Operasi[sumber]
Angkutan cepat digunakan di kota, pengembangan kota, dan wilayah metropolitan untuk membawa sejumlah besar orang dalam frekuensi yang tinggi. Pengembangan dari sistem angkutan cepat sangat bervariasi di antara berbagai kota, dengan beberapa strategi transportasi: Dalam wilayah metropolitan yang besar menggunakan sistem bawah tanah di bagian dalam kota, atau cincin terdalam pinggiran kota dengan kereta yang sering melakukan perhentian di stasiun. Cincin luar dari pinggiran bisa dicapai dengan jaringan kereta api komuter yang terpisah, dengan jarak antar stasiun yang lebih besar yang memungkinkan kecepatan yang lebih tinggi. Kereta ini umumnya lebih mahal dan dengan frekuensi yang lebih sedikit, dan di beberapa kota hanya beroperasi selama waktu jam sibuk saja. Hal ini mungkin tidak dapat memenuhi kriteria dari angkutan cepat dalam kota, dan di beberapa kasus perbedaan antara sistem angkutan cepat dalam kota dan pinggiran kota tidak jelas. Lihat juga Variasi dan Perbandingan di bawah.[2]
Sistem angkutan cepat seringkali dilengkapi dengan sistem lain, seperti bus, trem atau kereta api komuter. Karena padatnya struktur dari angkutan cepat, perjalanan jarak pendek seringkali lebih mudah diakses dengan menggunakan trem maupun bus. Banyak kota memilih mengoperasikan sistem trem di dalam kota dengan berfokus pada jalur metro di sekitarnya,[8] meskipun banyak kota memilih menutup sistem ini pada dekade 1950 dan 1960an. Strategi lainnya yang juga umum adalah menggunakan sistem pengumpan bus dan trem untuk memindahkan manusia di perhentian transit san dan menggunakan sistem transit ini untuk membawa penumpang ke pusat kota maupun ke jalur bus yang lain. Hal ini membebaskan sistem bus dalam kota untuk menjelajahi seluruh kota menuju pusat kota.[13]
Sistem angkutan cepat memiliki tarif tetap yang tinggi. Sebagian besar sistem dimiliki oleh publik, olhe pemerintah lokal, otoritas transportasi,maupun pemerintah nasional. Investasi lebih banyak dibiayai oleh pajak, daripada dengan yang dibayar penumpang, tetapi harus bersaing dengan pembiayaan perawatan jalan. Sistem ini dapat dioperasikan oleh pemilik maupun perusahaan swasta melalui obligasi layanan publik. Pemilik sistem ini biasanya juga memiliki sistem bus dan kereta penghubung, atau merupakan anggota dari asosiasi transportasi lokal, yang memmungkinkan kebebasan transfer antar moda. hampir sebagian besar sistem beroperasi dalam kondisi defisit, membutuhkan pendapatan tarif, iklan, dan subsidi untuk menutup biaya operasi. Rasio pemulihan tarif, sebuah rasio antara pendapatan tiket dan biaya operasional, sering digunakan untuk memperkirakan keuntungan operasi, yang dilakukan beberapa sistem termasuk Hong Kong MTR Corporation,[14] dan Taipei[15] yang memiliki rasio pemulihan lebih dari 100%. namun hal ini masih mengabaikan modal awal yang sangat besar akibat pembangunan sistem, yang sringkali disubsidi dengan pinjaman lunak[16] dan di mana pembayaran pinjamannya dikeluarkan dari perhitungan keuntungan, bersama dengan pendapatan tambahan seperti dari portofolio real estate.[14] Beberapa metro, termasuk Hong Kong, sering dibiayai oleh penjualan tanah sekitar yang harganya meningkat akibat pembangunan sistem.[17]
Operation
Fast transport is used in cities, city development, and metropolitan areas to carry large numbers of people in high frequency. The development of the rapid transit system varies greatly between cities, with several transportation strategies: In large metropolitan areas using underground systems in the inner city, or the inner ring of the suburbs with trains that often stop at stations. The outer ring of the periphery can be reached by a separate commuter rail network, with a greater distance between stations which allows higher speeds. These trains are generally more expensive and with less frequency, and in some cities only operate during peak hours. This may not be able to meet the criteria of rapid transit within the city, and in some cases the difference between the rapid transit system in cities and suburbs is unclear. See also Variations and Comparisons below. [2]
Ximen Station on the Blue Line in Taipei Metro.
Fast transit systems are often equipped with other systems, such as buses, trams or commuter trains. Because of the dense structure of fast transport, [clarification needs] short-distance trips are often more easily accessed using trams or buses. Many cities choose to operate the tram system in the city by focusing on the surrounding metro lines, [8] although many cities choose to close the system in the 1950s and 1960s. Another common strategy is to use bus and tram feeder systems to move people at transit stops and use the transit system to take passengers to the city center or to other bus lines. This frees the system of inner city buses to explore the entire city towards the city center. [13]
The fast transit system has a high fixed rate. Most systems are owned by the public, by local governments, transportation authorities, and national governments. Investments are more funded by taxes, than those paid by passengers, but must compete with financing road maintenance. This system can be operated by owners and private companies through public service bonds. The owner of this system usually also has a bus and train connecting system, or is a member of a local transportation association, which allows freedom of transfer between modes. most systems operate in deficit conditions, requiring revenue from tariffs, advertisements and subsidies to cover operating costs. The tariff recovery ratio, a ratio between ticket revenue and operating costs, is often used to estimate operating profits, which are carried out by several systems including Hong Kong MTR Corporation, [14] and Taipei [15] which have a recovery ratio of more than 100%. but this still ignores the enormous initial capital due to system development, which is often subsidized with soft loans [16] and where loan repayments are excluded from the calculation of profits, along with additional income such as from real estate portfolios. [14] Some metros, including Hong Kong, are often financed by the sale of surrounding land whose prices have increased due to the construction of the system. [17]
Sistem angkutan cepat memiliki tarif tetap yang tinggi. Sebagian besar sistem dimiliki oleh publik, olhe pemerintah lokal, otoritas transportasi,maupun pemerintah nasional. Investasi lebih banyak dibiayai oleh pajak, daripada dengan yang dibayar penumpang, tetapi harus bersaing dengan pembiayaan perawatan jalan. Sistem ini dapat dioperasikan oleh pemilik maupun perusahaan swasta melalui obligasi layanan publik. Pemilik sistem ini biasanya juga memiliki sistem bus dan kereta penghubung, atau merupakan anggota dari asosiasi transportasi lokal, yang memmungkinkan kebebasan transfer antar moda. hampir sebagian besar sistem beroperasi dalam kondisi defisit, membutuhkan pendapatan tarif, iklan, dan subsidi untuk menutup biaya operasi. Rasio pemulihan tarif, sebuah rasio antara pendapatan tiket dan biaya operasional, sering digunakan untuk memperkirakan keuntungan operasi, yang dilakukan beberapa sistem termasuk Hong Kong MTR Corporation,[14] dan Taipei[15] yang memiliki rasio pemulihan lebih dari 100%. namun hal ini masih mengabaikan modal awal yang sangat besar akibat pembangunan sistem, yang sringkali disubsidi dengan pinjaman lunak[16] dan di mana pembayaran pinjamannya dikeluarkan dari perhitungan keuntungan, bersama dengan pendapatan tambahan seperti dari portofolio real estate.[14] Beberapa metro, termasuk Hong Kong, sering dibiayai oleh penjualan tanah sekitar yang harganya meningkat akibat pembangunan sistem.[17]
Fast transport is used in cities, city development, and metropolitan areas to carry large numbers of people in high frequency. The development of the rapid transit system varies greatly between cities, with several transportation strategies: In large metropolitan areas using underground systems in the inner city, or the inner ring of the suburbs with trains that often stop at stations. The outer ring of the periphery can be reached by a separate commuter rail network, with a greater distance between stations which allows higher speeds. These trains are generally more expensive and with less frequency, and in some cities only operate during peak hours. This may not be able to meet the criteria of rapid transit within the city, and in some cases the difference between the rapid transit system in cities and suburbs is unclear. See also Variations and Comparisons below. [2]
Ximen Station on the Blue Line in Taipei Metro.
Fast transit systems are often equipped with other systems, such as buses, trams or commuter trains. Because of the dense structure of fast transport, [clarification needs] short-distance trips are often more easily accessed using trams or buses. Many cities choose to operate the tram system in the city by focusing on the surrounding metro lines, [8] although many cities choose to close the system in the 1950s and 1960s. Another common strategy is to use bus and tram feeder systems to move people at transit stops and use the transit system to take passengers to the city center or to other bus lines. This frees the system of inner city buses to explore the entire city towards the city center. [13]
The fast transit system has a high fixed rate. Most systems are owned by the public, by local governments, transportation authorities, and national governments. Investments are more funded by taxes, than those paid by passengers, but must compete with financing road maintenance. This system can be operated by owners and private companies through public service bonds. The owner of this system usually also has a bus and train connecting system, or is a member of a local transportation association, which allows freedom of transfer between modes. most systems operate in deficit conditions, requiring revenue from tariffs, advertisements and subsidies to cover operating costs. The tariff recovery ratio, a ratio between ticket revenue and operating costs, is often used to estimate operating profits, which are carried out by several systems including Hong Kong MTR Corporation, [14] and Taipei [15] which have a recovery ratio of more than 100%. but this still ignores the enormous initial capital due to system development, which is often subsidized with soft loans [16] and where loan repayments are excluded from the calculation of profits, along with additional income such as from real estate portfolios. [14] Some metros, including Hong Kong, are often financed by the sale of surrounding land whose prices have increased due to the construction of the system. [17]
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