station capacity
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Station Capacity. Presentation Overview. Learning objectives Station types & configurations Passenger circulation and level of service Station elements and their capacities Example problems. Learning Objectives. Understand the different types of transit stations - PowerPoint PPT PresentationTRANSCRIPT
Transit Capacity & Quality of Service Manual, 3rd Edition
Station Capacity
Transit Capacity & Quality of Service Manual, 3rd Edition
Presentation Overview
Learning objectivesStation types & configurationsPassenger circulation and level of serviceStation elements and their capacitiesExample problems
Transit Capacity & Quality of Service Manual, 3rd Edition
Learning Objectives
Understand the different types of transit stationsBe familiar with passenger circulation and level of service conceptsLearn about the range of station elements and methods of measuring their capacitiesConsider some typical station analysis problems
Transit Capacity & Quality of Service Manual, 3rd Edition
Changes in 3rd Edition
Significantly expanded discussion of passenger flow microsimulation Introduction of alternate stair capacity method based on stair lanes (instead of width)Introduction of clearance time analysis methodExpanded discussion of volume-to-capacity ratio analysis for station elementsVarious updates to text
Transit Capacity & Quality of Service Manual, 3rd Edition
Station Types
and
Configurations
Tower City–Public Square Station, Cleveland
Transit Capacity & Quality of Service Manual, 3rd Edition
Types of Stops, Stations, and Terminals
Bus stops On-street Few or no amenities
Transit centers Usually off-street Few to many amenities
Transit stations Off-street Many amenities
Busway stationsLight rail stationsHeavy rail stationsCommuter rail stationsFerry docks and terminalsIntermodal terminals
Transit Capacity & Quality of Service Manual, 3rd Edition
Types of Stops, Stations, and Terminals Illustrated
On-street bus stop, Albuquerque Off-street transit center, San Diego
Rapid transit station, San Francisco Grand Central Terminal, New York
Transit Capacity & Quality of Service Manual, 3rd Edition
Passenger
Circulation and
Level of Service
Rapid transit station, Toronto
Transit Capacity & Quality of Service Manual, 3rd Edition
Principles of Pedestrian Flow
Pedestrian speed is related to pedestrian density The more pedestrians, the slower the average pedestrian speed
Flow (how many pedestrians can pass by a given point) is the product of pedestrian speed and density: V = S ×D Units: pedestrians per foot width per minute
Average space per pedestrianis related to speed and flow: M = S / V
Units: square feet per pedestrian
Minato Mirai Station, Yokohama
Transit Capacity & Quality of Service Manual, 3rd Edition
Applying Pedestrian Flow Principles
Most design problems relate to solving for either: Station element width (e.g., stairway width) Station element area (e.g., platform area)
Result is a station element sized to accommodate a given number of persons per hour, at a design level of service
Peel Station, Montreal
Transit Capacity & Quality of Service Manual, 3rd Edition
Design Questions
How many bus bays (loading areas) are needed?Is there enough room for passengers to wait and circulate?Is there enough space & passenger demand for particular amenities?
Springfield Station, Springfield, Oregon
Transit Capacity & Quality of Service Manual, 3rd Edition
More Design Questions
Are passenger processing elements (e.g., stairs, escalators, and faregates) adequately sized and provided in sufficient number?Which station element(s) constrain capacity?What are the requirements for emergency evacuation?
South Kensington Station, London
Transit Capacity & Quality of Service Manual, 3rd Edition
Design Issues
Americans with Disabilities Act (ADA) ADA requirements affect design Addressed in TCQSM to the extent it impacts
the sizing of station elements TCQSM provides input into the design process,
but isn’t a design manual
Springfield Station, Springfield, Oregon
Transit Capacity & Quality of Service Manual, 3rd Edition
Emergency Evacuation
Transit Capacity & Quality of Service Manual, 3rd Edition
Emergency Evacuation Design
Station design must address evacuation requirements Maximum time to evacuate platforms and reach a point of safety Based on worst-case passenger accumulations
Overall passenger flow through station is an important consideration (watch for bottlenecks!) National Fire Protection Association standard 130 (NFPA 130) specifies evacuation design needs “Standard for Fixed Guideway Transit and Passenger Rail Systems”
Transit Capacity & Quality of Service Manual, 3rd Edition
NFPA 130 General Considerations
Sufficient exit capacity to evacuate station occupants (including those on trains) from platforms in 4.0 minutes or lessSufficient exit capacity to get from most remote point on platform to point of safety in 6.0 minutes or lessSecond egress route remote from major egress route from each platformMaximum distance to an exit from any point on a platform not more than 325 ftLimits on assuming availability of escalators for evacuation capacityAbove based on the 2010 version of the standard Always check the most recent version Typically updated every 3 years
Transit Capacity & Quality of Service Manual, 3rd Edition
Number of People to Design for Evacuation
Loads of one peak period train on each track Assume each train is one headway late (i.e., is carrying twice its normal load,
but no more than its maximum capacity load)Passengers on platform during the peak 15 minutes, assuming trains are one headway late
Transit Capacity & Quality of Service Manual, 3rd Edition
Design for Both Evacuation and Normal Operations
Maximum capacity required for normal operations or emergency evacuation will govern the sizing of a station elementBecause emergency evacuation routes may be different than the routes taken by passengers during normal operations, don’t assume that evacuation needs will govern in all cases
Transit Capacity & Quality of Service Manual, 3rd Edition
Station
Elements and
Their
Capacities
Canary Wharf Station, London (weekend)
Transit Capacity & Quality of Service Manual, 3rd Edition
Find the Station Elements
Shelter
Ticket Machine
Pedestrian Access
Bus Access
Walkway
Customer Info
BenchPhone
Trash Can
Lighting
Landscaping
Guideway
Platform
Stairs
Elevator
Sunset Transit Center, near Portland
Transit Capacity & Quality of Service Manual, 3rd Edition
Not Pictured…
FaregatesPark-and-rideBike storageArtworkElectronic displaysStation agentsDoorways/gates
RestroomsDriver break areasVending machinesEscalatorsRampsKiss-and-rideMoving walkways
Waiting
Areas
Streetcar stop, Portland
Transit Capacity & Quality of Service Manual, 3rd Edition
Passenger Waiting Areas
Process for sizing passenger waiting areas is based on designing for a desirable level of serviceConcepts originally presented in Fruin’s Pedestrian Planning & DesignHCM has similar concepts, but intended for sidewalks—TCQSM’s levels of service are intended for transit facilitiesLevel of service measure: average space per person
Transit Capacity & Quality of Service Manual, 3rd Edition
Waiting Area LOS
LOS A
LOS B
LOS C
LOS D
LOS E
LOS F
≥ 13 ft2 per person
10-13 ft2 per person
7-10 ft2 per person
3-7 ft2 per person
2-3 ft2 per person
< 2 ft2 per person
Transit Capacity & Quality of Service Manual, 3rd Edition
Walkways
Ferry terminal, New Orleans
Transit Capacity & Quality of Service Manual, 3rd Edition
Pedestrian Flow on Walkways
Source: J. Fruin, Pedestrian Planning and Design
Transit Capacity & Quality of Service Manual, 3rd Edition
Walkway LOS
LOS A
LOS B
LOS C
LOS D
LOS E
LOS F
≥ 35 ft2/p, avg. speed 260 ft/min
25-35 ft2/p, avg. speed 250 ft/min
15-25 ft2/p, avg. speed 240 ft/min
10-15 ft2/p, avg. speed 225 ft/min
5-10 ft2/p, avg. speed 150 ft/min
< 5 ft2/p, avg. speed <150 ft./min
Transit Capacity & Quality of Service Manual, 3rd Edition
Walkway LOS
Expected Flows and Speeds
LOS Pedestrian
Space (ft2/p) Avg. Speed, S
(ft/min) Flow per Unit Width, v
(p/ft/min)
v/c A 35 260 0–7 0.0–0.3 B 25–35 250 7–10 0.3–0.4 C 15–25 240 10–15 0.4–0.6 D 10–15 225 15–20 0.6–0.8 E 5–10 150 20–25 0.8–1.0 F < 5 < 150 Variable Variable
Source: J. Fruin, Pedestrian Planning and Design
Transit Capacity & Quality of Service Manual, 3rd Edition
Walkways
Typical average free flow pedestrian speed for design: 250 ft/minCapacity occurs at LOS E/F threshold Pedestrians move at a shuffle
Transit Capacity & Quality of Service Manual, 3rd Edition
Walkway Design Process
1. Based on desired LOS, identify maximum flow rate per unit width2. Estimate demand for peak 15 minutes (or shorter period surges)3. Allow for wheelchairs and people with large items4. Compute design pedestrian flow: (Step 2) / 155. Effective width = (Step 4 / Step 1)6. Add appropriate buffer width on each side
(depends on elements to each side)
Transit Capacity & Quality of Service Manual, 3rd Edition
Stairs andEscalators
Hollywood & Vine Station, Los Angeles
Transit Capacity & Quality of Service Manual, 3rd Edition
Pedestrian Flow on Stairs
Source: J. Fruin, Pedestrian Planning and Design
Transit Capacity & Quality of Service Manual, 3rd Edition
Pedestrian Ascent Speed on Stairs
Source: J. Fruin, Pedestrian Planning and Design
Transit Capacity & Quality of Service Manual, 3rd Edition
Stairway LOS
Avg. Ped. Space Flow per Unit Width LOS (ft2/p) (m2/p) (p/ft/min) (p/m/min) Description
A 20 1.9 5 16 Sufficient area to freely select speed and to pass slower-moving pedestrians. Reverse flows cause limited conflicts.
B 15-20 1.4-1.9 5-7 16-23 Sufficient area to freely select speed with some difficulty in passing slower-moving pedestrians. Reverse flows cause minor conflicts.
C 10-15 0.9-1.4 7-10 23-33 Speeds slightly restricted due to inability to pass slower-moving pedestrians. Reverse flows cause some conflicts.
D 7-10 0.7-0.9 10-13 33-43 Speeds restricted due to inability to pass slower-moving pedestrians. Reverse flows cause significant conflicts.
E 4-7 0.4-0.7 13-17 43-56 Speeds of all pedestrians reduced. Intermittent stoppages likely to occur. Reverse flows cause serious conflicts.
F 4 0.4 Variable Variable Complete breakdown in pedestrian flow with many stoppages. Forward progress dependent on slowest moving pedestrians.
Source: J. Fruin, Pedestrian Planning and Design
Transit Capacity & Quality of Service Manual, 3rd Edition
Stairway Capacity Factors
Even minor reverse-direction flows may reduce stairway capacity by as much as one-halfAlthough sizing procedures may suggest a continuum of stairway widths, capacity is really added in one-person-width increments (roughly 30 inches)Alternate method to analyze stair capacity based on stair “lanes” (new in 3rd Edition)
Lane Width Approximate Capacity in. cm (p/min/lane) Comments
21–27 53–70 30 Notable friction, not recommended for daily use 28–30 71–78 38 Recommended for general use 31–33 79–85 42 Provides extra space and slightly greater capacity
≥34 ≥86 Little or no additional capacity May be beneficial where pedestrians carry items
Transit Capacity & Quality of Service Manual, 3rd Edition
Stairway Design Factors
Much new construction will use escalators as the primary vertical circulation element Can design to LOS E in this case
Where stairs will be the primary vertical circulation element, design to LOS C to DEmergency evacuation needs may result in better LOS during normal conditions
Transit Capacity & Quality of Service Manual, 3rd Edition
Stairway Design Process
1. Based on desired LOS, identify maximum flow rate per unit width2. Estimate peak 15-minute demand3. Compute design pedestrian flow: (Step 2) / 154. Required width = (Step 3 / Step 1)5. If minor, reverse-direction flow use occurs, add width of one lane (30
inches)
Transit Capacity & Quality of Service Manual, 3rd Edition
Escalator Capacity Factors
Escalator width Typically “single”, “intermediate”, or “double” width
Operating speed
Wheaton Station, Washington, DC area
Transit Capacity & Quality of Service Manual, 3rd Edition
Escalator Capacity Factors
Manufacturers often state capacity based on a theoretical capacity—two people on every step—which is never obtainedCapacity reduction factors Intermittent pedestrian arrivals Pedestrian hesitation at boarding (especially elderly and persons with
disabilities) Pedestrians carrying baggage or packages Pedestrian desire for a more comfortable spacing
Transit Capacity & Quality of Service Manual, 3rd Edition
Escalator Capacity
Nominal capacity values based on one person every other step (single-width), or one person every step (double-width)Intermediate-width escalators have capacity close to double-width but less comfort and flexibility for walking
Width at Tread Incline Speed Nominal Capacity Type (in.) (m) (ft/min) (m/min) (p/h) (p/min)
Single-width 24 0.6 90 27.4 2,040 34 120 36.6 2,700 45
Double-width 40 1.0 90 27.4 4,320 72 100 30.5 5,100 85 120 36.6 5,400 90
Source: J. Fruin, Pedestrian Planning and Design; unpublished New York City Transit data
Transit Capacity & Quality of Service Manual, 3rd Edition
Elevators
Washington Park Station, Portland
Transit Capacity & Quality of Service Manual, 3rd Edition
Elevator Usage
Usually for persons with disabilities and auxiliary to stairs/escalators, but can be primary vertical circulation in deep stationsDeep station access: New York: 168th, 181st, and 191st Streets Washington, DC: Forest Glen Portland, OR: Washington Park
When not working, impacts station access for mobility impaired, particularly when only a single elevator is provided
Elevator outage information, Washington, DC
Transit Capacity & Quality of Service Manual, 3rd Edition
Elevator Capacity
Calculated similarly to transit vehicle capacity: Car capacity is combination of loading standard (area per passenger) and
elevator floor area Time to make round-trip, including time to load and unload passengers, and
open and close doorsStation access elevators sometimes have doors on two sides for simultaneous loading and unloading Walk-in, walk-out without turning around
Transit Capacity & Quality of Service Manual, 3rd Edition
MovingWalkways
Court Square–23rd Street Station, New York
Transit Capacity & Quality of Service Manual, 3rd Edition
Moving Walkways
Typical speed 100 ft/min, some up to 160 ft/min Usually slower than typical walking speed
Capacity limited at entrance Speed not a factor for capacity unless it causes persons to hesitate when
enteringCapacity similar to escalators Double-width: about 90 people/min
Transit Capacity & Quality of Service Manual, 3rd Edition
Doorways
Manhattan Whitehall ferry terminal, New York
Transit Capacity & Quality of Service Manual, 3rd Edition
Doorway Capacity
Type of Entrance
Observed Average Headway (s)
Equivalent Pedestrian Volume (p/min)
Free-swinging 1.0-1.5 40-60 Revolving, per direction 1.7-2.4 25-35
Source: J. Fruin, Pedestrian Planning and Design
Transit Capacity & Quality of Service Manual, 3rd Edition
FareControl
Faregates, Chicago
Transit Capacity & Quality of Service Manual, 3rd Edition
Fare Control Capacity
Each combination of equipment, fare media, and fare structure has a distinct processing time
Type of Entrance
Observed Average Headway (s)
Equivalent Pedestrian Volume (p/min)
Free admission (barrier only) 1.0–1.5 40–60 Ticket collection by staff 1.7–2.4 25–35 Single-slot coin- or token-operated 1.2–2.4 25–50 Double-slot coin-operated 2.5–4.0 15–25 BART (transported magstripe ticket, low bi-leaf gate) 2.3–2.9 21–26 London (transported magstripe ticket, high bi-leaf gate) 2.4 25 New York (swiped magstripe ticket, turnstile) 2.6–2.9 21–23 London (smart card, high bi-leaf gate) 2.4 25 Exit gate, 3.0 ft (0.9 m) wide 0.8 75 Exit gate, 4.0 ft (1.2 m) wide 0.6 100 Exit gate, 5.0 ft (1.5 m) wide 0.5 125
Sources: J. Fruin, Pedestrian Planning and DesignTransit Capacity & Quality of Service Manual, 2nd EditionL.S. Weinstein, TfL’s Contactless Ticketing: Oyster and BeyondA. Weinstein et al., Human Factor Constraints on Transit Faregate Capacity
Transit Capacity & Quality of Service Manual, 3rd Edition
TicketMachines
Ticket machines, New York
Transit Capacity & Quality of Service Manual, 3rd Edition
Ticket Machine Capacity
Ticket machines are one of the least-standardized portions of riding transit from one city to another (and sometimes even within cities)Service time per passenger varies widely depending on machine design and complexity of fare system Considerable variation in design and operation
Infrequent passengers require more timeConsider impacts of out-of-service machinesConsider sun glare issues with outdoor machines
Transit Capacity & Quality of Service Manual, 3rd Edition
Microsimulation
Embarcadero Station, San Francisco
Transit Capacity & Quality of Service Manual, 3rd Edition
Passenger Flow Microsimulation
Use of microsimulation software for analysis of station capacity and exiting requirements is expanded significantly.Microsimulation, which represents the cumulative movement of thousands of individuals, is better able to analyze and present the complex interactions of pedestrians in a busy multi-directional environment.Visual representations better communicate flow patterns and potential issues to decision-makers and the public
Transit Capacity & Quality of Service Manual, 3rd Edition
Passenger Flow Microsimulation
Outputs include video clips, maps, and tabular dataChoose simulation parameters and outputs to address relevant issues(not to show off the outputs)
Map of Mean Pedestrian Density on a Subway Platform
Transit Capacity & Quality of Service Manual, 3rd Edition
Passenger Flow Microsimulation
Optional: link a short microsimulation video to this slide.Set short clip to auto-loop.PB will provide video clip.
Transit Capacity & Quality of Service Manual, 3rd Edition
More Information
TCRP Report 165: TCQSM—Chapter 10, Station CapacityJohn J. Fruin, Pedestrian Planning and Design, Revised Edition, Elevator World, Inc., 1987
The TCQSM is available as: Free individual printed copies and PDF downloads through the TCRP
Dissemination Programhttp://www.tcrponline.org
Free PDF downloads directly from TCRPhttp://www.trb.org/TCRP/Public/TCRP.aspx (Publications section)or simply do an Internet search for the report number (e.g., TCRP Report 165)
Individual or multiple copy purchases from the TRB Bookstorehttp://books.trbbookstore.org/
Transit Capacity & Quality of Service Manual, 3rd Edition
Acknowledgments and Permissions
Presentation authors Mark Walker (Parsons Brinkerhoff, Quade & Douglass), based on an earlier
presentation by Paul Ryus (Kittelson & Associates, Inc.)
Photo credits Elevator outage & Wheaton station: WMATA photo by Larry Levine All others: Paul Ryus
This presentation was developed through TCRP Project A-15C Research team: Kittelson & Associates; Parsons Brinkerhoff, Quade & Douglass;
KFH Group; Texas A&M Transportation Institute; and Arup This presentation and its contents may be freely distributed and used, with
appropriate credit to the presentation authors and photographers, and the Transit Cooperative Research Program