Judging by the rapt attention (at times you could hear a pin drop) and the lively discussions during the breaks, the Modern Mobility Conference, held near Kansas City on April 23rd, 2010, was a resounding success. The conference was moderated by Stan Young, President of the Advanced Transit Association (ATRA) and marked the culmination of a project investigating the feasibility of a PRT system at the Village West development east of Kansas City.
Mokhtee Ahmad, Regional Administrator, FTA Region 7 welcomed the attendees. While expressing caution about the willingness of FTA to embrace PRT, he privately stated that PRT projects are eligible for FTA New Starts funding.
ATRA board member and events coordinator, Larry Fabian, introduced the topic of automated people movers (APM). He stated that there are 146 worldwide of which 4 are PRT. APMs have historically been noted for their high costs. While PRT systems may require more sophisticated control systems, they will hopefully also reduce costs.
Peter Muller, president of PRT Consulting rounded out the first session with an introduction to PRT planning. He began by outlining how cars are ruining our cities by contributing to congestion, killing over 40,000 per year, contributing a third of all greenhouse gases, using more oil than all other uses combined and devouring property (at Village West four times as much land is devoted to roads and parking as to buildings). Conventional transit is no solution since transit’s mode share has barely changed in the last 20 years. He then outlined how PRT’s characteristics may allow it to address many of these problems.
Mr. Muller went on to educate the attendees in the technical aspects of PRT and how it should be planned for. He stressed that public participation can be key in dealing with potential nay-sayers early in a project. He outlined a public outreach process that has shown that people generally prefer small, private modes of transport such as cars, bicycles and PRT over rail-based modes and that the least-preferred modes are bus-based.
The second session was focused on reporting on the results of the Village West PRT Project. Dr. Moni Al Aasar reported on BG Consultant’s analysis of structural and code compliance issues. He stated that the Kansas DOT had concerns about the ULTra guideway design as used at Cardiff and Heathrow. These concerns related to the fracture-critical, non-redundant nature of the design and the fact that it has out-of-plane loading. BG Consultants developed an alternative pre-cast concrete guideway design and Dr. El-Aasar presented estimated guideway costs based on this design. He also presented estimated costs for stations as shown in Table 1.
Table 1. Probable Construction Costs
|
Probable Construction Costs
|
|
Item
|
At-Grade
|
Elevated
|
|
Guideway/mile
|
$1.33M
|
$4.4M
|
|
2-bay Station
|
$48,000
|
$362,000
|
|
3-bay Station
|
$69,000
|
$465,000
|
Dr. Steven Schrock, Assistant Professor at the University of Kansas, reported on the environmental aspects of the Village West PRT Project. No major environmental concerns are anticipated but NEPA requirements will have to be met if federal funding is involved. He discussed the methodology used to estimate the value of benefits deriving from reductions in automobile operating costs, onsite emissions and accident costs.
Peter Muller reported on the work done to estimate ridership, system requirements, overall benefits and costs. In addition, he reported that Patti Banks Associates found that quite significant land redevelopment options become available through retrofitting the area with a PRT system. They also found that even more significant opportunities would have been available had the development incorporated PRT from the beginning.
Mr. Muller stated that the benefits (including societal non-monetize-able benefits) outweighed the costs by some two-and-a-half times. Increased tax revenues plus a per-ride charge of about $0.50 would be sufficient to pay for capital costs in ten years. Ongoing operating costs would thereafter require a fare of approximately $1.00 per trip. He presented a comparison (shown in Table 2) comparing the viability of this project with another PRT project, a light rail project and a commuter rail project.
In summary, the PRT system seems viable and financially feasible. However, the study, which was undertaken as an academic exercise, had insufficient budget with which to adequately investigate important factors such as ridership, increased tax revenues and financing mechanisms.
Table 2. Cost Comparisons
| |
Dulles Rail Project |
Mid-Jordan LRT Extension |
Fort Carson PRT Project |
Village West PRT Project |
| Miles of track |
23 (2-way) |
11 (2-way) |
23 (1-way) |
10 (1-way) |
| Stations |
11 |
9 |
35 |
26 |
| Daily pax |
60,000 |
9,500 |
53,500 |
15,519 |
| Capital cost |
$5,200M |
$428M |
$529M |
$137M |
| Cost per mile |
$113M |
$19M |
$23M |
$14M |
| Cost per station |
$473M |
$48M |
$15M |
$5M |
| Cost per annual pax |
$290 |
$150 |
$33 |
$24 |
| Type |
Corridor |
Corridor |
Network |
Network |
Perhaps the most interesting part of the conference was the closing panel discussion moderated by retired Professor Alan Black. Tom Jacobs with the Mid-America Regional Council (MARC) said that transit is the number one solution they are working on. He was very impressed with the attributes and benefits of the PRT system and thought it was really compelling from an environmental standpoint. He considers the 60 to 200 square miles of parking lots within the MARC area to be environmentally damaging due to heat island effects, ozone emissions and increased storm water runoff. He saw promise in PRT’s ability to create vital spaces.
Douglas Bach, The Unified Government of Wyandotte County’s Deputy County Administrator, said that existing remote parking could be used if a PRT system was in place and that there are more and more reasons to park the car and travel around the facility. He felt that the system itself could be an attraction, but implementing it would be challenging. STAR bonds may be difficult to use because of restrictions. However, the recently enabled Community Improvement District has more flexibility on both the taxing and spending sides.
Dick Jarrold with the Kansas City Area Transportation Authority discussed how PRT could help solve the last mile problem experienced by larger systems. However, he expressed concerns regarding the need to verify costs, aesthetics, ridership, security, safety and impact on/of underground utilities. He said that, if the numbers are correct, Village West would be the type of facility at which to implement PRT. The big question is, “who bears the risk if it does not pan out?”
Dick McReynolds, retired KDOT researcher encouraged the group not to get too hung up on specific costs or issues. This project was funded at about one tenth the usual costs and the results are quite encouraging.
Chris Ozimek, Director of Marketing for Schlitterbahn, explained that while a small portion opened last year, the 270 acre resort will take another four to five years to complete. It includes over four miles of waterways [which the PRT system would connect to]. The resort is designed to have people park and leave their cars for the duration of their stay. PRT could take this to a whole new level and increase the average length of stay.
