a single line with one spur running off it.

Only the southeast portion of the City and one new town area are served by the Metro system.

Integration with buses in the area of the line is fairly good, but with other facilities is almost non-existent.

The Metro runs through very heavily developed high density areas, especially in the suburban area. It is predominantly residential in nature and runs through the oldest part of the City to the newer part of the City.

- 144 -

There are no public entrances to the Metro system in private facilities.

Redevelopment as a result of Metro construction has not taken place.

The overall impression is of a system poorly integrated 1.ith its surrounding neighbourhood.

- 145 -

TABLE 1

POPULATION AND AREA STATISTICS OF COUNTRIES VISITED

Area Population

(sq. mi.)

Area Density (pp. sq.

mi.)

55,883,100

94,399

592

8,294,000

173,665

48

*West Germany

61,439,000

95,704

642

*Netherlands

14,083,000

15,892

886

(Canada

23,809,800

3,851,809

6)

(Alberta

2,012,500

255,219

8)

*United Kingdom *Sweden

*Countries visited.

Source: Hammond Almanac 1981

- 147 -

TABLE 2

DEMOGRAPHIC CHARACTERISTICS OF CITIES VISITED

DENSITY TYPICAL POPULATION

RESIDENTIAL NEIGHBOURHOOD

POPULATION

METRO AREA

(ppga)

Newcastle-upon-Tyne1,000,000

1,200,000

60 ppga

Stockholm

700,000

1,500,000

n/a

Gothenborg

430,000

650,000

n/a

Rotterdam

900,000

1,000,000

n/a

Amsterdam

741,000

n/a

n/a

Utrecht

237,000

1,000,000

n/a

The Hague

472,000

n/a

n/a

Hannover

560,000

1,128,000

n/a

Frankfurt

630,000

2,200,000

n/a

1,000,000

1,200,000

n/a

Dusseldorf

600,000

1,100,000

n/a

(*Edmonton

505,773

CITY

Cologne

677,105**

20 ppga)

Source - Lecture notes/written documentation. _

N/A - Not Available *

- 1980 Population

** - Subregion Population

-48-

TABLE 3

LIST OF DOCUMENTS COLLECTED

1.

NEWCASTLE-UPON-TYNE

(a) Metro Pocket Service Guide (b) Making the most of Tyne and Wear Transport in Newcastle and Gateshead (c) Travelticket Handbook (d) Getting there - Facilities for Disabled Travellers (e) Your Metro Guide - How to use the Metro system (f) Welcome to your Metro (g) Meet Your Metro (h) Evolution of the Tyne & Wear Metrocars (i) Functions of the Metro Control Center (j) Public Transport on Tyneside - A Plan for the People (k) Public Transport on Tyneside - A Plan for the People - Summary

2.

STOCKHOLM

(a) Map of Stockholm 1981 (b) Tunnelbana - Generalized map of Metro routes (c) SL 1980 - Facts about the Stockholm transit authority's system (d) Stockholms Kartan, 1980-81 - Map showing SL routes in Stockholm City (e) Lanskartan, 1980-81 - Map showing SL routes in Stockholm County (f) Valkommen till varldens langsta konstutstallning - Artwork in Metro Stations 149

-.

(g) Information - Fares (h) Postcards of artwork in Metro Stations (i) Some Things Are Special About Our Transport System (j) Regionplan 78 (k) Map of Kista-Husby (1) Kista-Husby-Akalla - a digest for planners, politicians and critics (m) Map of downtown Stockholm (n) Map of downtown Stockholm

3.

GOTEBORG

(a) Annual Report 1980 - Summary (b) Map showing generalized bus and tram routes (c) News on Light Rail in Goteborg Sweden (d) Goteborg Transport Developments (e) Angeredsbanan - Light Rail Rapid Transit Route

8

(f) GS Design program (g) Fares (h) Preferential Signalization for Public Transit in Gotheborg (i) Map of downtown Goteborg (j) Map of Goteborg

4.

HANNOVER

(a) Statistischer Bericht 1980 - Statistics respecting transit authority (b) Transit research focus point (c) Baulos C21, Georgstrasse/Steintor - 50 -

(d) U-Bahn Hannover (e) Sonderausgabe Ustra Linien Cr) Stadtbahnwagen Typ USTRA Hannover (g) Grossraum-Verkehr Hannover 1970-1980 - Regional transport plan

5. FRANKFURT-AN-MAIN

(a) Verkehrslinienplan - Map showing transit routes (b) Frankfurt Die Stadt - Information respecting the City of Franfurt (c) Stadtwerke Frankfurt-am-Main - Information respecting city-owned utilities (d) Bus schedule - Route 53 (e) Tram schedule - Route 16 (f) Bus schedule - Route 71 (g) Neue Zentrale Betriebsleitstelle Verkehr der Stadtwerke Frankfurt-am-Main - Franfurt transit control center (h) Stadtbahn - Zentralwerkstatt der Stadtwerke Frankfurt-am-Main - Description of central tram and metro car barns (i) Vir versorgen eine Stadt - Description of city utilities (j) Rund um die Uhr fur Sie bereit - Description of city utilities (k) Frankfurt Gemutlichkeit - on board the Ebbelwei-Express (1) H-Bahn - Overhead Cabin System with Articulated Vehicles for Scheduled route operation (m) Milestones in the Development of Electric Traction (n) D.C.-operated Light Rail Vehicle Type M6D

-51 -

6.

COLOGNE

(a) Liniennetzplan - Transit routes map for Cologne (b) Fahrgast - Fibel - Fare information (c) U-Bahn Koln - Description of underground stations (d) Stadtbahn in Kalk - Description of U-Bahn system (e) Zentrale Leitstelle der Kolner Verkehrs-Betriebe AG - Central control system (f) Stadtbahn Rhein-Sieg - Description of transit systems in Cologne area (g) Map of Cologne (h) Map of downtown Cologne (i) Koln erleben - tourist booklet for Cologne

7.

DUWAG

(a) The Essence of good Connection - specifications of various transit vehicles manufactured by Duwag

8.

ROTTERDAM

(a) Lijnennet plattegrond - transit routes as of 1981 11 (b) Lijnennet plattegrond - transit routes as of 1982 05 01 (c) Description of Metro system (d) Map showing existing and proposed Metro system (e) Underground/Urban Railway - Specifications of Metro system (f) Sneltram type 5G2 voor RET Rotterdam - Specifications for Metro vehicle - 52 -

(g) Stadtbahnwagen lyp T Rotterdam - Specifications for Rotterdam Metro vehicle

9.

NEDERLANDSE SPOORWEGEN

(a) Map showing NS routes as of 1978 01 01 (b) The Netherlands railways - portrait of a company

10.

AMSTERDAM

(a) Bedrijfsgegevens - Information respecting Amsterdam transit authority (b) Dienstregeling - Night bus schedule (c) Het beveiligingsen beheersingssysteem - Metro control system (d) De stroomvoorziening van de metrotreinen - Third rail systems (e) De metrorijtuigen - Metro car specifications (f) Amsterdam - Tram/bus/metro - Welcome - Amsterdam transit information (g) Metro Amsterdam - Metro information (h) Map showing proposed transit routes (in

1968) and history of Metro

system (i) GVB Amsterdam - Poster showing transit facilities in Amsterdam (black and white) (j) GVB Amsterdam - Poster showing transit facilities in Amsterdam (color) (k) Zones en strippen.- Description of national strip card system in Amsterdam (1) Abonnementen - Application for transit pass (m) Winter 1981/82 - night bus timetable (n) Metro newsletter describing method of constructing tunnels in Amsterdam

-53-

TABLE 4 LIST OF SLIDES TAKEN NEWCASTLE - Upon - Tyne, Englana

1-1

View from Metro Line - note proximity of residential use, no buffering

1-2

View from West Jesmond Metro Station (old British Rail Station) platform - note residential use abutting station is row housing

1-3

View from Metro Line - note low density residential use abutting line, proximity of use, lack of buffering other than vegetation

1-4

View from Metro Line - note buffer is vegetation

1-5

View from Metro Line - note disused land use

1-6

View from Metro Line - tracks elevated here - note lack of noise buffering

1-7

View from Metro Station platform - note very low density surrounding land uses

1-8

View of Park and Ride facility - note small size of lot

1-9

View from Metro Line - note vegetation as only buffer

1-10 View from Metro Line to Station Platform (new station) - note single 1-11

track - note also lack of dense development around Station View of Station platform from Metro Line - note lack of dense development around station and 1-10 storey apartment building

1-12 View from Metro Line - note lack of buffering 1-13 View from Metro Line - note lack of buffering and proximity of residential uses 1-14 View from Regent Centre Metro Station platform of 3-storey parkade Park and Ride Facility and 9-storey office buildings 1-15 View from Metro Line - note lack of development along line 1-16 View from Metro Line - note low density development along line 1-17 View from Tynemouth Metro Station (old British Rail Station) platform towards Tynemouth Centre - note lack of redevelopment near Station 1-18 View from Tynemouth Metro Station back towards Cullercoats - note lack of redevelopment 1-19 View from Metro Line to entrance to Tynemouth Station - note lack of redevelopment around Station 1-20 View from Metro Line - view of North Sea - note: this parking is for hotel/restaurant and is not near a Metro Station 1-21

View from Metro Line of Station Platform and area - note lack of redevelopment and light industrial use between tracks and residential area

1-22 View from Metro Line of Station Pla,,form and area - note pedestrian bridge over tracks, proximity of residential uses and lack of buffering 1-23 View from Metro Line - note proximity of residential use and lack of buffering 1-24 View from Metro Line of West Monkseaton Metro Station - old British Rail Station - note.lack of redevelopment and entrance building 1-25 View from Metro Line - running through rural area 1-26 View from Shiremoor Metro Station platform - note low density residential use at Station, lack of buffering, proximity of use 1-27 View from Metro Line - note proximity of use and lack of buffering 1-28 View from Metro Line - note proximity of residential use and lack of buffering 1-29 View from Metro Line 1-30 View from Benton Metro Station platform - note proximity of low density residential use and lack of buffering 1-31

View from Metro Line 1-32 View from Metro Line of Metro Station - note lack of redevelopment in area 1-33 View from Metro Line of Metro Station - note lack of redevelopment, proximity of residential uses and lack of buffering 1-34 View from South Gosford Metro Station (old British Rail Station) platform of area to east - note low density residential use, lack of redevelopment, entrance building, bus/Metro interchange 1-35 View from South Gosford Metro Station platform of area to east - note proximity of residential use and lack of buffering 1-36 View from South Gosford Metro Station platform of area to northeast note entrance building and pedestrian walkway over tracks 1-37 View from South Gosford Metro Station platform of control building and area to east - note lack of redevelopment and extensive vegetation 1-38 View from South Gosford Metro Station platform of control building and area to southeast - note lack of redevelopment and extensive vegetation 1-39 Haymarket Metro Station entrance building - a freestanding structure not architecturally compatible 1-40 Haymarket Metro Station entrance building - same 1-41

Haymarket Metro Station entrance building - same

1-42 Monument Metro Station entrance in street (under construction) - freestanding

1-43 Monument Metro Station area - enclosed pedestrian mall/street -entrance not in place, but proposed 1-44 Monument Metro Station entrance in street (under construction) 1-45 Monument Metro Station entrance in street (under construction) 1-46 Monument Metro Station entrance in street (under construction) - note massiveness of structure reduces street and sidewalk width 1-47 Monument Metro Station entrance in street (under construction) - note massiveness of structure reduces street width 1-48 Gateshead Metro Station (under construction) - bus plaza, station entrance, nearby commercial building and parkade which is not part of Station (a commercial venture) 1-49 Gateshead Metro Station (under construction) bus plaza, station entrance 1-50 Gateshead Metro Station (under construction) bus plaza, entrance building, parkade nearby (not part of station - a commercial venture) - note lack of redevelopment to date 1-51 Priory (ruin) 1-52 Priory (ruin) 1-53 Priory (ruin) 1-54 Priory (ruin) 1-55 Priory (ruin) 1-56

Priory (ruin) 1-57 Byker Metro Station (under construction) 1-58 Elevated Metro Line (under construction) near Byker Station - former expressway right-of-way 1-59 Elevated Metro Line (under construction) near Byker Station - former expressway right-of-way 1-60 Elevated Metro Line (under construction) near Byker Station - former expressway right-of-way 1-61 Elevated Metro Line (under construction) near Byker Station - former expressway right-of-way 1-62 Rabygate apartment building (built 1975) - mar Byker Station - note blank wall which was to abut expressway - 8 storeys 1-63 Rabygate apartment building (built 1975) - near Byker Station - note 1-64

blank wall which was to abut expressway - 8 storeys Rabygate apartment building from inside courtyard (built 1975) - near Byker Station - 8 storeys

STOCKHOLL 1-65 View from Kista Metro Station platform of nearby buildings - note open air Station and low rise vista around Station 1-56 View from Kista Metro Station platform of nearby 4-storey office building - note low rise and open area just outside centre 1-67 View of Kista Metro Station platform - note surrounding low rise vista 1-68

Interior of Kista Town Centre looking at Kista Metro Station entrance entrance to parkade as well

1-69 Kista Metro Station and Centre (bike and ride) from Work Area - also note surrounding apartment buildings and green space - note high rise vista 1-70 View of Kista Metro Station and Centre to Work Area - 4 and 6-storey office buildings 1-71

Kista Metro Station and Centre note low rise vista

1-72 Kista Metro Station and Centre - note low rise vista 1-73

Interior of Kista Town Centre, (Kista Metro Station)

1-74 Kista Metro Station and Centre - service area 1-75 Kista Metro Station and Centre - note high rise vista - pedestrian walkways across roadway to Work Area 1-76 Kista Centre - bike and ride and high rise vista 1-77 Slussen Metro Station area - view towards train station for narrowguage train to Solsidan and Saltsjobaden - note lack of easy interchange, mixed use (restaurant on top of tower), 9-10 storey buildings 1-78 Slussen Metro Station entrance - to right at end of pedestrian street note lack of redevelopment around Station Entrance 1-79 Skanstull Metro Station entrance - restricting sidewalk - note redevelopment of 8-storey building 1-80 Skanstull Metro Station entrance - same 2-1

Skanstull Metro Station entrance - same

2-2

Skanstull Metro Station entrance - same

2-3

Skanstull Metro Station entrance building - note lack of integration with surrounding buildings

2-4

Skanstull Metro Station entrance building - same

2-5

Medborgarplatsen Metro Station entrance in building - note 6-storey buildings

2-6

Medborgarpla—den Metro Station entrance in building - note 7-storey buildings

2-7

Gamla Stan Metro Station entrance building - note building is independent and not architecturally compatible

2-8

Gamla Stan Metro Station area

2-9

Slussen Metro Station entrance building - note building is freestanding and not architecturally compatible

2-10 View from Kista Metro Station platform to nearby 6-storey apartment buildings -note noise buffer at track level, blank wall facing tracks (protecting green space between buildings) 2-11

View from Kista Metro Station platform of offices and distant apartment buildings - note low rise vista

2-12 Kista Metro Station platform to work area - note low rise vista 2-13 Kista Centre - view of Metro Line, park and ride lot, green area, apartment buildings in distance 2-14 Kista Metro Station platform - view to nearby 6-storey apartment buildings 2-15 Kista Centre - bus/Metro interchange 2-16

Gamla Stan

2-17 Kista residential area #1 - note high rise nearest Centre, but across park - 7-8 storeys - architectural variation 2-18 Kista residential area #2 - high density - note pedestrian bridge 2-19 Kista residential area #3 - high density - pedestrian way - note 4-storey stepped apartment building 2-20 Kista residential area #4 - note green spaces in high density area 2-21

Kista residential area #5 - note green spaces in high density area

2-22 Kista residential area #6 2-23 Kista residential area #7 2-24 Kista residential area #8 2-25 Kista residential area #9 - note green spaces in high density area 2-26 Kista residential area #10 2-27 Kista residential area #11 - view of cultural area and high 1:1LIsIty 2-28 Kista residential area #12 - view of cultural area and Centre 2-29 Kista residential area #13 - view to Hasselby 2-30 Kista residential area #14 - row housing - note pedestrian access 2-31 Kista residential area #15 - row housing - note gardens and pedestrian access

2-32 Gamla Stan 2-33 Pedestrian street in Gamla Stan cars are permitted, but discouraged 2-34

"Two Women"

2-35 A pedestrian streen in Gamla Stan - no cars 2-36 T-Centralen Metro Station entrance in front of central train station not in Station or even in its own building - just a stairway outside station doors 2-37 T-Centralen Metro Station entrance - across the street from central train station - just a stairway in sidewalk - shared with state railway 2-38 View from Vallingby Metro Station platform of park and ride facility and kiss and ride facility 2-39 View from Vallingby Metro Station Platform of park and ride and high rise residential vista 2-40 View from Vallingby Metro Station Platform of park and ride and bus/Metro interchange 2-41

View from Vallingby Metro Station platform to apartment buildings note proximity of residential use and lack of buffering

2-42 View from Vallingby Metro Station platform to nearby office building note proximity of use and lack of buffering 2-43 View from Vallingby Centre (behind Metro Station entrance) to 11-storey apartment buildings right at Centre 2-44 View of Vallingby Centre - note low vista and bus stop 2-45 Vallingby Metro Station entrance 2-46 Vallingby Centre parking structure - park and ride and shopping centre use 2-47 View from Vallingby Metro Station entrance into Vallingby Centre - note uses in Entrance building 2-48 View of Vallingby Metro Station entrance and bus/Metro interchange note low rise vista 2-49 View of Vallingby Metro Station entrance, nearby office and apartment buildings - note low rise vista 2-50 View of Vallingby Metro Station entrance, nearby office and apartment buildings - note low rise vista (apartments shown on 2.43) 2-51

Vallingby Centre showing nearby apartment buildings

2-52 View of 6-storey apartment buildings and park from Vallingby Centre note terracing and low rise

2-53 View of 6-storey apartment buildir. , and park from Vallingby Centre note terracing and low rise 2-54 Vallingby residential area #1 - right by Centre - 6 storey apartment buildings 2-55 Vallingby residential area Y2 - same buildings as 2.54 - 7 storeys from back - note extensive green area 2-56 Vallingby residential area #3 - looking back towards Centre - note extensive green area 2-57 Vallingby residential area #4 - 4 storey apartment buildings - note bulk of struCture 2-58 Vallingby residential area #5 - 4-storey apartment buildings - note bulk, greenery 2-59

Vallingby residential area

same as above - also pedestrian ways

2-60

Vallingby residential area

same as above plus car parking lot

2-61

Vallingby residential area

same as above

2-62

Vallingby residential area Vallingby residential area

2-63

industrial plant (print shop) in

middle of residential area 2-64

Vallingby residential area

view of central park

2-65

Vallingby residential area

view of low rise apartments

2-66

Vallingby residential area

view of school facility in park

2-67

Vallingby residential area

same

2-68

Vallingby residential area

same

2-69

Vallingby residential area

single detached residential area

2-70

Vallingby residential area

same

2-71

Vallingby residential area

row housing (only 3 dwellings)

2-72

Vallingby residential area

single detached area

2-73

Vallingby residential area #20 - same

2-714

Farsta bus terminal - view of part of Farsta Centre and surrounding higher rise residential vista

2-75 View from Farsta Metro Station platform - note 9 storey apartment buildings 2-76 Farsta Centre - Metro tunnel and service Station entrance - and 6storey office building 2-77 Farsta Centre showing Metro Station entrance - note low rise vista 2-78 Farsta Centre - note low rise vista

2-79 Farsta Centre 2-80 Farsta Centre 3-1

View from Farsta Centre of 9 storey apartment building across street

3-2

Thoboldsplan Metro Station entrance building - viewed from Platform note it's a pedestrian tunnel across street to platform at grade - note also lack of integration but proximity to uses (4-storey apartment building) - also note lack of redevelopment

3-3 3-4

View from Metro Line - single detached housing View from Metro Station Platform - note access, bus/Metro interchange and low rise vista

3-5

View from Metro Line

single detached housing

3-6

View from Metro Line

single detached housing

3-7

View from Metro Line - single detached housing

3-8

View from Metro Line

3-9

View of transit stop and bike and ride from Metro Station platform

single detached housing

note single detached housing and lack of redevelopment 3-10 View from Metro Line - note low rise vista and greenery 3-11

View from Metro Line - trees

3-12

View from Metro Line - note proximity of residential uses and lack of buffer other than vegetation

3-13 View from Metro Line of 10-storey apartment buildings 3-14 View from Metro Station Platform of 10-storey apartment buildings 3-15 View from Metro Line - note proximity of use and lack of buffer 3-16 View from Metro Line 3-17 View of 4-storey apartment building from elevated Metro Line - note proximity of use, bulk of building and lack of buffering 3-18 View of 4-storey apartment building from Metro Line - same 3-19 View of 5-storey apartment buildings from Metro Line - note green space 3-20 View from Metro Line - note proximity of use and lack of buffering 3-21

View from Metro Line - note proximity of use and lack of buffering

3-22 View from Metro Station Platform - park and ride and office building at station 3-23 View from Metro Line single detached housing 3-24 View from Metro Line same 3-25 View from Metro Line - note buffering - a steel post and bar, fiberglassed panel wall

3-26 3-27 3-28 3-29

View from Metro Line - putt and ride View from Metro Line View from Metro Line View from Metro Station platform - 10 storey apartment buildings and greenery 3-30 View from Metro Line - 9 storey building and greenery 3-31 View of 9-storey office building from Metro Station platform - note bulk of building, parking area, proximity of use, lack of buffering GOTBENBORG 3-32 View from Tram (pre-Metro) Line - trees 3-33 3-34

3-35 3-36 3-37 3-38

Inside Ostra Nordstan - enclosed pedestrian street

in downtown on

Friday p.m.

Construction techniques in old city - concrete 2x4's, insulation, brick - 5-storey building will match surroundings Construction techniques in old city - articulated crane apartment building "in the round" to left "Elsinore" 'Elsinore" "Elsinore" - "2B or not 2B"

note huge

3-39 Inside Ostra Nordstan - enclosed pedestrian street - in downtown 3-40 Pedestrian street - old and new development in older architectural style and height 3-41 Entrance to Ostra Nordstan - enclosed pedestrian street - in downtown 3-42 Traffic control - note cars at standstill and tracks free - also Tram platforms and park to left which could have been used to widen street, but wasn't 3-43 Traffic control - note "don't walk" signal just beginning - note Tram rights-of-way 3-44 Traffic control - ring road around downtown 3-45 Traffic control - ring road around downtown - note greenery 3-46 Traffic control parking area at edge of downtown - note low rise vista 3-47 Traffic control bus in tram right-of-way - note bell on pole for blind "walk" signal - note mix of old and new buildings

3-48 Pedestrian street - note low rise and mix of old and new buildings 3-49 Pedestrian street and 2 storey "plus 15" - note low rise 3-50 Traffic control - Tram Street - note park behind camera could have been street 3-51

Tram and cars share two lane street - note tram platforms

3-52 View of Rymdtorget pre-Metro tram station and area to northwest - note lack of development (that's an elevator housing) 3-53 View from Rymdtorget pre-Metro tram station to southeast - note 2 storey office and 8 and 9 storey apartment buildings 3-54 View from Rymdtorget pre-Metro tram station to southeast - note 2 storey office and 8 and 9 storey apartment buildings and bulk of buildings 3-55 Rymdtorget pre-Metro tram station area - view of line from walkway note low intensity of development 3-56

Rymdtorget pre-Metro tram station - view of walkway across to office, residential area - walkway not working at 16:45

3-57

Rymdtorget pre-Metro tram station - mezzanine level - no service other than toilet

3-58 Angered Centrum - Metro/bus interchange - note exposed facilities 3-59 Angered Centrum - Metro Station near centre - note low rise buildings 3-60 Angered Centrum - bus/Metro interchange and centre 3-61

Angered Centrum - park and ride - Metro track to left

3-62 Angered Centrum #1 mixed use area - note low rise - 3 and 4 storey 3-63 Angered Centrum #2 mixed use area - note low rise - 3 and 4 storey 3-64 Angered Centrum #3 residential area - 4 storey apartment building 3-65 Angered Centrum #4 residential area - row housing and central playground 3-66 Angered Centrum #5 residential area - row housing and gardens 3-67 View from end of residential area looking back into centre - Angered Centrum #6 3-68 End of residential area looking into fields - Angered Centrum #7 - area surrounded by greenery 3-69 Gamlestadstorget Station on pre-Metro tram and Metro Lines - note hazardous pedestrian access to platform area 3-70 Gamlestadstorget Station on pre-Metro tram and Metro Lines -interchange

HANNOVER 3-71

Plan of Lahe Terminal Station on Metro Line

3-72 Plan of ultimate Metro system 3-73 Plan of present Metro/tram/bus transit system 3-74 Plan of present Metro/tram/bus transit system 3-75 Plan of Hannover Region showing built-up areas and Metro/tram and Sbahn lines 3-76 "Mamma hat den besten S

ft

3-77 Pedestrian Street - large white post disappears into ground when activated by key placed in lock box to left - otherwise, no vehicles 3-78 Entrances (2) to Markthalle Metro Station - in pedestrian streets - no integration 3-79 Building at Metro Station entrance 3-80 Metro right-of-way in street (not tram) - note lack of physical separation 4-1

Metro right-of-way in street - street crossing at Metro Station - note change from no physical separation to physical separation - note also signals and lack of redevelopment at Metro Station

4-2

Metro right-of-way in street - car crossing - this car stayed in way of Metro and slowed it

4-3

Metro Station in street - access across road to Platform

4-4

Lahe Terminal Metro Station - bus/Metro interchange

4-5

Lahe Terminal Metro Station - bus/Metro interchange - 8-storey office building behind

4-6

Lahe Terminal Metro Station - bus/park and ride interchange - 8-storey office buildings behind

4-7

Lahe Terminal Metro Station bus/Metro interchange at work - 8-storey office buildings behind

4-8

Lahe Terminal Metro Station - park and ride/Metro interchange 8-storey office buildings behind

4-9

Lahe Terminal Metro Station - park and ride

4-10 Lahe Terminal Metro Station - storage spur - pedestrian walkway to office building built by office building owners 4-11

Lahe Terminal Metro Station area - bike and ride and nearby 8 and 5storey apartment buildings

4-12 Underground destrian mall - Hauptbahnhof to Kropke 4-13 Below grade pedestrian mall - Hauptbahnhof to Kropke - Hauptbahnhof Metro Station entrance - note this is one level below grade 4-14 Below grade pedestrian mall - Hauptbahnhof to Kropke 4-15 Below grade pedestrian mall - Hauptbahnhof to Kropke - Hauptbahnhof Metro Station entrance

FRANKFURT - AM - MAIN 4-16 Interior of Sechbacher Landstrasse Terminal Metro Station 4-17 Entrance to Sechbacher Landstrasse Terminal Metro Station - note lack of redevelopment of 5-storey apartment buildings 4-18 Entrances and bus/Metro interchange at Sechbacher Landstrasse Terminal Metro Station - note 4 storey apartment buildings and 1 15-storey apartment building - note also entrances don't reduce sidewalk but intrude into street and parking arrangement around them 4-19 Entrance to Sechbacher Landstrasse Terminal Metro Station - note entrance intrudes into street parking arrangement 4-20 Plan of Frankfurt airport and S-bahn Station - note proximity of trains and planes (light blue is "Departures"; dark blue is "Arrivals"; green is "Visitors") 4-21

View of Niederrad S-bahn Station platform - note low rise vista and 4-storey apartment buildings

4-22 4-23 Plan of City - 1981 - showing S-bahn and Metro routes 4-24 Plan of ultimate Metro and S-bahn system 4-25 Entrance to Hauptwache Metro Station - note: in pedestrian street

no

integration with surrounding uses - also note low rise vista 4-26 Entrance to Hauptwache Metro Station- in street - note uniform 6 storey area 4-27 Entrance to Hauptwache Metro Station 4-28 Tram right-of-way at Messegelande - showing platform - note little difference between this and Metro in Hannover 4-29 Tram right-of-way at Messegelande - note large number of crossings 4-30 Metro/Tram interchange in downtown area 4-31 Metro/Tram interchange in downtown area

4-32 Metro/bus interchange 4-33 ?

4-34 Konstablerwache Metro Station entrance in building 4-35 Konstablerwache Metro Station entrance under building - note 6 storey height 4-36 Konstablerwache Metro Station entrance under building - note 6-8 storey height 4-37 Konstablerwache Metro Station entrance in pedestrian street - note canopy and escalator 4-38 Painted equipment 4-39 Entrance to Bornheim Mitte Metro Station - street right-of-way narrowed 4-40 Tram/bus/Metro interchange at Bornheim Mitte Metro Station - note differing tram rights-of-way 4-41

Konstablerwache Metro Station Entrance - note entrance in square

4-42 Pedestrian street 4-43 Cologne Dom/Hauptbahnhof Metro Station entrance - note exposed to elements - no attempt at integration 4-44 Ginnheim Terminal Metro Station - Metro/tram interchange and 13-storey apartment buildings 4-45 Plan of Nordweststadt 4-46 View within Nordweststadt Centre - note high rise vista 4-47 View within Nordweststadt Centre of 12 storey apartment buildings 4-48 View of service roadway under Nordweststadt Centre 4-49 View of area near Nordweststadt Centre - 8 storey apartment buildings gas at 1.439 DM (750) per litre ($3.40/gal).

4-50 Nordweststadt Centre's tallest apartment building - 12 stories 4-51

Nordweststadt Centre's 10 storey apartment building

4-52

Access to Nordweststadt Centre for buses, taxis, service vehicles

4-53 View from Metro Line 4-54 View from Metro Station Platform - note lack of high density development 4-55 View from Metro Line - note sound barrier at track level 4-56 Metro Station entrance - goes under street to platform - note low density at entrance 4-57 View from Metro Line - park and ride 4-58 Metro Station platform and surrounding area

COLOGNE 4-59 Dom/Hauptbahnhof Metro Station entrance 4-60 Cathedral 4-61 Cathedral 4-62 Cathedral 4-63 Cathedral 4-64 Cathedral Cathedral and, hotel on plaza 4-65 Cathedral 4-66 Cathedral 4-67 4-68 Dom/Haptbahnhof Metro Station entrance WUPPERTAL 4-69 View of Elberfeldt Monorail Station in building from street 4-70 View of Monorail track over river 4-71 View of Monorail track over river 4-72 View of Elberfeldt Monorail station in building 4-73 View of Monorail train COLOGNE 4-74 4-75 Neumarkt Metro Station entrance and Tram/Metro interchange - note 4-76 4-77 4-78 4-79 4-80 5-1 5-2 5-3

entrance in street Tram station area - note differing tram rights-of-way Tram station area (old equipment) Tram station area (new equipment) Tram/Metro Line behind row of parked cars Tram/Metro Line separated from street View from Metro/Tram line - note signals and separation of right-of-way View of Tram/Metro Line and platform - note width of platform and parking beside right-of-way View of Tram/Metro Line - note separated right-of-way with parking beside, divided street and crossing and low rise vista

5-4

View of Tram/Metro Line and platform - same

5 -5

View of Tram/Metro Line and platform - same - also food kiosk to right of platform

5-6

View from Metro Line - note separation of right-of-way and low rise vista

5-7

View from Metro Line - same - coming out of elevated section

5-8

View from elevated Metro Line

View from Metro Station platform on elevated Metro Line 5 -9 5-10 View of Metro Station platform on elevated Metro Line - note lack of 5-11

surrounding development View of Geldenerstrasse/Parkgurtel Metro/S-bahn Station from Metro Line - Metro below, S-bahn above - also two streets

5-12 View of 8 storey apartment building from elevated Metro Line 5-13 View of elevated Metro Line Station 5-14 View of park and ride at Neusser Strasse/Gurtel Metro Station from inside the station 5-15 Bus/Metro interchange at Neusser Strasse/Gurtel Metro Station 5-16 Neusser Strasse/Gurtel Metro Station - Bus/Metro interchange - Metro above 5-17 Entrance to Neusser Strasse/Gurtel Metro Station and bus/Metro interchange - note entrance in sidewalk - note convoluted route to Metro platform from bus 5-18 View from Tram/Metro line before tunnel entrance - note platform and low rise vista and right-of-way separation 5-19 View of Tram/Metro line before tunnel and platform - note low rise vista and right-of-way separation 5-20 View of Tram/Metro line - note varying right-of-way separations 5-21

View of Tram/Metro Line at Platform - note varying right-of-way separations and low rise vista

5-22 View of Tram/Metro Line at Platform - note 7 storey apartment building to right - note also right-of-way and roadway separations 5-23 View of Tram/Metro platform, line and bus/tram interchange - note 4 and 7 storey apartment buildings 5-24 View of Tram/Metro Line and platform, bus/tram interchange and switches 5-25 View of Tram/Metro Line - right-of-way at side of roadway - note proximity of residential use to right and lack of buffering

5-26 v4 ew of Adenauer Platz Tram/Metro Line Station platform dnd park and ride in a shopping square 5-27 View of Tram/Metro Line and platform - note separated right-of-way at side of roadway and shopping area to right 5-28 View of Tram/Metro Line and platform 5-29 View from Lonericher Strasse Station Tram/Metro platform - note 4 storey apartment building 5-30 View from Tram/Metro Line - note lack of separated right-of-way View from Metro Line note separation of right-of-way 5-31 5-32 View from Metro Line - note entrance to tunnel 5-33 View from Metro Line - note separated right-of-way beside 4 lane 5-34 5-35 5-36 5-37 5-38 5-39 5-40 5-41 5-42 5-43 5-44 5-45 5-46 5-47 5-48 5-49 5-50 5-51 5-52 5-53 5-54 5-55 5-56

divided roadway and pedestrian bridge View of 14 storey apartment building from Metro Line entering tunnel View of depressed Chorweiler view Chorweiler view Chorweiler view Chorweiler view Chorweiler view Chorweiler view

Metro Line from centre of surrounding area of centre of centre of centre of centre from centre

Chorweiler view from centre Chorweiler view of centre Chorweiler view of centre Chorweiler view from centre View of Metro/bus interchange left Chorweiler - view of centre Chorweiler view of centre Chorweiler view of centre Chorweiler view of centre Chorweiler - view of centre Chorweiler - view of centre Chorweiler Chorweiler Chorweiler Chorweiler

-

view view view view

in Chorweiler centre - Metro entrance to parkade and apartments parkade and apartments note Metro/bus interchange entrance hidden under buildings parkade and apartments

of centre of centre - parkade and apartments of area from centre

5-57 5-58 5-59 5-60 5-61 5-62

Chorweiler view of centre - connections between parkade and Centre and apartments Chorweiler - view in centre View from S-bahn View from S-bahn View from S-bahn S-bahn equipment at Station

AMSTERDAM 5-63 The Dam Square 5-64 Pedestrian Street ROTTERDAM 5-65 5-66 5-67 5-68 5-69 5-70

Elevated Maashaven Metro Station - note low rise vista Tram right-of-way Maashaven Metro Station - Metro/tram interchange View of elevated Metro Line View of elevated Metro Line View from Slinge Metro Station Platform - note low rise vista

5-71 View from Slinge Metro Station Platform 5-72 View from Slinge Metro Station Platform - note parking to left 5-73 View from Slinge Metro Station Mezzanine - note 12 storey apartment building 5-74 View from elevated Metro Line of Slinge Metro Station and area 5-75 View from Metro Line - note proximity of residential use 5-76 View from Metro Line near Maashaven Metro Station - note industrial use 5-77 View from Metro Line near Maashaven Metro Station - note industrial use 5-78 View from Rijnhaven Metro Station platform - note industrial use 5-79 Entrance to Beurs Metro' Station - building built and owned by City and leased to commercial interests 5-80 Entrance to Beurs Metro Station - same 6-1 Entrance to future Metro Station (under construction) 6-2 Entrance to future Metro Station (under construction) - note entrance in sidewalk

6-3

View from Tram Line #1 - note separated right-of-way

6-4

View from Tram Line #2 - note separated right-of-way, tram stop, tunnel

6-5

access across street View from Tram Line #3 - note tram stop and access to it, separated right-of-way and road crossing

6-6

View from Tram Line #4 note separated right-of-way

6-7

View from Tram Line #5 - elevated section of right-of-way

6-8

View from Tram Line #6 - separate right-of-way

6-9

View from Tram Line #7 - separate right-of-way at one side of 4 lane divided roadway

6-10 View from Tram Line #8 - separated right-of-way and vegetation buffer 6-11

View from Tram Line #9 right-of-way shared with autos - note proximity of residences

6-12 View from Tram Line #10 - same 6-13 View from Tram Line #11 - same 6-14 View from Tram Line #12 - Tram stop UTRECHT - NIEVWEGEIN 6-15 View of Kloosterbrug Station area on line to Nieuwegein 6-16 View of residential area at Kloosterbrug Station - note low rise and garden 6-17 View from residential area to Kloosterbrug Station 6-18 View of residential area at Kloosterbrug Station - note low rise 6-19 View of Kloosterbrug Station area - note lack of intense development 6-20 View of pedestrian crossing at Kloosterbrug Station to residential area 6-21

View of park and ride and area at Kloosterbrug Station - note high rise apartments in background (Station below camera)

6-22 View of pedestrian crossing at Kloosterbrug Station - station at lower left 6-23 View of Tram/Metro Line at Kloosterbrug Station - note residential units' proximity and noise wall 6-24

Tram/Metro Line at Kloosterbrug Station - note proximity of residential units and lack of buffering

6-25 Pedestrian/vehicle crossing at K—Josterbrug Station NIEUWEGEIN

6-26 Tram/Metro Line under construction - note lack of buffering 6-27 Tram/Metro Line route (u/c) 6-28 Housing type 6-29 Housing type 6-30 Housing type 6-31 Housing type' 6-32 Housing type 6-33 Housing type 6-34 6-35 6-36 6-37 6-38

Housing Housing Housing Housing Housing

type type type type type

THE HAGUE

6-39 View from Central Station of bus/tram/train interchange 6-40 View in Central Station of bus/tram/train interchange 6-41 Trams 6-42 Trams 6-43 Trams BRUSSELS

6-44 Enclosed Pedestrian Street

PRELIMINARY REPORT ON EUROPEAN TOUR PORTION OF LIGHT RAIL TRANSIT STUDY PROGRAM JUNE 1981

Organized by the Faculty of Extension, The University of Alberta - Edmonton Canada

Prepared by: R.A. Heise, The City of Edmonton in Consultation with Commissioner P.H. Walker, City of Edmonton K. Dmytryshyn, City of Edmonton R. Wozniak, Manager, Edmonton Office DelCan DeLeuw Canada Ltd. July, 1981

TABLE OF CONTENTS

SUMMARY

1 . 0 INTRODUCTION

2 . 0 TOUR PARTICIPANTS

3 . 0 ITINERY

4 . 0 STRUCTURE OF TOUR

5 . 0 OBSERVATIONS

6 . 0 CONCLUSIONS

APPENDICES

SUMMARY

During the first half of June 1981 Officials from the City of Edmonton comprised part of a group which toured public transport systems in 10 cities in Western Europe. The tour was part of the first LRT Study Program organized by the University of Alberta Department of Extension.

The purpose of he following report is to provide an overview of the observations and conclusions drawn from the tour which are considered to be pertinent current transportation matters and issues under consideration in the Edmonton area.

The major conclusions reached are as follows:

It is difficult to draw direct comparisons with Edmonton due to the age, maturity, and size of the cities and systems reviewed.

Each City has a slightly different approach to the planning and operation of their respective systems although most were unified in the philosophy of providing a fast, comfortable and safe public transit system in order to attract auto users to public transit.

Public pressure due to environmental and social concerns is dictating alignments, construction techniques, and forcing more cities into substantial subway construction in order to alleviate these concerns.

As passenger travelling speed is the most important factor in attracting new public transit patrons, it is important for cities to strive for the highest operating standards and right-of-way segregation possible within economical and financial capabilities when contemplating introduction of LRT systems. This is repeatedly illustrated in the European development experience.

Based on the observations made in Western Europe the development and planning of LRT in Edmonton has been consistent with this approach.

Some - forms of LRT can co-exist with general vehicular traffic recognizing that the lesser right-of-way segregation the lower the speed, lower productivity, lower standard of safety and considerably higher overall operational costs will prevail.

In order to establish an all-inclusive, logical and attainable implementation program for LRT or public transportation systems it is essential that the municipal/transit authority have specific programs or defined commitments for financial support from senior level governments.

1.0 INTRODUCTION

1.1 Report Purpose.

The purpose of this report is to provide a brief overview of the observations and findings of the public transportation systems in the cities visited during the European Tour portion of the LRT Study Program during June, 1981.

. 1.2 Study Program Outline.

The overall program presented was a combination of lectures and field tours covering the essential elements of planning, design, and construction of light rail transit systems.

The Program began with a week of lectures and site visits in Edmonton and Calgary. The lectures were held on the. University of Alberta Campus during the week of May 24th to May 29th, 1981. There were 24 participants enrolled in the lecture portion of the program.

This was followed by a tour of the European cities during the period of June 1st to June 15th, 1981. There were a total of 16 participants enrolled in the Tour portion of the Program.

1.3 The stated purpose of the European Tour was to:

Review a number of different types of LRT public rail systems.

- Review various organization structures under which rail transit systems are operating or financed.

- Review various kinds of LRT right-of-way.

- Observe various fare collection systems.

- Show how multi-modal stations have been developed.

- Illustate Land Use integration aspects with LRT. - Review underground construction techniques.

- Review modern methods of geotechnical ground control in intensively developed urban cores.

2.0 TOUR PARTICIPANTS

2.1 Tour Guides.

The Study Program co-ordinators, who also acted as guides and interpreters for the European Tour portion of the program were:

Prof. J.,LL Bakker - Professor of Civil Engineering University of Alberta Edmonton

and

Dr. Z. Eisenstein - Professor of Civil Engineering University of Alberta Edmonton

2.2 Participants

City of Edmonton

Mr. Paul Norris, AldeLoJan. MT-. Gerry Wright, Alderman.

Mr. P.H. Walker, P. Eng. Commissioner of Utilities & Engineering.

Mr. R.A. Heise, P. Eng. General Manager, Transportation Systems Design .Mr. Ken Dmytryshyn, P. Eng. Director of Design LRT Project.

City of Calgary

Mr. Dan Bolger, P. Eng Mr. Robert Hopkins Mr. Herman Thielen, P. Eng. Mr. Wayne Lo.

Province of Alberta - Alberta Transportation Mr. Marshall Dolinsky, P. Eng. Mr. Steve Quiring, P. Eng.

Edmonton Chamber of Commerce/DeLcan DeLeuw Cather Canada Ltd. Mr. Roman Wozniak, P- Eng. Delcan DeLeuw Cather Canada Limited.

Mr. Drew Scott, P. Eng. Lynton Erskine, P. Eng. Province of Quebec- Mr. Liguori Hinge Mr. Jacque Menard

3.0 ITINERY

New Castle - England Utrecht - Netherlands Rotterdam - Netherlands Brussels - Belgium Amsterdam - Netherlands, (No structured program.)

The Hague - Netherlands, (No Structured Program.)

Munich - West Germany Stuttgart - West Germany Frankfurt - West Germany Dusseldorf - West Germany, (Included a tour of the Duwag Plant.)

A summary of statistical data pertaining to these countries and cities is provided in the Appendix.

' 4.0 STRUCTURE OF TOUR AND DAILY ACTIVITIES.

A typical "tour day" was comprised of the following activities:

- a visit to the local public transit operating authority's offices at which time a 1-2 hour lecture/question period ensued.

- a lunch hosted by the operating authority which also provided an opportunity for informal discussion. .- a tour of facilities in the afternoon which included rides on LRT lines, inspections of stations, maintenance yards, underground and surface construction works. In some instances additional lectures on underground construction techniques preceeded the actual inspection of construction sites.

Also included was a tour of the Duwag factory in Dusseldorf, Germany where the Edmonton and Calgary LRT cars were manufactured.

It should also be noted that a structured program was not arranged for in Amsterdam and the Hague, Netherlands. The guides led the group' on a tour of the Metro/Tram facilities and explained the type of systems based on their knowledge of the cities.

A considerable amount of documentation was provided to each participant by most of the cities visited, most of it being in the respective native language. Arrangements are being made to have the more pertinent information translated and made available as reference and background information. In addition, most participants took photos of select physical features of the various municipal rail and bus systems. The Administration will be assembling a catalogue of these photos which can be made available for presentation purposes.

5.0 OBSERVATIONS

LAND USE/CITY FORM

5.1 Most of the cities visited were quite large in terms .of population; more compact; and more densely populated as compared to Edmonton (refer to Tables I & 2 in Appendix)

In addition cities are much

more closely spaced than in Alberta (ie. Utrecht - within 1 hours drive by auto in any direction is 8.0 million population).

5.2 The major cities have stopped growing population wise due to restrictions such as utility capacity limitations. As a result of government policy, growth is being redirected to satellite communities (new towns, etc). This was particularly prevalent in the Netherlands.

5.3 A high degree of pedestrianization exists (pedestrian malls, busonly malls) in the CBD's of most cities visited. These malls generally developed after the implementation of the underground rail systems in the CBD.

PLANNING/POLICY

5.4 Transportation authorities appear to be concentrating on developing an overall transportation infra-structure which emphasizes the public transport mode (primarily rail) to the CBD and other major generators (ie. sports facilities) and downplays the further development of major roadway facilities to the CBD.

5.5 Many of the Cities appeared to have in place well defined CBD roadway by-passes and penetrator routes, and were now concentrating on upgrading rail transit through the CBD without further major roadway improvements to and in the CBD.

5.6 As an overall strategy, rather than force auto users out of their autos through restrictive and legislative measures, most cities attempt to provide the alternative of a fast, comfortable, safe, public transportation system.

5.7 A high degree of integration exists in most cities between the Federal Railway System, Commuter Rail, Metro, Pre-Metro, Tramways, Bus and Regional Bus Systems. In several cities (Frankfurt and Amsterdam) Inter-City Rail Service is even provided to the Airport.

5.8 At present, there are eighteen cities in Germany alone that are either planning, or have under construction, LRT systems. Nuremburg (population 400,000) is developing a full metro-rail system (much like Munich).

5.9 Most of the cities visited (with the exception of Utrecht, Netherlands (population 237,000) have, or are in the process of, placing LRT and trams (streetcars) underground in the central area for operational, safety and environmental reasons.

5.10 There is a high degree of Central Government involvement in financing capital and operating costs (refer to Table 3 for several examples).

5.11 Public transportation corridors in new developments are being protected for future implementation.

5.12 Some cities, notably Brussels and Stuttgart have started placing tramway lines in the CBD underground as funds permit. This "staging" of LRT or pre-metro conversion has significantly increased average operating speeds, passenger safety, schedule reliability and operator effectiveness.

5.13 In Munich, the S-Bahn (regional commuter rail) is over capacity in the CBD, therefore complementing or almost parallel U-Bahn (city system) lines are being constructed to alleviate this over crowding.

OPERATIONS .

5.14 High levels of auto congestion exists on the central city streets interfering significantly with tram and bus operations.

5.15 Trams, pedestrians and automobiles can co-exist on the same rightof-way where speeds are low.

5.16 Most German cities wish to phase out the trams within the foreseeable future (10-15 years) although it is conceded by the experts that this may be difficult to do in some cities, as the "Germans are in love with their trams".

5.17 Abandoned or existing railway right-of-way are being utilized for rail transit one example was NewCastle.

5.18 LRT or tramlines were being used to provide inter-urban service in.

NewCastle, Dusseldorf, Frankfurt, to name several.

5.19 Although most urban rail lines looked at were experiencing high daily and peak hour ridership as compared to Edmonton, some lines were comparable to Edmonton's present LRT patronage ie. NewCastle daily ridership 22,000 - 25,000 ppd; Utrecht - proposed 1983 peak hour demand 4000 pph.

5.20 Fares are on a zone basis (with exception of Brussels) and are higher than in Edmonton. Proof of payment was prevalent. 60% 70% of operational costs were required to be recovered through the fare box.

5.21 Park'n ride was utilized in varying degrees depending on the City.

For example Munich had developed extensive parking lots (maximum size generally 450) whereas Stuttgart had virtually no park'n ride associated with its municipal system. A high percentage of walkon's was observed in a number of the cities (in. NewCastle - 74%).

,5.22 The average operating speeds of the surface bus and tramways (street cars) was found to be in the order to 15 to 18 km/hour; the metro and exclusive right-of-way LRT average operating speeds were 28 to 35 km/hour.

5.23 Munich is experiencing the following growth patternst

- street car lines - steadily decreasing.

- buses - stable or increasing when feeding LRT, - LRT - steadily growing.

DESIGN & CONSTRUCTION

5.24 The cities in Holland and Brussels have very high ground water tables in sand and consequently have encountered major construction difficulties and cost premiums in their tunnelling and structure construction.

5.25 Varied civil construction methods were observed depending on geotechnical stratigraphy, surface disruption concerns, environmental factors, economics and other technical/social constraints. In tunnel construction, the following methods were utilized:

a)

Open cut and cover: - tangent piles - soldier pile and lagging - sheet piling - slurry trench wall - side slope excavation

b)

Cover cut and cover: - similar to above

Bored tunnel using shield: - freezing - under compressed air - chemical stabilization

d) Mining using shield: - as above

e) NATM - as above

Pre-Cast tunnel segments: - 'sunk" into position

5.26 Aerial or via-duct construction was utilized in at least four major systems.

5.27 Elaborate and extensive foundation underpinning of existing buildings was Common especially in CBD areas and in areas of historical significance.

5.28 The majority of track systems were continuously welded T-rail (CWR) on tie and ballast support. Direct fixation on aerial structures and most tunnels incorporated sound dampering provisions similar to Edmonton. Girder rail is used in the street and shops environment.

The signalling systems varied from complete on board automatic train control (ATC) to wayside block signals to no signalling system at all.

6.0 CONCLUSIONS

6.1 European Tour Itinery.

6.1.1

The tour was beneficial in that it was the writer's first opportunity to observe a wide variety of European public transportation systems, specifically LRT systems in various stages of development.

6.1.2

A disadvantage of the itinery was that it included too many cities within the time frame available and therefore the opportunity for in-depth understanding for each system was not obtained. It is recommended that for future tours of this type, at a minimum, 2 days be spent in the selected cities at the risk of reducing in the number of cities visited. Secondly, the contacts in each city were primarily senior staff from the Transit Operating Authority. The additional time in each city would allow for discussions with the policy and decision makers.

6.2 Policy/Technical.

6.2.1

It is difficult to draw direct comparisons with Edmonton due to the age, maturity, and size of the cities and systems reviewed.

6.2.2

Each City has a slightly different approach to the planning and operation of their respective systems although most were unified in the philosophy of providing a fast, comfortable and safe public transit system in order to attract auto drivers to public transit.

6.2.3

Public pressure due to environmental and social concerns is dictating alignments, construction techniques, and forcing

more cities into substantial subway construction in order to alleviate these concerns.

6.2.4

As passenger travelling speed is the most important factor in attracting new public transit patrons, it is important for cities to strive for the highest operating standards and right-of-way segregation possible within economical and inancial capabilities when contemplating introduction of LRT systems.

This is repeatedly illustrated in the European development experience.

Based on the observations made in Western Europe the development and planning of LRT in Edmonton has been consistent with this approach.

6.2.5

Some forms of LRT can co-exist with general vehiculartraffic recognizing that the lesser right-of-way segregation the lower the speed, lower productivity, lower standard of safety and considerably higher overall operational costs will prevail.

6.2.6

In order to establish an all-inclusive, logical and attainable implementation program for LRT or public transportation systems it is essential that the municipal/transit authority have specific programs or defined commitments for financial support from senior level governments.

APPENDIX

GLOSSARY OF TERMS

SUBURBAN/CMIUTEll TRANSPORTATION

CITY PUBLIC TRANSPORTATION

METRO

- ME

LRT I

-I CRT

TRAM (STREET CAR

-I BUS

BUS

The above table shows the hierarchy of public transportation for suburban and municipal transportation.

S-Bahn

- Suburban rail in Germany.

Metro

-2 A heavy rail system normally powered by a 3rd rail utilizing wide vehicles greater than 2.65 m and elaborate signalling systems.

U-Bahn

- Underground rail system in German Cities. Can be heavy rail or light rail.

Pre-Metro

- Generally light rail vehicles or trams operating in varying degrees of right-of-way segregation: In subway or elevated in the downtown and on surface in outlying areas. Also referred to as "rapid transit" tram or "fast" tram.

Light Rail Transit (LRT) - is a mode utilizing predominately reserved, but not necessarily grade separated rights-of-way.

Electrically propelled, the rail vehicles can operate singly or in trains. Provides a wide range of levels of service and perfoLfflance characteristics (Public Transportation - Gray & Hod).

Trams

- Street cars operating in mixed traffic in central areas and in varying degrees of right-of-way segregation in outlying areas.

TABLE 1

POPULATION AND AREA STATISTICS OF COUNTRIES VISITED

Population

Area (sq. mi)

*Great Britian

55,800,000

94,227

592

*Netherlands

14,000,000

15,770

887

9,800,000

11,781

831

*West Germany

61,300,000

95,976

683

(Canada

23,700,000

3,851,807

6)

(Alberta

2,086,000

255,285

8)

*Belgium

•*Countries visited.

Source: Funk & Wagnalls New Encyclopedia 1981 Yearbook

Area Density (pp sq. mi.)

TABLE 2

DEMOGRAPHIC CHARACTERISTICS OF CITIES VISITED

City

Population

Population Metro Area

Density Typical Residential Neighbourhood (ppga)

1.000,000

1,200,000

60 ppga

Utrecht

237,000

1,000,000

n/a

Rotterdam

900,000

1,000,000

n/a

Amsterdam

741,000

n/a

n/a

The Hague

472,000

n/a

n/a

Brussels

1,100,000

n/a

n/a

Munich

1,300,000

2,300,000

90 ppga

Stuttgart

580,000

1,600,000

n/a

Frankfurt

500,000

n/a

n/a

Dusseldorf

700,000

1,100,000

n/a

(*Edmonton

505,773

NewCastle

677,105**

Source - Lecture notes/written documentation. n/a - Not available - 1980 population J. .1- Subregion Population

20 ppga)

TABLE 3

GENERAL CHARACTERISTICS OF ORGANIZATION, FARE STRUCTURE, FINANCING OF SELECTED CITIES

CITY

• Newcastle

Munich

ORGANIZATIONAL STRUCTURE Passenger Transportation Executive (PTE) of Tyne & Wear County Council Bus Services provided by contract.

The MVV was formed in 1972 to bring together the Federal Railway, City of Munich, State of Bavaria into a totally integrated public transportation and roadway system.

TYPE OF FARE SYSTEM Zone/Proof of Payment All fares/schedules including Inter-City Rail in County are set by the County Council.

35 for 1 zone.

Free travel provided to elderly, blind and disabled.

Zone/Proof of Payment MVV sets fares

The Stuttgart Tram System, a 130 year Municipal Department owns and operates the trams and bus system in the City.

70%

Capital - Federal Government - Transit Authority & Municipality

30%

70% Operating - Fare Box - Federal Government (70% of Deficit30%) 10% - Municipality •

60% 20% 20%

Capital - Federal Government - State - Municipality Operating - Fare Box - Municipality

65% - 70% 30% - 35%

NOTE: 5 penngs/litre tax of which 50% - roads; 50% - transit.

Federal Railway and City of Munich owns vehicles and property.

Stuttgart

FINANCING SOURCES

Zone/Proof of Payment 1.7 DM (8.5 Cdn) within a 12 km radius.

Disabled don't pay other minority groups get fare concessions.

60% Capital - Federal 25% - State 15% - Municipality (includes depreciation & interest) 66% Operating- Fare Box 34% Federal/Municipality Some contribution from private developers - Voluntary only.

TABLE 4 SOME GENERAL CHARACTERISTICS OF PUBLIC TRANSPORTATION SYSTEM - RAIL COMPONENT

CITY

DESCRIPTION

EXISTING OVERALL DEGREE OF SEGREGATION

SEGREGATION IN CBD

OVERALL DEGREE OF SEGREGATION PROPOSED

High - Construction in tunnel throughouL GB])

High

Not applicable.

•

Low to Medium.

(Proposed surface line).

Medium - segregation in outlying areas with at-grade signalized crossings.

A combination of Metro (introduced in 1968), "Rapid Transit" Trams (LRT) and Trams.

Medium to High

Metro - High Trams - Low Additional tunnel construction is underway.

Medium to High

Brussels

Primarily a tram system that has been upgraded by constructing grade-separations and tunnels by stages. First underground line became a-METRO. A second line is now being devleoped as a Pre-Metro (LRT) in tunnel.

Medium

High Metro - High Pre-Metro - High Tram - Low Additional tunnel construction is underway.

Munich

U-Bahn System (Metro) introduced Medium to High 75% of tramlines are separin 1972 ated from vehicular traffic.

NewCastle

Commenced operations of "Metro" in 1980 utilizing' abandoned railway right-ofway. Only new LRT in Britain.

DuWag car utilized.

Utrecht

17 Km. surface line is under construction between Utrecht and Community of Nieuwegijn 4 new town of 80,000.

Rotterdam

Medium to high, several at-grade crossings.

U-Bahn - High • Trams - Medium Additional tunnel construction is underway.

High - Objective is to have U-Bahn and tram completely segregated.

(Even constructing tunnels in undeveloped areas)

TABLE 4 (Con't) SOME GENERAL CHARACTERISTICS OF PUBLIC TRANSPORTATION SYSTEM - RAIL COMPONENT

CITY

DESCRIPTION

EXISTING OVERALL DEGREE OF SEGREGATION

SEGREGATION IN CBD

OVERALL DEGREE OF SEGREGATION PROPOSED

Stuttgart

The tram system operating on a 1 metre gauge track is being upgraded in stages to a Pre-metro (LRT) System on standard gauge.

Low to Medium .

Medium - Some tunnel exists within which the tram operate.

Additional tunnel construction is underway.

Medium Co High objective is to have trams and LRT on a completely segregated right-of-way.

Frankfurt

U-Bahn (LRT) and Trams. The Frankfort system has served as a model for Edmonton.

Medium

U-Bahn - High Some tunnel exist for U-Bahn operation.

Additional tunnel construction is underway.

Trams - Low-Medium

Objective is high degree of segregation to maintain high speed and schedules, and attain a higher degree of productivity.

Dusseldorf

U-Balm (LRT) and Trams.

Has advanced integrated traffic control systems.

Overall plan is to phase out trams and replace with LRT.

Medium

U-Bahn - High Medium to High. Overall Trams - Medium system in a stage of Some tunnel exists development that will for U-Bahn operation. •last for 40 years. Want Additional tunhel conto maintain flexible struction is underway. approach.

TABLE 5

PUBLIC TRANSPORT CHARACTERISTICS - SELECTED CITIES AS COMPARED TO EDMONTON

City

Annual Ridership (Million)

Weekday Ridership (000's)

NewCastle •

288 (total)

22-25 (LRT)

Stuttgart

220

n/a

Munich

600

380 (U-Bahn)

(Edmonton

65.1

21 (LRT)

n/a - not available

Average Operating Speed

City Mode Split All-Day

n/a

Before sub-way 15 kph 1980 - 20-25 kph 1990 - .30-35 kph

n/a

1980 - 35 kph

CBD Mode Split Pk. Hr.

Park i n Ride

Feeder Bus

n/a

65%

Yes - Moderate degree

Mainly Walk-ons Feeder Bus being phased in gradually.

33%

50%

No - Only With S--Bairn

Yes - Limited mainly walk-ons to trams.

54%

70%

Yes - Extensive

Yes - Extensive

23%

42%

Yes - Being Developed.

Yes - Extensive)