Available online at ScienceDirect. Procedia Engineering 137 (2016 ) GITSS2015

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1 Avalable onlne at ScenceDrect Proceda Engneerng 137 (2016 ) GITSS2015 Research on Selecton of New Publc Transt System Based on Low Carbon Economy Perspectve L wewe a,b, *, Da yue b, Lng xaojng c a School of Economcs and Management, Southeast Unversty, 21009, Nanjng, Chna b School of Economcs and Management, Nanjng Unversty of Informaton Scence & Technology,210044,Nanjng, Chna c Nanjng Green Transportaton Plannng Desgn Co.,Ltd,210009, Nanjng, Chna Abstract The types of New Publc Transt System are analysed frst, and then techncal characterstcs of tram, BRT and trolleybus are compared, components of composte cost are put forward, a model for composte cost calculaton of New Publc Transt System based on a low-carbon economy perspectve s constructed, condtons and rules of selectng New Publc Transt System under dfferent passenger flow condtons are analysed, and fnally effectveness and feasblty of the model are verfed through examples The Authors. Publshed by Elsever by Elsever Ltd. Ltd. Ths s an open access artcle under the CC BY-NC-ND lcense ( Peer-revew under responsblty of the Department of Transportaton Engneerng, Bejng Insttute of Technology. Peer-revew under responsblty of the Department of Transportaton Engneerng, Bejng Insttute of Technology Keywords: low-carbon Economy; selecton of New Publc Transt System; 1. Introducton New Publc Transt System s the general name for publc transport modes that are newly developed and have such characterstcs as hgh speed, punctualty, comfort and low polluton and ther operaton servce systems, ncludng multple transport systems such as tram, trolleybus, BRT and pedestran assstance systems. In recent years, as people have a growng awareness of envronmental protecton, low-carbon travel has become an mportant development drecton of urban publc transport, new vehcles featurng energy savng, envronmental protecton, * Correspondng author. Tel.: E-mal address: @qq.com The Authors. Publshed by Elsever Ltd. Ths s an open access artcle under the CC BY-NC-ND lcense ( Peer-revew under responsblty of the Department of Transportaton Engneerng, Bejng Insttute of Technology do: /j.proeng

2 86 L wewe et al. / Proceda Engneerng 137 ( 2016 ) hgh effcency and beauty have become more and more popular, and how to select New Publc Transt System for dfferent objectve envronment has become an ssue that urgently needs to be addressed. Domestc and overseas scholars have had dscussons on the ssue. Kühn F [1] dscussed the selecton of BRT or lght ral transt- he thought that BRT can be the frst choce of medum-szed ctes and lght ral can be bult when passenger flow keeps ncreasng to a certan extent or funds are suffcent. Hass-Klau, C. [2] conducted comparatve analyss of bus and lght ral n such aspects as fnance, operaton and demand. Luke, Stephen et al. [3] compared dfferent publc transport modes and ntroduced ther applcaton n man countres. Scherer Mlena [4] analyzed the reason why lght ral s more attractve than bus transt. Domestc scholars- L Yuanyuan et al. [5] analyzed techncal and economcal characterstcs of common publc transport modes by usng mult-attrbute decson-makng method. From the above, we can see that domestc and overseas scholars studed the selecton of New Publc Transt System from such perspectves as economy and operaton but dd not have an n-depth analyss of system selecton from the low carbon perspectve and dd not consder the mpact of such factors as carbon tax on cost. Ths paper tres to analyze New Publc Transt System from the perspectve of low-carbon economy, wth the am to establsh a selecton method for New Publc Transt System based on low carbon concept. 2. Analyss of Types of New Publc Transt System 2.1. System Defnton There s no strct and unform defnton for New Publc Transt System yet. In a narrow sense, t refers to Automated Gudeway Transt (AGT); n a broad sense, t s the general name for new transport modes developed to overcome the defects of the exstng transport modes n envronment and operaton or to satsfy transportaton demand whch cannot be satsfed by the exstng transport modes and ther new operaton servces. Seen from the relaton between user densty and trp dstance, servce gap exsts n tradtonal vehcles except ralway and bus, ncludng contnuous transportaton system sutable for sdewalks, ral transt system wth medum and low transportaton volume, and trackless transportaton system sutable for buses. There are many types of New Publc Transt System, and ths paper manly conducts detaled analyss of systems most wdely used such as tram, trolleybus, BRT and guded bus. Fg. 1. Analyss of applcaton range of urban vehcles

3 L wewe et al. / Proceda Engneerng 137 ( 2016 ) Comparatve Analyss of Characterstcs As to lane systems of modern tram (ncludng steel wheel tram on steel ral and rubber wheel tram on gudeway), bus rapd transt (BRT) and trolleybus, the three systems have relatvely smlar transport capacty and can satsfy the corrdor demand on passenger flow of about 3,000-10,000 person-tmes/h, among whch BRT system can satsfy hgher passenger flow demand through flexble desgn and operaton organzaton. The three systems have relatvely smlar form of choosng the rght of way, form of lane settng and form of staton settng. (1) Steel Wheel Tram on Steel Ral and Rubber Wheel Tram on Gudeway Modern trams can meet the demand on passenger flow of 3,000-10,000 person-tmes/h drectonally. The desgned speed s 70-80km/h. Passengers can get on and get off horzontally. Multple power supply modes such as overhead power lne, thrd ral and storage battery can be used. Zero emsson can be bascally realzed. Runnng nose s even lower than that of urban background traffc. Modern trams can be classfed nto two types- steel wheel tram on steel ral and rubber wheel tram on gudeway based on runnng system. Basc techncal characterstcs are as follows: Table 1. Performance comparson between steel wheel tram on steel ral and rubber wheel tram on gudeway Man Indcators Steel Wheel Tram on Steel Ral (Ctads) Rubber Wheel Tram on Gudeway(Translohr) Sze Transport capacty (persontmes/h) Vehcle length Vehcle wdth Specfed number of passengers Maxmum speed (km/h) Techncal performance Maxmum gradent 8 13 Maxmum turnng radus (m) Power supply mode (knds) 3 2 Judgng from basc techncal performance, rubber wheel tram on gudeway can adapt to bgger gradent and smaller turnng radus whle steel wheel tram on steel ral has advantages of bg transport capacty and dversfed power supply modes. Judgng from economc performance, constructon cost of 70% low-floor steel wheel tram on steel ral domestcally manufactured per klometer s about RMB40.00 mllon (ncludng vehcle purchase cost), and vehcle purchase cost wll be much hgher f 100% low-floor steel wheel tram on steel ral mported s used. Thus, f 100% low-floor modern trams mported are used only, purchase cost per vehcle s RMB mllon and purchase cost of rubber wheel tram on gudeway s relatvely hgher; as to rubber wheel tram on gudeway, ts lne constructon cost s relatvely hgh as ts constructon technology s not mature n Chna and ts repar & mantenance faclty needs to be set up separately as t cannot be connected wth the exstng ral transt system. As for rubber wheel tram on gudeway, there are few manufacturers, localzaton rate s low, vehcles and spare parts bascally rely on mport, and orderng tme s long and purchase cost s relatvely hgh; domestc manufacturers have the capablty to manufacture 70% low-floorsteel wheel tram on steel ral and are vgorously promotng R&D and manufacture of 100% low-floor lght ral vehcles. From the perspectve of economcal sustanablty, steel wheel tram on steel rals more domnant.

4 88 L wewe et al. / Proceda Engneerng 137 ( 2016 ) Table 2. Comparson of constructon cost between domestc steel wheel tram on steel ral and domestc rubber wheel tram on gudeway Type Modern Zhangjang Tram Dalan Tram #202Transformaton Project Lne length 9km 12.6km Rght-of-way form Rght of way s shared Rght of way of over 80% s separated Brdge secton length 1.92km Nearly RMB mllon RMB mllon Constructon cost of lne (constructon cost of new lne: about RMB60.00 mllon/km) Unt prce of vehcle RMB30.00 mllon RMB4.00 mllon Specfed number of passengers 167persons 242persons Departure nterval 8 mnutes 2.5 mnutes Vehcles allocated 9 vehcles 30 vehcles Vehcle expenses RMB mllon RMB mllon (transformaton cost of 6.9km lne: RMB18.85 mllon/km; constructon cost of 5.7km new lne: RMB28.06 mllon/km) Table 3. Comparson of expenses between steel wheel tram on steel ral and rubber wheel tram on gudeway Vehcle Type Specfed Number of Passengers Unt Prce Nantes Bombarder Incentro 260persons EUR2.06 mllon 2005 Orleans Alstom Ctads 176persons EUR1.80 mllon 2000 Clermont-Ferrand Lohr Translohr 167persons EUR2.15 mllon 2000 Year (2) Tram, BRT and NewTrolleybus From the perspectve of low-carbon travel, BRT uses fossl fuel energy whch can cause a certan degree of polluton to urban envronment, whle tram and trolleybus generally use electrc tracton relyng on water power, wnd power and nuclear energy power generaton whch cause relatvely smaller mpact on the envronment. In recent years, wth the ncrease of stress on ecologcal envronment, carbon tax system has been put on agenda worldwde. For example, France has prelmnarly determned the standard of carbon tax mposed to be EUR17.00 for per ton of carbon doxde; relevant domestc departments such as Mnstry of Fnance have carred out prelmnary studes and analyss of mposng carbon tax and put forward an ntal program on mposng carbon tax to replace energy tax. Thus, the mpact of carbon tax on constructon cost should be taken nto consderaton whle analyzng the selecton of vehcles. From the perspectve of economc performance, nvestment cost and operaton years of tram, trolleybus and BRT are dfferent. To compare economc performance, comprehensve cost-effectveness should be analyzed through comprehensve analyss of such expenses as constructon cost, operaton cost, mantenance cost and energy consumpton cost. Specfc calculaton methods are analyzed n detal n subsequent sectons. Table 4. Unt prce of constructon of tram, trolleybus and brt Constructon Cost Unt Prce of Infrastructure Purchase Cost of Each Vehcle Vehcle Servce Lfe Modern tram RMB mllon RMB mllon 30 years Newtrolleybus RMB mllon RMB4.00 mllon 20 years BRT RMB mllon RMB2.00 mllon 10 years

5 L wewe et al. / Proceda Engneerng 137 ( 2016 ) Composte Cost Model Constructon Based on analyss above, cost of tram, trolleybus and BRT systems manly ncludes nfrastructure constructon cost, vehcle purchase cost, nfrastructure mantenance cost, vehcle mantenance cost, energy consumpton durng operaton and carbon tax. Departure Frequency V refers to maxmum sectonal passenger flow of some lne undrectonally durng peak hours. C 1, 2,3 refers to standard passenger capacty of BRT, tram and trolleybus, among whch 1 represents BRT, 2 represents trolleybus and 3 represents tram. Departure frequency can be calculated based on the formula below: V f 1, 2, 3 (1) C Number of Vehcles Allocated for Lne n 2f 1,2,3 (2) Average Annual Infrastructure Constructon Cost a 1, 2, 3 refers to total nvestment n nfrastructure constructon. m 1, 2, 3 refers to lfe cycle of dfferent types of New Publc Transt System. Average annual nfrastructure constructon cost A can be calculated based on the formula below: a A 1, 2, 3 (3) m Average Annual Vehcle Purchase Cost r 1, 2, 3 refers to unt prce of vehcle. Average annual vehcle purchase cost B can be calculated based on the formula below: r* n r* V B 2 1,2,3 m mc (4) Mantenance Cost d 1, 2, 3 refers to average annual nfrastructure mantenance cost per klometer. l refers to lne length. Average annual nfrastructure mantenance cost can be calculated based on the formula below: D d * l 1,2,3 (5) Smlarly, f e 1, 2, 3 refers to mantenance cost per vehcle per klometer, v 1, 2, 3 refers to runnng speed of New Publc Transt System and a vehcle runs 8 hours every day on average, average annual vehcle mantenance cost can be calculated based on the formula below: v E e* n* l* *8* * e* n* v 1, 2,3 (6) l

6 90 L wewe et al. / Proceda Engneerng 137 ( 2016 ) If g 1, 2, 3 refers to energy consumpton durng operaton per vehcle per klometer per day, average annual energy consumpton cost durng operaton can be calculated based on the formula below: v G g * n* l* *8* * g* n * v 1, 2,3 (7) l Energy Consumpton Cost Wth the ncreasng attenton to low-carbon travel, exhaust gas emsson has had a growng mpact on selecton of New Publc Transt System (a) NHMC (g/p km) Emssons (b) CO2 (g/p km) Emssons (c) NOX (g/p km) Emssons Drect emsson Drect emsson Drect emsson Fg. 2. Comparson Chart on Pollutant Emssons between Car, Bus, Trolleybus and Tram

7 L wewe et al. / Proceda Engneerng 137 ( 2016 ) The calculaton method of carbon tax s used, whch ncludes the mpact of exhaust gas emsson on envronment and cost n comparatve system. If average annual desel consumpton of BRT s p ltres, carbon doxde produced for per ltre of desel consumed s q klograms and carbon tax mposed for per klogram of carbon doxde s RMB w, carbon tax expense H can be calculated based on the formula below: H pqw 1, 2, 3 (8) Composte Cost Composte cost S of New Publc Transt System can be calculated based on the formula below: S A B D E G H 1, 2, 3 (9) 4. Case Analyss of System Selecton The corrdor of some lne s 20 km long, maxmum sectonal passenger flow undrectonally s 10,000 persontmes/h, and passenger capacty of optonal BRT, trolleybus and tram s 150 persons/vehcle, 180 persons/vehcle and s 250 persons/vehcle respectvely; unt prce of BRT, trolleybus and tram s RMB2.00 mllon, RMB4.00 mllon and RMB20.00 mllon respectvely; based on constructon experence of smlar ctes, total nfrastructure nvestment s predcted to be RMB mllon, RMB mllon and RMB1.30 bllon respectvely; average annual nfrastructure mantenance cost per klometer s RMB16,500.00/km, RMB33,500.00/km, and RMB110,000.00/km respectvely; mantenance cost of BRT, trolleybus and tram per vehcle per klometer s GBP0.58, GBP0.43 and GBP0.64 respectvely [6], and energy consumpton cost per vehcle per klometer s RMB2.16, RMB0.54 and RMB0.90respectvely; carbon doxde emsson of per ltre of desel s 2.7kg, carbon tax mposed for per ton of carbon doxde s EUR17.00, and desel consumpton of BRT per vehcle per klometer s 0.56L. Average annual composte cost of dfferent types of New Publc Transt System selected for passenger flow corrdors s calculated below Case Analyss Based on the model constructed above, tcan be calculated by usng the correspondng formula. Average annual composte cost S1 of BRT s: S A B D E G H a1 r1* V 2 d 1* l 2920 * e 1* n1* v1 2920* g1* n1* v1 p1qw 1 1 m1 mc 1 1 RMB mllon (10) Smlarly, S 2 =RMB94.00 mllon, and S 3 =RMB mllon. Thus, f maxmum sectonal passenger flow undrectonally s 10,000 person-tmes/h, average annual composte cost of trolleybus s the lowest, that of steel wheel tram on steel ral s hgher, and that of BRT s the hghest Rules Mnng Based on above analyss, average annual composte cost of dfferent types of New Publc Transt System changes wth the change of passenger flow. Under the condton that other parameters are determned, curves on composte cost correspondng to dfferent maxmum sectonal passenger flow undrectonally are drawn below.

8 92 L wewe et al. / Proceda Engneerng 137 ( 2016 ) Unt: RMB Tram Trolleyb us Fg.3. Graph on change trend of composte cost of brt, trolleybus and tram correspondng to dfferent maxmum sectonal passenger flow undrectonally The followng rules can be found from the graph above: Rule 1: overall, average annual composte cost of trolleybus s the lowest; economc performance of trolleybus s the best as electrc power s used for operaton and ts nfrastructure constructon cost s low. Rule 2: when maxmum sectonal passenger flow undrectonally durng peak hours s lower than 8,000 persontmes/h, average annual composte cost of BRT s lower than that of tram, and trolley bus system can be used on BRT corrdor whch s more economcal and envronment-frendly. Rule 3: when maxmum sectonal passenger flow undrectonally durng peak hours s hgher than 8,000 persontmes/h, passenger flow corrdor s obvous and average annual composte cost of BRT s hgher than that of tram, so usng tram system s more economcal and envronment-frendly. 5. Research Prospects Apart from composte cost, research on selecton of New Publc Transt System should also consder terran condtons of urban street whch ncludes such condtons as turnng radus, lne gradent, power supply mode, cty s fnancal capablty and cty s clmatc envronment (such as whether t freezes easly n wnter). Future studes can consder ncludng multple factors n system selecton evaluaton system, n order to further establsh a scentfc selecton theory system for New Publc Transt System. References [1] Kühn, F., Bus rapd or lght ral transt for ntermedate ctes. Urban Moblty for All-La Moblte Urbane pour Tous CODATU X Goddard and Fatonzoun (eds) Swets & Zelnger, Lsse The Netherlands. [2] Hass-Klau, C., Bus Or Lght Ral: Makng the Rght Choce: a Fnancal, Operatonal and Demand Comparson of Lght Ral, Guded Buses, Busways and Bus Lanes. Envronmental and Transport Plannng. [3] Luke, S., MacDonald, M., 2006.Publc transport mode selecton: a revew of nternatonal practce. Paper presented at: European Transport Conference. [4] Scherer, M., 2010.Is Lght Ral More Attractve to Users Than Bus Transt. Transportaton Research Record: Journal of the Transportaton Research Board, 2144(1), [5] L, Y. Y., Zhou, W., Wang, Y.Q., An Optonal Method of Urban Publc Transpot Development Mode. Journal of Transportaton Systems Engneerng and Informaton Technology. 5(3), 41-45

9 L wewe et al. / Proceda Engneerng 137 ( 2016 ) [6] Yuanyuan, L., We, Z., Yuanqng, W., Method of Determnng Urban Publc TransportDevelopment Modes. Journal of Transportaton Systems Engneerng and Informaton Technology, 5(3), [7] Condon, P. M, Dow, K., 2009, foundatonal research bulletn.