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KONE employs over 34,000 dedicated experts to serve you globally and locally in PLANNING GUIDE FOR over 50 countries. People Flow™

KONE Corporation in transit stations www.kone.com

This publication is for general informational purposes only and we reserve the right at any time to alter the product design and specifications. No statement contained in this publication shall be construed as a warranty or condition, express or implied, as to any product, its fitness for any particular purpose, merchantability, quality or shall be interpreted as a term or condition of any purchase agreement for the products or services contained in this publication. Minor differences between printed and actual colors may exist. KONE®, Dedicated to People Flow™, KONE MonoSpace®, KONE MiniSpace™ KONE EcoDisc®, KONE Alta™, KONE MaxiSpace™, KONE InnoTrack™, KONE EcoMaster™, KONE MovingMedia™, are trademarks or registered trademarks of KONE Corporation. Copyright © 2009 KONE Corporation. 7172 Table of Contents

1. Introduction...... 4

2. Concepts behind People Flow™ planning...... 7 2.1 Circulation concepts...... 7 2.2 Passenger characteristics...... 11 2.3 Passenger routing...... 15 2.4 Station types...... 19 2.5 Platforms...... 20

3. Number of devices per level...... 3 3.1 General planning principles...... 23 3.2 Building doors...... 25 3.3 Platform screen doors...... 27 3.4 Turnstiles & ticketing...... 28 3.5 Stairways...... 29 3.6 Escalators...... 30 3.7 Horizontal and inclined autowalks...... 34 3.8 Elevators...... 35 3.9 Planning tools...... 38

4. References...... 40

2 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 3 1. Introduction

Transit stations are characterized by the When all this information is collated, the means GROUND FLOOR absence of a static or permanent population, of vertical transportation of each station can and the presence of pulsating, heavy flows then be defined on the basis of the number of UNPAID AREA UNPAID AREA of people moving through a space. In such passengers flowing through the stations. an environment, it is essential that people Means of Starting Means of Desti- can move forward smoothly without forming Today’s sophisticated transportation systems transpor- Building Building transpor- point door door nation cumulative queues during their journey give passengers smooth, pleasant and safe tation tation / through the station. Circulation in transit experiences. Selecting the most suitable escalator/ Finding the Finding the stations requires careful planning of all equipment – elevators, escalators, autowalks entrance connection transportation devices so that their handling and automatic doors – sizing them correctly Elevator/ escalator/ capacities will meet the peak traffic demand. and locating them to optimize People Flow, are stairs Circulation in a station has to be fluent every key issues in the design of properly functioning Security day, and station evacuation also has to be transit stations for metros and railway traffic. point considered during the design phase. The purpose of this planning guide is to Buying Ticket Opening the Opening the the ticket counter ticket gates ticket gates Transportation planning is done early in the provide guidelines for determining the number Ticket design process when the decision has been of transportation devices, their size, and their Ticket gate made to construct the metro or railway line, locations in a transit station. Detailed product gate and there is a preliminary estimation of the information, such as dimensions, duty classes

Elevator/ number of stations and their locations. The and specific features, is found in separate TICKETING FLOOR escalator/ stairs city plan provides key information, as it shows Escalator & Autowalk planning guides. [1] [2] both the current and the future development

Elevator/ escalator/ of station surroundings, which also affect the stairs expected People Flow through the stations. Taking the Getting to the optimal spot Platform Metro Platform platform and for entering finding the way out

PLATFORM FLOOR

Figure 1. Elements of a passenger's journey.

4 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 5 2. Concepts behind People Flow™ Planning

2.1 Circulation concepts

Traffic in transit stations is heavy for 16 - 24 hours a day. Times when traffic peaks occur vary depending on the country, culture, location and type of the station. The wear on transportation devices (e.g. number of elevator starts), strongly correlates to the length of time the station is open to the public. Often the heaviest traffic peaks are after working hours. In the the maximum number of station visitors is about 12000 persons per hour as shown in Figure 2.

Daily People Flow™ in a transit station

14000

12000

10000

8000

6000 Persons per hour 4000

2000

0

1:00 3:00 5:00 7:00 9:00 11:00 13:00 15:00 17:00 19:00 21:00 23:00

Time of day

Figure 2. People Flow during the day in a transit station

6 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 7 Terminology Level of service

The key terms used in conjunction with People Flow™ Level of Service (LOS) is based on Fruin pedestrian queuing planning and circulation are explained in Figure 3 tables in lobbies, waiting areas, stairways and corridors.[17] and Table 1. The Fruin tables describe the density of people in a given area. They can be used as one of the decision variables when planning transit stations. Level of Service is a classification Service quality parameters scheme, in which classes A-F are applied according to the space available for individuals. Class A corresponds to the Journey time situation where people have plenty of space around them. At the other extreme, class F means congestion. Table 2 and Figure 4 show examples of LOS classes.

Waiting time Transit time

Interval Table 2. LOS definition by Fruin [17] Event LOS Definition Pedestrian space (m2/person) Previous Passenger Passenger enters Next Doors start Passenger elevator arrives/ joins the / to open at exits the the waiting serving elevator elevator leaves leaves destination equipment Horizontal autowalks Stairways Waiting Areas queue opens doors floor

Figure 3. Definitions of service quality parameters A Free Circulation Zone ≥ 3.3 ≥ 1.9 ≥ 1.21

B Restricted Circulation Zone 2.3 – 3.3 1.4 – 1.9 0.93 – 1.21 Table 1. Terminology for People Flow planning C Personal Comfort Zone 1.4 – 2.3 0.9 – 1.4 0.65 – 0.93 Term Explanation

Interval The time between elevator departures from the main floor. D No Touch Zone 0.9 – 1.4 0.7 – 0.9 0.28 – 0.65 The time between train arrivals at the station. E Touch Zone 0.5 – 0.9 0.4 – 0.7 0.19 – 0.28 Waiting time The time from the moment a person joins the waiting queue until the serving elevator arrives and starts to open its doors, or a person can enter an escalator. F The Body Ellipse < 0.5 < 0.4 < 0.19

Transit time Time for loading and traveling with a device until arriving at the destination.

Journey time Time an individual spends waiting and traveling with a device until arriving at the destination and exiting the device, or arriving at the escalator landing plate.

Evacuation time Total time from alarm until all passengers are out of the building (rescue area).

Egress time Time it takes for all passengers to ascend/descend to the exit floor. Reaction time is not included in the egress time.

Level of Service (LOS) Classifies the different facilities according to the space available for individuals (e.g. crowded places have a lower LOS).

Handling / transportation capacity Number of people or percentage of building population that elevators, escalators, stairs, doorway, train, etc. can carry within a given time, usually in five minutes or one hour.

Rated capacity Number of persons that a device can carry (elevator car size in persons or people per escalator step).

Rated load Load in kilograms that an elevator or escalator can carry in normal circumstances.

Load / utilization factor The current number of passengers as a percentage of the rated capacity.

8 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 9 LEVEL OF SERVICE A Walking speeds freely selected; 2.2 Passenger characteristics conflicts with other pedestrians unlikely. People Flow™ is affected by three main factors regarding passengers:

• The number and characteristics of the people passing through. LEVEL OF SERVICE B • The layout and locations of the facilities. Walking speeds freely selected; • How people find their way in a station, and the type pedestrians respond to presence of buildings in the surrounding area. of others. The types of passengers expected to pass through the station also define the types of facilities that are required. At the same time, the number of passengers during peak hours determines the required number of facilities. Finally, layout and location of the facilities affect the ease LEVEL OF SERVICE C of use: a logical sequence of the facilities in addition to good signage is needed for efficient navigation. All these Walking speeds freely selected; aspects of the People Flow need to be well-defined in passing is possible in unidirectional the station design by considering the human factors and streams, minor conflicts for reverse characteristics discussed in this section. or cross movement.

LEVEL OF SERVICE D Freedeom to select walking speed and pssothers is restricted; high probability of conflicts for reverse or cross movement.

LEVEL OF SERVICE E Walking speeds and passsing ability are restricted for all pedestrians; forward movement is possible only by shuffling; reverse or cross movements are possible only with extreme difficulty; volumes approach limit of walking capacity.

LEVEL OF SERVICE F Walking speeds are severely restricted; frequent, unavoidable contact with others; reverse or cross movements are virtually impossible; flow is sporadic and unstable. Figure 4. Examples of different levels of service

10 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 11 Cultural differences Age distribution Physical and behavioral characteristics vary between people but are mostly affected by local customs, manners and Compared to the general population, passengers other cultural issues. Some cultural aspects are presented using public transportation tend to be mainly adults, in Table 3. with fewer children and elderly people.

An example of age distribution in the USA is shown in Figure 5.

Table 3. Cultural differences affecting passenger behavior

Characteristic Examples 25%

Walking speed In larger cities of East Asia and Europe (e.g. Singapore, Copenhagen, Madrid), average 20% walking speed can reach 1.7 m/s, whereas in cities in the Middle East (e.g. Manama, Amman, Damascus, Dubai), people walk more slowly, at 1.0 - 1.2 m/s [4] 15% Walking side People tend to walk on the same side of a passageway as their traffic flow. Left-hand traffic in 75 countries, including U.K., Australia, , India, Japan, South Africa; right-hand traffic in 164 countries.[5] 10%

Social distance Asian and Latin people accept closer distance than western cultures [6]. On the other 5% hand, in Arabic countries social distance seems to be greater.

0% Age distribution Western countries have a larger percentage of elderly people. Under 15 15 - 25 25 - 35 35 - 45 45 - 55 55 - 65 Over 65 Age

Prevalence of disabilities In high-income countries older people make up a greater proportion of the population Figure 5. Age distribution using public transportation, USA [8] but have lower levels of disability than their counterparts in low- and middle-income countries. Moderate disability rates are similar for males and females in high-income countries, but females have somewhat higher rates of severe disability. [7]

New users In some countries there are people who have never used an escalator or elevator.

Moving aids In some countries, disabled people rarely use , which are commonly used in Disabilities Walking speed western countries. Disabilities can affect the walking speed and the Average walking speed in passageways is between space required for moving (e.g. when people are 0.7 - 2.0 m/s [6], and is getting faster, especially in Prams In some cultures prams are not used at all. using moving aids). Disability prevalence is 4 - 17 % larger cities. When designing, a value of 1.25 m/s of the population depending on the country. [17] should be used [3]. Men tend to walk faster than Bicycles In some countries, bicycles are used and transported in the subways more than elsewhere 2.9 % of the world’s population (in 2004) was women [6], and people with disabilities will usually walk more slowly. The faster people walk, the more Waiting time In East Asia people do not mind waiting as much as in western countries. severely disabled and up to 12.4 % had moderate long-term disability. Disabilities are more common space they tend to keep around themselves. Ride comfort In East Asia people prefer ride comfort inside the elevator whereas in North America amongst elderly people. 46 % of disabled people elevator efficiency (e.g. higher elevator acceleration) is preferred. are over 60 years old. [6] With a high LOS, people can walk freely as fast as they wish. In tight situations, people are forced to Walking on escalators In many countries, one side is for standing, and the other for walking. However, in some reduce their speed. Average walking speeds with countries (e.g. India), people stand on both sides, and only the first few people walk up different LOS are presented in Table 4. the escalator.

12 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 13 Table 4. LOS definitions for pedestrian speed on horizontal autowalks 2.3 Passenger routing

LOS Definition Horizontal walking speed (m/s) Optimizing routes A Free Circulation Zone 1.3 When designing transportation devices, the passenger B Restricted Circulation Zone 1.25 routes need to be studied before determining the solutions. There should always be at least one completely accessible C Personal Comfort Zone 1.22 route from the entrance to the train and back for disabled people. Preferably all routes should be accessible for all. D No Touch Zone 1.15

E Touch Zone 0.77 When people are walking inside familiar surroundings, they tend to optimize their routes in order to get to their F The Body Ellipse < 0.77 destination faster, more easily or more pleasantly. Some people may want to avoid queuing while others may not want to use several transportation methods, or might prefer to use elevators. Frequent passengers especially try Traveling alone / with a group out different routes to find the optimal way, and then use it. New users take a shortcut when they see one, or follow When people travel alone, they are more focused on other people and their paths to reach their destination. their environment, whereas people traveling in groups Infrequent users do not see the whole route and tend to might have their attention on each other. With larger avoid going in the opposite direction of the destination, groups the walking pace declines. Also when traveling even though a small detour might turn out to be a faster in a group, the routes are chosen so that everyone will route. take the same route: if one person goes to the elevator, everyone will use it. Path optimization takes place throughout the whole route:

Adapting to the crowds New travelers see how other people are behaving From and will use the routes others are using. The need for Route out To Choosing Route to the Place on Choosing personal space means that people will adjust their starting from the exit platform the train exit destination walking speed according to other people in crowded point platform situations, and walk more slowly if the crowd moves more slowly. Figure 6. People find their way for the best route through their entire journey Route choice is affected by other people. While people will take routes used by others, extremely crowded [10] routes are avoided if other possible routes are known. [9] Choosing escalators, stairs or elevators Additional preferences : Transport selection are based on estimates for the • Escalators typically handle 80-95 % of the flow. distribution of people using the escalator, elevator or stairs. When moving between floors, people choose • Escalators are used up to 5 floors, then elevators are equipment: preferred. • Along their optimal route (fastest, easiest, most • Escalators are often preferred over stairs when they are pleasant). side by side, especially when going up. • That is closest. Particularly when coming out of a • Stairs are used for 1-3 floors. Especially when the vertical crowded metro train, the nearest way out is chosen. rise is less than 5 meters, the possibility to use the stairs is an advantage. With a vertical rise over 10 meters, the • That others choose, especially if the passenger stairs should not be counted as the means of vertical is not sure where to go. transportation (emergency exit only). [11] • Elevators (instead of escalators) are chosen by visually impaired people. • Elevators are needed for special passenger traffic (elderly people, disabled, mothers with children, people with heavy packages) staff, goods transportation, etc.

14 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 15 The distribution of people using stairs, escalators and Need for guidance elevators is not always the same, but depends on: People find their way through a station faster when People need information about: they are familiar with the place. First-time users need • Their current location within the facility. 1. The location of transportation devices. People take guidance, instructions to use equipment and clearly the equipment on the optimal path. laid-out solutions, whereas frequent users can navigate • Possible destinations. 2. Amount of equipment. If there are only a few their way through more complex settings. New users • Which route to choose in order to get to the escalators with long queues to them, it might be rely many times on the information received from other destination. faster to take the stairs. The length of the queue passengers. They prefer those routes which others are depends on the number of the equipment. using. For frequent users problems might occur when Navigation guidance is needed throughout the new arrangements are made and walking paths have to routes of the passengers from finding the entrance 3. The height between floors. With small differences be changed. They then require guidance to navigate their to the gates to the platform, getting transit schedule in levels, stairs are more easily chosen. way through the station. information, leaving at the correct destination to 4. The condition of the equipment. Elevators or finding the correct direction out of the exit. Also, escalators that seem to be damaged, dirty or make The proportion of frequent users increases during rush there could be information about rest-rooms, a strange sound are used less. hours and weekdays, while there are more new users emergency services, information etc. To find the In locating the equipment, the routes that people use during daytime, weekends and holidays. Frequent users correct information, the signage needs to be located need to be identified, and then equipment (especially the tend to take the fastest possible route, whereas tourists at those places where people can get the information [11]. primary means of transportation, often escalators) should might walk at a slower pace. they need. Withe the KONE MovingMedia be located along that path. solution even the escalator steps can be used for Successful way-finding can be helped by guidance guidance purposes. systems, in which display content, systems design, location of the signage and symbols play an important role. Their design needs to be consistent and the terminology understandable: there should not be too much guidance information.[11]

16 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 17 2.4 Station types

There are two different station types: regular stations and To avoid congestion problems, the vertical transfer stations. If the station is a transfer station between transportation devices need to be able to handle two or more metro lines, the number of passengers equally heavy People Flow in both directions. traveling between the platforms can be much greater The people should be able to move from the arrival than people entering or exiting the station. The transfer platform to the connection platform. Within a train connection stations hold the key to dimensioning People interval, people must not block the way for the Flow™. In a transfer connection station, people are arriving passengers coming with the next arriving train. as a large group from the other platform. This means the People Flow is more dense.

Table 5. Comparisons between a regular and a transfer station

Station type Use Effects on People Flow infrastructure

Regular station • Used for entering and exiting a station • Traffic flow between entrances and platform

Transfer station • Used mainly for changing trains • Most traffic between platforms • Less traffic at entrances

The number of transportation devices in a station is The maximum number of people leaving the based on the station usage, which depends on the attraction within a defined time period (e.g. half an type of station and its surrounding area. If the area hour) should be estimated. The number of people has residential buildings, their population affects the arriving at that station can be estimated from the rush hours, since people are going to work or school, capacity of each car, the number of cars per train, and the main passenger flow in the morning is TO and the interval of the trains. Table 6 presents some the station. If the area has schools or offices, the main examples of how a station’s surrounding area can traffic flow in the morning is FROM the station affect the use of vertical transportation devices.

If there are attractions near the station such as stadiums or concert halls, traffic peaks will appear at the end of an event.

Table 6. Effects of a station’s surrounding area of a station on People Flow

Surrounding area Characteristics Effects on escalators, stairs and elevators

Commercial area / • Certain opening hours and days • Less load on escalators shopping centers • People carry items to the train • Peaks during opening and closing hours • Less traffic when markets are closed • If present, elevators could be used more (when people carry heavy items)

Stadiums / • Very heavy traffic peaks at the • Occasional extremely heavy use on elevators and escalators concert halls end of the event • Most of the transportation devices should serve the main direction of flow

Offices • Mainly office people • Fastest and optimal routes are used most • Heavy traffic during rush hours (in certain directions) • Less crowded during daytime and on holidays

Long distance • People have luggage • Slower escalators needed, preferably 0.5 m/s, autowalks can be transfer • More new users 0.65 m/s or higher connections • More people in groups • Clear layout and guidance needed (e.g. terminal) • Holidays and seasons affect the number of passengers

Attractions nearby • More tourists (first- time pas- • Exit nearest the attraction is used most sengers) • Self-evident layout needed • More foreign people • Clear guidance needed

18 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 19 2.5 Platforms Platform width Platforms of busy stations must be wide enough for the estimated number of passengers queuing for the train, and getting off it. Queuing and entering The practical service standard for a metro platform the train can be supported by marking the locations is clearance of the platform before the arrival to enter the train. This can be done by barriers with of the next peak period train. Station platforms opening doors, barriers with doorways or floor where people move from platform level to markings (paint or texture). other floors are extremely critical for designing ™ People Flow . Even though people may come to Platform entries and exits the platform in large groups, crowds are more Platforms of busy stations should be designed so that typical when the train is emptying. The minimum when passengers arrive at the platform floor, they requirement is to have the people off the platform can clearly see where to go. When visibility is limited, before the next train arrives. people do not see if there is space somewhere else, so they start to queue immediately after reaching the Platform type platform. There are two types of platform configurations: center platforms and side platforms, which are illustrated in Figure 7.

Side platforms If destination platforms are If destination platforms are

EXIT EXIT EXIT EXIT EXIT

AND

Center platforms ...starting platform (and metro) will ...starting platform (and metro) will be crowded here be crowded here

Figure 8. With several platform exits people will be spread more evenly along the platform and in the metro

Figure 7. Two main types of platform configuration: side platform and center platform

On a center platform, the total number of vertical On a side platform, the handling capacity of the People tend to enter the train from an optimal transportation devices can be less than on side whole station is greater since there are more vertical spot, which later allows them to get off the train platforms, but the handling capacity calculations need transportation devices. The queues to the trains will and leave the destination platform as quickly as to account for passengers coming from both trains. not get mixed, and the main traffic flows are more possible. If all the stations will have platform exits A busy center platform needs to be wide enough for separate, which makes it easier to handle People in similar places, those parts of the train will be people to queue for both trains. [11] Flow™. [11] Side platforms could be designed so that extremely crowded. Therefore, the location of the width can be increased later if greater capacity is platform exits in different stations varies. required.

20 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 21 The vertical transportation devices should be located along the optimal route for passengers so that the 3. Number of devices per level people flows moving in different directions are not crossing each other. According to EN 115-1:2008, escalators should have free space of 2.0 - 2.5 meters at both ends for queuing depending on the width of the unrestricted area. In some countries the 3.1 General planning principles recommendation for the depth of the unrestricted area is 5 meters, but in some cases (e.g. with trolleys) as In elevator, escalator, autowalk and automatic door Tables 7 and 8 present a few examples with a much space as possible should be reserved, see Figure 9. planning, the peak traffic flow is approximated, and the maximum peak of totally 7200 persons per hour number of transportation devices should meet the peak entering and exiting the trains. Available methods of traffic demand. When planning the number and type of transportation are the 0.5 m/s escalators, elevators devices the following items should be considered: and stairs. Even though practical handling capacity • When designing a new station, space could be left is much higher than the number of people during for adding escalators later on, if necessary (e.g. by the maximum peak, the amount of equipment is replacing stairs or in a space reserved especially for suggested to be this high. For example, stairs have escalators). a higher handling capacity, but their use will be low, since people prefer escalators over stairs. In East • The handling capacity should be calculated so that if an escalator or an elevator is out of service, other Asia, the normal design in metro stations is for stairs equipment will be able to handle the peak traffic. down and escalators up but preferable is to have escalators both going up and down. • Two elevators for each floor would be the best solution, to ensure an accessible route for people in wheelchairs. • Handling capacity calculations need to cover both directions of People Flow™.

Figure 9. Unrestricted area of two depths at escalator exit according to EN 115-1:2008

Table 7. Example of one-way traffic and the number of equipment needed (5 meter vertical rise).

Passenger flow using Number of Width / Practical transportation the devices devices capacity (handling) capacity Elevator groups should have free space of 3 meters, (persons/h) or 1.5 times the car depth, whichever is greater or twice the car depth if elevators are opposite each Percentage % Persons/hour other. Elevators should be located so that they are Escalators, 0.5 m/s 80 % 5760 2 1000 mm 12000* easily accessible for people in wheelchairs, and the queue in front of them does not disturb passenger Stairs 15 % 1080 1 2000 mm 6000 flows. Devices can also be located so that they are easy to monitor to prevent vandalism. Elevators 5 % 360 1 17 persons 950

The People Flow™ calculations should be done for In total 7200 18950 each floor so that people arriving on a metro to * According to EN 115-1:2008 a platform can be smoothly transported to exits. This means that to avoid congestion problems, Table 8. Example of one-way traffic and the number of equipment needed (15 meter vertical rise). all subsequent floors should have as much transportation capacity as previous floors. Passenger flow using Number of Width / Practical transportation the devices devices capacity (handling) capacity (persons/h)

Percentage % Persons/hour

Escalators, 0.5 m/s 70 % 5040 3 1000 mm 18000

Stairs 0 % 0 0 - -

Elevators 30 % 2160 3 21 persons 2300

In total 7200 20300

22 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 23 3.2 Building Doors

Since the vertical rise In Table 8 is 15 meters, people Planning of transportation devices in People enter a station through manual or automatic Number of doors needed will mainly use escalators and elevators rather than Example transit stations is based on peak traffic swing doors or automatic sliding doors, except in Asian Two-way passageways (also in the entrance doors) stairways. Access to other levels should be ensured flows as shown in Table 9. For each countries where entrances do not usually have doors. are recommended to have a convenient Level of even if one escalator is out of service. In some station and platform, the peak traffic flow has to Automatic revolving doors are not recommended due Service (LOS C) relating to a pedestrian flow of countries, stopped escalators can be used as stairs. be estimated separately. The number of people to lower capacity and risks especially during evacuation 30 - 50 persons/min per one meter width of door. However, due to the higher step, the number of arriving at the level (from a train or other floors), or emergencies. On the entrance floor, the number of For calculating the number of doors needed per people using stopped escalators is always less than and the number of people leaving the floor have doors and the width of the doorways need to match entrance, estimate the maximum number of people those using regular stairs. Accessibility should be to be estimated. The easiest way to estimate the the maximum number of people coming from other going through the doors during the peak time. considered even in maintenance situations. People Flow in stations is to find out how often levels to the exit floor, and the maximum amount of Then, select the intended LOS from Table 10. trains arrive at the station, and what percentage people entering the station. Regarding a metro transfer station, the number of coach capacity enters and exits the train at the The clear width of the doors should be at least of people changing metro lines should also be station. In transfer stations the flows can be set Preferably all the entrances would be accessible 900 mm, and preferably at least 1200 mm [12]. estimated. Planning calculations should use the equal in both directions. In Table 9, trains arrive for users but if compromises are made, numbers of passengers or the emergency exiting at four-minute intervals at Station 1. At this station, elevators should be located in close proximity to those The capacity of building doors should be based on requirements – whichever is greater. 60 persons are estimated to exit and enter the entrances with the most traffic. The usage of entrances the worst case; either on the maximum traffic from train; 10% of the 600 person train capacity. To can be estimated from the use of the surrounding area the trains to the outside of the station (based on The train interval is the time period between arrivals meet a two-way traffic demand of 120 persons and its buildings. Exits close to attractions and public the number of passengers in the trains arriving), or departures and it indicates how often people are per four minutes (1800 persons per hour), two or high-rise buildings are naturally used most. or based on the maximum flow from the buildings arriving at the platform levels and leaving for other elevators or two escalators are needed for the floor surrounding the area around the station to the trains. floors. For a center platform – where one platform height of eight meters (see Table 12 and Figure 16). In view of evacuation or emergency situations it is In addition, the handling capacity of all transfer serves trains on both sides – the number of people The same procedure has to be used for stations often required that all door mechanism at the entrance units needs to be balanced; (metro) trains, elevators, on the platform during a train interval could be up 2 and 3. of the stations are fail-safe. Redundant break-out escalators and the building doors and turnstiles to double the number using a side platform, where systems (batteries, bungee cords etc.) should also must always be aligned to prevent safety hazards there is only one train coming to either side. be used in the door panels. Regulations from local for people waiting and standing on platforms. regulatory bodies and governmental agencies must Particularly when platform screen doors are not used, be applied in the design of the entrances and building there may be a risk of overcrowding and people doors (fire departments, building counsels, Health and falling on the railway tracks. Safety counsels etc.).

Table 9. Alternative solutions with escalators/elevators, for example stations with a vertical rise of 8 meters Table 10. Number of 1 m wide doors needed for an entrance, according to different maximum pedestrian flows (either escalators or elevators will handle the traffic)

Train Peak Flow/ Number of Escalator Number Elevator Maximum pedestrian Number of doors for different LOS grades interval flow hour escalators transportation of handling flow to doorways (width 1 m) (include both capacity elevators capacity directions) Persons/ B - Restricted Circulation C - Personal Comfort D - No Min Personal/ Persons/ 1000 mm/ Persons/ (PU17/10) Persons/ min Zone Zone Touch Zone interval hour 0.5 m/s) up+down/hour hour 50 1 1 1 Station 1 4 120 1800 2 12000 2 2150 100 2 2 1 Station 2 4 300 4500 2 12000 5 5400 150 4 2 2 Station 3 4 240 3600 2 12000 4 4300 200 5 3 2

300 7 3 2

400 10 4 3

24 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 25 To avoid congestion problems during maintenance, an extra door can be added, or doors could be made wider.

Table 11. Pedestrian level of service (LOS) on doorways [3]

LOS Flow through For handling 60 persons / min a 1 m wide doorway (3600 persons/hour) (persons / min) only one way flow

A Free Circulation Zone 0 - 23 > 2.5 m doorway

B Restricted Circulation Zone 23 - 33 1.8 - 2.5 m doorway

C Personal Comfort Zone 33 - 49 1.2 - 1.8 m doorway

D No Touch Zone 49 - 66 0.9 - 1.2 m doorway Figure 10. Example of platform screen doors E Touch Zone 66 - 82 0.7 - 0.9 m doorway

F The Body Ellipse variable - 3.3 Platform screen doors

Platform screen doors (or automatic platform gates) Platform screen doors and gates significantly increase Planning the number of doors: are automatic sliding doors or gates at the edge the efficiency and capacity of metro train systems as of railway platforms for metro, or other a whole. Also, platform screen doors enable the design Required number of doors (N) is train systems, to prevent passengers falling off the or layout of the platforms to be reduced, because the N = F/(fW), where: platform edge onto the railway tracks (see Figure area is more efficiently used. For a metro, the smaller 10). The platform doors or gates slide open or close footprint for the station platform may save costs when • F is passenger flow [persons/min] simultaneously with the train doors. building new lines. Likewise, the capacity of existing • f is nominal flow through door [persons/min/m] rail/metro systems can be increased by retrofitting • W is width of door [m] The height of the platform screen doors can vary platform screen doors. between low-, middle- and full-height. Also, screen doors can be integrated in a full-height dividing wall, The main advantages of platform screen doors which creates a separate compartment between are: tunnel/track and platform. The dividing walls are • Safety (reduce accidents, people falling on tracks/ usually steel structures with glass panels. suicides – only for full-height doors).

™ 1. Estimate maximum People Flow through doors in persons per hour, or persons per interval Platform screen doors improve the People Flow by • More reliable service and schedule of the metro (special provision can be made in case special events are expected) guiding the people to the correct location on the system (less disturbance). e.g. 300 persons /5 min = 60 persons/min platform to enter trains, which also creates a more 2. Select LOS and the flow per unit width, from the Table 11 fluent flow of people on the platform. The effect of • Security (restrict access to tracks and tunnels). C: convenient, so: 33-49 persons/min from 1 m wide doorway platform screen doors can be further enhanced by applying signs or direction indicators on the floor near • Prevent litter on the track (reduce maintenance/ 3. Select door width, for example 1.5 m. them to indicate where the people should wait/stand, cleaning costs, risks for fire etc. – only for full-height 4. Calculate pedestrian flow per interval or per hour by multiplying the flow per unit width in order to improve the exit/entry flow between train doors). (from step 2) by the door width and platform. 50-74 persons/min from 1.5 m wide door • Increased comfort for travelers (dust, noise, wind, Compared to full-height platform screen doors, half- better information where to enter the train). 5. Determine the number of doors by dividing the estimated People Flow by pedestrian flow per interval height platform gates are cheaper to install as they (interval should be the same in both estimated and calculated pedestrian flow) require a smaller metallic framework for support. • Enable Automatic Passenger Movers 1 door of 1.5 m width would be enough for 60 persons/min. Some railway operators prefer such an option to (APMs, i.e. trains without operators). 6. Consider reverse flow: There are some people coming from the opposite direction. improve safety at railway platforms and, at the 2 doors would guarantee smoother flow at a convenient Level of Service. same time, keep costs low and non-air-conditioned • Better People Flow (shorter exit and entry time, platforms naturally ventilated. However, platform train can spend less time at station). gates are less effective compared to platform screen doors in preventing people from jumping or throwing objects onto the tracks.

26 26 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 27 3.4 Turnstiles & ticketing 3.5 Stairways

After entering a station, people come from the Number of turnstiles Simple layouts are the best. Stairways should be spread unpaid area to the boundary of the paid area, The effect of fare gates on pedestrian flow will out to the areas where people arrive at the station. or ticketing area. There can be a security check, depend on the between pedestrians. Stairs are good for small level differences, but the ticketing point, and turnstiles in this area. The order When a pedestrian reaches a fare gate, there must longer the stairs, the less they are used as people prefer of these should be clear and the layout should guide be sufficient time separation to allow that pedestrian escalators and elevators. For a very high vertical rise, people to the correct route. People Flow™ through to pass through the fare gate before the next stairs are used very little. the intermediate floors between the entrance floor pedestrian arrives [3]. The capacity of turnstiles is and the platform (also called mezzanine floor, shown in Table 12. If there is a lot of traffic in the opposite direction, concourse level, ticketing level etc.) should not have stairs easily become crowded and cause congestion any bottlenecks. problems. To improve this, floor markings (i.e. a line separating walking lanes, and direction arrows) can Turnstiles make people enter one by one to their be added to provide guidance on moving directions next locations. The interval between people coming – right-hand/left-hand traffic according to the local through these points is dependent on the turnstile traffic flow. type and whether a ticket is shown or inserted into the system. A manual gate for disabled people and Transportation capacity in stairways prams is also needed. 33 in (83.8 cm) When walking on stairs, people need space of 3 steps 24 in (60.0 cm) in the longitudinal direction before the person in front of them, as shown in Figure 11. When walking down the stairs, people tend to leave more space in front of them. [6] Table 12. Pedestrian volume of turnstiles [3] Figure 11. People need 3 steps of space when walking on stairs Type of entrance Observed average Equivalent pedestrian headway (s) volume (persons/min)

Free admission (barrier only) 1.0 - 1.5 40 - 60

Ticket collection by staff 1.7 - 2.4 25 - 35 Stairs can be planned for short vertical rises, and Transportation capacity of stairways can be calculated as emergency exits. Staircases can be planned assuming 0.72-1.0 persons per second per width of Single-slot coin- or token-operated 1.2 - 2.4 25 - 50 instead of escalators, parallel to escalators, and one meter. [15,18] If there is counter flow in stairs, the Double-slot coin-operated 2.5 - 4.0 15 - 25 as an alternative means of transportation if the combined width should be increased at least by 0.75 m. escalators should fail. If escalators are placed Card reader (various types) 1.5 - 4.0 25 - 40 next to stairways, an inclination of 27.3 degrees The minimum combined staircase width (W) is: is recommended. Local legislation determines High entrance/exit turstile 3.0 20 W = F / f, where guidelines for adequate stairway dimensions. It is F is passenger flow [persons/min] High exit turstile 2.1 28 recommended that stairways with combined width more than 2.2 m should be divided into several f is nominal flow in stairs 30-60 persons/min/m Exit gate, 3.0 ft (0.9 m) wide 0.8 75 lanes so that each lane is preferably 1.2 - 1.8 m wide. [13] Exit gate, 4.0 ft (1.2 m) wide 0.6 100 Planning the stairs Exit gate, 5.0 ft (1.5 m) wide 0.5 125 1. Estimate the peak traffic People Flow using the stairs e.g. 60 persons/min 2. Select the nominal flow f (e.g. 0.72 persons/s/m = 43.2 persons/min/m) 3. Solve minimum combined stairway width W (60/43.2 = 1.39 m). 4. Divide the combined width into one or several preferably 1.2 - 1.8 m wide channels.

28 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 29 If escalators do not stop entirely, but move slowly To make it easier to enter an escalator, and to increase Transportation capacity of a stairway in energy saving mode, it is easier for people to the loading percentage and improve passenger safety, perceive the direction of the escalator. The correctly changes can be made: moving direction can also be indicated by traffic Persons/hour Persons/5 min lights in front of the escalator. 1. Railing arrangements beside the escalator guide 10000 833 people to form a queue already a bit before In quieter stations escalators stop when nobody entering, so that the crowd is not squeezed 9000 750 is using them. When a person approaches it from against moving handrails. It also prevents 0.7 persons/s/m either end, it will start moving so that the person accidents from crowds leaning on the moving 8000 667 0.8 persons/s/m can use it. handrail from the sides (Figure 14). 7000 583 2. Three poles in front of an escalator will guide 0.9 persons/s/m Crowded escalators people to form two lines before entering it. They 6000 500 In busy stations people can form tight crowds in 1.0 persons/s/m also prevent people with large luggage from using front of escalators. With many people trying to the escalators (Figure 14). 5000 417 enter an escalator from different directions at the 3. Adding a separator line in the middle of the same time, the actual loading percentage of an escalator can guide people to stand on the sides 4000 333 escalator might stay rather low. rather than in the middle (Figure 14). 3000 250 4. More space before and after an escalator gives room for the queue to form, and for people to exit. 2000 167 5. Designing walking paths so that people do not

1000 83 have to walk through queues.

0 0 0.6 1.0 1.4 1.8 2.2

Width (m)

Figure 12. Example of a selection chart for choosing the width of a stairway in a

3.6 Escalators

Moving direction When escalators are located side by side, their moving direction should be according to the local Figure 14. Railing arrangements beside an escalator, three traffic flow, if the layout does not suggest otherwise poles in front and a separator line in the middle of (e.g. left-hand side traffic in U.K., India etc.). This the escalator make it easier to enter the escalator and increase escalator load and safety. prevents people crossing each other at both ends of the escalator, since in wide passageways people tend to walk on the side of the traffic flow. Down rush hour Using slower escalators If the direction of the majority of the People Flow™ Slower escalators with a speed of 0.5 m/s should be preferred changes heavily according to the time of day especially in: (e.g. people going to the offices in the morning • Places where there are many new escalator users. and returning home in the evening), the moving direction of escalators can be changed accordingly. • Stations where people arrive after having traveled for a In case of several parallel escalators, this is easily long time (e.g. bus/train stations). People may have heavy executed by changing the direction of the escalators luggage with them, or may just be tired. Accidents have been reported from these kinds of stations with faster in the middle as presented in Figure 13. escalators. • Market places where people might be carrying heavy bags. Up rush hour

Figure 13. Changing the escalator direction according to the major People Flow™ (in a country with right-hand side traffic)

30 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 31 Escalator transportation capacity The maximum capacity of escalators according Transportation capacity of an escalator to EN115-1 is shown in Table 13.

Persons/hour Persons/5 min

10000 833 0.75 m/s

Table 13. Maximum capacity of escalators or horizontal/inclined autowalks* according to EN 115-1:2008 [14] 9000 750 0.65 m/s

8000 666 0.5 m/s Step/pallet width mm Nominal speed m/s 7000 583 0.50 0.65 0.75 6000 500

600 3600 persons/h 4400 persons / h 4900 persons / h 5000 417

800 4800 persons / h 5900 persons / h 6600 persons / h 4000 333

1000* 6000 persons / h 7300 persons / h 8200 persons / h 3000 250

2000 167 NOTE 1 Use of baggage carts will reduce the capacity by approximately 80%. NOTE 2 For horizontal/inclined autowalks with a pallet width in excess of 1.00 m the capacity is 1000 83 not increased as users need to hold the handrail; the additional width is mainly to enable the use of shopping trolleys and baggage carts. 0 0 600 800 1000

Width (mm)

Figure 15. Effect of escalator width and speed on transportation capacity

In Table 13, about 0.7-0.8, 1.0-1.1 and 1.2-1.3 persons per step are assumed for the 600 mm, 8000 mm and 1000 mm wide escalators respectively. Density of Planning the number of escalators Effect of people walking passengers on an escalator depends very much on the 1. Estimate the People Flow in both up and down Even though the transportation capacity of escalators culture. In a KONE study during rush hours at the Delhi directions in a peak traffic situation. Note that if could be theoretically greater when people are walking metro station, escalators were observed to be 60% there are parallel stairs, divide the traffic between on the other side, in practice it does not significantly loaded at the maximum, that is 1.2 persons per step the stairs and escalators. increase escalator capacity. [3] in a 1000 mm wide escalator, which corresponds to a 2. Select the speed and width that match the person on every step and 2 persons on every 5th step. purpose (usually 0.5 or 0.65 m/s and 1000 mm In some countries, people are allowed to walk on a wide). Transportation capacities are shown in stopped escalator, and it is not restricted with barriers. In crowded situations, the following issues have an Table 13. The capacity of a stopped escalator is somewhat effect on the escalator transportation capacity: smaller than the capacity of a stairway, because the 3. Divide the peak flow by the transportation steps are higher and deeper than on stairways. • Social distance affects how close to each other capacity of one escalator to find out how many people stand. When people are standing more escalators are needed. (Round up to the nearest closely to each other, load can be larger. Recommendations integer). • New users and large amounts of luggage will The usual step width of escalators in transit stations is 4. Increase the number of escalators by one for decrease the load. 1000 mm. The usual speeds are 0.5 m/s or 0.65 m/s. counter-flow. When the vertical distance is more than a few meters, 5. Increase the number of escalators by one for up- and down-traveling escalators are needed instead breakdowns (to enable the stairway or people of stairs. Often a third escalator is reserved to ensure walking on the stopped escalator to be able to fluent travel while maintenance is performed. compensate for the loss).

To prevent and minimize flash flood water damage, escalator entries, doorways, and stair tops should be raised above the street ground level.

In matters concerning escalator duty class and escalator features, see the Planning Guide for KONE Escalators and Autowalks.

32 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 33 3.7 Horizontal and inclined 3.8 Elevators autowalks Accessibility standards About autowalks Elevators are usually needed in stations only for people Moving horizontal autowalks have high transportation Planning the number of horizontal or inclined who are unable to use escalators or stairways. Typically capacity and are convenient for passengers with autowalks these are people with baggage and trolleys, elderly and luggage or trolleys. Horizontal autowalks have an 1. Estimate the People Flow in peak traffic situation. disabled people and children. Elevators should meet the [16] inclination of 0-6o and pallet widths of 1000, 1200 Count each trolley as 4-8 persons. accessibility standards , including but not limited to: and 1400 mm. Inclined autowalks (ramps) are used to 2. Choose from Figure 15 the width and speed of o connect two floors. They have an inclination of 10-12 the autowalk that match the objective. • Cars big enough for moving aids (wheelchairs, and pallet widths of 800 or 1000 mm. The vertical rise walkers, bicycles and prams, if these are used in the 3. Divide the peak flow by the transportation of an inclined autowalk (moving horizontal autowalk) is location). There could also be space for a couple of capacity of one horizontal autowalk to find out limited to 10 m. moving aids to enter the elevator at the same time. the number of autowalks needed (round up to the (EN 81-70 gives three accessibility levels; Type 1 with nearest integer). 1000 x 1250 mm, Type 2 with 1100 x 1400 mm, Number of autowalks 4. Increase the number of autowalks by one for and Type 3 with 2000 x 1400 mm, which allows a The transportation capacity of inclined autowalks is wheelchair to be rotated in the car [16]). the same as for escalators, see Table 13 and Figure 15. counter-flow (sometimes a one-way horizontal The transportation capacity of 1000 mm escalators can moving horizontal autowalk is enough). • Clear width of elevator doorway of at least 800 mm (Type 1), 900 mm (Type 2), or 1100 mm (Type 3) [16]. be used for 1200 and 1400 mm horizontal autowalks. 5. For inclined autowalks: Increase the number of The reason why widths exceeding 1000 mm do not inclined autowalks by one for breakdowns (unless • Have buttons located properly inside the car increase handling capacity is that everyone must be the stairway or people walking on a stopped (between 900 – 1200 mm [16] ), and arrange them able to reach the handrails. In practice 1400 mm wide horizontal autowalk are able to compensate for logically (on a single vertical/horizontal row), with horizontal horizontal autowalks are recommended the loss). tactile and auditory operating feedback. when passengers have trolleys. • Accurate stopping (+/- 10 mm) and leveling (+/- 20 mm) [16].

Location of the elevators New users Sometimes elevator use becomes massive, although In developing countries there are people who have they are meant to be used by only those who can not never used elevators. For them, it is important to have take the stairs or escalator. In countries with short social signalization as intuitive as possible, which means distances, people are used to being in a crowd and will buttons in vertical rows, with descriptive symbols. pack the elevators full, causing overloading problems. The doors should open up automatically if no buttons One solution is to employ an elevator monitor to let are pressed, or in cases where elevators travel only only the allowed number of people inside the elevator between two floors the elevator could identify car. Otherwise, elevators could be located away from when there are passengers inside the elevator and the main routes (e.g. behind a corner). automatically take them to the other floor, without them having to push the car call buttons. The use of elevators can also be decreased by making the escalators or stairs a more attractive option so that Car parks taking them would be faster than taking the elevator. Metro stations are sometimes attached to a car park. This can be done by locating escalators optimally, and When designing the elevators serving the parking having enough escalators to handle the traffic. areas, the number of parking places needs to be known. Once the parking capacity is known, the There should be clear guidance to the elevators from number of people that will be served by the elevators the main routes. Elevators should also be located so can be estimated. Typically 1.2 persons per car are that there is convenient access to the surrounding assumed, but the values depend on the culture. buildings, attractions or bus stops. Inside the station, the elevators should be located so that they are visible to station staff, to ensure their surveillance [11].

34 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 35 Handling capacity and level of service Planning the elevators If the station is more than 20-30 meters below ground, 1. Estimate the peak traffic flow and portion of the flow using transit time with escalators becomes too long. With elevators. Note that elevators are usually planned for 5-20% elevators the transit time is much shorter and they can of total flow in stations. See chapter 2.2 Passenger characteristics/ be used as the main transportation device. The number and subchapter Disabilities). of elevators according to vertical rise can be selected 2. Select suitable car size. See handling capacity from Figure 16. according to Figure 16. 3. Select the number of elevators by dividing the peak traffic flow by the handling capacity of one car. (Round up to nearest integer). 4. Increase the number of elevators by one for breakdowns. Handling capacity of an elevator 5. If the number of elevators is high, increase the car size. (Travel time < 25 s) Persons/hour Persons/5 min If elevators have more than two stops, traffic analysis tools should be 1440 120 used (see Chapter 4.5). 17 1296 108

1152 96 21

1008 84 24 Recommendations 864 72 Elevators with a capacity of at least 13 persons are able to carry 26 720 60 objects such as a baby carriage, bicycle or stretcher. For this reason, 1600 kg is the minimum recommended capacity. 576 48 For speed selection use the formula: 432 36

288 24

144 12 vexellent = Travelheight/20 0 0 4 8 12 16 20 24 28 32 36 40 44 48 52 vgood = Travelheight/25 Travel lenght (mm)

Figure 16. Elevator two-way traffic handling capacity of 17-26 person car vsatisfactory = Travelheight/32 sizes as a function of travel length

According to this formula, for instance for travel of 32 meters, a speed of 1 m/s is satisfactory, In transit facilities, elevators often travel between two stops. 1.6 m/s is good, and 2 m/s is excellent. For a shuttle elevator the handling capacity in persons per hour can be roughly estimated from the formula below:

6000*C HC= 50 + 3.6*C

where C = Elevator capacity in persons (usually 17 - 26 persons)

36 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 37 3.9 Planning tools

Quick analysis tools For planning elevators and escalators, traffic analysis KONE BTS has also been used in evacuation studies of tools can be used. On the kone.com websites the metro stations and stadiums. In stadiums, evacuation following tools are available: Planning Guide for does not refer to an emergency situation but to the KONE Escalators and Autowalks, Escalator Designer; end of the event when all people leave the stadium. MonoSpace toolbox for machine-room-less elevator With simulation the time that a building or a station dimensions; Quick Traffic to analyze the number, size can be emptied with the defined number and size and speeds of cars for bigger elevator groups; and of escalators, elevators and staircases is studied. In Planulator to give the dimensions of elevators and addition to the egress time, also passenger journey shafts. Links to these tools can be found on times and waiting time are discovered, as well as the KONE’s website. A simple transit station planning maximum passenger queue lengths and congestion tool will be provided later to support this planning at different locations during the egress. guide to calculate the required number of elevators and escalators. It will also give recommendations for Figure 17 presents displays of metro station simulation numbers of building doors, turnstiles and autowalks. studies with KONE BTS™ and Figure 18 with the Steps Using this tool, the required width of inclined program [18]. In Figure 18, different Levels of Service Figure 18. Screen shots of Steps[18] simulator autowalks and stairways can also be calculated, (LOS) are shown in colors. Figure 19 shows a sample along with the handling capacity of the automatic output result of an evacuation simulation study with building doors. KONE BTS™. A thorough understanding of passenger traffic in a building and interaction between different Traffic simulation can be found out only by using simulation tools such as KONE BTS™. The most accurate way to estimate the required numbers and sizes of transportation facilities is to simulate the People Flow in the station. Some Egress time when using inclined consultants are specialized in providing a simulation autowalks or elevators and escaltors service for metro stations. With the KONE Building Egress time Traffic Simulator (KONE BTS™), People Flow (min) moving horizontally and vertically can be modeled. 160 Planned

Simulation can be visualized by 3-dimensional 140 displays, and People Flow bottlenecks can be VIP 120 illustrated. 100 Two inclined autowalks

80

60

40

20

0 10 20 30 40 50 60 70 80 90 100

% of population using inclined autowalks

Figure 19. Simulated egress times with alternative transport facilities. Figure 17. Screen shots of KONE Building Traffic Simulator

38 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 39 4 References

[1] KONE Ecosystem MR Europe/China/Asian-Pacific/North-American Planning Guide [2] Planning Guide for KONE Escalators & Autowalks [3] National Research Council 2003. Transit Capacity and Quality of Service Manual. Transit Cooperative Research program - TCRP report 100. 2nd edition [4] http://www.newscientist.com/blog/shortsharpscience/2007/05/quickstep-world-is-walking-faster.html [5] Wikipedia. Right- and left-hand traffic. Cited in 19.8.2009, Available at: http://en.wikipedia.org/wiki/Right-_and_ left-hand_traffic. [6] Templer, John 1995. The Staircase, MIT Press 216 p. pp. 61 – 69 [7] WHO 2004. The global burden of disease: 2004 update, Part 3. Disease incidence, prevalence and disability 16 p. pp. 32 - 34, available at: http://www.who.int/healthinfo/global_burden_disease/GBD_report_2004update_ part3.pdfhttp://www.who.int/healthinfo/global_burden_disease/GBD_report_2004update_part3.pdf [8] [APTA (American Public Transportation Association) 2007. A Profile of Public Transportation Passenger Demographics and Travel Characteristics Reported in On-Board Surveys, May 2007 available at: http://apta.com/resources/statistics/Documents/transit_passenger_characteristics_text_5_29_2007.pdf http://www.apta.com/government_affairs/policy/documents/transit_passenger_characteristics_07.pdf [9] Dieberger, Dourish, Höök, Resnick, Wexelblat 2000. Social Navigation. Techniques for Building More Usable Systems. Interactions, November + December 2000. pp. 36 - 45. [10] Barney, G.C., Elevator Traffic Handbook: Theory and Practice, Spon Press,, London, 2003 [11] Griffin, Kenneth W. Building type basics for transit facilities. From the Building type basics series, Stephen A. Kliment, Series founder and editor. [12] U.K. Department for Transport. Inclusive mobility, Available at: http://www.dft.gov.uk/transportforyou/access/peti/ inclusivemobility [13] Departure of Culture, Media and Sports: Guide to Safety at Sports Grounds, Her Majesty’s Stationery Office, UK, 2008. [14] EN 115-1:2008-1: 2008. Safety of escalators and moving walks. Construction and installation. [15] CIBSE Guide D: 2005. Transportation systems in buildings, The Chartered Institution of Building Services Engineers London. [16] EN81-70: 2003. Safety rules for the construction and installation of lifts. Particular applications for passengers and good passengers lifts - Part 70: Accessibility to lifts for persons including persons with disability [17] Fruin, John J., Pedestrian Planning and Design, Revised Edition, Elevator World, Inc., Mobile, AL (1987) [18] http://www.mottmac.com/skillsandservices/software/stepssoftware/

40 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 41 42 © KONE Planning Guide for People Flow™ for transit stations © KONE Planning Guide for People Flow™ for transit stations 43