Owing to wide-ranging searches (there are various alignments between two points) as well as complex and nonlinear cost functions and a variety of geometric constraints, the problem of optimal railway alignment is classified as a complex problem. Thus, choosing an alignment between two points is usually done based on a limited number of alignments designed by experts. In recent years, the study of railway alignment optimization has shown the importance of optimization and the introduction of various algorithms and their usefulness in solving different problems. It is expected that applying meta-heuristic optimization algorithms such as methods based on swarm intelligence can lead to better alignments. In this study, we tried to modify models based on previous studies in order to design and develop a model based on a single framework to provide three-dimensional optimization of alignments applicable in the real world. To obtain this, the particle swarm algorithm is used and a geographic information system is incorporated as a means of search in three-dimensional space. In particular, the cost function used in previous studies considering the costs related to structures (bridges and tunnels) are improved regarding hydraulic structure alignments. Furthermore, the transition curve of horizontal alignment and slope restrictions of curves are considered in this project by using the penalty function in order to obtain the most practical results possible. Finally, this study examines three problems for which the results are acceptable in cases of railway alignment geometry and its application in the real world.

Transit-oriented development (TOD) links residential, retail, commercial, and community service developments to frequent, accessible rail transit services to stimulate sustainable development in the form of decreased land use and transport integration. A mixed-use shopping mall can be developed as a TOD with moderate to high density with diverse land use patterns and well-connected street networks centred around and integrated with a rail transit station. Shopping mall developments are now considered as the retail, social, and community centres of their communities. Therefore, understanding their services’ mixed impact on nearby transit stations will provide further insight into the success of the TOD approach. As a result, this study aims to review and link the recent literature on attractiveness factors of shopping malls and the design factors of TOD and report the researchers’ analytic observations (themes) clarifying transit-oriented shopping mall developments’ (TOSMDs) attractiveness factors. The review systematically synthesises 208 guiding articles. It uses the elements of the extended service marketing mix (product, price, place, promotion, people, physical evidence, and process) and the five factors related to TODs (density, diversity, urban design, destination accessibility, and distance) as an indicator system for the factors determining the attractiveness of TOSMD. The review outcome is utilised to establish a conceptual framework for the attractiveness of rail TOSMDs. The study revealed fragmented causes of attractiveness factors of rail TOSMDs. It contributes to further understanding of TOD as it cross-reviews retail and urban design literature findings. The resultant conceptual framework will also inform and potentially enhance the existing rail transit station passenger forecasting models and increase the economic sustainability of rail transit networks.

The rapid expansion of new metro systems in the last two decades shows a globally growing interest in urban rail transit infrastructure. Every time a new metro line is opened, it has the potential to change the existing modal split, which is usually dominated by private (car or motorcycle) transport users. For each new or expanding metro system, a feasibility study is conducted, which focusses mainly on existing mobility issues, travel demand, new infrastructure proposed, and environmental and financial aspects of a new metro project. In these documents, specific methodologies are applied, using local parameters and suitable software, for demand forecasting purposes. However, not much attention is usually dedicated to potential users, their modal choice characteristics, willingness to shift to metro and conditions under which such a shift would be encouraging. Therefore, it is often unclear what the actual public perception of a new service is and their interest in using it in the future. As a consequence of various shortcomings in feasibility studies, the actual demand for metro services is often much lower than originally predicted. Hence, a survey targeting a group of potential metro users located close to a planned metro line was designed to investigate people’s willingness to shift to metro and include soft factors that could facilitate such a change. Next, a case study of the Red Line whose final metro stop is at Salaya, Thailand, was selected, and a sample of 667 respondents, both staff and students based at a nearby university campus, was investigated. Results revealed that 90% of the sample is willing to shift to metro (easy and medium shifters) for a future 20-km trip between Salaya and Bangkok, while only 10% remains sceptic (difficult shifters). Moreover, there are some differences in shifters’ priorities, where easy shifters see factors such as reliable timetable, good mode connectivity and seamless station–campus connection as significantly more important than medium or difficult shifters do. Also, there is a significant association between a mode type currently used for Salaya and Salaya–Bangkok commutes, where private transport users (51% of staff and 43% of students) have already shifted to public transport. Based on the outcomes of the study, recommendations are addressed to stakeholders involved in the Red Line, as well as in other new metro projects in Thailand and internationally, and to those who aim to better understand the needs of potential customers in order to facilitate their shift to metro as a preferred mode of transport in the future.

This paper demonstrates a methodology for flexible, dynamic systems modelling relevant to urban rail decarbonisation. Decarbonisation of urban rail is a vital component of policy and strategy to minimize anthropogenic emissions. Decarbonisation is a systems problem, however, that needs to reflect the interaction between components and processes. Dynamic computer modelling of systems for decarbonisation involves interfacing multiple models together and running them in parallel in order to observe and predict systems-level effects. This is challenging due to the diverse nature of models, achieving parallel model integration and concerns around intellectual property (IP). One solution is the multi-modelling paradigm, which supports integrated, diverse, secure interfacing of models. This paper demonstrates the application of the multi-modelling approach, using the INTO-CPS tool chain. A multi-model was developed comprising key components required for urban rail decarbonisation problems. This multi-model was tested for power consumption in four different scenarios with an example drawn from the Tyne and Wear Metro in Newcastle-upon-Tyne in the United Kingdom. These scenarios compared combinations of decarbonisation intervention (baseline rolling stock versus lightweight, regenerative braking rolling stock and baseline driving style versus energy-efficient defensive driving style), generating different power consumption profiles for each. As such, this serves as a proof of the application of the multi-modelling approach and demonstrates a number of benefits for flexible and rapid systems modelling. This paper fills a knowledge gap by demonstrating a potentially valuable tool for future systems-level decarbonisation challenges in urban rail.

This paper explores performance shaping factors associated with holistic design aspects of metro systems affecting driver’s behaviour based on a case study using eye-tracking techniques. Train driving is a highly visual task where the physical environment provides key visual instructions. Eye–mind theories suggest that eye movements closely follow cognitive processes when it comes to interaction with the visual world. The data for this study have been collected in a representative urban rail system serving a metropolitan area with circa 1.2 million inhabitants during 20 in-service trials. Participating drivers were asked to wear an eye-tracker while driving a train as they would normally do. The study focuses on four areas of interest at four consecutive stations. The stations have similar characteristics but differ in terms of certain design elements which are mirrors, platforms, stopping position markers and positions of a running signal. Previous studies have demonstrated the importance of these elements to metro drivers. The paper assesses the usability of the system design elements through analysis of gaze fixations. Results suggest the importance of the positions of a mirror and a signal in relation to the cab, as well as the distance between a stopping point and a signal. Such factors as openness of stations, passenger loadings and informativeness of certain elements also demonstrated influence on drivers’ performance. It was also found that drivers sometimes do not check a signal before departing a station, which is a significant concern. The paper discusses factors potentially propagating such behaviour.

Jakarta Mass Rapid Transit (MRT) is the first rapid transit system in Indonesia, built with the aim of alleviating the severe congestion in Jakarta by offering a travel alternative to people using private vehicles. Although Jakarta MRT is the most sophisticated inland transport mode in Jakarta, prior to its launch, there was no evidence or guarantee that the local community was willing to use it. Hence, the pre-launch study of a non-operational public transport system was introduced to better understand perceptions of the new MRT service in Jakarta from its potential future customers’ perspective as well as their willingness to use it. A survey was conducted on 516 respondents in Jakarta and three surrounding areas of Depok, Tangerang, and Bekasi. The collected data was divided into two respondent groups: ‘MRT corridor areas’ (the MRT group), which includes Central and South Jakarta residents, and ‘other areas’ (the other group), which includes residents from all the other surrounding areas. The key finding of the study is that a great majority of the respondents from both groups declared a willingness to undertake a mode shift to Jakarta MRT services in the future. Various statistically significant differences were identified between the two groups. Moreover, respondents ranked six factors in the order of priority when selecting a transport mode, with reliability and safety issues identified as the most important. A set of key recommendations, addressed to the Jakarta MRT operator, is listed in order to optimize the MRT’s role in alleviating congestion in Jakarta. The study approach presented in this paper could be applied by other cities considering introduction of a new (transport or) metro system in order to understand its potential customers’ perceptions and expectations toward the new service.

New tramway technologies such as “ground-level power supply systems” fit with the purpose of preserving historical heritage and urban environments of city centers. Such public transportation systems do not require a traditional air supply system (+ 750 V) and are therefore referred to as “catenary-free systems” (i.e., APS system, tramwave system, Primove system). Their implementation is becoming increasingly widespread, especially for cities with prestigious historical heritage, where high levels of environmental sustainability, capacity, reliability and safety standards are required. The study compares some of the most well-known and novel catenary-free systems for the creation of a 68-km tramway system, to be implemented in a metropolitan city. For each of the 7 new tramways, AIMSUN microsimulations were run to identify the most appropriate tramway track geometry and road section to minimize the interference with the vehicle activity. Moreover, for each system a financial and economic performance analysis has been carried out for an investment of about 869 million euros, while taking into account different scenarios of transportation demand. In addition, a cost–benefit analysis of the tramway lines investment project has been presented, including the calculation of the financial net present value, the economic net present value, rate of return of the investment and cost–benefit ratio. The analysis demonstrates that the APS ground-level power supply system is a proven alternative with greater economic and financial performance.