Public Transport Capacity Analysis Procedures for Developing Cities
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- Passenger Capacity
- Station Platform and Access Capacity
Line Passenger CapacityTrain consist capacity in terms of people per train depends on (1) train length and width, number of rail cars per train and passenger loading standards. Usually, the capacity is governed by the allowable crowding during the busiest 15 or 20 minutes during the peak hour. Examples of train capacity are shown in table 4.10. The table shows the maximum train capacity for various rail rapid transit lines throughout the developing world. The capacity is based on the transit agency loading standard for passengers per square meter of standing space plus the number of seats. Standee density ranges from 6 to 8 passengers per square meter. New York City uses a loading standard of 3 square feet per passenger for schedule design purposes. This translates into about .25 square meters per passenger, substantially lower than the comparable density used in developing countries. This suggests that a lower standard might be used in developing countries. Suggested schedule design guidelines for cities in developing countries are as follows: Standing passengers per square meter 5-6 Total passengers per meter of train length 9-10 As in the case of bus service, the scheduled loading standard should be applied to the peak within the peak. If they are applied across the entire peak hour or peak period, there will be some trains with extraordinarily high loading beyond the standard. Passenger CapacityThe previous discussion illustrated computational methods for train capacity in trains per track per hour and the vehicle capacity in persons per train car. The passenger capacity is computed as the product of the train capacity and vehicle capacity adjusted by the peak hour factor: P = TV(PHF) = 3,600 V(PHF)/ hhhgs (Eq. 4.4) Where, T = track capacity in trains per hour V = train capacity PHF = peak hour factor Example: A transit system operates 6 car trains which are 20 meters feet long per car. If the peak hour factor is 0.9 and the maximum line capacity is 30 trains per hour what is the passenger capacity of the line. V = pass/car * cars/train = (20 *10) * 6 = 1200 pass/train P = V * PHF * trains/hour = 1200 * .9 *30 = 32,400 passengers/hour/track Vehicle capacity is highly dependent on trainset length and the seating configuration. Table 4 -36 Train CapacityTable 4 -36 below shows the maximum vehicle capacity per trainset for a variety of rail transit lines throughout the developed world. The capacity is based on an assumed loading standard (shown in the table in standing passengers per square meter) and the number of seats. Table 4‑36 Train Capacity
It is convenient to think about the capacity in the form of seats and standees per meter of length. Planners must trade off seating capacity for standing capacity. Higher seating density such as transverse 2 + 2 seating occupies about 3.5 seats per meter of train length. Longitudinal or peripheral seating occupies about 2.5 seats per meter of length. Using these estimates and various loading conditions, the capacity of various train car lengths can be computed A calculation similar to that offered for buses for an approximate capacity of rail cars is as follows: Vc = (L -1)*(W-0.2) + (1- Sa/Ssp)N((L-1)-DnDw) Ssp Sw where Vc = Total vehicle capacity (seats plus standees) L = Vehicle length (m) W = Vehicle width (m) Dn = Number of doorways Ws= Doorway setback (m) Dw = Doorway width (m) Sa = Area of single seat (m2) [0.5 m2 for transverse,0.4 m2 for longitudinal]
N = Vehicle arrangement [2 for 2 seats/row, 3 for 2 + 1 seats/row, 4 for 2 + 2 seats/row, 5 for 2 + 3 seats/row] Sw = Seat pitch [0.69 m for transverse, 0.43 m for longitudinal] Table 4 -37 below shows the seating capacity per car of a rail car with transverse seating for varying car lengths and number of doors per side. As in the case for bus capacity, the design number of passengers per unit of area is shown.
There is likely to be some diversity of loading of trains, especially if movement between train cars is prohibited. Similar to the peak hour factor, a loading diversity factor should be introduced to adjust the computed theoretical capacity7. The effective train capacity can be computed as: V = N * Vc * DF where,
N = number of cars per train Vc = capacity per car DF = loading diversity factor
Station Platform and Access CapacityThe transit station platform and its ancillary access facilities provide an integrated system of pedestrian movement and accommodation. Figure 5 -9shows how the various elements relate while Table 5 -38 provides a more detailed description of each element. 
Figure 5‑9 Interrelationship Among Station Elements Table 5‑38 Elements of Passenger Flow in a Train Station
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