the, the metro's and subway oper budget friendly efficient in eco friendly transportation options for urban dwellers. but while the cost to rises, pay affordable, the investment required to build and to maintain a system is substantial. i'm christy i in today we're going to be talking about the heart of our urban infrastructure, the cost of metro systems. the metro systems are the lifeline of our cities. society depends on facility and people to get around. cities and subways can significantly improve people's average commute times. people can also spend much less on community owning and maintaining a vehicle costs an average of $9282.00 a year,

which is significantly higher than paying for a simple transit pass. but the cost of building a subway system is astronomical. it can vary significantly depending on various factors such as the city, the length of the system, the complexity of the route, the number of stations, the type of technology use, and the local labor of materials cost. on average, the cost of building a new subway line can range from a $100000000.00 to several $1000000000.00 per mile. these costs typically include not only the construction of tunnels and the stations, but also the expenses related to land acquisitions, engineering design, equipment, and other associated costs. additionally, the costs can increase due to unforeseen challenges, such as encounter unexpected geological conditions. during tunneling, you have transit projects in paris and madrid, for example, the cost around $160000000.00, and $320000000.00 per mile to build. but in contrast,

the los angeles purple line clocked in at $800000000.00 per mile. and san francisco is costs around $920000000.00 per mile. even new york's antiquated line cost $2600000000.00 per mile for the 2nd avenue line, and $3500000000.00 per mile for the east line. now study found that the us spent an average of 50 percent more on a per mile basis for tunnel transit systems, then any other pure country. one big reason has to do with the failure to invest in transit infrastructure overtime. but another part is the red tape. there will be environmental reviews, land acquisitions, permitting processes and utility relocations. all of these processes and delays can balloon the overall cost of a project. americans also have a very divided political structure where every jurisdiction is at odds with one another, with varying agendas and priorities. but more important than that,

the u. s. likes population density enough to justify the huge expense upfront. outside of new york, most of us cities have extremely poor public transportation. it is used almost exclusively by the lower income class. a while new york has the biggest metro system. they're not very extensive outside of n y c. around 45 percent of americans have absolutely no access to public transit as much of the existing system as aging. and the transportation agencies lack sufficient funds to keep their existing systems in good working order. and on time, this leads to a ridership decline as a system becomes increasingly unreliable. and now today we're joined by dr. allen m . so browse, sky, professor and director of the railroad engineering and safety program. so professor, what are the key components that contribute to the overall cost of constructing in metro system and how, how these costs involved over time? okay, the, let's talk about the t cost elements of a metro assist. um,

1st of all, you have the track and depending on whether it's a heavy rail or a lightly on the system will have some major impacts on the costs and structures. heavy rail metro system will include underground tunnel some what we call subway, which can include fluid elevator structure which would be overhead structure. ready and to conclude at the rate, which is why the, on the ground all my real trends is, are on or mostly asked rate. so the, you know, certainly was a really major elements of a cost of a i've, a metro system of any sort. is the construction of the track structure, and when i say the track structure, all the infrastructure stations of how power signaling. and again, if it's a,

if it's a heavy, real metro which has enough surgery, all power and all the electrical substations required for that power. if it's a light system, it's probably over and attack mary. and again, the electric substations necessary for that the actual signaling systems of the another major cost elements, of course, is the roving stock of the actual cars. that one on the, on the nature of the system. um, most metro systems when you're building a new metro system, you're talking about maintenance facilities which is basically for the cars will be basically a maintenance shaft with a set of the largest source that's storage units for the metro system and also have maintenance races ships so those would be some major cost

on have the going up in price genetically. absolutely. the cost of construction is going up quite significant numbers, decades and how do factors such as geography, urban density and existing infrastructure impact the construction costs of a metro system in particular cities, most of those items make it more expense. so for example, if you're going through downtown in the major city and you're telling me that you have all sorts of things to avoid and take care of the constructor. the building, foundational utilities. you have sewage systems, you have to put your system low enough that they can squeeze in

the construction process was to train operating vibrations, do not affect the buildings involved or other facilities above where nearby um, you mentioned the jason uh, jason infrastructure as adjacent real infrastructure one of the problems that i always run into is if you have an active real system, for example, an active computer system or inactive metro system. next that you and you want to keep operating that could have a serious impact on your construction. the density of the location, again as a major factor, but that also enters into the type of uh, transit system are generally you'll be building light rail transit systems, which are you, which are usually cheaper, significantly cheaper you'll, you'll be looking down in less dense locations and very high density locations such as nature, cities. uh, you may be going on,

you probably going underground or elevators with, with the city, you know, with the cab. the fact of course, over the search you out in, in world locations where you're building your community. wines where the back end of the outside in the transit system generally constructs construction force or less because you have less infrastructure that's already in place in the morning is the structure. you have to work around the way and are there unique challenges or advantages that cities with different geographical and urban characteristics, phase one, building metro systems. so you, you, you have number one, you have to use the structure density to talk about. new york city is probably one of the most densely pieces of real estate. so ma'am, and, and the density you and your when you, when you have very tall buildings, for example, sort of multi, you know,

you skyscrapers usually have very deep foundations. and if you're building a subway to go underneath those foundations, you know, have to go deep. um, the type is to tight with even more, you know, kind of foundations, you, you have geographic rock place. so do you have problems with water, water seepage, or water access? building the or add a new or a large body of water? you have to be careful that you don't have issues or agency or in your construction process. so you, you have the services, the structure parameters, which includes density and type of buildings, including height of the buildings. definitely the foundations, density of the buildings, the existing infrastructure, building new york subway system. you have to go more,

you have to go deeper under the existence of the system. then you have geographic and environmental, and geological type of 4 parameters which also affect the types of construction you're gonna be building. you'll be constructing very differently if you've, if you, if you're building rock, as opposed to, you know, going to clay was some much softer, separated, maybe more susceptible to water or water fix, which would reduce the very city of the age of the g, g o g p, a logical structure. and now what role does public financing play into metro construction and how do series navigate the balance between public funding and private investments? well, again, if you, if you're dealing with metro systems, uh, they're almost all primarily funded by the, by one or more government agencies. depending on the structure,

usually you'll have local, regional, state and federal contributing. so if you don't have you, if you had the again, new york city, new york city, you have the metropolitan transportation authority. you have new york state and you have some federal input as well. oh, there is something called public private partnerships. we call them p p piece, but they, we, they tend to be environment where there is some benefits that can be achieved to the inside entity. so for example, if you're doing a station development as a station, has the potential of having a lot of commercial really commercial space so that you have a lot of shops that can be rented out, generate significant income that might be, that might be a good object to become the type of private partnership where you use some money

from the public, but then you can get some private partners who would be willing to put in some capital investments of their own. and in return for some, some stake and future revenue streams. they come down, i usually don't see that so much on in, in the subways of the light rails themselves. but again, you do see you start to see them and some of the internal that you mention miami. so you're probably very familiar with bright. why? right? why is in fact a private entity how this money public private partnerships is activities going on? so there there's a. ready a case where there was a more much more active private car. in that case it was a 5 the leader of that project. but in terms of public transport themselves,

metro systems, i'm not aware of any private, you know, and metro systems in the us on the, on any significant scale and maybe very tiny ones. but on any significant scale that they're all finally helped with the funding public. and we can construct ones and operate and maintain use of the flex. thank you so much dr. as a bowsky, but please stick around. the professor allens around sky will stay with us right here after the break. and when we come back, what countries have the best metro system? stay tuned for all the details the,

[000:00:00;00] the, when i 1st moved to rush i, one of the most amazing things i found was to moscow metro. in fact, in the very 1st phrase that i ever learned and nothing was careful closing. so what makes this place so specially what secrets is of hiding to find out deep under the city with alexander pop on even a story and who studies the wonders of the moscow metro. the,

the the while it's hard to say for sure which country has the best metro system, the sol subway and south korea is certainly going to be at the top of the list in terms of price for the ticket. accessability cleanliness, round the clock, service ventilation. why fi connectivity capacity and even safety? this is followed by the shea high metro in china, the tokyo metro and japan, mexico city, metro and the london underground. the lowest score lines where the parents metro, the beijing subway and the mosque out metro well, basically scored on the lower end of the scale. it tops the list that carry over $38000000000.00 passengers each year and for caring so many passengers. it is

surprisingly clean. this is due to his regular maintenance and very strict regulations where there is no eating or drinking on board. the trains with strict penalties. for lettering the new york subway is arguably the world's most challenging mass transit systems with the greatest number of stations. this is because, unlike other underground systems in the world which often considers as fedex, as part of their design, the new york subway was always built with efficiency in mind and absolutely no urban planning. at the beginning of 190431933 separate subway companies competed with each other for land and building rights. so they had no interest to make it easy to use for their competitors. and many places, lines crossed over each other without connecting or pass within a block without doing so make it extremely complicated and nonsensical for someone trying to decide for the system. less than 20 years ago. only 3 cities and china had some boys. today,

there are more than 16 metro lines and 25 cities making the metro, accessible to almost 300000000 people. the speed and scale of development of china as well, system is unprecedented. it grew or in part to ease overcrowding, but also the symbol of being a modern and international city. building new lines is a handy way to boost the local g d p. because for every 100000000 r and be invested into a metro project, the city is g. d. p rises by 263000000 r and b and creates 8000 jobs. even cell construction is not cheap. while the hong call m t r a corporation runs the most valuable metro railway in the world. in 2017, it bang to $2200000000.00 in profit. it did this by carrying $6000000.00 computers on average per week day and has maintained consistent service at 99.9 percent

reliability since $22008.00. a. m r t spare has grown by 8500000000 h k over 10 years. as passenger numbers has increased, it also has private public partnerships where the m r t cor builds commercial and residential properties of both new stations to fund the railway expansion. thus its revenue stands from fairs, advertising, and property development. so for this and more or less bringing again professor and director of the railroad engineering and safety program, dr. allen's a brodsky. so now professor, are there specific examples of cities adopting novel construction methods to optimize costs and timelines? i think we've seen some of these going on in your i think, you know, the ones that underground just recently i completed the, the elizabeth line which was, which is one of the major the, one of the largest metro for projects and a major city that we run into while, and i know they introduced

a whole bunch of innovative construction techniques that, that they failed to reduce the cost of course with no multi $1000000000.00 but, but like to help you do, you do see different construction for technologies i've, i've seen for example, in light rail construction, using user of the continuous forming machines where the main name almost passed in place. a part of each of the tracks structure as they, as they move along and the continuous s one testing point of view. and my understanding is that type of technique has, uh, has, has reviews of construction costs of the more traditional just digging build type of construction. so yes we, we, we do, we tacitly see novel type next the,

to those, um, and uh, a lot of them tend to be more in the, uh, how do we improve workforce, how do we optimize the process? but a lot of them, the more significant, i know another another thing we see in subways, particularly as a large scale use of tunnel born sheets, which i have to say is by now has become whole the technology, the new technology. but the pm's or another child construction type, new city, see the use of here and be on construction. how did cities manage the operational costs of running and metro system and what strategies are employed to generate revenue? so when you're talking about what is the operating costs, the salaries of the people, the drivers of the trains, the people who place a suite as far as a deep, clean, the people who maintain the cars in the shop. these are usually generally

considered maintenance costs. the problem is, is i don't know anybody in the united states any metro's, assuming that states that pays a 100 percent of the maintenance cost as their box. and you know, the primary revenue for metro system is us. as of. 2 now you're going to be creative. you can do advertising. um, you know, we talked a little bit about commercialization stations. you know, if you go to new york city and you go down to penn station around central station hesitation is full of shops, you know, back to back to back shops and those around. so. so those, those supplements the, the, the, the operating costs, those can be used to upset the apple products. but like i said, i'm not aware of any us metro system that, that makes enough money from fair box. it is literally income to pay a 100 percent of the operating costs. i understand the hong kong dollars, and there may be wanted to internationally but internationally this,

or is the same. so unfortunately, or fortunately, whatever you want to say is metro's or not sell sustain. and they require the hands of the government, and that's not just the us, that's most parts of the world. you go to europe, you see the same. you have the same situation. and that's sort of the nature of the beast. and you're in a catch 22. if you try, keep raising stairs upstairs and stairs. at some point you drive away your customers. you know, you make it more expensive to take. so, you know, so you maybe you can decide if you pay a charge everybody $10.00 a trip, i can pay my maintenance for $6.00 out for the fact that you are right or should be spent now. and so, and so you still lose. so a lot of a lot of the philosophy here is that this is, this is so i, it will cost we need, you know, you have a major, see, you can bring cars and, you know,

i grew up in new york city. i lived through a couple of new york city transits rights where people tried to drive into the city . uh, you know, there was no metro. let's say you can't do that. new york city is around 6000000 people a day. you know, there's no way you can you, you can use it, run this and you shut it down. so there's a societal benefit. and, and so it and what, what are we dealing with real, real passenger transportation and all its aspects, high speed rail, interest, city rail, communal rail, transit systems, we always dealing with that societal aspect because these are by nature, not money making operations. they're almost always money losing operations and so, but they have a benefit to society. the city would shut down, the city would not be the city. you know, miami would not be the same if you shut down that drove out new york city with

absolutely happy to say we shut down the new trends and the story. and so we accept that. and we understand that there's gotta be across the society to pay for that. next thing, of course, that doesn't mean that we don't try to optimize revenue, and it doesn't try to be that we don't try to minimize operating costs. but of course, the safety issues that are is always gonna be just using it. so there's only so much you can cut, you know, without endangering either service or safety. so, so you, you run into a limit, you know, we ran into this problem with depends, it depends the independent make. people stop writing the so it's because of the concern. and all of a sudden the, the, the operating revenue was on every major transit system as, as a deficit's, instead of being maybe 10 or 20 percent became 30 or 40 percent of that. and, and then as in many cases, they shut down service dramatically. you know, i don't, washington, they shut down several lines, the ends and it's, and it's a and it's

a bad spiral effect. you know, that you do that. no. fortunately, we've recovered for the damage or something, but we're never gonna be back to a 100 percent because the nature of the, the nature of the trends of these are, you know, the, the rail transit. these is that it does not make money. it's not, you know, carrying people is not a money making proposition. and as a result, because the country has, or the country, the city, the state, whatever the entities are, they have to make a decision that says we need to support the city because it is good for the life of my city. all my life and my state and they got light of my, of my geographical region. thank you so much for all your time today. dr. allen's about sky. the mag live trays are absolutely the feature of long distance communicating. these magnetic propulsion trans can go up to 310 miles per hour, which is twice as fast as a conventional commuter train. they're also less expensive to operate and to

maintain because of the absence of rolling friction, which means that the parts do not wear out quickly. but the greatest obstacle to the development of novelist systems is that they require entirely new infrastructure that cannot be integrated with existing railroads. they also require the use of where earth elements and construction which may be quite expensive to recover and refine. while there are 6 mag love trays and commercial operation around the world today, it is unlikely that the us will ever get one as america is the land of personal vehicles and auto industry. i'm christy, i thanks for watching and we'll see you right back here next time on the cost of everything the

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