Transcript MULTIMODAL LOS IN THE 2010 HCM Paul Ryus Kittelson

Station Capacity
Transit Capacity & Quality of Service Manual, 3rd Edition
Presentation Overview
Learning objectives
Station types & configurations
Passenger circulation and level of service
Station elements and their capacities
Example problems
Transit Capacity & Quality of Service Manual, 3rd Edition
Learning Objectives
Understand the different types of transit stations
Be familiar with passenger circulation and level of service concepts
Learn about the range of station elements and methods of measuring
their capacities
Consider 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 method
Expanded discussion of volume-to-capacity ratio analysis for station
elements
Various 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 stations
Light rail stations
Heavy rail stations
Commuter rail stations
Ferry docks and terminals
Intermodal 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 pedestrian
is 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 less
Sufficient exit capacity to get from most remote point on platform to
point of safety in 6.0 minutes or less
Second egress route remote from major egress route from each
platform
Maximum distance to an exit from any point on a platform not more
than 325 ft
Limits on assuming availability of escalators for evacuation capacity
Above 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 element
Because 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
Elevator
Guideway
Platform
Pedestrian
Access
Bus Access
Walkway
Shelter
Stairs
Ticket
Machine
Lighting
Customer Info
Bench
Trash Can
Phone
Transit Capacity & Quality of Service Manual, 3rd Edition
Landscaping
Sunset Transit Center, near Portland
Not Pictured…
Faregates
Park-and-ride
Bike storage
Artwork
Electronic displays
Station agents
Doorways/gates
Restrooms
Driver break areas
Vending machines
Escalators
Ramps
Kiss-and-ride
Moving walkways
Transit Capacity & Quality of Service Manual, 3rd Edition
Waiting
Areas
Streetcar stop, Portland
Passenger Waiting Areas
Process for sizing passenger waiting areas is based on designing for a
desirable level of service
Concepts originally presented in Fruin’s Pedestrian Planning & Design
HCM has similar concepts, but intended for sidewalks—TCQSM’s levels of
service are intended for transit facilities
Level of service measure: average space per person
Transit Capacity & Quality of Service Manual, 3rd Edition
Waiting Area LOS
LOS A
≥ 13 ft2 per person
LOS B
10-13 ft2 per person
LOS C
7-10 ft2 per person
LOS D
3-7 ft2 per person
LOS E
2-3 ft2 per person
LOS F
< 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
≥ 35 ft2/p, avg. speed 260 ft/min
LOS B
25-35 ft2/p, avg. speed 250 ft/min
LOS C
15-25 ft2/p, avg. speed 240 ft/min
LOS D
10-15 ft2/p, avg. speed 225 ft/min
LOS E
5-10 ft2/p, avg. speed 150 ft/min
LOS F
< 5 ft2/p, avg. speed <150 ft./min
Transit Capacity & Quality of Service Manual, 3rd Edition
Walkway LOS
LOS
A
B
C
D
E
F
Pedestrian
2
Space (ft /p)
 35
25–35
15–25
10–15
5–10
<5
Expected Flows and Speeds
Avg. Speed, S
Flow per Unit Width, v
(ft/min)
(p/ft/min)
260
0–7
250
7–10
240
10–15
225
15–20
150
20–25
< 150
Variable
Source: J. Fruin, Pedestrian Planning and Design
Transit Capacity & Quality of Service Manual, 3rd Edition
v/c
0.0–0.3
0.3–0.4
0.4–0.6
0.6–0.8
0.8–1.0
Variable
Walkways
Typical average free flow pedestrian speed for design: 250 ft/min
Capacity occurs at LOS E/F threshold
 Pedestrians move at a shuffle
Transit Capacity & Quality of Service Manual, 3rd Edition
Walkway Design Process
1.
2.
3.
4.
5.
6.
Based on desired LOS, identify maximum flow rate per unit width
Estimate demand for peak 15 minutes (or shorter period surges)
Allow for wheelchairs and people with large items
Compute design pedestrian flow: (Step 2) / 15
Effective width = (Step 4 / Step 1)
Add appropriate buffer width on each side
(depends on elements to each side)
Transit Capacity & Quality of Service Manual, 3rd Edition
Stairs and
Escalators
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
LOS
Avg. Ped. Space
2
2
(ft /p) (m /p)
Flow per Unit Width
(p/ft/min) (p/m/min)
A
 20
 1.9
5
 16
B
15-20
1.4-1.9
5-7
16-23
C
10-15
0.9-1.4
7-10
23-33
D
7-10
0.7-0.9
10-13
33-43
E
4-7
0.4-0.7
13-17
43-56
F
4
 0.4
Variable
Variable
Description
Sufficient area to freely select speed and to pass slowermoving pedestrians. Reverse flows cause limited conflicts.
Sufficient area to freely select speed with some difficulty
in passing slower-moving pedestrians. Reverse flows
cause minor conflicts.
Speeds slightly restricted due to inability to pass slowermoving pedestrians. Reverse flows cause some conflicts.
Speeds restricted due to inability to pass slower-moving
pedestrians. Reverse flows cause significant conflicts.
Speeds of all pedestrians reduced. Intermittent stoppages
likely to occur. Reverse flows cause serious conflicts.
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-half
Although 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
in.
21–27
28–30
31–33
≥34
cm
53–70
71–78
79–85
≥86
Approximate Capacity
(p/min/lane)
30
38
42
Little or no additional capacity
Comments
Notable friction, not recommended for daily use
Recommended for general use
Provides extra space and slightly greater 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 D
Emergency evacuation needs may result in better LOS during normal
conditions
Transit Capacity & Quality of Service Manual, 3rd Edition
Stairway Design Process
1.
2.
3.
4.
5.
Based on desired LOS, identify maximum flow rate per unit width
Estimate peak 15-minute demand
Compute design pedestrian flow: (Step 2) / 15
Required width = (Step 3 / Step 1)
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 obtained
Capacity 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 (singlewidth), or one person every step (double-width)
Intermediate-width escalators have capacity close to double-width but
less comfort and flexibility for walking
Type
Single-width
Double-width
Width at Tread
(in.)
(m)
24
40
Incline Speed
(ft/min)
(m/min)
Nominal Capacity
(p/h)
(p/min)
0.6
90
120
27.4
36.6
2,040
2,700
34
45
1.0
90
100
120
27.4
30.5
36.6
4,320
5,100
5,400
72
85
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 stations
Deep 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 doors
Station 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
Moving
Walkways
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
entering
Capacity 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
Free-swinging
Revolving, per direction
Observed Average
Headway (s)
1.0-1.5
1.7-2.4
Source: J. Fruin, Pedestrian Planning and Design
Transit Capacity & Quality of Service Manual, 3rd Edition
Equivalent Pedestrian
Volume (p/min)
40-60
25-35
Fare
Control
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
Free admission (barrier only)
Ticket collection by staff
Single-slot coin- or token-operated
Double-slot coin-operated
BART (transported magstripe ticket, low bi-leaf gate)
London (transported magstripe ticket, high bi-leaf gate)
New York (swiped magstripe ticket, turnstile)
London (smart card, high bi-leaf gate)
Exit gate, 3.0 ft (0.9 m) wide
Exit gate, 4.0 ft (1.2 m) wide
Exit gate, 5.0 ft (1.5 m) wide
Sources:
Observed Average
Headway (s)
1.0–1.5
1.7–2.4
1.2–2.4
2.5–4.0
2.3–2.9
2.4
2.6–2.9
2.4
0.8
0.6
0.5
J. Fruin, Pedestrian Planning and Design
Transit Capacity & Quality of Service Manual, 2nd Edition
L.S. Weinstein, TfL’s Contactless Ticketing: Oyster and Beyond
A. Weinstein et al., Human Factor Constraints on Transit Faregate Capacity
Transit Capacity & Quality of Service Manual, 3rd Edition
Equivalent Pedestrian
Volume (p/min)
40–60
25–35
25–50
15–25
21–26
25
21–23
25
75
100
125
Ticket
Machines
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 time
Consider impacts of out-of-service machines
Consider 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 data
Choose 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 Capacity
John 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 Program
http://www.tcrponline.org
 Free PDF downloads directly from TCRP
http://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 Bookstore
http://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
Transit Capacity & Quality of Service Manual, 3rd Edition