الفهرس 
LITERATURE REVIEWOnly 14 pages are availabe for public view
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Abstract
As the Greater Cairo Underground Metro Network (GCUMN) could be considered the main mode of public transport, it is necessary to thoroughly study the factors affecting operation, Taking into consideration the passengers’ attitude and behavior to realize the best performance ensuring more passengers comfort and safety with lowest costs.
There are many difficulties faced by the Greater Cairo Underground Metro, this thesis aims to define, analyze and propose methodologies for making scientific recommendations to solve them.
These problems can be summarized as follows:
1- Metro revenues hardly cover operating costs
2- (LOS) is low due to varying demand/supply where, at peak hours, demand exceeds supply with overcrowded passengers while supply exceeds demand during off-peak hours.
3- The actual headway does not comply with the required one, as the passenger’s density is more than the standard at peak hour, while it is lower than the standard at off-peak.
4- Despite the metro passengers about 3.0 million passenger/day there is no increasing or adding new gates, ticket window, ...etc
5- No frequent monitoring and review to assess the effect of the return/cost strategy on the passenger ticket segments on the real level of demand.
The objective of this thesis is:
1- Evaluating the operation of GCUM and its capacity for transportation demand.
2- Study the supply/demand ratio for passengers on metro lines and stations, and then develop innovative methods to reach the best operation of the metro.
3- Proposing suitable economic and technical solutions to improve metro traffic efficiency and achieve an acceptable level of service for metro passengers.
To achieve these objectives, the thesis began discussing, studying, and analyzing some national and international researches, that were exposed to such a topic. This is followed by data collected from the current three working lines.
The methodology steps are:
1- Passenger questionnaires were adapted to determine their opinions about the metro advantages and disadvantages, as well as their remarks, suggestions, and complaints.
2- The real-world data while the ticket price is fixed consider the passenger fluctuations in different operating periods: (educational semesters, summer vacations, winter vacation, Eid, and Weekends).
3- Studying the metro fluctuations (headway and stop time).
4- Analyzing ticket gates (entry, exit) outputs to obtain origin and destination trips for metro passengers, and then evaluating the extent of their future growth under various operating conditions, after shifting the tariff to three segments based on the number of stations. As a result, it was possible to quantify the necessary changes in the components of the six stations to meet the demands of future passenger traffic which are: (Walkways, Concourse area, Ticket window, Ticket gate (entry, exit), Stairways, and Passenger density on the platform).
5- Calculating the optimum stopping time in the stations as well as the maximum passenger density inside the metro and on the platforms.
To evaluate socio-economic factors and their impact on passengers’ capacity, a new methodology with two approaches was used. The first approach is statistical analysis while the second one is nonparametric analysis.
Thus, the research was able to reach important results:
1- The metro does not achieve a level of service appropriate to the volume of demand for passengers.
2- The operating system and the tariff must be changed to raise the metro’s efficiency in proportion to the operating conditions and the current and future passenger capacity.
3- The absence of a suitable sensitivity study to link the tariff areas with the actual revenues to the numbers of stations in the different tariff areas and link them to the actual revenues.
In detail, the following results were reached:
• Operating during the peak hours of the 1st and 2nd lines does not achieve the revenue/cost because the metro has all its units along its path. So, the lines are divided as follows:
• Dividing the 1st line at peak hours into 3 definite links (3 units – 2 units – 1 unit) respectively which saves 47% and 59% respectively of the actual operational costs.
• Dividing the 2nd line up and down directions into 2 definite links (2 units– 1 unit) respectively which saves 60%, 53%, 58%, and 68% respectively of the actual operational costs.
• Applying the sensitivity study to determine the effect of changing the stations’ areas to 10 instead of 9 for zone 1 and 6 stations for zone 2, and this minor modification led to the following results.
% Revenue increase up direction(Helwan) = 0.93%
% Revenue increase down direction (AlMarg) = 0.91%.
Generally, High efficiency of operation can be achieved by increasing LOS and ensuring maximum economy, social, and environmental performance.
Finally, the thesis concluded that:
1- suggest four alternatives:
a) More dynamic change of headway according to passenger demands.
b) dividing the line into service zones having its distinct parameter.
c) effective supply of rolling stock according to services zone operating parameter.
d) bypass of some stations, when applicable.
under 3 restrictions (Passenger density into the train, Boarding and alighting time of passenger at the metro door, and Passenger density on the platform.
2- A sensitivity analysis of the suitability of the number of passenger stations with ticket prices in the three tariff segments to improve economic feasibility and therefore revenue while increasing service level.
3- determining the station capacity required to accommodate the volume of passengers based on the various operating conditions.
4- Periodic monitoring to assess the performance of the service level and make appropriate changes in a timely manner.
New Technologies and Additional Approaches:
1- Proposing new methodology to decrease the operational costs to realize the equilibrium between passengers’ fluctuations during daily trips and occasional ones and metro capacity without increasing the capital costs (no rolling stock purchasing and no z- track constructions) by applying four operating alternatives
2- Recommending a proposed methodology to the suitable metro headway and stopping time at every station complying with passengers’ fluctuations during the day and at different operating periods, as a result, it can be applied to and monitored in the determinants of this technique through a periodic monitoring system.
3- Calculating the suitable paths and escalators width and the recommended area for courts and platforms as well as the required ticket windows and gates for each station base on O-D passengers’ matrix analysis and prediction
4- Estimating the suitable headway to permit metro passengers alighting from a train to boarding another one having different units’ composition during their shunting at z-tracks turnouts.
5- Determining the suitable passengers’ station trip corresponding to ticket price categories based on scientific and practical information to achieve the optimal metro revenue.