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Transit Capacity and Quality of Service Manual (Part D)

1. 12 Texas Transportation Institute Guidelines for the Location and Design of Bus Stops TCRP Report 19 Transportation Research Board Washington DC 1996 Part 4 TERMINAL CAPACITY Page 4 35 Chapter 4 References Transit Capacity and Quality of Service Manual This page intentionally blank Part 4 TERMINAL CAPACITY Page 4 36 Chapter 4 References Transit Capacity and Quality of Service Manual 5 EXAMPLE PROBLEMS 1 Transit Center Design 2 Terminal Concourse Design 3 Escalator Addition 4 Required Queue Storage Area Part 4 TERMINAL CAPACITY Page 4 37 Chapter 5 Example Problems Transit Capacity and Quality of Service Manual Transit center design Part 4 TERMINAL CAPACITY The Situation The Question Example Problem 1 A transit agency plans to construct a suburban transit center What are the base year 2000 and design year 2015 berth requirements The Facts Y The bus lines serving the proposed transit center are identified below Year 2000 data are based on actual schedules while year 2015 data are based on a growth forecast of 60 for local bus service and 100 for freeway bus service Y Bus berths will be assigned according to principal geographical destinations v Bus dwell times will be approximately 5 minutes per bus passing through the center and 8 minutes for buses that begin and end trips there
2. e waiting areas e dead areas and e queue storage Exhibit 4 27 illustrates the use of these areas for a transit platform serving buses Part 4 TERMINAL CAPACITY Page 4 29 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual There are several different components of a platform which impact capacity and size requirements Part 4 TERMINAL CAPACITY Exhibit 4 27 Four Areas of a Transit Platform Geen 60 Seno 62 iti Dead aai Dead t Dead m NS Area Waiting Area Waiting Area Waiting EA Queue Storage Walking Area Queue Storage Walking and waiting do not occur evenly over the platform area Some areas are used primarily for walking e g near entry exit locations and along the back edge of the platform while other areas are used primarily for waiting e g loading areas Areas that are generally not used by passengers are termed dead areas These areas are typically present between buses at a bus terminal or in front of or behind a train at a rail terminal Dead areas should be taken into consideration when choosing the size and configuration of a platform Platform Sizing The procedures to determine the size of a transit platform are based on maintaining a desirable pedestrian level of service For transit platforms the design level of service should be C to D or better Following is a list of steps recommended for determining the desired platform size 1 Based on
3. Route Route Peak Direction Buses Off Peak Dir Buses Service Name 2000 2015 2000 2015 Type f i LOCAL SERVICE i Holman 8 13 0 0 Terminating 42 Crosstown 68 Brays Bayou 4 6 0 0 Terminating Crosstown Lockwood 4 6 4 6 Through 76 Crosstown MLK 6 10 6 10 Through 77 ae Limited Subtotal Local 22 35 10 _ 16 i i EXPRESSWAY SERVICE i 242 Clear Lake 3 6 1 2 Through Park and Ride 245 Edgewood 3 6 1 2 Through Park and Ride 250 Hobby 2 4 1 2 Through Park and Ride 255 Fuqua 4 8 1 2 Through Park and Ride Garden Villas 2 4 1 2 Through 41 eae Limited Sagemont 2 4 1 2 Through 147 Express Subtotal Express 16 32 6 12 TOTAL 38 67 16 28 Comments v In 2000 22 local buses and 16 express buses will use the transit center in the peak direction while some 10 local buses and 6 express buses will use it in the off peak direction v Bus dwell times are longer than the 3 minute passenger service time needed to fill an empty bus to seated capacity assuming that exact fares are paid on the bus to allow for schedule irregularities and for the terminating routes driver layover time Page 4 38 Chapter 5 Example Problems Transit Capacity and Quality of Service Manual Steps The table below provides estimated berth requirements for 2000 and 2015 The berths were estimated as follows 1 The bus routes were grouped by geographic destination in 3 categories 2 The capacity of each type of service was obta
4. All other types of multiple berths are 100 efficient the number of effective berths equals the number of physical berths Part 4 TERMINAL CAPACITY Page 4 9 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Park and ride facilities are sized based on estimated demand Part 4 TERMINAL CAPACITY The capacity of a linear bus berth at an off street terminal is given by Equation 4 1 3 600 B N EE Z Cit S Equation 4 1 where B maximum number of buses per bus stop per hour No number of effective berths from Exhibit 4 t clearance time between successive buses s ta average mean dwell time s Za one tail normal variate corresponding to the probability that queues will not form behind the bus stop from Exhibit 2 15 and Cy coefficient of variation of dwell times Park and Ride Facilities At selected transit stations park and ride facilities for autos are provided Park and ride facilities are primarily located at the outer portions of a rail line or busway in the outer portions of central cities and in the suburbs in urban areas At most locations these facilities are integrated with bus transfer facilities The size of park and ride facilities can vary from as low as 10 20 spaces at minor stations to over 1 000 spaces at major stations Exhibit 4 8 illustrates different degrees of park and ride facilities The design of these facilities is similar to other
5. Chapter 1 Introduction Transit Capacity and Quality of Service Manual This page intentionally blank Part 4 TERMINAL CAPACITY Page 4 2 Chapter 1 Introduction Transit Capacity and Quality of Service Manual 2 BUS STOPS PASSENGER WAITING AREAS The recommended procedures for computing the size of passenger waiting areas at bus stops is based on maintaining a desirable level of service The concept of pedestrian level of service is presented in the Highway Capacity Manual The primary measure of effectiveness for defining pedestrian level of service is the average space available to each pedestrian The level of service for a pedestrian waiting area is based not only on space but also the degree of mobility allowed In dense standing crowds there is little room to move but limited circulation is possible as the average space per pedestrian increases Studies have shown that pedestrians keep as much as an 0 4 meter 18 inch buffer between themselves and the edge of curb This suggests that the effective width of a typical bus stop should be computed as the total width minus 0 4 meters 18 inches Level of Service Standards Level of service descriptions for passenger waiting areas are shown in Exhibit 4 1 The standards were developed based on average pedestrian space personal comfort and degrees of internal mobility The standards are presented in terms of average area per person and average interpersonal space distance b
6. areas is small with a fairly simple access and layout configuration For larger terminals numerous berths and more sophisticated designs are applied Before BART was opened the Transbay Bus Terminal in San Francisco for example had 37 berths serving 13 000 peak hour passengers Exhibit 4 4 and Exhibit 4 6 illustrate the different types of bus berths integrated into station design Four types of bus berthing are typically applied e linear e sawtooth e angle and e drive through Exhibit 4 4 Bus Loading Area Berth Designs Linear Berths Sawtooth Berths Angle Berths MBS AON Drive Through Berths QQ pa Part 4 TERMINAL CAPACITY Page 4 7 Linear berths are not as efficient as other berth types and are usually used when buses will use the berth for only a short time for example at an on street bus stop Sawtooth berths allow independent movements by buses into and out of berths and are commonly used at bus transfer centers Angle berths require buses to back out They are typically used when a bus will occupy the berth for a long time for example at an intercity bus terminal Drive through berths allow bus stops to be located in a compact area and also can allow all buses to wait with their front destination sign facing the direction passengers will arrive from e g from a rail station ex
7. ft2 ped Exhibit 4 13a Pedestrian Unit Width Flow on Walkways 30 Commuter uni directional Commuter bi directional Shoppers multi directional Nh al m o ik al o al Pedestrian Flow ped ft width min 0 5 10 15 20 25 30 35 40 45 50 Pedestrian Space ft2 ped Part 4 TERMINAL CAPACITY Page 4 47 Appendix A Exhibits in U S Customary Units Transit Capacity and Quality of Service Manual Part 4 TERMINAL CAPACITY Slope Speed ft min Exhibit 4 20a Pedestrian Ascent Speed on Stairs 200 175 150 125 100 75 50 25 0 5 10 15 20 25 30 35 40 45 50 Pedestrian Area ft2 ped Exhibit 4 21a Pedestrian Flow Volumes on Stairs 30 25 20 15 10 Pedestrian Flow ped ft width min 0 5 10 15 20 25 30 35 40 45 50 Pedestrian Area ft2 ped Page 4 48 Appendix A Exhibits in U S Customary Units
8. lt 21 3 ped min m 7 ped min ft Description Walking speeds are freely selected pedestrians become aware of others and respond to their presence LEVEL OF SERVICE C Pedestrian Space gt 2 2 m ped 24 ft ped Unit Width Flow lt 30 5 ped min m 10 ped min ft Description Walking speeds are freely selected passing is possible in unidirectional streams minor conflicts will exist for reverse or crossing movements LEVEL OF SERVICE D Pedestrian Space gt 1 4 m ped 15 ft ped Unit Width Flow lt 45 7 ped min m 15 ped min ft Description Freedom to select desired walking speeds and to pass others is restricted high probability of conflicts for reverse or crossing movements LEVEL OF SERVICE E Pedestrian Space gt 0 6 m ped 6 ft ped Unit Width Flow lt 76 2 ped min m 25 ped min ft Description Walking speeds and passing ability are restricted for all pedestrians foreword movement is possible only by shuffling reverse or cross movements are possible only with extreme difficulties traffic volumes approach limit of walking capacity LEVEL OF SERVICE F Pedestrian Space lt 0 6 m ped 6 ft ped Unit Width Flow variable Description Walking speeds are severely restricted frequent unavoidable contact with others reverse or cross movements are virtually impossible flow is sporadic and unstable Page 4 17 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Ma
9. of 1 person every other step on a 24 inch wide escalator and one person per step on a 40 inch wide escalator Exhibit 4 24 Nominal Escalator Capacity Values PS Width at Tread Incline Speed Nominal Capacity Nominal Capacity m in m min ft min persons h persons min 0 6 24 27 4 90 2040 34 36 6 120 2700 45 1 0 40 27 4 90 4080 68 36 6 120 5400 90 Evaluation Procedures Number of Escalators The procedures to determine the required number of escalators are based on the width and speed of the escalator being considered Following is a list of steps recommended for determining the required number of escalators 1 Estimate the directional peak 15 minute pedestrian demand for the escalator 2 Compute the design pedestrian flow pedestrians per minute by dividing the 15 minute demand by 15 3 Based on the width and speed of the escalator choose the nominal capacity pedestrians per minute from Exhibit 4 24 4 Compute the required number of escalators by dividing the design pedestrian flow by the nominal capacity of one escalator Size of Queuing Area The possibility that escalators can generate large queues even at pedestrian demands below nominal capacity should be considered Queues may generate when demand exceeds capacity or when pedestrian arrival is intermittent or persons are carrying baggage or luggage For these situations an adequate queu
10. Bus Stations Transit Capacity and Quality of Service Manual Exhibit 4 16 Ticket Machine Examples BART Berkeley CA RTD Denver Evaluation Procedures To identify the required number of ticket machines at a station pre testing of the particular machine to be purchased could prove beneficial to approximate an average passenger processing time In many cases the number of machines or booths to be required will be restricted by space personnel or cost constraints DOORWAYS AND FARE GATES Design Factors Doorways and fare gates limit the capacity of a walkway by imposing restricted lateral spacing and by requiring pedestrians to perform a time consuming activity Because of these restrictions on capacity doorways and fare gates will impact the overall capacity of a pedestrian walkway system within a transit terminal and therefore will require additional design considerations Fare gates are typically applied at heavy rail stations to control payment and passenger flow to and from a platform area They are applied to a lesser extent at commuter rail and light rail stations due to the proof of payment system associated with most of these systems Exhibit 4 17 illustrates the placement and operation of fare gate configurations in a transit terminal There are three different types of fare gates applied in stations 1 free admission pre pay prior to accessing fare gates 2 coin or token operated and 3 automatic ticket rea
11. Evaluation Procedures When designing stairways the following factors should be taken into consideration e Clear areas large enough to allow for queuing pedestrians should be provided at the approaches to all stairways e Riser heights should be kept below 0 18 meters 7 inches to reduce energy expenditure and to increase traffic efficiency e When a stairway is placed directly within a corridor the lower capacity of the stairway is the controlling factor in the design of the pedway section When minor reverse flow traffic volumes frequently occur on a stair the effective width of the stair for the major direction design flow should be reduced by a minimum of one traffic lane or 0 8 meters 30 inches Following are the steps necessary to calculate the width of stairway stairway capacity and queuing area required for a given peak pedestrian volume Stairway Width The procedures to determine the required stairway width are based on maintaining a desirable pedestrian level of service For normal use it is desirable for pedestrian flows to operate at or above level of service C or D However in most modern terminals escalators would be provided to accommodate pedestrians Stairs therefore are typically provided as a supplement to the escalators to be used when the escalators are over capacity or during a power failure Under these circumstances maximum stair capacity or level of service E 51 8 pedestrians per meter width per
12. including the following e distance traveled height of shaft e elevator shaft speed e shaft acceleration and deceleration rates and e elevator door opening and closing speeds The above factors will remain constant for a particular elevator system The practical standing capacity of an elevator will be based on the following e presence of heavy winter clothing e presence of baggage or luggage and e users familiarity with one another The presence of heavy clothing and baggage or luggage increases the required area per person and therefore reduces standing capacity In addition studies have shown that if traffic is composed of groups of persons known to each other lower pedestrian space per person will be tolerated Although most persons require 1 m 3 ft or more to feel comfortable in an elevator the standing capacity may be assumed to be 0 7 m 2 ft per person As mentioned above riders of elevators are more willing to accept lower personal space because of the short time period associated with the elevator ride PLATFORMS Design Factors Transit platforms function as queuing areas for passengers waiting for a transit vehicle to arrive and as circulation areas for both departing and arriving passengers The effective platform area required is based on maintaining a minimum level of service for queuing and circulation It is important to note that transit platforms have critical passenger holding capacities tha
13. is therefore determined by the minimum time required by each pedestrian to pass through the entrance Exhibit 4 18 summarizes observed average headways for different types of doorways and fare gates Although it is recommended that observed headways be collected at fare gates for a transit terminal similar to the one under investigation the values in Exhibit 4 18 may be used if field data is not available with the lower value representing closer to a minimum headway Exhibit 4 18 Observed Average Doorway and Fare Gate Headways Observed Average Equivalent Pedestrian Type of Entrance Headway s Volume ped min Doors Free Swinging 1 0 1 5 40 60 Revolving one direction 1 7 2 4 25 35 Fare Gates Free Admission 1 0 1 5 40 60 Ticket Collector 1 7 2 4 25 35 Single Slot Coin Operated 1 2 2 4 25 50 Double Slot Coin Operated 2 5 4 0 15 25 Level of Service Standards The level of service criteria used for evaluating doorway and fare gate operations are the same as those used for evaluating walkways see Exhibit 4 15 The objective is to maintain a desirable average pedestrian flow rate or walking speed throughout the pedway system The capacity of a doorway or fare gate will be based on the minimum headway required by a pedestrian to pass through the entrance Evaluation Procedures Determining the Number of Doorways and Fare Gates Similar to the evaluation procedures for walkway
14. minutes or less This is typically the case of thorough routed buses that do not layover at the station or buses that might coordinate their arrival times with certain express or train arrivals In this case a g C ratio of 1 00 is applicable as buses are not restricted by on street signal operations in accessing the off street bus berthing area Exhibit 4 6 identifies the maximum linear berthing capacity under this condition The capacity figures have been modified to reflect a lower clearance time for buses exiting the stop due to off street operation Part 4 TERMINAL CAPACITY Page 4 8 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Exhibit 4 6 Estimated Maximum Vehicle Capacity of Station Linear Bus Berths Under Low Dwell Time Conditions Dwell Time s Bus h 15 116 30 69 45 49 60 38 75 31 90 26 105 23 120 20 NOTE Assumes 10 second clearance time 25 queue probability and 60 coefficient of variation For larger bus stations and for bus routes laying over or terminating at a station typical design practice is to provide for individual berths for each route In this case bus dwell times are typically longer than the 2 minute ceiling applicable to Exhibit 4 6 and the number of berths required per route will be driven by the longer dwell time As indicated in Part 2 of the manual providing additional space within a linear bus berth configuration increases the
15. overall berth capacity but at a decreasing rate as the number of loading areas increases Each loading area at a multiple berth stop does not have the same capacity as a single berth stop because it is not likely that the loading areas at a multiple berth stop will be equally used or that passengers will distribute equally among loading positions Moreover where stops are designated for specific routes bus schedules may not permit an even distribution of buses among loading positions Buses may also be delayed in entering or leaving a berth by buses in adjacent loading positions Suggested berth efficiency factors are given in Exhibit 4 7 for off line linear berths at bus terminals This is similar to the off line berth scenario for on street bus stops in Exhibit 2 16 These factors are based on experience at the Port Authority of New York and New Jersey s Midtown Bus Terminal The exhibit suggests that four or five on line positions could have a maximum efficiency of 2 5 berths Five off line positions would have an efficiency of about 3 75 berths Exhibit 4 7 Efficiency of Multiple Linear Off Line Bus Berths at Bus Terminals 7P fr Efficiency No of Cumulative Berth No Effective Linear Berths 1 100 1 00 2 85 1 85 3 75 2 60 4 65 3 25 5 50 3 75 Note that to provide two effective berths three physical berths would need to be provided since partial berths are never built
16. rates Exhibit 4 13 Pedestrian Unit Width Flow on Walkways 100 Commuter uni directional T 30 Commuter bi directional E 8 Shoppers multi directional 3 ke gt 70 E 60 ke 50 2 40 c amp 30 amp 20 a 10 0 0 0 5 1 1 5 2 2 5 3 3 5 4 4 5 5 Pedestrian Space m2 ped As shown in Exhibit 4 the maximum average peak flow rates 86 0 81 0 and 76 4 persons m or 26 2 24 7 and 23 3 persons ft of walkway for uni directional bi directional and multi directional flow respectively occur at an average occupancy of 1 65 m 5 ft per person Many authorities have used these maximum flow rates as a basis for design This practice however may result in a limited walkway section that operates at capacity and restricts normal locomotion The following section presents procedures for designing walkways based on level of service design standards An alternative figure using U S customary units appears in Appendix A Part 4 TERMINAL CAPACITY Page 4 15 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Design walkways based on a desired pedestrian level of service not capacity Part 4 TERMINAL CAPACITY Level of Service Standards As discussed in the previous section it is not desirable to design walkways based on capacity but on a desired pedestrian
17. sec ped and a distance between pedestrians of 1 31 sec ped x 1 3 m sec walking speed 1 7 m ped This is rather close but compares with observed use of free swinging doors Also during heavy traffic pedestrians may be observed holding the door for the following pedestrian reducing clearance times slightly The required number of doors is 5000 peds 15 min X 45 7 ped min 7 3 or 8 doors major flow only Two additional doors should be provided to serve the minor direction flow so a total of 10 doors should be provided At 1 meter width per door the minimum width needed for these doors is 10 meters Page 4 40 Chapter 5 Example Problems Transit Capacity and Quality of Service Manual b Corridor Width Based on building code requirements minimum corridor width must be equal to the entrance width However the effective corridor width with deductions for obstructions should be used in calculations 5000 peds 7 3m 15 minx43 7 ped min m Effective corridor width Add 0 6 m to each side of corridor for door openings also add 1 2 m for column obstructions 7 3 2 0 6 1 2 9 7 m total corridor width c Stairway Width For LOS D f 5000 peds Stairway Width 7 8 m 15 min x 42 6 ped min m In most modern terminals escalators would be provided to supplement stairs On the assumption that cost limitations allowed the installation of the only three escalators operating up required stair
18. the desired level of service choose the average pedestrian space from Exhibit 4 1 2 Estimate the maximum pedestrian demand for the platform at a given time 3 Calculate the required waiting space by multiplying the average pedestrian space by the maximum pedestrian demand 4 Calculate the additional walkway width needed by using the appropriate procedures for walkways described previously 5 Calculate the queue storage space required for exit points at stairs escalators and elevators by using the appropriate procedures described previously 6 Consider the additional platform space that will used as dead areas 7 Add a l meter 3 ft buffer zone 0 5 meters or 18 inches on each side to the width of the platform 8 Calculate the total platform area by summing required waiting space walkway width queue storage at exit points dead areas and buffer zone width COMPREHENSIVE PASSENGER PROCESSING ANALYSIS The various components of a transit station in many cases interact with one another in impacting station capacity by their proximity to one another and with the number of transit passengers which have to be processed To allow a comprehensive assessment of the interaction of different station components on capacity a broader passenger processing system evaluation should be conducted for larger more heavily utilized stations Simulation models are now available to model alternate transit station designs as to their abilit
19. this density is discomforting LEVEL OF SERVICE E Average Pedestrian Area 0 2 0 3 m 2 3 ft per person Average Inter Person Spacing lt 0 6 m 2 ft Description Standing in physical contact with others is unavoidable circulation within the queue is not possible queuing at this density can only be sustained for a short period without serious discomfort LEVEL OF SERVICE F Average Pedestrian Area lt 0 2 m 2 ft per person Average Inter Person Spacing Close contact Description Virtually all persons within the queue are standing in direct physical contact with others this density is extremely discomforting no movement is possible within the queue the potential for panic exists Page 4 4 Chapter 2 Bus Stops Transit Capacity and Quality of Service Manual IMPACT OF PASSENGER AMENITIES Passenger amenities are those elements provided at a bus stop to enhance comfort convenience and security for the transit patron Amenities include such items as shelters benches vending machines trash receptacles phone booths information signs or kiosks bike racks lighting and landscaping The effects that particular amenities have on transit ridership and passenger waiting area capacity is unclear Amenities at most bus stops are placed in response to a human need or a need to address an environmental condition The advantages and disadvantages of different passenger amenities at bus stops are summarized in Ex
20. width could be significantly reduced Based on the observed capacities of Exhibit 4 26 virtually all pedestrians could be accommodated by the escalators However because this is a transit terminal the designer should consider that a power failure might put all the escalators out of service Some agencies do not permit pedestrians to walk on stopped escalators On the assumption that stationary stairs will supplement the escalators and would be used totally only during a power failure maximum stair capacity or LOS E 55 8 ped min m from Exhibit 4 24 can be assumed The width of the supplementary stairs is 5000 peds 15 minx 55 8 ped min m Stair Width 6 0m d Evaluation of the Micro Peak The five minute surge in traffic 50 percent greater than the 15 minute average will cause temporary reductions in service levels and result in queuing at some service facilities At the entrances the micro peak is the equivalent of a surge flow of 5000 peds x 1 5 surge factor 15 min 500 ped min For eight 1 meter wide doors this equates to a unit width flow of 500 ped min 62 5 ped min m 8xlm This flow is in the LOS E range see Exhibit 4 16 The doors have been designed for LOS D which equates to a pedestrian flow rate of 8 x 45 7 ped min 366 ped min The headway equivalent of the surge flow on the 8 doors is 60 sec min 500 ped min 8 doors 0 96 sec ped door Part 4 TERMINAL CAPACITY Pag
21. would not be an unusual occurrence Page 4 44 Chapter 5 Example Problems Transit Capacity and Quality of Service Manual Example Problem 4 The Situation A new passenger facility referred to as a cross passageway Required queue storage area depicted below will provide access to and from the ends of platforms of a busy commuter rail terminal that currently has access at one end only The cross passageway is essentially a wide corridor that will run perpendicular to and above the platforms with stairs connecting the cross passageway to each platform The cross passageway is connected to the surface at several points Vertical Circulation to Street Sy Vertical A Circulation gt to Street Platforms The Question Can the corridor meet the space requirements of both queuing passengers and circulating passengers within a portion of the cross passageway adjacent to a departure gate The Facts v Surveys showed that passengers departing on trains typically start to gather in front of a gate about 23 min before the train s scheduled departure time and assemble at the following rates Time Before Departure min 20 15 10 5 1 Departing Passengers gathered 9 26 53 86 100 v The maximum accumulation of passengers outside the gate to the train platform occurs just before the opening of the gate typically 10 min before train departure when 53 percent of the passengers leaving on the train are present The accumulatio
22. CAPACITY Quality of Service Manual Maximum Queue Size and Maximum Wait Assuming all the passengers will use the escalator and not the stairs the clearance diagram illustrates a number of significant facts The stippled area between the pedestrian arrival rate solid line and the escalator service rate dashed line represents total waiting time Division of the waiting time area by the number of arriving pedestrians gives average pedestrian waiting time The maximum vertical intercept between these two lines represents maximum pedestrian queue length The maximum horizontal intercept represents the clearance interval of the platform The clearance diagram shows that a maximum queue size of 75 persons would be generated by the first train arrival if all persons seek escalator service It also shows that 25 persons will still be waiting for the escalator service when the next train arrives The Maximum waiting time for escalator service after the first train arrival is one minute The average pedestrian waiting time is 15 seconds After the second train arrival the maximum waiting and maximum queue size builds up to 1 5 minutes and 150 pedestrians respectively If it is assumed that pedestrians will divert to the stairs if the maximum escalator wait exceeds one minute a one minute wide horizontal intercept on the graph shows that maximum queue size will not likely get larger than 50 pedestrians This is about the limit observed for low rise e
23. Exhibit 4 14 Pedestrian Level of Service on Walkways ooo Expected Flows and Speeds Pedestrian Unit Width Level of Space Avg Speed S Flow v Vol Capacity Service m iped m min ped min m Ratio A gt 12 1 gt 79 2 lt 6 1 lt 0 08 B gt 3 7 gt 76 2 lt 21 3 lt 0 28 C gt 2 2 gt 73 2 lt 30 5 lt 0 40 gt 1 4 gt 68 6 lt 45 7 lt 0 60 gt 0 6 gt 45 7 lt 76 2 lt 1 00 F lt 0 6 lt 45 7 Variable Expected Flows and Speeds Pedestrian Unit Width Level of Space Avg Speed S Flow v Vol Capacity Service ft ped ft min ped min ft Ratio A gt 130 gt 260 lt 2 lt 0 08 B gt 40 gt 250 lt 7 lt 0 28 C gt 24 gt 240 lt 10 lt 0 40 z gt 15 gt 225 lt 15 lt 0 60 gt 6 gt 150 lt 25 lt 1 00 F lt 6 lt 150 Variable Page 4 16 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Exhibit 4 15 Illustration of Walkway Levels of Service 4 AA O 4 wenweeeseey ee A she iO s Eg 8 Part 4 TERMINAL CAPACITY R5 LEVEL OF SERVICE A Pedestrian Space gt 12 1 m ped 130 ft ped Unit Width Flow lt 6 1 ped min m 2 ped min ft Description Walking speeds are freely selected conflicts with other pedestrians are unlikely LEVEL OF SERVICE B Pedestrian Space gt 3 7 m ped 40 ft ped Unit Width Flow
24. Transit Capacity and Quality of Service Manual PART 4 TERMINAL CAPACITY CONTENTS 1 INTRODUCTION sisssesssesssece sashsesanescatsavsestosscssssesantcvsonssaacsagasdeesecsenscencesedeaesantsssomassees 4 1 2 BUSSTOBS isiecdssesscvctssstnscuccsssvoncsecticnssseseesdeasevsussbosnsescccsvdacasecdessesseedssescevencesdoxdscedsdes 4 3 Passenger Waiting Areas ao pou nesr rns sr reee cono co neon nooo nc on EEE TI E naar cnn Saai 4 3 Level of Service StaidardS i e E E E E E EAS 4 3 Determining Required Passenger Waiting l8A ooonocnnncnocnconnnonnnnncnnnconoconcconocnnocnnos 4 3 Impact of Passenger Amenities 00 eee cece eee eeeeeeeceeeeesecesecusecsaecsaecaeeeaeeeneeeeeeeens 4 5 3 RAIL AND BUS STATIONS siissscsndssssssssacviosesdeossossscvscessdeasvensscodcdesiacssasssececsoasesseasss 4 7 Outside Transfer Facilities nekoi terae e ee e Ea Ea EE e Eoee SESE 4 7 Bus Bertha anta 4 7 Park and Ride Faciliti8S ccocononoonnoncconononannnonocnnonanonononocnonnanononnncononnnno no nonccnnnnnns 4 10 Kiss and Ride Facilities ccccccssssscccccecsessnsscecececsesscaecececeeseseaecececeessnsnaeeecees 4 11 Inside Terminal BICMENIS a od oia 4 11 Pedestrian Capacity Terminology coocnoccnonnconoconocononononnnonacon corn nonn nono ncnncnnonnncnnnons 4 11 Pedestrian Level Of ServiCe cocccoooooncncconononacnnonconononnnnoncnnononnonononcnnononnn no nnnnonononnnnos 4 12 Principles of Pedestrian FlOW oooooccnnoccnonccconcconnncnoncconnnnno
25. a E EEEE EEES EAEE T 4 28 Plato R E AS SEE E EE EEE ASEET E EEES ASE E EEES 4 28 Design Factor Sissies RN 4 28 Level of Service StandardS cococoooooconcncnonononanoncnnononnnnnnnnnnconononnnnonononnonnnnanononcninnos 4 29 Evaluation Prod is 4 29 Part 4 TERMINAL CAPACITY Page 4 1 Contents Transit Capacity and Quality of Service Manual Part 4 TERMINAL CAPACITY Comprehensive Passenger Processing Analysis ooooonncnconcconononcnoncnnncononanonancnnccnncconos 4 30 Manual Method Input to Simulation Models ooooonccnnccnoccnnncononononanonanonnnconcconocnnos 4 31 Computer Simulation ModelS oooncnncnnccnonocanoncnnonanonanaorononcnnncanonanonancorononccnncnnenann 4 33 Real Time Passenger Information Systems oooococcconncononononononnnnononanonnncnnnc naco nocnnoos 4 33 4 REFERENCE G cccsssssssssssssessessssessessesessessesessessssessessesessersssessessesesessesessesseseeners 4 35 5 EXAMPLE PROBLEMS ccssssssssssscscssessescesensescesesescescnssscsssneesessenessssessessesees 4 37 APPENDIX A EXHIBITS IN U S CUSTOMARY UNITS cscssssssssesssseesersevees 4 47 LIST OF EXHIBITS Exhibit 4 1 Levels of Service for Queuing Areas ee eee eee ceecneecreeeeeeeeeeeeeeereeeesees 4 4 Exhibit 4 2 Examples of Passenger Amenities at Bus Stops ooooccnoccnococononanconnnancnanoninono 4 5 Exhibit 4 3 Typical Transit Stop and Station Amenities eee ee cesecenecsecseeeneeenes 4 6 Exhibit 4 4 Bus Loading Area Berth Design
26. acilities Kiss and ride facilities are auto pickup and dropoff areas provided at transit stations where transit patrons are dropped off and picked up by another person in a vehicle Parking needs associated with this concept are associated with vehicles waiting to pick up transit riders with the dropoff requiring no parking maneuver though curb space is needed to handle the dropoff As for park and ride facilities the sizing of kiss and ride facilities is reflective of the demand and site physical constraints Many larger transit stations provide dedicated kiss and ride facilities In Toronto an innovative carousel design has been applied at several stations where a separate inside terminal facility has been developed for transit riders to wait to be picked up with direct access to the rail station Exhibit 4 9 illustrates two kiss and ride facilities Exhibit 4 9 Examples of Kiss and Ride Facilities at Transit Stations Toronto Denver INSIDE TERMINAL ELEMENTS An important objective of a transit station is to provide adequate space and appropriate facilities to accommodate projected peak pedestrian demands while ensuring pedestrian safety and convenience Previous efforts have involved designing transit stations based on maximum pedestrian capacity without consideration of pedestrian convenience Recent research has shown however that capacity is reached when there is a dense crowding of pedestrians causing restricted and uncomf
27. acilities to meet ADA requirements On going elevator maintenance is important for keeping stations consistently ADA accessible Part 4 TERMINAL CAPACITY Page 4 27 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Level of Service Standards The level of service of an elevator system is typically based on average wait time The tolerance level for an acceptable waiting time for elevator service at a transit terminal is around 30 seconds Average pedestrian space personal comfort and degrees of internal mobility in the elevator cab are not considered as important because of the short time period associated with the elevator ride Elevator Capacity The capacity of an elevator system depends on the following three factors e boarding and alighting characteristics of users e elevator travel time and e practical standing capacity of the cab Boarding and alighting times will depend on door width and whether passengers are carrying baggage or luggage The number of passengers boarding may also have an affect on boarding rates Studies that have investigated boarding rates for transit vehicles have found that boarding rates increase as the number of passengers increase due to peer pressure To determine average boarding and alighting times for a particular elevator system it is recommended that field data be collected Elevator travel time will be based on the operating characteristics of the elevator
28. acity by as much as 12 percent An interesting finding is that the practice of walking on a moving escalator does not significantly increase escalator capacity A moving pedestrian must occupy two steps at a time thereby reducing the standing capacity of the escalator As for stairways both ends of an escalator will require some queuing area if passenger demand exceeds the capacity of the facility This is especially important for escalators as passengers are unable to queue on a moving escalator as they undesirably might be able to on a stairway The size of the queuing area provided at the exiting end of an escalator is an important consideration Part 4 TERMINAL CAPACITY Page 4 25 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Capacity Standards Escalator manufacturers rate the maximum theoretical capacity of their units based on a 100 percent step utilization Studies have shown however that 100 percent utilization is never obtained Escalator steps not being utilized under a heavy demand may be due to any of the following factors e intermittent pedestrian arrival process e pedestrians inability to board quickly e pedestrians carrying baggage or packages and e pedestrians desire for a more comfortable space Because 100 percent utilization is typically not attainable nominal design capacity values have been developed see Exhibit 4 24 These values represent a step utilization
29. ashington DC 1976 3 Fruin John J Pedestrian Planning and Design Revised Edition Elevator World Inc Mobile Alabama 1987 4 Griffths John R Lester A Hoel and M J Demetsky Transit Station Renovation A Case Study of Planning and Design Procedures U S Department of Transportation Research and Special Programs Administration Washington DC 1979 5 Highway Capacity Manual TRB Special Report 209 Transportation Research Board Washington DC 1997 6 Levinson H S Analyzing Transit Travel Time Performance Transportation Research Record 915 Transportation Research Board Washington DC 1983 7 Levinson H S C L Adams C L and W F Hoey Bus Use of Highways Planning and Design Guidelines NCHRP Report 155 Transportation Research Board Washington DC 1975 8 Levinson Herbert S and Kevin R St Jacques Bus Lane Capacity Revisited Preprint 100 presented at the Transportation Research Board 1998 Annual Meeting 9 National Transportation Safety Board Highway Accident Summary Report Bus Collision with Pedestrians Normandy Missouri June 11 1997 Report PB98 916201 NTSB Washington DC 1998 10 St Jacques Kevin and Herbert S Levinson Operational Analysis of Bus Lanes on Arterials TCRP Report 26 Transportation Research Board Washington DC 1997 11 Transportation Planning Handbook Institute of Transportation Engineers Prentice Hall 1992
30. by using the lower headway value from Exhibit 4 18 2 Compute an equivalent pedestrian volume pedestrians per minute by dividing 60 by the minimum headway required 3 Compute total entrance capacity pedestrians per minute by multiplying the equivalent pedestrian volume by the number of doorways or fare gates 4 Compute hourly pedestrian capacity by multiplying the total doorway or fare gate capacity by 60 STAIRWAYS Design Factors In stations where the platform area at transit stations is grade separated from the rest of the station and the adjacent outside area stairways have traditionally been applied as the primary vertical pedestrian movement system Exhibit 4 19 shows typical treatments Exhibit 4 19 Stairway Examples Miami Portland OR Part 4 TERMINAL CAPACITY Page 4 21 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Critical passenger flows on Stairways occur in the ascending direction An alternative figure using U S customary units appears in Appendix A Part 4 TERMINAL CAPACITY The capacity of a stairway is largely affected by the stairway width The width of stairway affects the pedestrians ability to pass slower moving pedestrians and to choose a desirable speed Unlike walkways a minor pedestrian flow in the opposing direction on a stairway can cut capacity in half therefore stairway design should consider directionality of flow Because pedestrians are require
31. corridor be and how many stairways will be needed and how wide should they be In the event of a service stoppage how will pedestrian level of service be affected The Facts v The 15 minute design peak passenger demand is 5 000 passengers Y During the peak 15 minutes a short 5 minute micro peak is expected to occur with demand volumes estimated to be 50 higher than the average for the design period Comments Commuter transportation terminals are subject to recurrent peaks of severe but rather short duration Generally they are designed for the recurring 15 minute peak period but the consequences of surges within the peak should be considered Because the micro peaks are of high volumes space is usually restricted however their short duration and the fact that the users have knowledge of the facility may justify the assumption of lower levels of service Level of Service D LOS D would be representative of reasonable design for a facility of this type Traffic flows for this design level are as follows e Entrances and corridors 30 5 45 7 ped min m from Exhibit 4 16 e Stairs 32 8 42 6 ped min m from Exhibit 4 24 Because the users are commuters the higher value of the ranges will be applied Steps a Entrance Doors Assuming a 1 meter wide door the pedestrian flow rate at LOS D would be 1 m x 45 7 ped min m 45 7 ped min This flow rate is equivalent to a headway of 60 sec min 45 7ped min 1 31
32. d to exert a higher amount of energy to ascend stairs when compared to descending stairs lower flow rates typically result for the ascending direction For this reason all references to stairway capacity in this section will be confined to the ascending direction Ascending speeds on stairs have been shown to range from 12 2 m min 40 ft min to 50 2 m min 165 ft min This range represents a comfortable and safe rate of ascent for most pedestrians pass slower moving pedestrians Exhibit 4 20 illustrates the relationship between ascending speeds and pedestrian space This exhibit reveals that normal ascending speeds on stairs are attained at an average pedestrian space of approximately 0 9 m person 10 ft person Above approximately 1 9 m person 20 ft person pedestrians are allowed to select their own stair speed and to bypass slower moving pedestrians Exhibit 4 20 Pedestrian Ascent Speed on Stairs 50 45 40 35 30 25 20 Slope Speed m min 15 10 0 0 5 1 1 5 2 2 5 3 3 5 4 4 5 5 Pedestrian Area m2 ped Exhibit 4 21 illustrates the relationship between flow rate on stairs in the ascending direction and pedestrians space As observed in this exhibit the maximum ascending flow rate occurs at a pedestrian space of approximately 0 3 m person 3 ft person For this lower pedestrian space ascending speeds are at the lower li
33. dding an 0 4 meter 18 inch buffer width next to the roadway to the effective waiting area Part 4 TERMINAL CAPACITY Page 4 3 Passenger waiting area LOS utilizes concepts from the Highway Capacity Manual Chapter 2 Bus Stops Transit Capacity and Quality of Service Manual Part 4 TERMINAL CAPACITY Exhibit 4 1 Levels of Service for Queuing Areas LEVEL OF SERVICE A Average Pedestrian Area gt 1 2 m 13 ft per person Average Inter Person Spacing 2 1 2 m 4 ft Description Standing and free circulation through the queuing area possible without disturbing others within the queue LEVEL OF SERVICE B Average Pedestrian Area 0 9 1 2 m 10 13 ft per person Average Inter Person Spacing 1 1 1 2 m 3 5 4 ft Description Standing and partially restricted circulation to avoid disturbing others within the queue is possible LEVEL OF SERVICE C Average Pedestrian Area 0 7 0 9 m 7 10 ft per person Average Inter Person Spacing 0 9 1 1 m 3 3 5 ft Description Standing and restricted circulation through the queuing area by disturbing others is possible this density is within the range of personal comfort LEVEL OF SERVICE D Average Pedestrian Area 0 3 0 7 m 3 7 ft per person Average Inter Person Spacing 0 6 0 9 m 2 3 ft Description Standing without touching is impossible circulation is severely restricted within the queue and forward movement is only possible as a group long term waiting at
34. der Free admission fare gates are typically applied after a pay booth at a transit station to monitor and control passenger flow into the platform area Coin operated fare gates may have single or double slots to accept change Automatic ticket reader machines using magnetic stripe farecards have been used on newer heavy rail systems with distance based fares such as BART in the San Francisco Bay Area and Metro in Washington D C A few stations still use station personnel to check and collect tickets before allowing transit passenger access through a fare gate to the platform area This form of fare gate is most commonly used at sport stadiums and museums rather than for transit applications Different types of fare gates manual vs automatic have different capacity characteristics Part 4 TERMINAL CAPACITY Page 4 19 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Exhibit 4 17 Fare Gate Examples Token Toronto Magnetic Stripe Farecard BART Berkeley The effect of doorways and fare gates on pedestrian flow will depend on the headway between pedestrians When a pedestrian reaches a doorway or fare gate there must be sufficient time headway separation to allow that pedestrian to pass through the doorway or fare gate before the next pedestrian arrives If time headways between successive pedestrians are too close a growing pedestrian queue will develop The capacity of a doorway or fare gate
35. ding The Results For the identified peak passenger demand a systematic approach was applied to size the number of doors and the corridor and stairway widths required Level of service D was applied for normal peak 15 minute conditions and LOS E for peak surge 5 minute conditions Page 4 42 Chapter 5 Example Problems Transit Capacity and Quality of Service Manual Example Problem 3 The Situation A subway platform on an urban heavy rail line will be modified Escalator addition to install an up direction escalator at the center of a subway platform The Question What is the pedestrian queuing and delay for the proposed installation The Facts v Field counts of passengers discharged by the subway trains show that maximum traffic occurs during a short micro peak when two trains arrive within two minutes of each other carrying 225 and 275 passengers respectively The remaining trains in the peak period are on a 4 minute headway The platform is 275 meters long and 4 6 meters wide Field observations of other subway stations in this city with similar passenger volumes reveal a maximum escalator capacity of 100 passengers per minute for the assumed 36 6 m min one meter wide escalators in this example as opposed to the nominal capacity of 90 pedestrians per minute in Exhibit 4 26 SSS Steps Construction of Time Clearance Diagram 1 A graph is constructed see the figure on the next page with time in minutes as th
36. e Sr service rate of single channel persons minute k number of service channels and Po probability of no passenger queue at a particular node from Equation 4 8 k ApS Ag S Py qq 2 k 11 kS Ag Equation 4 7 where Li expected number in the queue persons 1 2737 1 kS Y A S_ n A S2 4 1 k kSp Ap Equation 4 8 These equations are dependent on the assumption that arrival and service rates are randomly distributed according to the Poisson distribution This assumption may be questionable for exiting passengers at certain rail stations and bus terminals due to the Page 4 32 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual high peaking nature of this movement and should be modified through field investigation as appropriate Step 8 Determine Wait Times for Transit Vehicles Wait times for transit vehicles are a key input to determining required queuing areas on platforms A typical assumption used is that wait time is half the bus or train headway Step 9 Add Travel Time Components and Assess Overall Level of Service Overall travel times for different origin destination pairs can be totaled and averaged to identify an average passenger processing time through a particular transit station This can then be translated into an overall passenger processing level of service Computer Simulation Models Computer simulation models are increasingly bein
37. e horizontal axis and pedestrians as the vertical axis 2 The escalator capacity of 100 pedestrians per minute is then drawn dashed sloped line 3 The arrival rate at the escalator is a function of the train discharge time and walking time required to reach the escalator If it is assumed that pedestrians are discharged uniformly along the length of the platform and the escalator is located in the center of the platform arrival time can be approximately represented on the clearance diagram by determining the time required to walk half the platform length A commuter walking speed of 91 4 m min 300 ft min is used in this example 1 2 platform length 137 5 m 1 5 min average walking speed 91 4 m min Total arrival time The two train arrivals of 225 and 275 pedestrians are plotted as solid lines on the time clearance diagram shown below LEGEND Wt Total Pedestrian Waiting Time Cumulative Plot Arrivals at Escalator 150 PPM Cumutative Plot Escalator Service Rate 100 PPM Ist TRAIN ARRIVAL 2nd TRAIN ARRIVAL Dt Passenger Discharge and Walking Time Qmax Maximum Queue Length ARRIVING PASSENGERS Wmax Maximum Ped Wait Platfarm Clearance Interval Pt Dt Wmax a 2 4 w lt q z q a E gt ES nm 0 0 OH 0 2 0 3 0 4 5 0 6 O 7 ELAPSED TIME IN MINUTES Part 4 TERMINAL CAPACITY Page 4 43 Chapter 5 Example Problems Transit Capacity and Part 4 TERMINAL
38. e 4 41 Chapter 5 Example Problems Transit Capacity and Quality of Service Manual Part 4 TERMINAL CAPACITY and a distance between pedestrians of 0 96 sec ped x 1 3 m sec walking speed 1 2 m ped The door opening and clearance time is at the maximum A close examination of the minor flow traffic characteristics might allow for partial use of the other two doors otherwise more doors or alternative entrance locations are required The use of an air curtain entrance the width of the corridor would satisfy all design assumptions The surge flow in the corridor is equal to the pedestrian volume divided by the effective corridor width 500 ped min 68 5 ped min m 7 3m This flow is the equivalent of LOS E see Exhibit 4 17 which is below critical density flow and could be tolerated for short periods without generating serious backups If a complete service stoppage should occur during the 15 minute design peak pedestrian holding space for 5 000 persons would be required Because the waiting period is of longer duration a minimum pedestrian area of 0 7 m per person LOS C to D in Exhibit 4 1 is recommended for evaluation of concourse adequacy Concourse area for service stoppage 5000 peds x 0 7 m ped 3500 m Sufficient area should be provided for this contingency in all the public open space in the terminal If this is not possible alternative operating procedures should be developed to prevent a dangerous overcrow
39. elevators in the center of the platform at some stations Separate elevators may be needed between the street and the concourse and between that level and the platforms Side platforms require two elevators Good on going elevator maintenance is important for maintaining accessibility for mobility impaired passengers at transit stations As a cost saving measure most transit stations provide only one elevator per platform or from the concourse level to the street However when any of these elevators are out of service the station is effectively inaccessible to mobility impaired passengers Although these passengers can be served during these times by directing them to alternate stations and providing them with paratransit bus service to their destination it is much less convenient for these passengers and serves to reduce the accessibility and convenience of the transit system as a whole to ADA passengers Exhibit 4 25 shows a typical elevator location in a transit station Traffic flow on elevators differs from other vertical pedestrian movers As opposed to escalators and stairs which provide constant service elevators provide on demand service Because of its characteristics determining the capacity of an elevator is similar to determining the capacity of a transit vehicle Exhibit 4 25 Example Elevator Application at a Transit Station Portland OR Elevators in new or modified bus or rail stations are required in grade separated f
40. ength number and locations of doors Passengers Number arriving type baggage others boarding discharge rates Platform Length width and effective area locations of columns and obstructions system coherence stair and escalator orientation lines of sight signs maps and other visual statements Pedestrians Walking distance and time numbers arriving and waiting effective area per pedestrian levels of service Stairs Location width riser height and tread traffic volume and direction queue size possibility of escalator breakdown Escalators Location width direction and speed traffic volume and queue size maintainability Elevators Location size and speed traffic volume and queue size maintainability alternate provisions for ADA passengers when elevator is non functioning u H After the system requirements have been described schematically they should be described quantitatively Often this can be done following the same basic format and sequence as the system description Pedestrian volumes can be scaled to size and plotted graphically to illustrate volume and direction Pedestrian walking times distances and waiting and service times can also be entered into this diagram WALKWAYS Design Factors The capacity of a walkway is controlled by the following factors e pedestrian walking speed e pedestrian traffic density and e walkway width Part 4 TERMINAL CAPACITY Page 4 13 Chapter 3 Rail a
41. etween people The level of service required for waiting within a facility is a function of the amount of time spent waiting and the number of people waiting Typically the longer the wait the greater the space per person required Also the required space per person may vary over time For example those waiting in the beginning will want a certain amount of space initially but will be willing to accept less space as additional people arrive later E A person s acceptance of close interpersonal spacing will also depend on the characteristics of the population the weather conditions and the type of facility For example commuters may be willing to accept higher levels or longer periods of crowding than intercity and recreational travelers Determining Required Passenger Waiting Area As discussed above the procedures to determine passenger waiting area at bus stops are based on maintaining a desirable pedestrian level of service For most bus stops the design level of service should be C to D or better Following is a list of steps recommended for determining the desired bus stop size 1 Based on the desired level of service choose the average pedestrian space from Exhibit 4 1 2 Estimate the maximum demand of passengers waiting for a bus at a given time 3 Calculate the effective waiting area required by multiplying the average pedestrian space by the maximum pedestrian demand Calculate the total required waiting area by a
42. for some circulation and movement within the queue and the comfort level expected by commuter rail passengers The 194 people waiting will require 194 ped x 0 9 m ped 175 m The shape of the queue has to be estimated in order to determine the portion of the 4 6 meter wide cross passageway that the queue will occupy For this example the waiting passengers occupying 175 m are assumed to be evenly distributed along the 42 7 meter linear dimension of the space Therefore the queue is expected to require the following width at the widest point This leaves 3 5 meters available for the flow of the 167 circulating passengers who would walk through the cross passageway during the 1 minute peak queue period The unit width flow rate available is 167 ped min 47 7 ped min m 3 5m The Results From Exhibit 4 17 this identified pedestrian flow rate equates to LOS D to E In this level of service range walking speeds and passing abilities are highly restricted In addition there will be a high probability of conflict for opposing pedestrian traffic streams Page 4 46 Chapter 5 Example Problems Transit Capacity and Quality of Service Manual APPENDIX A EXHIBITS IN U S CUSTOMARY UNITS Exhibit 4 12a Pedestrian Speed on Walkways 350 5 300 _ 250 S gt 200 o o o 7 p 150 100 50 0 0 5 10 15 20 25 30 35 40 45 50 Pedestrian Space
43. g applied to identify passenger flows and queuing in major transit terminals These models facilitate the evaluation of overall station layout alternatives as well as sizing specific processing elements such as walkways stairways escalators and platforms Real Time Passenger Information Systems In recent years new electronic technology has been developed to provide improved traveler information systems For transit stations real time passenger communications can assist in managing passenger flows and queues This can include providing information on bus and train departure times bus and train berth locations and out of service elevators and other facilities Simulation models simplify transit station passenger processing analysis Part 4 TERMINAL CAPACITY Page 4 33 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual This page intentionally blank Part 4 TERMINAL CAPACITY Page 4 34 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual 4 REFERENCES 1 Benz Gregory P Application of the Time Space Concept to a Transportation Terminal Waiting and Circulation Area Transportation Research Record 1054 Transportation Research Board Washington DC 1986 2 Demetsky Michael J Lester A Hoel and Mark A Virkler Methodology for the Design of Urban Transportation Interface Facilities U S Department of Transportation Program of University Research W
44. hibit 4 2 An example of providing pedestrian amenities at a typical bus stop is illustrated in Exhibit 4 3 Overall required passenger waiting areas at bus stops should account for space taken up by shelters benches information signs and other amenities with appropriate shy distances Exhibit 4 2 Examples of Passenger Amenities at Bus Stops Amenity Advantages i Disadvantages Shelters e Provide comfort for waiting e Require maintenance trash passengers collection e Provide protection from e May be used by graffiti artists climate related elements sun glare wind rain snow I e Help identify the stop Benches e Provide comfort for waiting passengers e Help identify the stop e Low cost when compared to installing a shelter Require maintenance May be used by graffiti artists Vending e Provide reading material for e Increase trash accumulation Machines waiting passengers e May have poor visual appearance e Reduce circulation space I e Can be vandalized Lighting e Increases visibility e Requires maintenance e Increases perceptions of e Can be costly comfort and security e Discourages after hours use of bus stop facilities by I indigents Trash e Provide place to discard trash e May be costly to maintain Receptacles e Keep bus stop clean e May be used by customers of nearby land use i e fast food restaurant e May have a bad odor Telephones e Convenient for bus pat
45. ibit 4 18 Observed Average Doorway and Fare Gate HeadWayS oooocccoccconcconocanonns 4 20 Exhibit 4 19 Stairway Examples oooocnnncnocnnoncnonconnonnnconconn nono nonncnnncnn non no cono cn neon pisri s ent 4 21 Exhibit 4 20 Pedestrian Ascent Speed on Stairs ooonconoccnonnconnconoconccnnonononnnonnncnncnancnanonns 4 22 Exhibit 4 21 Pedestrian Flow Volumes on Stairs oooonnncnnonnnonconoconoconoconocnnonnnonnncnncranonns 4 23 Exhibit 4 22 Level of Service Criteria for Stairways oooococcconnconcconcnononnninncnanonancnnnonanons 4 23 Exhibit 4 23 Typical Escalator Configuration at a Transit Station Denver 4 25 Exhibit 4 24 Nominal Escalator Capacity Values oooooncnncnononocnconcconocononanonnncnncnanananonns 4 26 Exhibit 4 25 Example Elevator Application at a Transit Station Portland OR 4 27 Exhibit 4 26 Typical Transit Station Platform Configurations eee enero 4 29 Exhibit 4 27 Four Areas of a Transit PlatforM oooncnnnnnnnnnncnnccnnonconnconoconoconocnnccnornnonns 4 30 Page 4 ii Contents Transit Capacity and Quality of Service Manual 1 INTRODUCTION This chapter contains procedures for estimating the capacities of various elements of transit terminals For bus stops procedures are provided for sizing passenger waiting areas at stops and the provision of passenger amenities within these areas For bus and rail stations procedures are provided for sizing outside transfer facilities such as bus t
46. ined by the equation c 60 ta where ta was the specified dwell time clearance time was neglected as it is short in comparison to the dwell times at the transit center Thus a 5 minute dwell time could accommodate 12 buses berth hour an 8 minute dwell time 7 5 buses berth hour 3 The number of inbound berths for the a m peak hour were computed by dividing the number of buses by the berth capacity Thus for lines 42 and 68 in 1985 12 buses would need 12 7 5 or 1 6 berths rounded up to 2 berths 4 The bus routes that start at the center would need only inbound berths The other bus routes would need an equal number of outbound berths to accommodate p m peak hour bus flows and to ensure that each major geographic destination would have its own specified area The Results For the year 2000 the following calculations result Dwell Buses A M Service Time Bus Berth Inbound Inbound Max Outbound Total Route Type min Hour Buses Berths Berths for P M Berths LOCAL SERVICE 42 68 Start e 175 12 2 0 2 76 Through 5 12 4 1 1 2 77 Through 5 12 6 1 1 2 Subtotal 22 4 2 6 EXPRESSWAY SERVICE __ All Through 5 12 16 2 2 4 __TOTAL 33 6 4 _10 For the year 2015 the following calculations result Dwell Buses A M Service Time B
47. ing area should be placed at the approach of an escalator based on an average pedestrian space of 1 65 m 5 ft per person Note Where alternative stationary stairs are conveniently available the maximum wait time for an escalator may be assumed to be one minute Sufficient space should also be provided at the discharge end of an escalator to avoid conflicts with other traffic streams Following are steps to computing the required size of queuing area for the approach to an escalator Part 4 TERMINAL CAPACITY Page 4 26 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual 1 Determine the capacity of the escalator from Exhibit 4 24 2 Compute the maximum demand by determining the maximum number of pedestrians arriving at the approach of the escalator at one time Assume pedestrians having to wait more than one minute at the escalator will take the stairs if available 3 Determine the number of arriving pedestrians exceeding capacity by subtracting the capacity from the demand 4 Compute the required queue area by multiplying the number of pedestrians exceeding capacity by 1 65 m 5 ft per pedestrian ELEVATORS Design Factors Elevators are required in all new transit or modified transit stations in the U S to meet the Americans with Disabilities Act ADA requirements Elevators are typically provided at one end of the platform However certain transit systems e g BART and WMATA provide
48. it Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Exhibit 4 5 Bus Loading Area Berth Examples Sawtooth drive through and angle loading area designs should include provisions for positive protection such as bollards to protect pedestrians from errant buses Linear Miami Sawtooth San Diego Drive Through Copenhagen Denmark Angle Newark Airport Linear berths can operate in series and have capacity characteristics similar to on street bus stops Angle berths are limited to one bus per berth and they require buses to back out Drive through angle berths are also feasible and may accommodate multiple vehicles Shallow sawtooth berths are popular in urban transit centers and are designed to permit independent movements into and out of each berth The National Transportation Safety Board recommends that transit facility designs incorporating sawtooth berths or other types of berths that may direct errant buses towards pedestrian occupied areas include provisions for positive separation such as bollards between the roadway and pedestrian areas sufficient to stop a bus operating under normal parking area speed conditions from progressing into the pedestrian area E Capacity Characteristics For bus and rail stations the bus berth capacity estimation procedures identified in Part 2 related to on street bus stops are only applicable for relatively low bus dwell times 3
49. level of service The desirable pedestrian environment allows sufficient space for the pedestrian to e walk at a relaxed walking speed e bypass slower pedestrians e avoid conflicts with oncoming or crossing pedestrians and e interact visually with surroundings The following level of service standards are given as a relative scale based on achieving this desirable pedestrian environment Pedestrian Demand When estimating the pedestrian demand for a particular facility it is important to consider short peak periods and surges within the peak For design purposes a 15 minute peak period is recommended However because micro peaking temporary higher volumes are likely to occur consequences of these surges within the peak should be considered Micro peaking may result in restricted space for a given time period but the short duration and the fact that most users are knowledgeable of the transit facilities may justify the temporary lower level of service Level of Service Exhibit 4 14 lists the criteria for pedestrian level of service on walkways These level of service standards are based on average pedestrian space and average flow rate Average speed and volume to capacity ratio are shown as supplementary criteria Graphical illustrations and descriptions of walkway levels of service are shown in Exhibit 4 15 Capacity is taken to be 7 6 pedestrians per minute per meter 25 pedestrians per minute per foot level of service E
50. minute or 17 pedestrians per foot width per minute may be assumed Following is a list of steps recommended for determining the required stairway width 1 Based on the desired level of service choose the maximum pedestrian flow rate from Exhibit 4 24 2 Estimate the directional peak 15 minute pedestrian demand for the stairway 3 Compute the design pedestrian flow pedestrians minute by dividing the 15 minute demand by 15 4 Compute the required width of stairway in meters or feet by dividing the design pedestrian flow by the maximum pedestrian flow rate 5 When minor reverse flow traffic volumes frequently occur on a stairway the required width of the stairway should be increased by a minimum of one traffic lane 0 8 meters or 30 inches Stairway Capacity As discussed above the capacity of a stairway is taken to be 51 8 pedestrians per meter width per minute 17 pedestrians per foot width per minute level of service E Therefore for a given stairway width the following steps may be used to compute the capacity 1 Compute the design pedestrian flow pedestrians per minute by multiplying the width of stairway by 51 8 pedestrians meter width minute 17 pedestrians foot width minute 2 Compute the pedestrian capacity pedestrians per hour by multiplying the design pedestrian flow by 60 Page 4 24 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Size of Queuing Area 1 Com
51. mit of the normal range see Exhibit 4 20 In this situation forward progress is determined by the slowest moving pedestrian Although the maximum flow rate represents the capacity of the stairway it should not be used for a design value except for emergency situations At capacity ascending speeds are restricted and there is a high probability for intermittent stoppages and queuing Passenger queuing can also occur at the destination end of stairways if people are forced to converge on too constricted a space This can be a serious design deficiency in certain terminal facilities with potential liability exposure This is at least as important as insuring that adequate space is provided at entry points Page 4 22 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Exhibit 4 21 Pedestrian Flow Volumes on Stairs o N o o o a o S o wo o IN o Pedestrian Flow ped m width min i o o 0 0 5 1 1 5 2 2 5 3 3 5 4 4 5 5 Pedestrian Area m2 ped Level of Service Standards The required width of a stairway is based on maintaining a desirable pedestrian level of service The level of service standards for stairways are based on average pedestrian space and average flow rate Exhibit 4 22 summarizes the level of service criteria for stairways Level of service E 55 8 passengers per meter width per mi
52. n of waiting passengers if large enough can easily affect the cross passageway width available to handle longitudinal flow Y As shown in the figure on the next page the cross passage way is 42 7 meters long with an effective width of 7 6 meters i e the width actually available for passenger activities the wall to wall dimension minus the width occupied by obstructions and columns and the boundary or cushion maintained by pedestrians along walls During the 1 min before the opening of the departure gate 194 people will be waiting in the cross passageway The flow rate of people walking along the corridor during this time will be 167 people per minute Part 4 TERMINAL CAPACITY Page 4 45 Chapter 5 Example Problems Transit Capacity and Part 4 TERMINAL CAPACITY Quality of Service Manual 140 To Vertical To Vertical Circulation l Circulation to Street to Street Platforms Comments v The problem is to examine whether the corridor can meet the space requirements of both queuing passengers and circulating passengers within a portion of the cross passageway adjacent to a departure gate v The analysis period is the 1 min before the opening of the gate when the maximum accumulation of waiting passengers will occur Steps With a design criterion of LOS C the average pedestrian queuing area is 0 9 m ped see Exhibit 4 1 This classification reflects the unordered random nature of the queue in this space the need
53. ncconnnnnnncronnncnnc pa 4 12 Pedestrian System RequirementS ooooccnoncconccononononnnonnnnnnnnnnnonnnonon nono nocn nono nc nano raci n 4 12 Walk WS logos 4 13 SR E E E Sr 4 13 Level of Service Standa dS a E a N E SEESE 4 16 Evaluation Procedures id a 4 18 Ticket Mach triana 4 18 Design Factors iia ri di 4 18 Level of Service Standards ccccccccccssssssnsccecececsessnacececeesenseaececeeecsessaaeeeceeeesenes 4 18 Evaluation Procedures ccccconoooonnnncnnoooonnnononocnonnnnonononocnonnnonnnnncnnonnnnnnnnnnccncnnnnonons 4 19 Doorways and Fare Gates oooocococncocnoonnonnconoconocnocnnonnnonnnonnncnn cnn nnnnnnn cnn nn cone cn nena nccnncnnos 4 19 Design Pactorsseeisces ccccssstestistus sheessecessuseus EE E EEE ETET EES E EEE 4 19 Level of Service Standards srra A NEE E 4 20 Evaluation Procede 4 20 SAI A EA T Bees R 4 21 Desien Factor a eiii 4 21 Level of Service Standards ccccccccccscssssccececececsessaececececensnaececeesesessaaeeeceeeceenes 4 23 Evaluation Procedures cccocoooooonnnnconononnnnnnonccnononnnnononocnonnnnonnnonccnonnnno no noncnnanannn nono 4 24 Escalada daial 4 25 SR ninri a E E E Eea Teer EE E EE EEES rE 4 25 Capacity Standard ren e a E E E EEA E eee An See 4 26 Evaluation Procedures ma n A a SE 4 26 Elda 4 27 Desien Factors tiara A aiii dt 4 27 Level of Service Standards ccccccccccesssssseccecececsessnaeeecececsessaececececeessaeeeeeeeesenes 4 28 Elevator Capacity cinco saco cebada
54. nd Bus Stations Transit Capacity and Quality of Service Manual An alternative figure using U S customary units appears in Appendix A Part 4 TERMINAL CAPACITY Speed Normal walking speeds of pedestrians may vary over a wide range depending on many factors Studies have shown that male walking speeds are typically faster than female walking speeds Walking speeds have also been found to decline with age Other factors influencing a pedestrian s selected walking speed include the following e time of day e temperature e traffic composition e trip purpose and e reaction to environment Free flow walking speeds have been shown to range from 48 m min 145 ft min to 155 m min 470 ft min On this basis speeds below 48 m min 145 ft min would constitute restricted shuffling locomotion and speeds greater than 155 m min 470 ft min would be considered as running A pedestrian walking speed typically used for design is 83 m min 250 ft min Density Perhaps the most significant factor influencing pedestrian walking speed is traffic density Normal walking requires sufficient space for unrestricted pacing sensory recognition and reaction to potential obstacles Increasing density reduces the available space for walking and therefore reduces walking speed Exhibit 4 12 shows the relationship between walking speed and average pedestrian space inverse of density Observing this exhibit pedestrian speeds are free flow u
55. nual Evaluation Procedures Determining Required Walkway Width The procedures to determine the required walkway width for a transit terminal corridor are based on maintaining a desirable pedestrian level of service It is desirable for pedestrian flows at most transit facilities to operate at or above level of service C or D Following is a list of steps recommended for determining the required walkway width 1 Based on the desired level of service choose the maximum pedestrian flow rate pedestrians min m or pedestrians min ft from Exhibit 4 15 2 Estimate the peak 15 minute pedestrian demand for the walkway 3 Compute the design pedestrian flow pedestrians min by dividing the 15 min demand by 15 4 Compute the required effective width of walkway in meters or feet by dividing the design pedestrian flow by the maximum pedestrian flow rate 5 Compute the total width of walkway in meters or feet by adding one meter 3 ft with an 0 4 meter 18 inch buffer on each side to the effective width of walkway Determining Walkway Capacity As discussed above the capacity of a walkway is taken to be 25 pedestrians min m 8 25 pedestrians min ft level of service E Therefore for a given walkway width the following steps may be used to compute the capacity 1 Compute the effective width of walkway in ft by subtracting one meter 3 ft from the total walkway width 2 Compute the design pedestrian flow pedestrians per mi
56. nute by multiplying the effective width of walkway by 8 25 pedestrians min m 25 pedestrians min ft 3 Compute the pedestrian capacity pedestrians per hour by multiplying the design pedestrian flow by 60 TICKET MACHINES Design Factors Prior to entering a platform area at a transit station ticket machines or pay booths are located for transit passengers to pay their fare Exhibit 4 18 illustrates different ticket machine booth configurations at transit stations At larger heavy rail stations several ticket machines are typically provided to handle peak passenger demand for tickets At most light rail stations a single ticket machine on each platform is provided Ticket booths are used at older heavy rail stations and at many commuter rail stations Level of Service Standards There is no information currently available in the literature on passenger processing times nor level of service standards for different types of ticket machines as an aid in identifying the number of machines required The per passenger processing time can substantially vary depending on the readiness of the passenger to choose the correct fare given the particular fare structure of the transit system to be used Certainly passenger processing time at ticket machines increases with complex zone fare systems which require some deciphering by the passenger at the machine prior to installing the correct fare Part 4 TERMINAL CAPACITY Page 4 18 Chapter 3 Rail and
57. nute or 17 passengers per foot width per minute represents the capacity of a stairway Exhibit 4 22 Level of Service Criteria for Stairways m al Average Unit Width Pedestrian Space Flow in Level of in m ped ped m min Service ft ped ped ft min Description A gt 1 9 lt 16 4 Sufficient area to freely select speed and to gt 20 lt 5 pass slower moving pedestrians Reverse flow cause limited conflicts B 1 4 1 9 16 4 23 0 Sufficient area to freely select speed with 15 20 5 7 some difficulty in passing slower moving pedestrians Reverse flows cause minor conflicts C 0 9 1 4 23 0 32 8 Speeds slightly restricted due to inability to 10 15 7 10 pass slower moving pedestrians Reverse flows cause some conflicts D 0 7 0 9 32 8 42 6 Speeds restricted due to inability to pass 7 10 10 13 slower moving pedestrians Reverse flows cause significant conflicts E 0 4 0 7 42 6 55 8 Speeds of all pedestrians reduced 4 7 13 17 Intermittent stoppages likely to occur Reverse flows cause serious conflicts F lt 0 4 Variable to Complete breakdown in traffic flow with lt 4 55 8 many stoppages Forward progress 17 dependent on slowest moving pedestrians An alternative figure using U S customary units appears in Appendix A Part 4 TERMINAL CAPACITY Page 4 23 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Part 4 TERMINAL CAPACITY
58. off street parking facilities Most park and ride facilities are surface lots with pedestrian connections to the transit station Parking structures are used where land is a premium and where a substantial number of parking spaces are required Exhibit 4 8 Examples of Park and Ride Facilities at Transit Stations Los Angeles Houston The required number of park and ride spaces at a transit station typically involves identifying the demand for such parking and then relating the space demand to the ability to physically provide such a facility within cost constraints Parking spaces in park and ride facilities typically have a low turnover during the day as most persons parking at transit stations are commuters gone most of the day In larger urban areas the regional transportation model will have a mode split component which will allow the identification of park and ride demand at transit station locations particularly applicable related to identifying park and ride needs for new rail line or busway development Where the regional model does not have the level of sophistication to provide such demand estimates then park and ride demand estimation through user surveys and an assessment of the ridership sheds for different station areas would be appropriate In summary park and ride capacity is driven by the demand for the facility Page 4 10 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Kiss and Ride F
59. ortable movement The capacity procedures presented in this section are based on a relative scale of pedestrian convenience Procedures for evaluating pedestrian capacity and level of service are contained in Fruin s Pedestrian Planning and Design and in the 1997 Highway Capacity Manual Those procedures that relate to transit station design are summarized in the following sections Pedestrian Capacity Terminology Terms used in this chapter for evaluating pedestrian capacity are defined as follows Pedestrian speed average pedestrian walking speed generally expressed in units of meters or feet per second Pedestrian flow rate number of pedestrians passing a point per unit time expressed as pedestrians per 15 minutes or pedestrians per minute point refers to a perpendicular line of sight across the width of roadway Unit width flow average flow of pedestrians per unit of effective walkway width expressed as pedestrians per minute per meter or foot Pedestrian density average number of pedestrians per unit of area within a walkway or queuing area expressed as pedestrians per square meter or foot Kiss and ride facility capacity is governed by space required for passenger pick ups Part 4 TERMINAL CAPACITY Page 4 11 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Part 4 TERMINAL CAPACITY Pedestrian space average area provided for each pedestrian in a walkway or queuing area e
60. p to an average pedestrian space of 8 25 m 25 ft per person For average spaces below this value walking speeds begin to decline rapidly Walking speeds approach zero at an average pedestrian space of approximately one sq m 3 ft per person Exhibit 4 12 Pedestrian Speed on Walkways 100 90 80 70 60 50 40 Walking Speed m min 30 20 0 0 5 1 1 5 2 2 5 3 3 5 4 4 5 5 Pedestrian Space m2 ped Page 4 14 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Effective Walkway Width The final factor affecting the capacity of a walkway is the effective width available Studies have shown that pedestrians keep as much as a 0 4 meter 18 inch buffer between themselves and the edge of curb or the edge of passageway This suggests that the effective width of a typical terminal corridor should be computed as the total width minus one meter 3 ft with 0 5 meter 18 inches on each side Exhibit 4 13 shows the relationship between pedestrian flow per unit width of effective walkway and average pedestrian occupancy Curves are shown for uni directional bi directional and multi directional cross flow pedestrian traffic As this exhibit shows there is a relatively small range in variation between the three curves This finding suggests that reverse and cross flow traffic do not significantly reduce pedestrian flow
61. pute the capacity of the stairway using the above procedures 2 Compute the maximum demand by determining the maximum number of pedestrians arriving at the approach of the stairway at one time 3 Determine the number of arriving pedestrians exceeding capacity by subtracting the capacity from the demand 4 Compute the required queue area by multiplying the number of pedestrians exceeding capacity by 0 5 m 5 ft per pedestrian ESCALATORS Design Factors Escalators have been installed in most new train stations where there is grade separation between the platform area and the rest of the station and the outside adjacent area Typically escalators supplement the provision of stairways in many cases located adjacent to one another Exhibit 4 23 shows a typical escalator configuration at a transit station Exhibit 4 23 Typical Escalator Configuration at a Transit Station Denver The capacity of an escalator is dependent upon the angle of incline stair width and operating speed In the United States the normal angle of incline of escalators is 30 degrees and the stair width is either 0 6 or 1 1 meters 24 or 40 inches at the tread Operating speeds are typically either 27 4 or 36 6 meters min 90 or 120 ft min These operating speeds are within the average range of stair climbing speeds Studies have shown that increasing the speed of an escalator from 27 4 to 36 6 meters per min 90 to 120 feet per min can increase the cap
62. ransfer park and ride and kiss and ride areas as well as the various inside terminal elements such as walkways stairways escalators elevators turnstiles ticket machines and platforms Although previous efforts have involved designing terminal facilities based on maximum pedestrian capacity research has shown that a breakdown in pedestrian flow occurs when there is a dense crowding of pedestrians causing restricted and uncomfortable movement For this reason many of the procedures contained in this chapter for sizing terminal elements are based on maintaining a desirable pedestrian level of service and utilize the pedestrian level of service analysis procedures also documented in the Highway Capacity Manual For larger terminals the different pedestrian spaces interact with one another such that capacity and level of service might better be evaluated from a systems perspective The use of simulation models to assess the impact of queue spillback on downstream facilities has application in assisting to size overall internal spaces within a terminal facility and thus their application is discussed in this part of the manual Appendix A provides substitute exhibits in U S customary units for those Part 4 exhibits that use metric units Part 4 TERMINAL CAPACITY Page 4 1 Pedestrian level of service procedures derived from the Highway Capacity Manual Exhibits appearing in Appendix A are indicated by a marginal note such as this
63. ression can be developed using the reciprocal of density or space as follows v S M Equation 4 3 where M pedestrian space m or ft per pedestrian Pedestrian System Requirements An initial step in evaluating a transit station design is to outline the pedestrian system requirements Determining system requirements begins with a detailed description of the pedestrian flow process through a terminal in the form of a flow chart see Exhibit 4 10 Properly done the system diagram serves as a checklist and a constant reminder of the interrelationship of the various functional elements of the station Exhibit 4 11 lists examples of elements and components to be included in a system diagram for the evaluation of pedestrian flows off of a transit platform at a rail or bus station Page 4 12 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Exhibit 4 10 Pedestrian Flow Diagram Through a Transit Terminal Non Vehicle Arrivals Walk ins Kiss and Ride 5 Station Paid Vertical 5 paring ret Entrance Area Area Movement Eleven A Free Transit t Loadin Entry Vehicle i g Unloading Exit in Station Line Haul Transit Vehicle Guideway Interchange Function type of vehicle system Exhibit 4 11 System Description of Transit Platform for Arriving Passengers Element Components Train Arrival On or off schedule train l
64. rons e May encourage loitering at e Provide access to transit bus stop information e May encourage illegal activities at bus stop Route or e Useful for first time riders e Must by maintained to Schedule e Helps identify bus stop provide current information Information e Can communicate general e May be used by graffiti artists system information Part 4 TERMINAL CAPACITY Page 4 5 Placement of passenger amenities at bus stops impacts space requirements for waiting areas Chapter 2 Bus Stops Transit Capacity and Quality of Service Manual Exhibit 4 3 Typical Transit Stop and Station Amenities General Transit Information San Diego Posted Bus Schedules San Diego A ma u Schedule Rack Denver Bus Arrival Times Denver Bicycle Racks Copenhagen Denmark Bicycle Lockers San Jose DE r Retail Sales Denver Landscaping San Diego Art Portland OR Part 4 TERMINAL CAPACITY Page 4 6 Chapter 2 Bus Stops Transit Capacity and Quality of Service Manual 3 RAIL AND BUS STATIONS OUTSIDE TRANSFER FACILITIES Bus Berths A critical component at major bus and rail stations is the provision of bus transfer areas where buses serving the station can board and alight passengers For most stations the bus transfer area consists of an off street bus berthing area near or adjacent to the station building or platform area For small transit stations the number of berths loading
65. s oooooocnnoccnoncnononcnoncnononcconononnncconanonnncnnness 4 7 Exhibit 4 5 Bus Loading Area Berth Examples oonoonnonnnoninocinnncononononannnancnnconocnocnnoos 4 8 Exhibit 4 6 Estimated Maximum Vehicle Capacity of Station Linear Bus Berths Under Low Dwell Time Conditions oooooonocnnonnnonconoconoconocononnonnnonn nono non non conan cone cono cn arca conos 4 9 Exhibit 4 7 Efficiency of Multiple Linear Off Line Bus Berths at Bus Terminals 4 9 Exhibit 4 8 Examples of Park and Ride Facilities at Transit Stations oooonciicnnnnnincn 4 10 Exhibit 4 9 Examples of Kiss and Ride Facilities at Transit Stations 4 11 Exhibit 4 10 Pedestrian Flow Diagram Through a Transit Terminal 4 13 Exhibit 4 11 System Description of Transit Platform for Arriving Passengers 4 13 Exhibit 4 12 Pedestrian Speed on WalkwayS ooooooococononocononcnnnnanonancnancnnnconoconocn conocernos 4 14 Exhibit 4 13 Pedestrian Unit Width Flow on Walkways oooonnocnocnnonnconoconcconccanocanonn 4 15 Exhibit 4 14 Pedestrian Level of Service on Walkways oooocnnnnonncocnconcconocancnnninnnnnos 4 16 Exhibit 4 15 Illustration of Walkway Levels of Service ooooocccnocnoccconoconcconocanccanonanonn 4 17 Exhibit 4 16 Ticket Machine Examples ooooooconocnnoncnonconnnononanononcnnoconoco nono nono no nononnninncnnos 4 19 Exhibit 4 17 Fare Gate ExampleS ooocononcnocnconcconccononnnonnnonnnnnnnnnnnnnncnno corona nono nooo coca nonnninns 4 20 Exh
66. s the procedures to determine the required number of doorways and fare gates are based on maintaining a desirable pedestrian level of service Following is a list of steps recommended for determining the required number of doorways and fare gates Part 4 TERMINAL CAPACITY Page 4 20 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual 1 Based on the desired level of service choose the maximum pedestrian flow rate from Exhibit4 15 2 Estimate the peak 15 minute pedestrian demand 3 Compute the design pedestrian flow pedestrians per minute by dividing the 15 minute demand by 15 4 Compute the required width of the doorway or fare gate in meters or feet by dividing the design pedestrian flow by the maximum pedestrian flow rate 5 Compute the number of doorways or fare gates required by dividing the required entrance width by the width of one doorway or fare gate always round up 6 Determine whether the design pedestrian flow exceeds the entrance capacity by following the procedures below Determining Entrance Capacity As discussed above the capacity of a doorway or fare gate is based on the minimum headway required by a pedestrian to pass through the entrance The following steps may be used to compute the capacity for a given number of entrances 1 Determine the minimum headway required seconds by pedestrians for a particular type of doorway or fare gate either through field observations or
67. scalators of this type where alternative stationary stairs are conveniently available Waiting Area and Platform Level of Service At a jam area occupancy of about 0 5 m per pedestrian 100 pedestrians in a queue require 46 5 m of waiting area For the 4 6 meter wide platform of this example this queue would occupy about 9 1 to 12 2 lineal meters on the platform If the platform is the one sided loading type the escalator should be offset to minimize this queue interference The time clearance diagram indicates that with one train unloading there will be a maximum of about 315 pedestrians walking along the platform and waiting for the escalator This pedestrian volume results in an average pedestrian area of 275 m length x 4 6 m width 315 pedestrians 4m pedestrian This pedestrian area equates to a LOS A see Exhibit 4 1 Levels of pedestrian queuing capacity on the platform based on various levels of service are as follows LOS E Danger Level Capacity aa 4215 ped 0 3m ped LOS D Jam Capacity Capacity a 2530 ped 0 5m ped LOS B Desirable Maximum Capacity Sin 1405 ped 0 9 m ped The Results Based on the approximate headways and passenger loads used in this problem it appears likely that a full hour delay would be required before dangerous crowding conditions would occur on this platform However the preferred maximum could be reached within approximately a 15 minute delay which
68. t if exceeded could result in passengers being pushed Part 4 TERMINAL CAPACITY Page 4 28 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual onto tracks or roadways Exhibit 4 26 illustrates typical side and center and high and low platform configurations at stations Exhibit 4 26 Typical Transit Station Platform Configurations x 1 E a Center High Platform Miami Side Low Platform Portland OR Level of Service Standards Queuing level of service standards for transit platforms and the same for bus stop waiting areas and are illustrated in Exhibit 4 1 These criteria are based on average pedestrian space personal comfort and degrees of internal mobility Passenger space in the level of service E category are experienced only on the most crowded elevators or transit vehicles Level of service D represents crowding with some internal circulation possible however this level of service is not recommended for long term waiting periods Evaluation Procedures The shape and configuration of a platform is dictated by many system wide factors Platform length is typically based on transit vehicle length and the number of transit vehicles using the platform at any one time Platform width is dependent upon structural considerations pedestrian queuing space circulation requirements and entry exit locations Transit platforms can be divided into the following four areas e walking areas
69. us Berth Inbound Inbound Max Outbound Total Route Type min Hour Buses Berths Berths for P M Berths LOCAL SERVICE 42 68 Start 8 75 19 3 0 3 76 Through 5 12 6 1 1 2 77 Through 5 12 10 1 fe ME 2 Subtotal s 2 7 EXPRESSWAY SERVICE __ All Through 5 12 32 3 3 MEE __ TOTAL abr 8 5 13 The total berth requirements represent the sum of the inbound and outbound berths As a result 10 loading positions are needed for year 2000 conditions and 13 loading positions are needed for year 2015 conditions Ideally 15 loading positions should be provided to account for growth and traffic fluctuations within the peak hour Note that 38 inbound buses with a berth capacity of 10 buses berth hour would require only 4 inbound loading positions in 2000 if routes were not separated geographically However this is not advisable when one considers clarity to the riding public so that 6 berths are anticipated based on the grouping shown above Part 4 TERMINAL CAPACITY Page 4 39 Chapter 5 Example Problems Transit Capacity and Quality of Service Manual Terminal concourse design doors corridor width and stairs Part 4 TERMINAL CAPACITY Example Problem 2 The Situation A two level commuter transportation terminal will be constructed to serve a downtown area The Question Based on the estimated demand how many entrance doors will be needed how wide should the main access
70. wding on Links In order to calculate the walk times and crowding measures on a link the flow on that link should be adjusted to reflect peak within the peak hour conditions typically 5 15 minutes Effective widths of links and nodes are the actual minimum widths or doorway widths When a wall is located on one side of a corridor 0 5 meters 1 5 ft is typically subtracted A buffer of 0 6 meters 2 ft is typically subtracted for obstructions placed in corridors such as trash cans and lockers A buffer of 0 3 meters 1 ft is typically subtracted for walls in stairwells because transit users on the outside often use handrails Finally 0 9 meters 3 ft is typically subtracted to compensate for two way movements on stairs The adjusted flow is then divided by the effective width to determine the number of pedestrians per meter or foot width per minute For a given level of service the average space mean speed can be identified from Exhibit 4 14 for walkways Exhibit 4 22 for stairways and Exhibit 4 26 for escalators Step 7 Determine Queuing Times and Crowding at Nodes Passenger queues at nodes can be estimated using the following equations which are considered to be appropriate for calculating the expected time in the queuing system W and the expected number in the queue L S Ap S p Py ee k IN kS Ag Sr Equation 4 6 where W expected time in the queuing system minutes Ar arrival rate persons minut
71. xpressed in terms of square meters or feet per pedestrian this is the inverse of density but is a more practical unit for the analysis of pedestrian facilities Pedestrian Level of Service Level of service standards provide a useful means of determining the environmental quality of a pedestrian space Pedestrian service standards related to walking are based on the freedom to select desired walking speeds and the ability to bypass slower moving pedestrians Other measures related to pedestrian flow include the ability to cross a pedestrian traffic stream to walk in the reverse direction of a major pedestrian flow and to maneuver without conflicts and changes in walking speed Level of service standards for queuing areas are based on available standing space and the ability to maneuver from one location to another Since pedestrian level of service standards are based on the amount of pedestrian space available these standards can be used to determine desirable design features such as platform size number of stairs corridor width etc Principles of Pedestrian Flow The relationship between density speed and flow for pedestrians is described in the following formula v SxD Equation 4 2 where v flow pedestrians per minute per m or ft S speed m min or ft min and D density peds m or peds ft The flow variable used in this expression is the unit width flow defined earlier An alternative and more useful exp
72. y escalator or elevator 2 movements allowed whether it is one way or two way shared or not shared 3 length in meters or feet and 4 minimum width meters or feet or inches Nodes are queuing points and or decision points They are typically fare collection devices doors platform entrances or exits and junctions of paths Step 2 Determine Pedestrian Volumes for the Identified Analysis Period For each pedestrian origin destination pair within a station a pedestrian volume would be assigned for the identified analysis period typically the peak hour or the peak 5 15 minutes within the peak hour Origin destination pairs would distinguish between inbound and outbound passengers Step 3 Determine Path Choice The particular path or alternate paths which a passenger must or can traverse between a particular origin destination pair for both inbound and outbound passengers is identified Step 4 Load Inbound Passengers Onto the Network Inbound passenger volumes for the analysis period are assigned to applicable links and nodes Step 5 Load Outbound Passengers Onto the Network Outbound passenger volumes for the analysis period are assigned to applicable links and nodes Transit station egress capacity is a key capacity consideration Part 4 TERMINAL CAPACITY Page 4 31 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual Part 4 TERMINAL CAPACITY Step 6 Determine Walk Times and Cro
73. y to effectively process transit passengers within certain level of service parameters Page 4 30 Chapter 3 Rail and Bus Stations Transit Capacity and Quality of Service Manual A key capacity analysis for larger transit stations is the egress capacity needed to accommodate passenger demands during the peak 15 minute period to ensure that the station platform is clear before the next train arrives In this case the general solution is as follows Passengers train lt Train headway minutes Capacity passengers minute Equation 4 4 or Passengers train Capacity passengers minute gt paci R Train headway minutes Equation 4 5 Because people may not use all available exits some safety factor is needed This could be as much as 20 30 Manual Method Input to Simulation Models In the absence of a transit station simulation model a basic assessment of the interactions of different station components on capacity can be assessed by the establishment and evaluation of a link node network This network data also serves as a typical input into computer station simulation models The methodology includes the following steps Step 1 Define the System as a Link Node Network Paths passengers take through a terminal origin destination pairs are transformed into a network of links and nodes Each link being a passageway can be described by four elements 1 type whether it is a level walkway ramp stairwa

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