P ersonal R apid T ransit

1. PersonalRapidTransit Context for PRT and Potential Applications Mn/DOT – ACEC Minnesota Annual Conference Ferrol O. Robinson Research Fellow, State and Local Policy Program Humphrey Institute of Public Affairs University of Minnesota March 2, 2020

2. Speaking Points Context for Personal Rapid Transit (PRT) Description of PRT System Role of PRT in a Mobility Framework Potential Applications in Minnesota Anticipated Benefits and General Concerns Need for Feasibility Analysis

4. Heathrow Airport ULTra Site As of February 16, 2010… 17-vehicle system 3 stations; 5 later this year Automatic berth doors, passenger charging, destination selection kiosks: fully operational Passengers trials have started Commencement of full public operations in first half of 2010

5. Context PRT is only an alternative to buses and LRT where these transit modes are not the best solution: PRT has different applications and serves different user markets. PRT is not a Magic Bullet or a Panacea: It is a highly- competitive mode to the automobile, highly- complementary to buses and LRT, and extends the reach of walking and bicycling.

6. Context Peter Calthorpe, Principal, Calthorpe Associates, CA Author: Next American MetropolisExpertise: New Urbanism, Smart Growth, Transit-Oriented Development (TOD) “TOD can be intermeshed with PRT in a flexible and economicway. We really need you guys [PRT] to succeed!” (Speech at ATRA’s Carbon-Free Mobility Conference, Oakland, CA, March 2009) “I used to be a PRT skeptic, but now the technology is there. It won’t be easy to develop PRT and get all the kinks out, but it isdoable. If you think what you would want from an ideal transit technology, it’s PRT: stations right where you are, within walkingdistance, no waiting.” (Congress for New Urbanism (CNU), Pasadena, CA, 2005)

7. Description of PRT Service Characteristics • On-demand, point-to-point, non-stop transit service • Fast, reliable, predictable travel times • Very short headways and wait times, cars wait for passengers at stations • Prepaid fares and no transfers • ADA compliance • Available 24/7

8. Description of PRT System Design Features • Fully automated, driverless, lightweight electric cars • Small cars (4-5 passengers) that run on segregated tracks (elevated, at-grade, or underground) • Off-line stations allow for non-stop service • High number of stations and interconnected loops increase accessibility • Stations can be built inside or adjacent to buildings

9. Description of PRT Operating Characteristics • Peak headways: 2 to 4 seconds, based on demand • Peak-hour wait time: one minute on average • Operating speeds: 25 to 30 mph • Dwell time at stations: less than 10 seconds

10. Description of PRT People-Moving Capacity • Average: 3,000 passengers per hour(3-second headway, 2.5 passengers per car) • Maximum: 4,800 passengers per hour(3-second headway, 4 passengers per car)

11. Description of PRT Environmental Features • Low-energy consumption per passenger-mile(200-300 mpg equivalent) • Very low carbon footprint – no local emissions • Low noise levels inside vehicle and outside • Minimizes use of surface land

13. PRT Roles Collection-Distribution Function: Solves the ‘last-mile’ gap in most transit services, and can improve the “first-mile” gap also Circulation Function: Connects major transit stops, stations and parking facilities with work, shopping, medical, education and other origin/destinations. Shuttle Function: Connects heavy trip generation centers that are in relatively close proximity to each other.

14. Potential Applications in Minnesota Downtown areas such as Minneapolis and Saint Paul CBD Smaller-city downtown areas with large trip generation such asDuluth, Rochester, St. Cloud, Mankato Large employment concentrations such astheI-494 Edina and Bloomington corridor axes and the Maple Grove Gravel Mining Development Area, and the airport University of Minnesota: East Bank/West Bank/ Fairview Hospital campuses Major shopping complexes such as the Mall of America, Airport South and other regional shopping centers

15. Modal Relationships PRT and Autos: Competitive • PRT provides modal competition to autos in high-density, compact areas where PRT speeds are higher • PRT allows car drivers to park further from destination and experience cost savings PRT and Parking: Optimizing • PRT can enhance shared-parking use and reduce peak-period demand and supply • PRT can maximize use of available parking during special events by making distant spaces more accessible

16. Modal Relationships PRT and Bus/LRT/Commuter Rail: Complementary and Synergistic • PRT solves the ‘last-minute” transit service gap making bus, LRT and Commuter Rail more attractive transit modes • PRT facilitates transfers between these transit modes PRT and Walking/Biking: Enhancing • PRT extends the walking range of current pedestrian trips • PRT can induce walk trips to stations by facilitating access to restaurants, shopping and work-related activities • PRT gives bicyclist an option for avoiding heavy traffic, signals and congestion

17. Summary of Expected PRT Benefits Combines advantages and efficiencies of bus and rail transit with the high level of service of automobiles Ability to serve “last-mile/first-mile” transit service gap Can increase demand for other transit modes Can substitute for many auto trips and reduce auto dependency and congestion High people-moving capacity accommodates modal demand High level of service, accessibility and ride quality

18. Summary of Expected PRT Benefits ADA compliant Low use of energy Low environmental impact Minimum use of surface land Grade-separated system minimizes conflicts, and can reduce crashes and fatalities Ability to deliver goods at night and off-peak

19. Concerns Expressed about PRT “Unproven” technology Visual impacts and aesthetics Safety concerns: failure to stop/stranded passengers on guideway “Inability” to carry large numbers of people Security concerns about sharing rides with strangers Uncertainty about capital and operating costs

20. Analysis of Feasibility • Evaluation of status of development of major PRT components: • Guideway engineering (structural) • Chassis engineering (mechanical) • Cabin design (specialty) • Control system (electronics) • Station and maintenance facility design (civil)

21. Analysis of Feasibility • Steps needed to implement PRT system: • Identification of site options and system layout • Ridership and revenue forecasts (investment grade) • Estimation of capital and operating costs • Evaluation of funding availability and financing approach: public-private partnerships, parking-optimization revenues, station cost-sharing with private sector, advertising revenues, etc.

22. Analysis of Feasibility • Evaluation of issues and concerns • Reliability of technology • Visual impacts • Safety • Security • System capacity • System operations • Other

23. Analysis of Feasibility • Evaluation of benefits • Livability factors • Sustainability factors • Benefit-Cost analysis • Evaluation of options and selection of preferred alternative(s)

24. For additional information, please contact Ferrol O. Robinson Research Fellow State and Local Policy Program Humphrey Institute of Urban Affairs University of Minnesota 612.210.9552 robin684@umn.edu