Determining the Utilization of capacity for Addis Ababa Light Rail Transit (AA LRT)

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Addis Ababa University


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.



railway capacity utilization, demand based headway time, shared corridor capacity, bottleneck block section