Beta 1

Title Ringmetroen i København
Author Thorhauge, Mikkel (Trafikmodeller, Institut for Transport, Danmarks Tekniske Universitet, DTU, DK-2800 Kgs. Lyngby, Denmark)
Piester, Maria
Supervisor Nielsen, Otto Anker (Trafikmodeller, Institut for Transport, Danmarks Tekniske Universitet, DTU, DK-2800 Kgs. Lyngby, Denmark)
Landex, Alex (Trafikmodeller, Institut for Transport, Danmarks Tekniske Universitet, DTU, DK-2800 Kgs. Lyngby, Denmark)
Andersen, Jonas Lohmann Elkjær (Trafikmodeller, Institut for Transport, Danmarks Tekniske Universitet, DTU, DK-2800 Kgs. Lyngby, Denmark)
Institution Technical University of Denmark, DTU, DK-2800 Kgs. Lyngby, Denmark
Thesis level Bachelor thesis
Year 2007
Abstract In the following project two possible extensions of the Copenhagen Ring Metro are evaluated, with one branch line from Nørrebro station covering the Brønshøj-area and one branch line from the Copenhagen central station covering the Southharbour. The best alternative to serve as many passengers as possible are evaluated for each selected branch line. In the initial evaluation the construction costs are taken into consideration, to ensure that the different projects don’t get to expensive. In order to calculate the traffic impacts, the timetable and bus line adjustments must be planned. Based on the traffic impacts calculations the branch lines are investigated both individually and together to determine which alternative gives the best economic and traffic improvement of the public transport system in Copenhagen. Both branch lines are constructed in a tunnel connected to S-train stations, for the Brønshøj-line at Husum station and for the Southharbour-line at Dybbølsbro and Ny Ellebjerg station. The table below illustrates the definitive stations at the two branch lines. Branch line Starting point for the branch line Station 1 Station 2 Station 3 Station 4 (final destination for the branch line) Brønshøj Nørrebro station Nordvest station (at Mågevej) Hulgårds Plads station Brønshøj Torv station Husum Torv station Southharbour Copenhagen Central station Fisketorvet station Teglholmen station Mozarts Plads station Ny Ellebjerg station Table 0.1 Definitive pattern for the stations at the two branch lines. The frequency for the metro trains is high. At the branch lines the trains are running with 200 sec. intervals in the rush hours in consistency with the already scheduled Copenhagen Ring Metro. On the east side of the Copenhagen Ring Metro the trains will run with 100 sec. interval, while on the west side the trains will run with 200 sec. interval. The only changes of the existing bus lines are conducted at bus 350S. For the Ring Metro the 350S are shut down between Nørreport and Nørrebro station. In the alternative with the Brønshøj branch line, the 350S is furthermore shut down between Nørrebro station and Husum Torv. In practice multiple bus changes should be made for a public infrastructure of this scale, although this is a very demanding task. Further bus changes would cause savings on the maintenance and operational cost for busses. Furthermore the high service level for busses will “compete” with the Copenhagen Ring Metro and possible extensions. This would probably mean an increase in the total number of travellers in case several bus changes are made. For the public assignment the following alternatives are examined due to the traffic and economic impact: • A Brønshøj branch line • A Southharbour branch line • Both a Brønshøj and a Southharbour branch line Bachelorprojekt Ringmetroen i København – F07 vurdering af mulige udvidelser 6 Due to the traffic impacts, the best alternative is the one with both branch lines, due to the fact that both of them will generate more passengers and higher service than one of them unit-wise. For all the examined alternatives the mobility and accessibility are improved along the branch lines as an effect of a decrease in travel time. To summarize; the total time saved is high for each of the examined alternative. The Brønshøj branch line is slightly better units-wise. The construction cost of the alternative which includes both of the branch lines is fairly higher than one branch line unit-wise, which means that the socio-economics for this alternative will be the poorest. Due to the high construction cost of a metro line the alternatives in this project will not be socio-economic viable, although the total time benefits are rather high. The Southharbour branch line is the slightly better branch lines units-wise from a socio-economic point of view. The alternative which includes the Brønshøj Branch line is the only one that has a positive operation economy, which means that the fare incomes are greater than the maintenance and operation cost. All of the examined alternatives have a positive operation economy if they are evaluated together with the Ring Metro. The surplus from the operation economy can be used to fund the project.
Pages 391
Keywords Ringmetroen; København
Admin Creation date: 2009-05-18    Update date: 2011-04-13    Source: dtu    ID: 243333    Original MXD