Estimation of required ground plan area for a tram depot

Abstract

This article proposes and develops a methodology that allows the estimation of the required minimum ground plan area for the facilities in a tramway depot, as well as the total area of the depot, taking into account the fleet size, tram length, number and type of performed activities. The study formulates simple mathematical equations to calculate the useful area of various depot installations in relation to the characteristics of the vehicle fleet (number and length of trams). It also presents tables of data, from which the total depot area can be estimated. Finally, the layouts of typical ground plans of tram depots are presented for tram fleets of between 15 and 83 vehicles and for tram lengths of 30, 35 and 40 m. From the presented results it is concluded that: (i) the construction of depots for 15 vehicles (very small depots) requires an area of 30–35 acres; (ii) the construction of depots for 45 vehicles (medium-sized depots) requires an area of 42–50 acres; and (iii) the construction of depots for 80 vehicles (large-sized depots) requires an area of 52–60 acres.

A Method for Verifying the Applicability of Tramway Projects

“…Table 4 determines minimum values required space for depots, according to the literature (Baumgartner, 2001; Chatziparaskeva et al, 2016; Pyrgidis et al, 2015b, 2016); depot sizing is a function of the fleet size including vehicle overhead (operational and reserve/maintained vehicle daily), rolling stock length, the shape of the depot area, and depot activities (Chatziparaskeva et al, 2016).…”

“…To minimize deadhead km, the distance of the tramway depot and the closest network location (terminal, stop, line segment) should not exceed a minimum value of 2 km (Chatziparaskeva et al, 2016). The suitability of the terrain is dictated by longitudinal slopes of depot tracks, which should not exceed 2.5% (Chatziparaskeva et al, 2016); such a figure should be applicable without considerably increasing depot construction costs.…”

“…Indeed, the road network cannot always accommodate tramway alignments, especially when exclusive corridors are desired. Additional land is also required for depots; these should be as close as possible to tramway terminals, while their location should comply with land uses and yield a minimum impact to the urban environment (Chatziparaskeva et al, 2016;Pyrgidis et al, 2015aPyrgidis et al, , 2016. Second, traffic impacts arising from tramway deployment and operations (lane reduction, signal priority at junctions, curbside parking space removal and so on), require a major reorganization of traffic operations in the vicinity of the tramway system.…”

“…This part of the verification process involves (a) ensuring that there exists available space for deploying a depot, (b) assessing the distance between the depot location and the nearest tramway terminal station (deadhead mileage), (c) investigating terrain suitability for developing a depot and, (d) securing the possibility of obtaining the land for the purposes of depot development (land availability). Table 4 determines minimum values required space for depots, according to the literature (Baumgartner, 2001;Chatziparaskeva et al, 2016;Pyrgidis et al, 2015bPyrgidis et al, , 2016; depot sizing is a function of the fleet size including vehicle overhead (operational and reserve/maintained vehicle daily), rolling stock length, the shape of the depot area, and depot activities (Chatziparaskeva et al, 2016).…”

“…To minimize deadhead km, the distance of the tramway depot and the closest network location (terminal, stop, line segment) should not exceed a minimum value of 2 km (Chatziparaskeva et al, 2016). The suitability of the terrain is dictated by longitudinal slopes of depot tracks, which should not exceed 2.5% (Chatziparaskeva et al, 2016); such a figure should be applicable without considerably increasing depot construction costs. With respect to land availability, issues such as compatibility with adjacent land uses and integration with the surrounding environment should be assessed and verified, using qualitative, evidence-based analyses.…”