Determining the Utilization of capacity for Addis Ababa Light Rail Transit (AA LRT)
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Date
2019-05
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Addis Ababa University
Abstract
An increasing of the passenger travel demand in Addis Ababa city results to invest a huge
budget for construction of the Addis Ababa railway infrastructure to balance the need for
the transportation demand. However, constructing the railway infrastructure only will not
satisfy the passenger demand rather it also needs a better management system for efficient
utilization of railway capacity. But the railway capacity in Addis Ababa light rail transit
has utilization gaps like, the same numbers of trains are scheduled in the whole day time
where it varies in actual condition so called the peak and off-peak hour demand. In
addition, there is train headway time irregularities from the OCC operational schedule of
the shared corridor of railway network that can affect to the railway capacity utilization.
Therefore, different literatures have been reviewed on solving of such problems and it is
determined that the UIC-cod 405R is an easy and effective way of calculating the capacity
consumption with the help of AnyLogic software in consideration of the railway
networking effects. It follows on from work that was carried out to forecast rail transport
demand for AA LRT in 2047. The capacity utilization rate is stated as the ratio between
demand for railway services and the available capacity of the infrastructure. The findings
on this thesis show that the capacity utilization rate varies according to the demand-based
schedules. Knowing the demand for the railway line is suitable to know the headway time
and capacity for the current operational systems too. Therefore, the schedules at the periods
of day should be varied such that a peak hour and off-peak hour’s headway time and
capacity schedules can have.
The quality of service of railway line varies according to the capacity utilization rate where
the maximum utilization rate of this line reaches at the year of 2036. At this period,
measures like changing railway signaling operation and or changing the train unit to more
than two unites can be a solution for theoretical and practical capacity extension from its
current maximum value.
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Keywords
railway capacity utilization, demand based headway time, shared corridor capacity, bottleneck block section