Rapid transit is used in cities, ag

Rapid transit is used in cities, agglomerations, and metropolitan areas to transport large numbers of people often short distances at high frequency. The extent of the rapid transit system varies greatly between cities, with several transport strategies.

Some systems may extend only to the limits of the inner city, or to its inner ring of suburbs with trains making frequent station stops. The outer suburbs may then be reached by a separate commuter rail network where more widely spaced stations allow higher speeds. In some cases the differences between urban rapid transit and suburban systems are not clear.[3]

Rapid transit systems may be supplemented by other systems such as buses, trams, or commuter rail. This combination of transit modes serves to offset certain limitations of rapid transit such as limited stops and long walking distances between outside access points. Bus or tram feeder systems transport people to rapid transit stops.[25]

Lines[edit]

Metro M1 kit on line C in Prague Metro

Line 2 subway train in Toronto
Each rapid transit system consists of one or more lines, or circuits. Each line is serviced by at least one specific route with trains stopping at all or some of the line's stations. Most systems operate several routes, and distinguish them by colors, names, numbering, or a combination thereof. Some lines may share track with each other for a portion of their route or operate solely on their own right-of-way. Often a line running through the city center forks into two or more branches in the suburbs, allowing a higher service frequency in the center. This arrangement is used by many systems, such as the Copenhagen Metro[26] and the New York City Subway.[27]

Alternatively, there may be a single central terminal (often shared with the central railway station), or multiple interchange stations between lines in the city centre, for instance in the Prague Metro.[28] The London Underground[29] and Paris Métro[30] are densely built systems with a matrix of crisscrossing lines throughout the cities. The Chicago 'L' has most of its lines converging on The Loop, the main business, financial, and cultural area. Some systems have a circular line around the city center connecting to radially arranged outward lines, such as the Moscow Metro's Koltsevaya Line and Tokyo's Yamanote Line.

The capacity of a line is obtained by multiplying the car capacity, the train length, and the service frequency. Heavy rapid transit trains might have six to twelve cars, while lighter systems may use four or fewer. Cars have a capacity of 100 to 150 passengers, varying with the seated to standing ratio—more standing gives higher capacity. Bilevel cars, used mostly on German S-Bahn type systems, have more space, allowing the higher seated capacity needed on longer journeys. The minimum time interval between trains is shorter for rapid transit than for mainline railways owing to the use of block signaling: the minimum headway might be 90 seconds, which might be limited to 120 seconds to allow for recovery from delays. Typical capacity lines allow 1,200 people per train, giving 36,000 people per hour. The highest attained capacity is 80,000 people per hour by the MTR Corporation in Hong Kong.[31]

Network topologies[edit]
Rapid transit topologies are determined by a large number of factors, including geographical barriers, existing or expected travel patterns, construction costs, politics, and historical constraints. A transit system is expected to cover an area with a set of lines, which consist of shapes summarized as "I", "U", "S", and "O" shapes or loops. Geographical barriers may cause chokepoints where transit lines must converge (for example, to cross a body of water), which are potential congestion sites but also offer an opportunity for transfers between lines. Loops provide good coverage, but are inefficient for everyday commuting use. A rough grid pattern offers a wide variety of routes while still maintaining reasonable speed and frequency of service.

Kết quả (Việt) 1:

Trung chuyển nhanh được sử dụng trong thành phố, quanh và vùng để vận chuyển số lượng lớn của người dân thường ngắn khoảng cách tại tần số cao. Trong phạm vi của hệ thống trung chuyển nhanh rất khác nhau giữa thành phố, với một số giao thông vận tải chiến lược.Một số hệ thống có thể mở rộng chỉ để giới hạn của khu vực nội thành, hoặc để vòng bên trong nữa của vùng ngoại ô với xe lửa làm thường xuyên trạm dừng. Các vùng ngoại ô bên ngoài sau đó có thể được đạt đến bởi một mạng lưới đường sắt đi lại riêng biệt nơi rộng rãi hơn khoảng cách trạm cho phép tốc độ cao hơn. Trong một số trường hợp sự khác biệt giữa trung chuyển nhanh đô thị và ngoại thành hệ thống không phải rõ ràng. [3]Hệ thống trung chuyển nhanh có thể được bổ sung bởi các hệ thống khác chẳng hạn như xe buýt, xe điện hoặc xe lửa đi lại. Sự kết hợp của chế độ quá cảnh phục vụ để bù đắp một số hạn chế của vận chuyển nhanh như giới hạn điểm dừng và dài đi bộ khoảng cách giữa các điểm truy cập bên ngoài. Xe buýt hoặc xe điện khay hệ thống vận chuyển người đến điểm dừng trung chuyển nhanh. [25]Đường [sửa]Tàu điện ngầm M1 bộ trên dòng C trong Praha MetroDòng 2 xe lửa tàu điện ngầm ở TorontoEach rapid transit system consists of one or more lines, or circuits. Each line is serviced by at least one specific route with trains stopping at all or some of the line's stations. Most systems operate several routes, and distinguish them by colors, names, numbering, or a combination thereof. Some lines may share track with each other for a portion of their route or operate solely on their own right-of-way. Often a line running through the city center forks into two or more branches in the suburbs, allowing a higher service frequency in the center. This arrangement is used by many systems, such as the Copenhagen Metro[26] and the New York City Subway.[27]Alternatively, there may be a single central terminal (often shared with the central railway station), or multiple interchange stations between lines in the city centre, for instance in the Prague Metro.[28] The London Underground[29] and Paris Métro[30] are densely built systems with a matrix of crisscrossing lines throughout the cities. The Chicago 'L' has most of its lines converging on The Loop, the main business, financial, and cultural area. Some systems have a circular line around the city center connecting to radially arranged outward lines, such as the Moscow Metro's Koltsevaya Line and Tokyo's Yamanote Line.The capacity of a line is obtained by multiplying the car capacity, the train length, and the service frequency. Heavy rapid transit trains might have six to twelve cars, while lighter systems may use four or fewer. Cars have a capacity of 100 to 150 passengers, varying with the seated to standing ratio—more standing gives higher capacity. Bilevel cars, used mostly on German S-Bahn type systems, have more space, allowing the higher seated capacity needed on longer journeys. The minimum time interval between trains is shorter for rapid transit than for mainline railways owing to the use of block signaling: the minimum headway might be 90 seconds, which might be limited to 120 seconds to allow for recovery from delays. Typical capacity lines allow 1,200 people per train, giving 36,000 people per hour. The highest attained capacity is 80,000 people per hour by the MTR Corporation in Hong Kong.[31]Network topologies[edit]Rapid transit topologies are determined by a large number of factors, including geographical barriers, existing or expected travel patterns, construction costs, politics, and historical constraints. A transit system is expected to cover an area with a set of lines, which consist of shapes summarized as "I", "U", "S", and "O" shapes or loops. Geographical barriers may cause chokepoints where transit lines must converge (for example, to cross a body of water), which are potential congestion sites but also offer an opportunity for transfers between lines. Loops provide good coverage, but are inefficient for everyday commuting use. A rough grid pattern offers a wide variety of routes while still maintaining reasonable speed and frequency of service.