Muts Week 4 Final Watermark Merged PDF

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INTRODUCTION TO MULTIMODAL URBAN TRANSPORTATION SYSTEMS
Arkopal K Goswami, PhD
Ranbir and Chitra Gupta School of Infrastructure Design and Management
Indian Institute of Technology Kharagpur
Module 02: Public Transportation

Lecture 16: Advanced operation concepts of public transportation
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 Operation aspects – Capacity, Speed and Reliability
 Operating keys – Travel time, Traffic environment, and Station &
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stop characteristics
 Illustrative impacts of operating keys on operational aspects
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Capacity of Transit services (Tc)
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The person capacity (Tcp) of a given transit route or facility is defined as –
“The maximum number of people that can be carried past a given location during a given time period under
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specified operating conditions; without unreasonable delay, hazard, or restriction; and with reasonable certainty.”
 A given location: Capacity reflects the number of people that can be transported past a given
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location, typically the maximum load point/segment
 Under specified operating conditions: Capacity depends on the number of vehicles operated (e.g., the
number currently scheduled or the maximum that could be scheduled) and the size of those vehicles
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 Without unreasonable delay, hazard, or restriction: Capacity should reflect conditions passengers will
normally tolerate
 With reasonable certainty: Capacity should reflect the number of people that can be carried on a
sustained basis day after day, considering variations in passenger demand, traffic congestion, and
other factors not under the control of the transit operator
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Factors influencing person capacity (Tcp)
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influence speed, reliability,
or both
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Design capacity (Tc,des)
The capacity that can be sustained day after day, accounting for small irregularities in service and
variations in passenger demand and arrival patterns
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Maximum capacity (Tc,max)
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The capacity that could be achieved if service was 100% reliable, passenger demand never varied,
passengers filled every available space on every trip, etc.
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**Unless stated specifically otherwise, the TCQSM estimates design capacities
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The vehicle capacity (Tcv) of a given transit route or facility is defined as –
“The maximum number of transit vehicles (buses, trains, vessels, etc.) that can pass a given location during a given
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time period at a specified level of reliability.”
 Has different names, depending on the mode and situation
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 Bus capacity, line capacity [rail], vessel capacity [ferry], facility capacity
 Desired level of reliability plays a significant role
 Vehicle capacity is maximized when a route or line is operated at the minimum headway, so that the
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next transit vehicle is ready to arrive at a stop or station when the vehicle ahead of it pulls out and is a
safe distance down the line
 An unstable form of operation: the moment one vehicle’s dwell time exceeds the
amount used in developing the minimum headway, all subsequent vehicles will
experience delay
 The number of vehicles that can be reliably served is less than the theoretical maximum
number of vehicles that could be served
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Speed of Transit services (Ts)
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The speed (Ts) of a given transit route or facility is defined as –
“The speed of a transit service is the distance covered in a given amount of time which can also be expressed as
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inverse of travel time rate (time required to travel a given distance).”
Three main components of transit speed –
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 Running time (time spent at constant speed following acceleration)
 Passenger service time (boarding and alighting time)
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 Delay (external factors that impede transit vehicles)
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Speed of Transit services (Ts)
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Factors influencing speed of transit service (Ts)
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Reliability of Transit services (Tr)
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The reliability (Tr) of a given transit route or facility is defined as –
“The reliability of a transit service can be defined differently from passenger and operators’ perspectives -
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passengers standpoint - reliability is of arriving at one's destination on time and not having to wait too long
at a stop or station for one's transit vehicle to arrive.
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operators standpoint - reliability impacts the schedule recovery component of cycle time, and thus can be a
contributor to increased operating costs when recovery time needs that one or more extra vehicles be used
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to operate a route at a given frequency.”
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Reliability of Transit services (Tr)
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Factors influencing reliability
of transit service (Tr)
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Passenger demand variation of Transit services
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Time of day demand variation
Transit passenger demand has distinct peaking
patterns, typically coinciding with peak commuting
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periods, in many cases school and office schedules
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Peak-Hour Demand Variation
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Designing only for average peak hour loads may result
in overcrowding during the peak-of-the-peak
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Passenger demand characteristics of Transit services
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Demographics related variation
The following are selected demographic factors that relate to transit use –
 Gender
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 Age
 Employment
 Number of cars in household
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Land Use related variation
Any guidance on the minimum land use density that can support a particular frequency or mode of transit
service must come with the caveat that the answer depends on how much one is willing to subsidize service.
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Transit service Minimum residential density CBD Commercial/ Office density
Local bus, 1 bus/hour 4.5 dwelling units/ acre 5-8 million square feet
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Operating keys of Transit services
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Travel time (Dwell time)(Td)
The following are the components of dwell time –
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 Passenger boarding and alighting volumes
 Fare payment method
 Vehicle type and size
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 In vehicle circulation
The variation in dwell time arises due to following reasons–
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 Variations in passenger demand for a particular route over the course of 15 min, 30 min, or an hour
 Variations in passenger demand between different routes sharing the same stop
 Irregularities in maintaining the planned schedule or headway
 Crowded conditions which causes passengers to board and alight more slowly than normal
 Wheelchair and lift deployment
 Driver interactions with passengers
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Traffic environment – Guideway types
The following are the types of various guideways –
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 Mixed traffic - shared lane operation with general traffic
 Semi-exclusive - a lane partially reserved for transit use, but also available for other use at certain
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times or in certain locations
 Exclusive - a lane, portion of a roadway (e.g., the median), or right-of-way reserved for transit use
at all times, but still subject to some external traffic interference (e.g., intersections, grade
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crossings)
 Grade-separated - a facility dedicated to the exclusive use of transit vehicles, without at-grade
crossings
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Traffic environment – Interaction effect
The other transportation modes as well as various transit vehicles sharing or crossing a transit guideway
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affect transit operations and vice versa.
Interaction Motorized vehicles Bicyclists Pedestrians
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Other • Traffic congestion delays • May delay buses sharing • Traffic signal timing
modes on transit vehicles operating a lane with bicycles constrained by need to
transit in mixed traffic • Bicyclists delay buses serve pedestrians crossing
• Traffic may delay buses reentering streets
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reentering roadway from • May directly {crossing
roadway from bus stops street) or indirectly
bus stops • Bicycle environment {crossing parallel to street,
• Day-to-day variation in quality influences ability of with turning traffic
traffic volumes and delays transit passengers to bike yielding) delay buses
affects transit travel time to transit service • Pedestrian environment
and reliability quality influences transit
passenger ability to walk
to transit service
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Traffic environment – Station and stop characteristics
The following are the types of various guideways –
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 Vehicle-Platform interface - Height differential between the vehicle floor and the platform, Platform position
relative to the guideway, and Number of transit vehicles that can stop simultaneously
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 Vehicle characteristics - the number of doors available for passenger use and their width influences how many
passengers can simultaneously board or alight a transit vehicle, which in turn affects dwell time
 Fare collection – passenger service time associated with fare transaction, fare collection
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policy, and fare payment checking method influences the dwell time in a stop
 Stop spacing - the more frequently that transit vehicles stop, the more time that is lost in
decelerating and accelerating and when stops are too close together, a transit vehicle becomes
incapable of reaching its maximum allowed speed before it has to decelerate again for the
next stop
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 Transit Capacity and Quality of Service Manual, Third Edition (2013), Transportation
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Research Board, National Academy of Sciences, Washington DC, USA
Available at http://www.trb.org/Main/Blurbs/169437.aspx
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 Operating aspects of a transit service i.e. capacity, speed and reliability have
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been explained
 The factors which influence such operating aspects have been studied
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 Operating keys of a transit service i.e. travel time, traffic environment and stop
characteristics have been explained
 The impacts of such operating keys on capacity, speed and reliability have been
illustrated
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Lecture 17: Bus & Rail Transit Capacity - I
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 Bus transit capacity concepts
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 Bus transit capacity and speed estimation process
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 Rail transit capacity concepts
 Rail transit capacity estimation process
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Operation of Bus Transit services
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Capacity of bus transit service
The same factors that influence capacity also influence speed and reliability
1. Travel time and reliability affects quality of service (and thus ridership)
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2. Speed and reliability affects the time required for a bus to make a round trip on a route, including
schedule recovery time
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3. Affects the number of buses needed to serve the route at a given headway, which directly affects
operating costs
Travel time (or delay)
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associated with bus stops
Bus transit capacity
Travel time (or delay)
associated with bus facility
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Capacity of bus transit service – delays associated with bus stops
 Deceleration
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 Time spent slowing to serve the stop
 Bus stop failure
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 Waiting for other buses to clear the stop
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 Boarding lost time
 Waiting for passengers to reach the bus
 Passenger service time (dwell time)

 Opening the doors, boarding and alighting
passengers, and closing the doors
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Capacity of bus transit service – delays associated with bus stops
 Traffic signal (traffic control) delay
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 Waiting for the signal to turn green,
or other traffic control delay
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 Re-entry delay
 Waiting for a gap in traffic
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 Acceleration
 Time spent getting back up to speed
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Capacity of bus transit service – delays associated with bus facility
 Stop spacing
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 How frequently a bus stops to serve passengers
 Exposure to other traffic
 Delays caused by other traffic using the facility
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 Facility design
 Ability of buses to move around each other and other traffic
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 Bus operations
 Scheduled bus volumes relative to capacity (bus–bus interference)
 Organization of buses and routes (platooning, skip stops)
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Locations Where Capacity Can Be Calculated
 Loading areas (bus berths)
 Curbside space where a single bus can load and unload passengers
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 Bus stops
 Consist of one or more loading areas
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 Bus facilities
 Consist of one or more (usually many more) consecutive bus stops
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Calculation sequence for estimating bus transit capacity
 Person capacity (p/h) =
Loading Area Capacity
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Bus facility capacity (bus/h) x Bus passenger capacity
(p/bus) ×Peak hour factor
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Bus Stop Capacity
 Passenger capacity can be a weighted average when
more than one bus type uses a facility
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Bus Facility Capacity
 Peak hour factor reduces person capacity to a design
level as an allowance for serving peak-within-the-
peak passenger demand
Person Capacity
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(3,600 s/h) ×(% of time traffic control allows bus to enter/leave stop)
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Seconds in an hour available for bus movement
Loading area Capacity =
Seconds that a design bus occupies the stop
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(Portion of dwell on green) +
(Time waiting for a gap in traffic to leave loading area) +
(Clearance time while a bus travels its own length when leaving) +
(Allowance for particularly long dwells)
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(each additional physical loading area may add less than
Bus stop Capacity = one loading area’s worth of capacity)
(Loading area capacity) ×
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(Number of effective loading areas at the stop) ×
(Adjustment for traffic blockage)
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(function of bus stop location [near-side, far-side, mid-block],
right-turning auto volumes, conflicting pedestrian volumes,
and ability of buses to move around other vehicles)
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 Impact of other traffic on bus stop capacity depends on how exclusive the
facility is
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 Three facility types defined:
 Type 1: One lane in travel direction
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(bus cannot go around other vehicles)
 Type 2: Two or more lanes in travel direction
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(bus may be able to go around other vehicles)
 Type 3: Buses have full use of the adjacent lane

(includes busways where passing lanes are
provided at stations)
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Calculation sequence for estimating bus transit speed
 The only time that maximum capacity is used in
Unimpeded bus running time rate
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a TCQSM method
 The “bus-bus” interference factor used later in
Additional running time losses for the process incorporates bus stop failure
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traffic signal and delays
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Adjust for bus-bus interference
and skip stop operation
Convert adjusted running time

rate to a speed
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Unimpeded running time rate
 Accounts for travel time at the facility’s posted speed, plus dwell time and deceleration/acceleration delay
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 When stops are closely spaced, need to make sure the bus can accelerate to the posted speed before
slowing again—if it can’t, set the running speed to be lower than the posted speed
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Average Stops per mile
Dwell Time (s) 2 4 5 6 7 8 10 12
10 3.06 3.73 4.06 4.39 4.73 5.06 5.73 6.39
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20 3.39 4.39 4.89 5.39 5.89 6.39 7.39 8.39
30 3.73 5.06 5.73 6.39 7.06 7.73 9.06 10.39
40 4.06 5.73 6.56 7.39 8.23 9.06 10.73 12.39
50 4.39 6.39 7.39 8.39 9.39 10.39 12.39 14.39
60 4.73 7.06 8.23 9.39 10.56 11.73 14.06 16.39
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Additional running time losses
 Accounts for traffic signal and other delays
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 When a range of values is given, consider the quality of traffic progression along the street and the level of
bus lane/double parking enforcement
 One could also create a calibrated version of following table for one’s city by comparing actual bus speeds
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to calculate unimpeded bus speeds—the difference is the running time loss, when scheduled bus volumes
are less than half the facility’s maximum capacity
Bus Lane, Bus Lane Bus Lanes Mixed
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No Right With Right Blocked by Traffic
Condition Bus Lane Turns Turn Delays Traffic Flow
CENTRAL BUSINESS DISTRICT
Typical 1.2 2.0 2.5–3.0 3.0
Signals set for buses 0.6 1.4
Signals more frequent
1.5–2.0 2.5–3.0 3.0–3.5 3.5–4.0
than bus stops
ARTERIAL ROADWAYS OUTSIDE THE CBD
Typical 0.7 1.0
Range 0.5–1.0 0.7–1.5
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Bus-Bus Interference
 When the number of buses
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scheduled exceeds half of a facility’s
maximum capacity, buses will begin
to interfere with each other - bus
stop failure, passing/leapfrogging
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activity
 Running time rate is reduced as a
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result
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Calculation example of estimating bus transit capacity
Step 1: Gather input data
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Step 2: Set a design bus stop failure rate
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Step 3: Determine dwell time
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Step 4: Determine loading area capacity
Step 5: determine bus stop capacity

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Operation of Rail Transit services
Line capacity
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Capacity of rail transit service Rail transit
Line capacity definition capacity
The maximum number of trains that can pass a given location Person capacity
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during a given time period at a specified level of reliability
Person capacity definition
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The maximum number of people that can be carried past a given location during a given time
period under specified operating conditions; without unreasonable delay, hazard, or restriction;
and with reasonable certainty
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The term ‘capacity’ means a design (practical, achievable) capacity as
 Maximum capacity is only achievable when service is 100% reliable, passenger
demand never varies, passengers fill every available space on every trip, etc.
 Scheduling for maximum, instead of design, capacity results in unstable,
unreliable service
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Line capacity factors for Rail transit
Rail transit line
capacity factors
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Signal Operating Minimum Power
Dwell time Junctions Turn backs
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system margin headway supply
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Dwell time –
 It is calculated by estimating the stoppage time of a
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train to serve passengers at a station
 Examples of contributing factors –
 Passenger volumes
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 Distribution of passengers along platform
 Number and width of train doors
Train signaling system –
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 Determines the minimum safe spacing between trains
 Better accuracy in a train’s position results in higher train
throughput
 Other possible elements –
 Positive train control (commuter rail)
 Automatic train operation
 Automatic train supervision
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Operating margin –
 It is an allowance for longer-than-average dwell times
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 If a train dwells for more than (average dwell time) +
(operating margin) and the following train is scheduled
for the minimum headway
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 the following train will be delayed
Minimum non-interference headway –
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 Minimum non-interference headway =
Critical station average dwell time +
Operating margin +
Safe train separation time (signaling system)
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Junctions –
 Flat junctions: tracks cross at grade
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 Train movements through conflict points must be
controlled and crossing train movement must be
coordinated with train movements in both directions
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of the line being joined
 Grade-separate junctions at 150- to 180-second headways if
possible (flying junctions)
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Line merges -
 Even with flying junctions, line merges can create
operational problems:
 Train on one line arrives late to fill its slot, delaying the
next train on the other line
 May not be able to sustain as much capacity as a
similar line that has no line merges
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Turn backs –
 Typically handle two trains at once in high-capacity situations
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 Time in turnback =
Passenger service time + Time for driver to switch ends of
the train and perform inspections
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(can occur during passenger service time) + Time to clear
crossover in advance of turnback + Operating margin
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Propulsion power constraints -
 Electrical (traction) power systems - Number of trains in a
section of track limited by the capability of the substation
serving that section to supply power
 Locomotive-hauled commuter rail - Number of cars per train
limited by locomotive horsepower and other constraints
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Person capacity factors for Rail transit
Rail transit person capacity factors
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Train car passenger Peak hour
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Train length Line capacity
capacity factor
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Person capacity factors for Rail transit
Rail transit person capacity factors
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Train car passenger Peak hour
Train length Line capacity
capacity factor
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Train length can be Car passenger capacity Accounts for surges in passenger
constrained by – depends on seating demand reserving capacity so high
 Supply of cars configuration and demand do not result in passenger
 Station lengths agency loading standard loading standards being exceeded
 City block lengths Typical values –
 Heavy rail: 0.80
 Light rail: 0.75
 Commuter rail: 0.60
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Calculation sequence for estimating generalized rail capacity
Minimum train control separation
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Headway calculation – Person Capacity
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Non-interference & ROW
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Determination of
Limiting headway at junction
train throughput
Determination of Determination of
controlling headway Terminal layover time
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 The factors which influence bus transit capacity have been explained
 Method for estimating bus transit capacity is studied
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 The factors which influence rail transit capacity have been explained
 Method for estimating rail transit capacity is studied
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Lecture 18: Bus and Rail Transit Capacity - II
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 Bus capacity calculation examples
 Rail capacity calculation examples
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Numerical Problem
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Kolkata, the central city in Eastern India is examining opportunities to improve transit service through its
downtown core as part of a Downtown Circulation Plan. Existing bus service to downtown is concentrated on
Street X, a one-way route just over 5 Km in length having 4 bus-stops. It has two through lanes, with on-street
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parking provided on both sides of the street.
The route is served by six transit routes operated by Kolkata City Transit (KCT), with combined peak-hour
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frequency of 26 buses per hour. Buses stop every block, with average block lengths of 1.2 Km. On-street parking
is removed at bus stops to allow buses access to the curb, and buses must exit the traffic stream to serve
passengers. Traffic signals are located at each intersection along the downtown street.
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Questions -
1. What is the average dwell time?
2. What is the loading area capacity?
3. What is the bus stop capacity?
# Inputs for calculation have been provided in the beginning of the problem
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Numerical Problem 1/ Calculation of dwell time
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Inputs to the problem
Default values
Northbound/Eastbound Stops Fare payment times (s/p):
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Inputs Stop 1 Stop 2 Stop 3 Stop 4 None 1.75
Visual inspection 2.00
Average boarding volume per bus 3 5 10 5 Single ticket/token 3.00
Average alighting volume per bus 3 2 7 8 Exact change 4.50
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Boarding door(s) Front Front Front Front Ticket validator 4.00
Magstripe card 5.00
Fare payment method Exact Exact Exact Exact
Smart card 2.75
change change change change
User-defined 4.50
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Boarding height Level Level Level Level Alighting times (s/p):
Front door 2.50
Standees present? (Yes/No) No No No No
Rear door 1.75
Number of doors 2 2 2 2 Alighting with smart card check-
Available door channels 3 3 3 3 out 3.50
Percent of boarders using farebox 45% 45% 45% 45%
Door opening and closing time 4 4 4 4
Number of loading areas 1 1 2 2
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Calculation of no. of boarding and alighting passengers through each door channel
Pb,3= 0 because no passenger is
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allowed to board though door
channel 3
Calculations Stop 1 Stop 2 Stop 3 Stop 4
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Pb,1 Boarding passengers through door channel 1 1.4 2.3 4.5 2.3 Pb,1= Average boarding volume
per bus X Percent of boarders
Pb,2 Boarding passengers through door channel 2 1.7 2.8 5.5 2.8
using farebox
Pb,3 Boarding passengers through door channel 3
Pa,1 Alighting passengers through door channel 1 0.0 0.0 0.0 0.0 Pb,2= Average boarding volume
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Pa,2 Alighting passengers through door channel 2 0.8 0.5 1.8 2.0 per bus - Pb,1
Pa,3 Alighting passengers through door channel 3 2.3 1.5 5.3 6.0
Pa,2= Average
Pa,1= 0 because no passenger is alighting
allowed to alight though door volume per bus
Pa,3= Average alighting volume
channel 1 X 0.25
per bus - Pa,2
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Calculation of boarding and alighting time through each door channel
tb,1= Time taken for fare payment (exact
change) = 4.5 sec (no alighting through
Calculations Stop 1 Stop 2 Stop 3 Stop 4 door channel 1)
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tb,1 Average boarding service time for door channel 1 (s) 4.50 4.50 4.50 4.50
tb,2 Average boarding service time for door channel 2 (s) 2.40 2.00 2.00 2.40 tb,2= (1.2) X Time taken for visual
inspection (as boarding and alighting
tb,3 Average boarding service time for door channel 3 (s)
both happens through door channel 2)
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ta,1 Average alighting service time for door channel 1 (s) 2.50 2.50 2.50 2.50
ta,2 Average alighting service time for door channel 2 (s) 3.00 2.50 2.50 3.00 ta,1= Time taken for alighting
ta,3 Average alighting service time for door channel 3 (s) 1.75 1.75 1.75 1.75 through front door (default)
tpf,1 Passenger flow time for door channel 1 (s) 6.1 10.1 20.3 10.1
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tpf,2 Passenger flow time for door channel 2 (s) 6.2 6.8 15.4 12.6 ta,2= (1.2) X Time taken
tpf,3 Passenger flow time for door channel 3 (s) 3.9 2.6 9.2 10.5 for alighting through
front door (default)
ta,3= Time taken for
Passenger flow time tpf,i= Pa,i ta,i + Pb,i tb,i
alighting through rear
door (default)
Pa,i = alighting passengers through door channel i (p ),
ta,i = average alighting passenger service time for door channel i (s/p),
Pb,i = boarding passengers through door channel i (p ), and
tb,i = average boarding passenger service time for door channel i (s/p)
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Calculation of max passenger flow time and boarding lost time through all door channels
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tpf,max Maximum passenger flow time of all door channels (s) 6.2 10.1 20.3 12.6
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tb,2= 0 sec, if # loading area =1 and
tbl Boarding lost time (s) 0.0 0.0 2.0 2.0 = 2 secs, if # loading area = 2
toc Door opening and closing time (s) 4 4 4 4
td Average dwell time (s) 10 14 26 19
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td = tpf,max + toc + tbl
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Numerical Problem 2/ Calculation of loading area capacity
Inputs to the problem
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Northbound/Eastbound Stops
Inputs Stop 1 Stop 2 Stop 3 Stop 4
g/C Green time ratio 0.45 0.45 0.45 0.45
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C Traffic signal cycle length (s) 80 80 80 80
Stop type (on-line/off-line) On-line On-line On-line On-line
Area type (metro CBD, metro non-CBD, other CBD, non-CBD) Metro CBD Metro CBD Metro CBD Metro CBD
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Bus stop distance to upstream signal (ft)
vcl Curb lane traffic volume (veh/h) 101 136 26 186
vrt Right-turning volume (veh/h) 75 110 0 160
vped Conflicting pedestrian volume (ped/h) 40 70 140 120
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Arrival type (random/typical/platooned) Random Random Random Random
Nla Number of physical loading areas 1 1 2 2
Loading area design (linear/non-linear) Linear Linear Linear Linear
Bus lane type 2 2 2 2
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Numerical Problem 2/ Calculation of loading area capacity Case1: Not influenced by signal
Case2: Influenced by signal
Calculation of clearance time
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Case3: Influenced by signal
Calculations Stop 1 Stop 2 Stop 3 Stop 4 And near/far side stop
cre,1 Case 1 re-entry movement capacity (veh/h) 939 891 1050 826 (assumption for this problem)
dre,1 Case 1 re-entry delay (s) 32.7 23.4 146.6 16.3
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dqs Case 2 queue service delay (s) 2.9 4.0 0.7 5.7
dre,3 Case 3 re-entry delay (s) 0.3 0.5 0.1 0.8 dqs= minimum (gs , green time)
tsu Start up time (s) 9.0 9.0 9.0 9.0
tc Clearance time (s) 9.3 9.5 9.1 9.8 tc = tsu + delay
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−𝒗𝒄𝒍 𝒕𝒄𝒉
𝒆
ൗ𝟑𝟔𝟎𝟎 Default values
Step 1 -Re-entry movement capacity (𝒄𝒓𝒆 ) = 𝒗𝒄𝒍 ∗ −𝒗𝒄𝒍 𝒕𝒇
ൗ Critical headway for re-
𝟏 −𝒆 𝟑𝟔𝟎𝟎
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tch entry movement (s) 7.0
𝟑𝟔𝟎𝟎 𝑵𝒍𝒂
𝟑𝟔𝟎𝟎 𝑵𝒍𝒂 𝑵𝒍𝒂 𝟐 ∗
𝒄𝒓𝒆 𝒄𝒓𝒆
Follow-up time for re-
Step 2 - Re-entry delay (𝒅𝒓𝒆 ) = + 𝟗𝟎𝟎 −𝟏+ −𝟏 + − 3.3 tf entry movement (s) 3.3
𝒄𝒓𝒆 𝒄𝒓𝒆 𝒄𝒓𝒆 𝟒𝟓𝟎
Minimum time for bus
𝑸𝒓 tsu to clear bus stop (s) 10
Step 3 - Queue service delay (𝒅𝒒𝒔 ) = 𝒔𝒇 −𝒗𝒄𝒍
( )
𝟑𝟔𝟎𝟎
𝑠𝑓 For metro CBD 1625
queue size at the end of the
effective red time (veh)
= (𝒗𝒄𝒍 /𝟑𝟔𝟎𝟎) ∗ 𝑪 ∗ (𝟏 − 𝒈/𝑪)
L
Numerical Problem 2/ Calculation of loading area capacity
Calculation of bus stop capacity
E
g/C Green time ratio 0.45 0.45 0.45 0.45
cv Coefficient of variation of dwell times 0.60 0.60 0.60 0.60
T
Z Standard normal variable corresponding to failure rate 1.04 1.04 1.04 0.67
f Failure rate 15.0% 15.0% 15.0% 25.0%
td Average dwell time (s) (see numerical problem 1 to calculate, or use default) 20 28 52 38
tom Operating margin (s) 12.4 17.4 32.3 15.4
P
Bl Loading area design capacity (bus/h) 52 40 25 38
Nel Number of effective loading areas 1.00 1.00 1.75 1.75
Operating margin (tom) = 𝒄𝒗 ∗ 𝒁 ∗ 𝒕𝒅
N
𝟑𝟔𝟎𝟎 (𝒈/𝑪) 𝟑𝟔𝟎𝟎 (𝒈/𝑪)
Loading area design capacity (Bl ) = =
tc+td(g/C)+tom tc+td(g/C)+Z𝒄𝒗 td
Number of effective loading area

L
Numerical Problem 3/ Calculation of bus stop capacity
Calculation of bus stop capacity
E
vcl Curb lane traffic volume (veh/h) 101 136 26 186
vrt Right-turning volume (veh/h) 75 110 0 160
T
vped Conflicting pedestrian volume (ped/h) 40 70 140 120
Arrival type (random/typical/platooned) Random Random Random Random
Stop location (near-side at signal, far-side at signal, influenced by signal, not Far-side Far-side Far-side Far-side
influenced by signal)
P
tom Operating margin (s) 12.4 17.4 32.3 15.4
Bl Loading area design capacity (bus/h) 52 40 25 38
Nel Number of effective loading areas 1.00 1.00 1.75 1.75
fl Bus stop location factor 0.5 0.5 0.5 0.5
ccl Curb lane capacity (veh/h) 663 649 731 630
N
ftb Traffic blockage adjustment factor 0.92 0.90 0.98 0.85
Bs Bus stop capacity (bus/h) 47 36 42 56
Bus stop location factor (fl) Bus stop capacity
𝟑𝟔𝟎𝟎 (𝒈/𝑪)
(Bs) = 𝑵𝒆𝒍 ∗ 𝑩𝒍 ∗ 𝒇𝒕𝒃 = 𝑵𝒆𝒍 ∗ 𝒇𝒕𝒃 ∗
𝒕𝒄 + 𝒕𝒅 (𝒈/𝑪)+ 𝒁𝒄𝒗 𝒕𝒅
𝒗
Traffic blockage adjustment factor (ftb) = 𝟏 − 𝒇𝒍 ( 𝒄𝒍 )
𝒄𝒄𝒍
L
Numerical Problem
E
A transit agency is planning to build a heavy rail transit line and wants to determine the minimum train separation
possible with a cab signaling system and with a variable safety distance moving-block signaling system.
T
Questions -
1. What is the minimum train separation (ignoring station dwell time and operating margin effects) with each type
of signaling system?
P
2. What is the controlling headway with typical dwells and operating margins?
3. What is the resultant line and person capacity for present system?
N
L
Numerical problem 1/ Calculation of train separation
Inputs to calculation
E
Variables
Type of control system Three-aspect Cab signals Moving block Moving block
Type of moving-block signaling system safety separation Fixed Variable
T
Inputs 1 2 3 4
GENERAL PARAMETERS
Lt Longest train length (ft) 255 650 650 650
deb Distance from front of stopped train to start of exit block (ft) 35 35 35 35
P
vmax Maximum line speed (mi/h) 60 60 60 60
va Station approach speed (mi/h) 60 60 60 60
fbr Braking safety factor (percent service braking rate) 75% 75% 75% 75%
Over speed governor operating time (automatic system) or
tos 3.0 3.0 3.0 3.0
N
driver sighting and reaction time (manual system) (s)
tjl Time lost to braking jerk limitation (s) 0.5 0.5 0.5 0.5
tbr Brake system reaction time (s) 1.5 1.5 1.5 1.5
a 2
Initial service acceleration rate (ft/s ) 4.3 4.3 4.3 4.3
d 2
Service deceleration rate (ft/s ) 4.3 4.3 4.3 4.3
ag Acceleration due to gravity (ft/s2) 32 32 32 32
Gi Percent grade into station (%) 0% 0% 0% 0%
Go Percent grade out of station (%) 0% 0% 0% 0%
lv Percent of specification line voltage (%) 90% 90% 90% 90%
L
Numerical problem 1/ Calculation of train separation
Inputs to calculation & Calculation of control separation
E
Variables
Type of control system Three-aspect Cab signals Moving block Moving block
Type of moving-block signaling system safety separation Fixed Variable
T
PARAMETERS SPECIFIC TO THE CONTROL SYSTEM
b Three-aspect separation safety factor 2.4
b Cab separation safety factor 1.2 1.2
b Moving block separation safety factor 1.0 1.0 1.0
P
Pe Positioning error (moving block only) (ft) 20.5 20.5 20.5
Smb Safety distance (moving block only) (ft) 165 165 165
Calculations
Minimum train control separation - fixed-block or cab
N
tcs signals (s) 57.8 56.2 54.1 54.1
tcs Minimum train control separation - moving block FSD (s) 20.4 23.0 24.9 24.9
tcs Minimum train control separation - moving block VSD (s) 32.1 26.0 36.5 36.5
Output
tcs Minimum train control separation (s) 57.8 56.2 24.9 36.5
Step 1 - Minimum train control separation (s)
𝐿𝑡 + 𝑃𝑒 1 𝑣𝑎 𝑎 + 𝑎𝑔 𝐺0 𝑙𝑣2 𝑡𝑜𝑠
2
𝑣𝑎
𝑡𝑐𝑠 = + +𝑏 + 1− + 𝑡𝑜𝑠 + 𝑡𝑗𝑙 + 𝑡𝑏𝑟
𝑣𝑎 𝑓𝑏𝑟 2 𝑑 + 𝑎𝑔 𝐺𝑖 2𝑣𝑎 𝑣𝑚𝑎𝑥
L
Numerical problem 2/ Calculation of controlling headway
Inputs to calculation & Calculation of non-interference headway
E
Import Data
Import data from Numerical problem 1 (optional) Yes Yes
T
Inputs 1 2 3
tcs Train control separation (s)
td,crit Average dwell time at the controlling station (s) 40 40
tom Operating margin (s) 25 25
P
Imported Inputs
tcs Train control separation (s) 58 57 25
N
Output
hni Non-interference headway (s) 123 90
Step 1 - Non-interference headway (s)

ℎ𝑛𝑖 = 𝑡𝑐𝑠 + 𝑡𝑑,𝑐𝑟𝑖𝑡 + 𝑡𝑜𝑚
L
Inputs to calculation & Calculation of minimum headway wrt. ROW type
E
Default Values
Private Grade-
Type of right-of-way Single-track On-street ROW separated
T
Inputs 1 2 3 4
Lst Length of single-track section (ft) 4000
Nst Number of stations on single-track section 1
vmax Maximum speed reached in single-track section (mi/h) 30
P
td Average station dwell time in single-track section (s) 20
Sm Speed margin 1.10
ts Switch throw and lock time (s) 6
tom Operating margin for single-track section (s) 20
N
g Effective traffic signal green time (s) 80 45
Traffic signal cycle length at the stop with the longest dwell
C 100 100
time (s)
Cmax Longest cycle length in the line's on-street section (s) 100 100
td Average dwell time at the critical stop (s) 5 40
tc Clearance time (s) 20 20
F Failure rate 5%
cv Coefficient of variation of dwell times (%) 40% 40%
Minimum time from when the crossing cycle is manually
tgca 20 10
activated to when a train can depart (s)
L
Inputs to calculation & Calculation of minimum headway wrt. ROW type
E
Calculations
tst Time to cover single-track section (s) 188
T
Z Standard normal variable #N/A 1.645 #N/A #N/A
Output
hst Minimum single-track headway (s) 376
P
hos Minimum on-street section train headway (s) 200
Non-interference headway associated with stations with
hgc 100
grade crossings on departure (s)
hrow Minimum headway associated with ROW type (s) 376 200 100 37
N
𝑁𝑠𝑡 +1 3𝑣𝑚𝑎𝑥,𝑠𝑡 𝐿𝑠𝑡 +𝐿𝑡
Step 2 - Time to cover single-track section (s) 𝑡𝑠𝑡 = 𝑆𝑚 [( 2
)(
𝑑
+ 𝑡𝑗𝑙 + 𝑡𝑏𝑟 ) + ] + 𝑁𝑠𝑡 𝑡𝑑 + 𝑡𝑠𝑤 + 𝑡𝑜𝑚
𝑣𝑚𝑎𝑥,𝑠𝑡
Step 3 - Minimum single-track headway (s) ℎ𝑠𝑡 = 2𝑡𝑠𝑡

𝑔
𝑡𝑐 + 𝑡𝑑 +𝑍𝑐𝑣 𝑡𝑑
𝐶
Step 4 - Minimum on-street section train headway (s) ℎ𝑜𝑠 = max{ 𝑔/𝑐
, 2𝐶𝑚𝑎𝑥 }
Step 5 - Non-interference headway associated with stations with grade crossings on departure (s)
ℎ𝑔𝑐 = 𝑡𝑐𝑠 + 𝑡𝑑,𝑚𝑎𝑥𝑔𝑐 + 𝑡𝑔𝑐𝑎 + 𝑡𝑜𝑚
Step 6 - Minimum headway associated with ROW type (s) ℎ𝑟𝑜𝑤 = max( ℎ𝑠𝑡 , ℎ𝑜𝑠 , ℎ𝑔𝑐 )
L
Inputs to calculation & Calculation of limiting headway at junction
E
Inputs 1
Type of turnout #6
T
dts Track separation (ft) 33
Calculations
P
fsa Switch angle factor 5.77
Output
hj Limiting headway at junction (s) 116
N
(𝐿𝑡 +2 𝑓𝑠𝑎 𝑑𝑡𝑠 ) 𝑣𝑚𝑎𝑥
Step 7 - Limiting headway at junction (s) ℎ𝑗 = 𝑡𝑐𝑠 + 2 ∗
𝑎
+
𝑎+𝑑
+ 𝑡𝑠 + 𝑡𝑜𝑚
L
Inputs to calculation & Calculation of controlling headway
E
Inputs 1
Minimum headway supported by the power supply system (s) 120
hni Non-interference headway (s) 40
T
hrow Headway imposed by the right-of-way type (s) 25
hj Highest limiting headway at a junction (s) 25
Imported Inputs
P
hni Non-interference headway (s) 123
hrow Headway imposed by the right-of-way type (s) 376
hj Highest limiting headway at a junction (s) 116
N
Output
h Controlling headway (s) 376
Step 8 – Controlling headway (s) 𝒉𝒓𝒐𝒘 = max( ℎ𝑛𝑖 , ℎ𝑟𝑜𝑤 , ℎ𝑗 )

L
Numerical problem 3/ Calculation of line & person capacity
Inputs to calculation & Calculation of line capacity and person capacity
E
Inputs 1
Type of turnout #6
T
h Scheduled train headway (s) 120
Lp Platform length (ft) 660
dx Distance from cross-over to platform (ft) 65
P
dts Track separation (ft) 33
a Initial service acceleration rate (ft/s2) 4.3
d Service deceleration rate (ft/s2) 4.3
Calculations
N
fsa Switch angle factor 5.77
Output
ttl Terminal layover time (s) 178
2 𝐿𝑝 + 𝑑𝑥 + 𝑓𝑠𝑎 𝑑𝑡𝑠 𝐿𝑝 + 𝑑𝑥 + 𝑓𝑠𝑎 𝑑𝑡𝑠

Step 1 - Terminal layover time (s) 𝑡𝑡𝑙 ≤ 2(ℎ − 𝑡𝑠 − 𝑎+𝑑
−
2𝑎
)
L
Numerical problem 3/ Calculation of line & person capacity
Inputs to calculation & Calculation of line capacity & person capacity
E
Inputs 1
h Controlling headway (s) 376
T
Output
T Line capacity (trains/h) 9
3600
Step 1 - Line capacity (trains/h) 𝑇 = ℎ
P
Variables
Use Step 7 train throughput? Yes No
Inputs 1 2
N
Pc Maximum design load per car (persons/car) 120 120
PHF Peak hour factor 0.80 0.80
T Line capacity (trains/h) 15 12
Nc Number of cars per train (cars/train) 10 10
Output
P Person capacity (persons/h) 8,640 11,520
Step 2 - Person capacity (trains/h) 𝑃 = 𝑃𝑐 𝐶ℎ 𝑃𝐻𝐹 = 𝑇𝑁𝑐 𝑃𝑐 (𝑃𝐻𝐹)
E L
T
P
N
E L
P T
 The factors which influence rail transit capacity have been explained
 Method for estimating rail transit capacity is studied
N
 Method for estimating rail transit speed is studied
 Numerical example for rail transit capacity estimation has been solved
E L
P T
N
E L
P T
N

Lecture 19: Station Capacity
E L
P T
 Station types and configurations
 Passenger circulation
N
 Station elements and their capacities
L
Station Capacity
E
Station types and configurations
Types of Bus stops -On street (Few or no
stations passenger amenities)
P T
Transit centers - Off street (Few
or many passenger amenities)
N
Transit stations - Off street (Few Busway stations
or many passenger amenities) Light rail stations
Heavy rail stations
Commuter rail stations
Ferry docks & terminals
Intermodal terminals
L
Station Capacity
E
Passenger circulation and level of service
T
Design questions
 How many bus bays (loading areas) are needed?
P
 Is there enough room for passengers to wait and circulate?
 Is there enough space & passenger demand for particular amenities?
 Are passenger processing elements (e.g., stairs, escalators, and fare gates) adequately
N
sized and provided in sufficient number?
 Which station element(s) constrain capacity?
 What are the requirements for emergency evacuation?
L
Station Capacity
E
Passenger circulation and level of service
Solutions will be based on – principles of pedestrian flow
T
Pedestrian speed is related to pedestrian density
Flow (how many pedestrians can pass by a given point) is the
P
product of pedestrian speed and density:
V = S ×D; Units: pedestrians per foot width per minute
Average space per pedestrian is related to speed and flow:
N
M = S / V; Units: square feet per pedestrian
Output:
 Station element width (e.g., stairway width)
 Station element area (e.g., platform area)
L
Station Capacity
E
Station elements and their capacities
Elevator
Guideway Pedestrian Bus Access
T
Platform Access
Walkway
Shelter
Stairs
P
Ticket
Machine
N
Lighting
Customer Info
Phone Landscaping
Bench Trash Can
Sunset Transit Center, near Portland
L
Station Capacity
E
Major station elements ≥ 13 ft2 per person
LOS A
Waiting areas 10-13 ft2 per person
LOS B
 Process for sizing passenger waiting areas is based on
T
7-10 ft2 per person
designing for a desirable level of service LOS C
3-7 ft2 per person
 Level of service measure: average space per person LOS D
2-3 ft2 per person
LOS E
P
LOS F < 2 ft2 per person
N
Walkways
Expected Flows and Speeds
Pedestrian Avg. Speed, S Flow per Unit Width, v
2
LOS Space (ft /p) (ft/min) (p/ft/min) v/c
A  35 260 0–7 0.0–0.3
B 25–35 250 7–10 0.3–0.4
C 15–25 240 10–15 0.4–0.6
D 10–15 225 15–20 0.6–0.8
E 5–10 150 20–25 0.8–1.0
F <5 < 150 Variable Variable
L
Station Capacity
E
Major station elements
Stairs and escalators
T
Avg. Ped. Space Flow per Unit Width
2 2
LOS (ft /p) (m /p) (p/ft/min) (p/m/min) Description
A  20  1.9 5  16 Sufficient area to freely select speed and to pass slower-
moving pedestrians. Reverse flows cause limited conflicts.
P
Sufficient area to freely select speed with some difficulty
B 15-20 1.4-1.9 5-7 16-23 in passing slower-moving pedestrians. Reverse flows
cause minor conflicts.
C 10-15 0.9-1.4 7-10 23-33 Speeds slightly restricted due to inability to pass slower-
moving pedestrians. Reverse flows cause some conflicts.
N
D 7-10 0.7-0.9 10-13 33-43 Speeds restricted due to inability to pass slower-moving
pedestrians. Reverse flows cause significant conflicts.
E 4-7 0.4-0.7 13-17 43-56 Speeds of all pedestrians reduced. Intermittent stoppages
likely to occur. Reverse flows cause serious conflicts.
Complete breakdown in pedestrian flow with many
F 4  0.4 Variable Variable stoppages. Forward progress dependent on slowest
moving pedestrians.
L
Station Capacity
E
Stairway capacity factors
T
Lane Width Approximate Capacity
in. cm (p/min/lane) Comments
21–27 53–70 30 Notable friction, not recommended for daily use
28–30 71–78 38 Recommended for general use
P
31–33 79–85 42 Provides extra space and slightly greater capacity
≥34 ≥86 Little or no additional capacity May be beneficial where pedestrians carry items
Escalator capacity factors
N
Width at Tread Incline Speed Nominal Capacity
Type (in.) (m) (ft/min) (m/min) (p/h) (p/min)
90 27.4 2,040 34
Single-width 24 0.6 120 36.6 2,700 45
90 27.4 4,320 72
Double-width 40 1.0 100 30.5 5,100 85
120 36.6 5,400 90
L
Station Capacity
E
Moving walkway capacity
T
 Typical speed 100 ft/min, some up to 160 ft/min
 Usually slower than typical walking speed
P
 Capacity limited at entrance
 Speed not a factor for capacity unless it causes persons to hesitate when entering
N
 Capacity similar to escalators
 Double-width: about 90 people/min

L
Station Capacity
E
Doorway capacity
T
Observed Average Equivalent Pedestrian
Type of Entrance Headway (s) Volume (p/min)
P
Free-swinging 1.0-1.5 40-60
Revolving, per direction 1.7-2.4 25-35
N
L
Station Capacity
E
Fare control system capacity
T
Observed Average Equivalent Pedestrian
Type of Entrance Headway (s) Volume (p/min)
P
Free admission (barrier only) 1.0–1.5 40–60 Automated fare collection system
Ticket collection by staff 1.7–2.4 25–35 (Picture courtesy: Google)
Single-slot coin- or token-operated 1.2–2.4 25–50
Double-slot coin-operated 2.5–4.0 15–25
N
BART (transported magstripe ticket, low bi-leaf gate) 2.3–2.9 21–26
London (transported magstripe ticket, high bi-leaf gate) 2.4 25
New York (swiped magstripe ticket, turnstile) 2.6–2.9 21–23
London (smart card, high bi-leaf gate) 2.4 25
Exit gate, 3.0 ft (0.9 m) wide 0.8 75
L
Station Capacity
E
Ticket machine system capacity
T
 Ticket machines are one of the least-standardized portions of riding
transit from one city to another (and sometimes even within cities)
P
 Service time per passenger varies widely depending on machine
design and complexity of fare system Ticket machine at Delhi Metro station
N
(Picture courtesy: Google)
 Considerable variation in design and operation
 Infrequent passengers require more time
 Consider impacts of out-of-service machines
 Consider sun glare issues with outdoor machines

L
Station Capacity
E
Calculation example of stairway sizing
List of factual information
T
• For the design year, four-car trains are expected to run at 7 to 8 min head
Assumption of level of service ways (i.e., 8 trains/h/direction)
• AM peak hour exiting demand is 3200 pax./hour and entering demand 500
P
pax./hour. Values for PM peak exiting and entering demand are 2900
Determination of design volume pax./hour and 500 pax./hour respectively
• The maximum schedule load of a car is 200 passengers
• Average peak-hour factor currently observed on the system is 0.714
N
• System operates on a proof-of-payment basis; thus, no
Sizing the stairway width fare gates are required.
• Sporting events are held at off-campus sites and do not
impact peak-demand conditions at this station.
L
Station Capacity
E
Solution assumptions
T
• LOS C is a reasonable design level for a station under typical daily conditions
• Loads of one train on each track during the peak 15 min, assuming each train
P
is running one headway late (i.e., is carrying twice its normal load, but no
more than a full [maximum schedule] load)
N
• Passengers waiting on the platform to board trains during the peak 15 min,
assuming their trains are running one headway late
L
Station Capacity
E
Determining the design volume
T
Step 1 – peak hour volume
Peak-hour volumes should be converted to peak 15-min volumes by multiplying by the peak-
hour factor
P
Ph
P15 = 4(𝑃𝐻𝐹)
For example, the peak 15-min exiting volume during the a.m. peak hour is
N
3200
P15 = 4(0.714) = 1120 person
• Corresponding peak 15-min entering volume is 175 passengers during the a.m. peak hour
• During the p.m. peak 15-min period, 1,015 passengers will be entering and 175 passengers
will be exiting
L
Station Capacity
E
T
Step 2 – Determining stairway width
 Stairway pedestrian flows of 7 to 10 p/ft/min for a design LOS C.
 As users are commuters, the high end of the range can be used, resulting in the following stairway width
P
1120 𝒑𝒆𝒐𝒑𝒍𝒆
Stairway width = 𝟏𝟎𝒑 = 𝟕. 𝟓 𝐟𝐭 (𝟗𝟎 𝐢𝐧𝐜𝐡𝐞𝐬)
𝟏𝟓 𝐦𝐢𝐧∗( 𝒇𝒕 /𝒎)
 As the exiting volume is split between two stairways, each stairway would only need to be about 45
N
inches wide to serve exiting flows
 An additional 30 in. should be provided for a lane to accommodate the small number of entering
passengers, resulting in a total width of 75 in. for each stair
L
Station Capacity
E
T
Step 3 – Determining stairway width in case escalators are provided
 If escalators are being provided to supplement the stairs, the stairs would only be totally used in the event
of unscheduled maintenance, power failures, or similar situations
P
 Maximum stairway capacity, or LOS E could be used
1120 𝒑𝒆𝒐𝒑𝒍𝒆
Stairway width = 𝟏𝟕𝒑 = 𝟒. 𝟒 𝐟𝐭 (𝟓𝟑 𝐢𝐧𝐜𝐡𝐞𝐬)
N
𝟏𝟓 𝐦𝐢𝐧∗( 𝒇𝒕 /𝒎)
 As there are 2 stairways then required stairway width = 4.4 ft / 2 = 2.2 ft (26.5 inches)
 Adding 30 in. to accommodate the small reverse flow, results in a total width of 57 (60 in./ 1ft)
E L
T
P
N
E L
P T
 Station types have been studied
 Various design elements of a station have been mentioned
N
 How such station elements impacts station capacity have been studied
 Numerical example of sizing a station staircase have been solved
E L
P T
N
E L
P T
Introduction to Multimodal Urban Transportation System
N
Arkopal K. Goswami, PhD

Lecture 20 : Transit Stop Location
E L
P T
 Objective of bus stop
 Bus stop location determination
N
L
Bus Transportation
E
Objectives of bus stop
•Serve major centers, activity points, and transfer with other
T
lines
P
•Achieve minimum passenger travel time
•Provide maximum area coverage
N
•Attract the maximum number of passengers
•Achieve minimum system cost
•Meet other requirements (e.g. economic development,

population needs, etc.)
L
Bus Transportation
E
Bus stop location determination
•Determining transit stop locations to satisfy the single objective of
T
minimizing passenger travel time
P
•Passenger travel time, 𝑷𝑻 = 𝑷𝑻𝒂 + 𝑷𝑻𝒕
where,
PTa = access time to and from station (including wait time at station)
N
PTt = travel time on the transit line
•Two trade-offs have to be made

•Area coverage versus operating speed
•Local versus through passengers
L
Bus Transportation
E
MRT station location determination
1. Area coverage versus operating speed
T
•Increasing density of stations (inverse of station spacing)
•Decreases access time (PTa)
P
•Increases travel time on transit line (PTt)
2. Local versus through passenger
N
•Station spacing is a
f (no. of passenger with O-D within section / number passing through section)
•The greater the ratio, the more closely the station should be
•If volume of through passengers dominate local passenger, station should

be spaced at longer distance.
L
Bus Transportation
E
•Mathematical model to determine optimal station spacing
T
•Transit line of length L, and (n+1) stations
P
•Distance between two stations, k and k+1 is Sk
•If spacing is equal over entire length L, then S = L/n
•Assume passengers go to the nearest station
N
L
Bus Transportation
E
•Line separating the areas from which passengers go to different
T
adjacent stations is called market shed of passenger choice or
passenger shed area
P
•Maximum distance passengers walk to the stations represent the
N
lateral boundaries of the shed areas
L
Bus Transportation
E
•The location of the shed line:
T
• access time of the station located in the direction of travel = access
time to the station located in the opposite direction + travel time on
P
transit between two stations
𝐻𝑘 𝐺𝑘
+ 𝑡𝑤 = + 𝑇𝑘 + 𝑡𝑤
N
𝑉𝑎 𝑉𝑎
•Where
•Tk = MRT travel time on the spacing Sk
•Va = Speed of access to station
•tw = interval between passenger’s arrival at station and departure
of MRT
L
Bus Transportation
E
•The location of the shed line:
T
•We also know
P
𝑆𝑘 = 𝐺𝑘 + 𝐻𝐾
𝑮𝒌 = 𝟏ൗ𝟐 (𝑺𝒌 − 𝑻𝒌 𝑽𝒂 )
•Substituting in earlier equation, we get
N
𝑯𝒌 = 𝟏ൗ𝟐 (𝑺𝒌 + 𝑻𝒌 𝑽𝒂 )
L
Bus Transportation
E
•If station spacing is sufficient, then the train can reach its maximum
T
speed
𝑆𝑘
𝑇𝐾 = + 𝑇𝑙
P
𝑉
Where Tl = time lost for stopping at one station
•Substituting expression of Tk in earlier equation, we get
N
𝑉𝑎 𝑉𝑎
𝐺𝑘 = 1/2(𝑆𝑘 − 𝑆𝑘 − 𝑇𝑙 𝑉𝑎 ) = 1/2[𝑆𝑘 1 − − 𝑇𝑙 𝑉𝑎 ]
𝑉 𝑉
•Simplifying the above equation by introducing following parameters

𝑉𝑎 𝑇𝑙 𝑉𝑎
𝜌= 𝑉
, 𝛼 = 1/2 1 − 𝜌 , 𝛽 = 1/2 1 + 𝜌 , and 𝛾= 2
L
Bus Transportation
E
We finally get an expression for G & H based on the spacing Sk
T
𝑮𝒌 = 𝜶𝑺𝒌 − 𝜸
P
𝑯𝒌 = 𝜷𝑺𝒌 + 𝜸
Now, assuming uniform passenger distribution, i.e. boarding and
N
alighting are uniform, spacing of transit stops, S along the entire line L,
has to be expressed as a function of total passenger travel time
L
Bus Transportation
E
•Optimal Station Location: uniform passenger distribution
T
•Simplest but unrealistic case
•Provides magnitude of station spacing
P
•Uniform and equal boarding and alighting scenario:
•b(s) = boarding function
N
•a(s) = alighting function
•For, uniform boarding, b(s) = b

•For uniform alighting, a(s) = a
Hence,
•b(s) = b = a(s) = a
L
Bus Transportation
E
•As boarding and alighting are uniform,
T
•ratio of passengers on train to those along the line is constant
•optimal station spacing must be uniform
P
•Now, total passenger travel time (PT) has to be expressed as a function
of spacing, S
N
•Boarding density = b (passengers/km)
•From G no. of boarding sections, total boarding = G*b
•Average access time for boarding passengers = (1/2)*G/Va
Therefore, total passenger access time, PTa is given by

L
Bus Transportation
E
•Substituting n by L/S, and using the earlier developed expressions for
T
G&H–
We get,
PTa =
N P
L
Bus Transportation
E
•Next, we need to determine passenger travel time along the transit line,
T
PTt
P
•Total passengers boarding along given transit line, L per unit time = L * b
•Average length of travel of passenger = La
•Thus, every passenger passes La / S station spacing
N
•Average speed of transit = V (for given spacing of station)
•Then,
L
Bus Transportation
E
•Since PT = PTa + PTt
T
We have,
P
As PT has to be minimized, we take the derivative of PT with respect to S,
and equate it to 0.
N
𝑺𝟐 𝑽𝒂
The resulting equation is multiplied by a term and by substituting
𝑳∗𝒃
𝑻𝒍 𝑽𝒂 by 𝟐𝜸 (as shown previously), we get
𝑺 = 𝟐 𝜸(𝜸 + 𝑳𝒂 )/(𝟏 + 𝝆𝟐 )
E L
P T
 Briefly explained the objectives of bus stop
 Detailed exercise of bus stop location determination
N
E L
P T
•Book: Urban Transit – Operations, Planning and Economics
by Vukan R. Vuchic
N
•Book: Urban Transportation by Victor Ponnuswamy
E L
P T
N

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E L

Module 02: Public Transportation

 Has different names, depending on the mode and situation

Three main components of transit speed –

The following are the components of dwell time –

The variation in dwell time arises due to following reasons–

The following are the types of various guideways –

Module 02: Public Transportation

 Bus stop failure

 Passenger service time (dwell time)

 Type 2: Two or more lanes in travel direction

 Type 3: Buses have full use of the adjacent lane

Convert adjusted running time

Step 1: Gather input data

Step 5: determine bus stop capacity

Train signaling system –

Minimum non-interference headway –

Rail transit person capacity factors

Minimum train control separation

Module 02: Public Transportation

Pb,3= 0 because no passenger is

Operating margin (tom) = 𝒄𝒗 ∗ 𝒁 ∗ 𝒕𝒅

Number of effective loading area

Step 1 - Non-interference headway (s)

Step 3 - Minimum single-track headway (s) ℎ𝑠𝑡 = 2𝑡𝑠𝑡

Step 8 – Controlling headway (s) 𝒉𝒓𝒐𝒘 = max( ℎ𝑛𝑖 , ℎ𝑟𝑜𝑤 , ℎ𝑗 )

2 𝐿𝑝 + 𝑑𝑥 + 𝑓𝑠𝑎 𝑑𝑡𝑠 𝐿𝑝 + 𝑑𝑥 + 𝑓𝑠𝑎 𝑑𝑡𝑠

Module 02: Public Transportation

Flow (how many pedestrians can pass by a given point) is the

Average space per pedestrian is related to speed and flow:

Escalator capacity factors

 Usually slower than typical walking speed

 Double-width: about 90 people/min

 Infrequent passengers require more time

 Consider impacts of out-of-service machines

 Consider sun glare issues with outdoor machines

List of factual information

Determining the design volume

Determining the design volume

Determining the design volume

Module 02: Public Transportation

•Provide maximum area coverage

•Achieve minimum system cost

•Meet other requirements (e.g. economic development,

•Two trade-offs have to be made

2. Local versus through passenger

•If volume of through passengers dominate local passenger, station should

•Substituting expression of Tk in earlier equation, we get

•Simplifying the above equation by introducing following parameters

Now, assuming uniform passenger distribution, i.e. boarding and

•For, uniform boarding, b(s) = b

Therefore, total passenger access time, PTa is given by

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