country will be left behind for the west, georgia and ukraine are like cannon fodder. the push georgia against russia back in 2008, and in 20142022. they put in ukraine and even worse situation. the main reason for the aggression of the global war party against georgia is that despite great efforts, they failed to turn it into a 2nd front which could have been achieved if their agency had been in the georgia government. this is why the say something was wrong. pause, this is protests of being raging with class is the thing demonstrated i'm police local does a victoria knox. so yeah, my son does this simple for me about the the, the.

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the, [000:00:00;00] the group of this month. so security incentives and attempted to break into doing this call then building a total of $63.00 people would detain, on tuesday nights of as soon as crash and police been gone. all the details faster, more updates opinions and announce is not what it's like coffee dot com. bob less for me for that i as always, is going to have the old company mind calling my some quotes. it will be with you

in the some of the, our, i mean, the, or a very good, the metro's and subway off our 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. and 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 cost. 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 encountering unexpected geological conditions. during tunneling you have as a projects in paris and madrid, for example, that costs 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 antiquated line cost $2600000000.00 per mile for the 2nd avenue line and $3500000000.00 per mile for the east line. now let's study found that the us spent an average of 50 percent more on a per my basis for tunnel transit systems than 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 us lacks population density enough to justify the huge expense upfront. outside of new york, most 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 and 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 have these costs evolved over time? ok, the, let's talk about the t cost elements of a metro system. so 1st of all, you have the track. and depending on whether it's a heavy ram or a lightly on the system will have some major impacts on the costs and structures. a heavy rail metro system will include underground tunnel, subbing what we call subway, which can include fluid elevator structure, which would be overhead structures and to conclude at the rate, which is why the, on the ground. all my real trends is, are on, on, mostly at great. so the, you know, certainly was a really major elements of the 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, it's a heavy, real metro. we're talking about surgery on our and all the electrical substations need required for that power. if it's a light real system, it's probably over and attack mary. and again the electric substations necessary for that the actual signaling systems of the another major course elements of course, is the rolling stock. uh, the actual cars that one on the, on the metro system. most metro systems when you're building a new metro system, you're talking about maintenance facilities on which is basically for the cars will be basically a maintenance job with a set of the largest source that's on your metro system. and it also has some basis mates

ships, facility so those will be some major costs that have the going up in price to matter. free absolute cost of construction is going up quite significant number 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 to downtown in the major city and your total and then 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 see that the construction process was to train operating vibrations do not affect the buildings involved or other facilities involved with nearby. um, you mentioned the jason uh, jason's infrastructure of this adjacent railway infrastructure. one of the problems that i always like to use if you have an active what else system for jump on the 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, is a major factor, but that also enters into the type of uh, transit system. 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 major cities. uh, you may be going on, you probably going underground or elevators with was a city, you know, with the cab. the fact of course already have 3 search. if you're out and world locations where you're building your community lines, for the back end to the outside in the transit system, generally contracts 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, to new york city is probably one of the most dentist pieces of real estate around 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. the, i see a building a subway to go underneath those foundations, you know, have to go do the type of tight. we'll see what kind of foundations do you have geographic rock plate. so you have problems with water, water seepage award of access, building vieira, adam, you are a large body of water. you have to be careful that you don't have issues in your construction process. so you, you have the services, the structure parameters, which includes density and type of buildings, including height, depth, foundations, density of the buildings, existing infrastructure, building new york,

some of the system, you have to go more, you have to go on to the existence of the system then you have geographic and environmental, and geological type of 4 parameters which also affect the types of construction in the building. you'll be constructing very differently if you've, if you, if you're building rock as the house of the building to clay was some much softer, separated me, the more susceptible to water water fix, which would reduce the very city of the age of the g, g o g as in the logical structure, and now what role does public financing play into metro construction and how the 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 of 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. so the insight entity. so for example, if you're doing the 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 the company, private partnership where you use some money from the public, but then you can get some private partners who would be willing to put some capital investments in 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 into herbs, 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 case where there was a more much more active private part 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. all that on any significant scale and maybe very tiny ones, but on any significant scale that they're all finally helped with the funded public construction of the funds in operated and maintained with public flux. thank you so much dr. as a bowsky, but please stick around. professor allen's around sky will stay with us right here after the break. and when we come back, what country is had the best metro system?

stay tuned for all the details. the, the, the russian states never is. as soon as the most sense community invest, in most all sense set up the same assistance must be the one else calls question about this, even though we will then in the european union, the kremlin media mission, the state on the russians putting s r t smith net keeping our video agency roughly all the band on youtube

tv services. for what question did you say it would twist, which is the well, 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 accessibility. cleanliness round the clock, service ventilation, why fi, connectivity capacity and even safety business followed by the shea. hi 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. while beijing who 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 littering. 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 in making 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's rail system is unprecedented. it grew 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 so construction is no 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 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 core builds commercial and residential properties of both new stations to fund the railway expansion. does its revenue stands from fairs, advertising and property development. and so for this and more or less bringing again, professor and director of the railroad engineering safety program, dr. alans are 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 europe. i think, you know, the ones that are underground just recently. i completed the, the elizabeth line which was, which is one of the major the,

one of the largest metro 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. the cost was no multi $1000000000.00, but mostly to help you do. you do see different construction core technologies i've, i've seen for example, in light rail construction use a 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 it continues as point at some 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 the type of

construction. so yes we, we, we do, we tacitly see novel type leaks being introduced. and a lot of them tend to be more in the 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 some ways, particularly as a large scale use of tunnel born sheets, which i have to say is by now is become whole. the technology rather new technology . but the t b, m 's are on another child construction type. nice. didn't 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, the, the, the trains, the people who plays the sweets as far as just keep it clean. the people who

maintain the cars in the shop. these are, these are generally considered maintenance costs. the problem is, is, i don't know anybody in the united states any mattresses, even that states that pays a 100 percent of the maintenance horse. i was a paradox. and you know, the primary revenue for a metro system is a, as a, as the stair box. 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 offset the average cost. but like i said, i'm not aware of any us metro system that,

that makes enough money for their box. and this will really income to pay a 100 percent of the operating costs. i understand hong kong dollars. and there may be one or 2 internationally, but internationally this, or is the same. so unfortunately, or fortunately, whatever you want to say it's metro's or not self sustain. and they require the hand 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 want to 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, you would charge everybody $10.00 a trip. i can pay my maintenance costs except for the fact that you were ridership and how the foot now ends. 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 knew, 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 that's with new york city transit strikes, where people try to drive into the city. uh, you know, there was no metro lets you can do that. new york city is around 6000000 people a day. you know, there's no way you can you, you can, you can run that so you shut it down. so there's the societal benefits. and, and so these and, and what are we dealing with real, real passenger transportation and all this aspects, high speed row interest, city rail, human 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 which it down to 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 of the story. and so we accept that. and we understand that there's gotta be a cost of society to pay for that. next thing, of course, that doesn't mean that we don't try to optimize revenue. you and it doesn't try something. you know, we don't try to minimize operating costs. but of course, the safety issues that are, is always gonna be in addition to that. 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 a pin that it ends up in the past that make people stop writing the. so it's because of the concern. and all of the sudden the, the, the operating revenue was on every major transit system. 3 as a deficit's, instead of being maybe 10 or 20 percent became 30 and 40 percent. and then,

and then as in many cases they shut down service dramatically. you know, i know washington, they shut down several lines. the as, and it's, and it's a and it's a bad spiral effect. you know, that you do that. and unfortunately, we've recovered for the panoramic or something, but we're never going to be back to 100 percent because the nature of the, the nature of the trends of these are, you know, really 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, the company has 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, the life of my, of my geographical region. thank you so much for all your time today. dr. allen's about sky. the mag love 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. there 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 trains 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 the 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, [000:00:00;00] the at all the police offices percentage on the policy in, in the protest by the university of california in los angeles. as you, as the forward used collab down freedoms of assembly, also ahead of me i o i leaving it to rise. corrected to impress, misleading commentary and report to us by the way media has track of