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A STUDY ON RIDERSHIP CAPACITY ANALYSIS AT RAPID LINE STATION

MUHAMMAD FARHAN BIN MOHD ARIF

A thesis submitted in

fulfillment of the requirement for the award of the

Degree of Master of Science in Railway Engineering

Faculty of Engineering Technology

Universiti Tun Hussein Onn

JULY 2017

iii

Dedicated to all my beloved peoples

MOHD ARIF MAHADI & ZAITON ISHAK,

MOHD FAIZ & NASIHAH, NURUL FARHANA & AHMAD HUMAIZI, MUHAMMAD FAIZUL & FAIZURA NAQUIAH,

MUHAMMAD FAIZAL & MOHAMAD ARIFFIN,

IMRAN, IMDAD, FATHIA, FADIYA & JASMINE,

& FRIENDS

Who always be there for me

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ACKNOWLEDGMENT

In the name of Allah S.W.T, The Most Gracious and Merciful.

Alhamdulillah, praise to Allah S.W.T. for giving me the strentgh to complete my project succesfully. First and foremost, I would like to give my deepest thanks to both my parents ( Mohd Arif Mahadi & Zaiton Ishak) and other my siblings (Mohd Faiz & family, Nurul Farhana & Family, Muhammad Faizul & family, Muhammad Faizal, Mohamad Ariffin) for their continuing support, loves and encouragement to me for completing this research. I would like to express my deepest gratitute to my supervisor, Dr Joewono Prasetijo for constantly guiding and encouraging me throughout this journey. I would like to convey my greetest appreciation to her for giving me the professional training, advice, motivation and suggestion to carry this research to its final form. I am very thankful to all people involved in this research. I was in contact with many people, researchers, academicians and practitioners who have contributed towards my understanding and thought. My heart felt thanks to each and every one of them. In particular, my sincere thanks are also extended to all my friends and others who have provided assistance at various occasions. Their views and tips are useful indeed. Regrettably, it is not possible to list all of them in this limited space. Thanks you. May Allah S.W.T. bless upon all of you.

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ABSTRACT

Level of Service (LOS) is commonly used to access the quality of operations of transportation facilities at the roadside. However, LOS, measures for pedestrian facilities such as waiting areas are not well developed until now. The main objective of this study is to determine the level of service of platform at KL SENTRAL station, in order to identify the current operational conditions. Objectives are achieved by referring to LOS standards from Highway Capacity Manual (2000) and Transit Capacity and Quality of Service Manual (TCQSM). Additionally, analysis has been carried out for peak hours and focus on KL Sentral Station platform. Results showed that, LOS at platform was LOS E and there are a few LOS D and LOS A during the peak hours. The probability of worse LOS levels in the future are high. Based on analysis data, access way front and the end of platform edge were identified as areas that are highly crowded. Results from this study could be used as a guide by authorities and management team of the station to detect and monitor the LOS of the platform. Hence, could provide better service that matches the right level of service and provides higher passenger comfort, while using the service. The capacity of a transit mode refers to how many passengers per hour a mode can be expected to carry. Since when we discuss capacity we are usually discussing it in terms of a project, the capacity should be defined as the maximum number of passengers per hour a given mode could carry at its maximum average operating speed. Overall, the capacity of a given transit mode expressed in passengers per hour can be represented as the result of multiplying the number of vehicle trains that could pass by a particular stop in one hour which is frequency by the number of vehicles per train and the number of passengers that could be carried by each vehicle.

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ABSTRAK

Tahap Perkhidmatan (LOS) biasanya digunakan untuk mengakses kualiti operasi kemudahan pengangkutan di tepi jalan. Walau bagaimanapun, LOS, langkah-langkah untuk kemudahan pejalan kaki seperti kawasan menunggu tidak maju sehingga kini. Objektif utama kajian ini adalah untuk menentukan tahap perkhidmatan platform di KELANA JAYA LINE stesen KL SENTRAL, untuk mengenal pasti keadaan operasi semasa. Objektif dapat dicapai dengan merujuk kepada piawaian LOS dari Highway Capacity Manual (2000) dan Transit Kapasiti dan Kualiti Perkhidmatan Manual (TCQSM). Selain itu, analisis telah dijalankan untuk waktu puncak dan memberi tumpuan kepada platform Stesen KL Sentral. Hasil kajian menunjukkan bahawa, LOS di platform adalah LOS E dan terdapat beberapa LOS D dan LOS A semasa waktu puncak. Kebarangkalian tahap LOS lebih teruk pada masa akan datang adalah tinggi. Berdasarkan analisis data, akses jalan depan dan akhir tepi platform telah dikenal pasti sebagai kawasan-kawasan yang sesak. Hasil daripada kajian ini boleh digunakan sebagai panduan oleh pihak berkuasa dan pihak pengurusan stesen untuk mengesan dan memantau LOS platform. Oleh itu, boleh memberikan perkhidmatan yang lebih baik yang sepadan dengan tahap hak perkhidmatan dan memberi keselesaan penumpang yang lebih tinggi, semasa menggunakan perkhidmatan ini. Kapasiti mod transit merujuk kepada berapa banyak penumpang satu jam yang boleh diharapkan untuk dibawa. Oleh kerana ketika kita membincangkan kemampuan kita biasanya membincangkannya dari segi projek transit yang cepat, kapasiti harus ditakrifkan sebagai jumlah maksimum penumpang per jam mod yang diberikan dapat membawa pada kecepatan operasi rata-rata maksimum. Secara keseluruhannya, keupayaan mod transit yang dinyatakan dalam penumpang sejam boleh diwakili sebagai hasil daripada mendarabkan bilangan kereta kebal yang boleh lulus dengan perhentian tertentu dalam satu jam yang kekerapan oleh bilangan kenderaan kereta api dan nombor Penumpang yang boleh dibawa oleh setiap kenderaan.

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CONTENTS

TITLE i

DECLARATION ii

DEDICATION iii

ACKNOWLEDGEMENT iv

ABSTRACT v

CONTENTS vii

LIST OF TABLES xi

LIST OF FIGURES xii

CHAPTER 1 INTRODUCTION

1.1 Background of Study 1

1.2 Problem Statement 2

1.3 Objectives 3

1.4 Scope of study 4

1.5 Significant of Research 4

CHAPTER 2 LITERATURE REVIEW

2.1 Introduction 5

2.2 Transit Capacity 6

2.3 Factors Influencing Capacity 6 viii

2.4 Ridership 7

2.4.1 Modes and Abbreviation 8

2.4.1.1 Comuter Rail 8

2.4.1.2 Heavy Rail 8

2.4.1.3 9

2.4.1.4 9

2.5 Ridership Capacity 9

2.5.1 Peak Hour Factor 10

2.5.2 Train Capacity 10

2.6 Factors Affecting Pedestrian Flow 10

2.6.1 Mean Walking Speed 11

2.6.2 Density 13

2.6.3 Body Dimension 14

2.6.4 Culture 15

2.6.5 Purpose of Trip 15

2.6.6 Existence of Social Groups 15

2.6.7 Bi-Directional Flow 16

2.7 Railway Station 16

2.7.1 Station Design Requirement 16

2.7.2 Station Platform 17

2.7.3 Kelana Jaya Line 20

2.7.3.1 Line and stations 21

2.7.3.2 Rolling stock 22

2.7.3.3 Extensions 23

2.8 Level of Service (LOS) 25 ix

2.8.1 Type of Level of Service (LOS) 27

2.9 Growth Population 30

2.10 Crowding 33

2.10.1 Factor Affecting Crowding 31

2.10.2 Impact of Crowding 34

2.11 Summary of Chapter 36

CHAPTER 3 METHODOLOGY

3.1 Introduction 37

3.2 Research Methodology Flow Chart 38

3.3 Literature Review 39

3.4 Site Selection 39

3.5 Problem Identification 41

3.6 Data Collection 42

3.7 Data Analysis 43

3.7.1 Microsoft Excel 43

3.7.2 Ridership Capacity Model 45

3.7.3 Level of Services LOS 45

3.8 Summary of Chapter 46

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CHAPTER 4 ANALYSIS AND DISCUSSION

4.1 Introduction 47

4.2 Number of Ridership at

(KLJ) LINE KL SENTRAL STATION 48

4.3 Capacity Analysis of Peak Hours 53

4.4 Ridership Capacity Analysis 60

4.5 Level of Services LOS 61

4.6 Summary of Chapter 64

CHAPTER V CONCLUSION AND RECOMMENDATION

5.1 Conclusion 65

5.2 Recommendation 66

REFERENCES 68

APPENDICES 77 xi

LIST OF TABLES

TABLE NO. TITLE PAGE

2.1 Train Capacity 10 2.2 Pedestrian flow rate under different circumstances 12 2.3 Kelana Jaya Line Overview 20 2.4 Level of Services on LRT platform 27 2.5 Pedestrian LOS according to HCM (Source: TCQSM ,2003) 29 4.1 Monthly Ridership of KLJ Line (January to May 2016) 48 4.2 Name of station 49 4.3 Ridership Capacity Data 60 4.4 Level of Services LOS at KL Sentral Station Platform 61

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LIST OF FIGURES

FIGURE NO. TITLE PAGE

1.1 Condition in waiting area at peak hour 3 2.1 Factors affecting free flow speed, (Taylor et al., 2010) 11 2.2 Fundamental Diagram, (Hoogendoom et al., 2007) 14 2.3 Typical Layout (Railway Technical,2014) 18 2.4 Typical Elevated Side Platform Station Layout (RailwayTechnical,2014) 18 2.5 Elevated Station with Ticket Hall below Platforms (Railway Technical,2014) 19 2.6 Kelana Jaya Line station in Sentral 24 2.7 Masjid Jamek is one of only five underground stations along the Kelana Jaya Line. 25 2.8 Universiti station at night is one of the elevated stations

in the system. 25

2.9 Level of Service on LRT Platform 28 2.10 The Increasing Ridership Number of KLJ Line 32 3.1 Flow Chart Methodology 38 3.2 Kelana Jaya Line route 39 3.3 Kelana Jaya Line Masjid Jamek station, automated door 40 3.4 Access way to the platform Putra Masjid Jamek station 40 3.5 PUTRA KL SENTRAL station 41 3.6 Crowded pedestrian rushing towards the 42 3.7 Monthly ridership for every station in 5 months 43 3.8 Monthly ridership graph for every station in 5 months 44 3.9 Data of peak hours 44 3.10 Graph of peak hours of May 45 4.1 Station KLJ Line versus Number of Ridership 50 4.2 Monthly Ridership for PUTRA KL Sentral Station 51 xiii

4.3 Daily ridership May 2015 52 4.4 Operation time service 53

CHAPTER 1

INTRODUCTION

1.1 Background of the study

Nowadays traffic congestion reduction is widely considered as one of the most common reasons for building new transit systems. Today, the demand for rail networks across the globe is increasing, hence the rail operation is getting busier. Additionally, they became the most preferable public transportation choice by the users. To avoid congestion in traffic, railway transportation mode is the best option offered to the public, since it is ease of use. As a developing country, Malaysia depends on an urban transportation system that is effective and efficient. As passenger distribution nodes, rail transit stations are one of the public buildings that have the highest pedestrian density. In the year 2000, world urban population reached 2.9 billion and it is expected to increase to 5.0 billion by 2030 (Tom et al, 2006). Meanwhile, the effects of high passenger density at stops, rail stations, and trains are diverse. 2

On the other hand, when an area is filled with people, we will be able to see different patterns of walking behaviors, various kinds of interactions of each person and various movements that lead to different levels of comfortability and disrupt of service. For example, at a , crowding conditions at station platform critically affect 2 the behavior of passengers and the dwelling time of trains, which as a result has an impact to the line capacity (William et al., 1999). Hence, governments, operators and other agencies involved in providing service to customer should be able identify their customer needs and how they feel about the goods or services provided. Level of Service (LOS) of pedestrian can be applied to evaluate these provided services. Level of Service (LOS) is a method by which a transportation facility's performance is evaluated. In general term, it is a quantitive measure describing operational conditions of a facility stream and user perception of those conditions within an area of evaluation (Klodzinski, 2001). Thus, LOS is generally used to determine the effectiveness of a facilities performance, including traffic jam in highway or signalized intersection. By selecting a platform in a LRT station for the case study, a research was conducted to evaluate the level of service of passenger flow and the results of research has been analysed. The method used to determine the (LOS) for pedestrian is adapted from the Highway Capacity Manual (HCM) and Transit Capacity and Quality of Service Manual (TCQSM). Computer simulation of pedestrian movement is a useful method to help designers to understand the relation between space and human behavior. Pedestrian simulations are used to analyze pedestrian flows, for example at airports and railway stations (Dallmeyer et al., 2012). A software for this kind of studies is often used with the focus on pedestrian density and evacuation issues.

1.2 Problem statement

Based on “My Rapid Train Frequency” peak hours report, train frequency cycle average is 3 minutes. However, waiting areas cannot provide adequate space for passengers. Furthermore, inadequate space in waiting area could be seen at morning peak hours from 7.00 to 9.00 am and evening peak hours from 5.00 to 7.00pm (Figure1.1). An inadequate waiting space has tremendous negative effects on 3 passengers, who are waiting in that area, which results in delays and time loss. Moreover, it positions rushed passengers to fight over in order to catch a train.

Figure 1.1: Condition in waiting area at peak hour.

Apart from that, not only inadequate space causes delays and time loss for passengers, but also contributes to increased levels of discomfort that may be a health risk especially for elders and passengers with special needs. On the other hand, high probability of increase in traffic is predicted yearly, that has similar characteristics to traffic volume in highways. Moreover, Kuala Lumpur has high level of population that reaches 6891 citizens per square kilometers (BANCI 2010). This level makes a city more crowded and busy in all places. This research questions future implications of such problems, whereby today’s platforms cannot provide an adequate space for passenger.

1.3 Objectives of study

The purpose of this study is to satisfy the following objectives: 1. To determine parameter for ridership capacity analysis of peak hours at Rapid Kelana Jaya Line Station. 2. To determine Level of Service (LOS) of ridership at Rapid Kelana Jaya Line Station.

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1.4 Scope of study

This research must focus on the following scopes to establish according to the objectives:

a) Kelana Jaya Line KL Sentral platform is chosen location for this research. b) Passenger flow during the peak and non-peak hours are considered on this scope of study. c) Data collection of the passenger volume is ranged within peaks and non- peaks hours, and they are 7.00 to 9.00 AM and 5.00 to 8.00 PM during weekdays. d) Train passenger capacity and coach platform entrance factors are excluded. e) Levels of Services (LOS) are addressed in literature review according to the type of simulation methodology.

1.5 Significance of Research

In this research are focused on the capacity analysis of ridership in order to observe and analyse passenger flow during peak and non-peak hours at train stations and also to estimate the Levels of Services (LOS) on station platform. This research will be enable transit operators, transport planners and building designers to provide suitable walkway area to meet passenger personal space demand. This is essential in providing sufficient space for passengers that are waiting for transit services. Additionally, to prevent crowding at the platform, this could present safety hazards to the users, especially in the case of an accident. Besides that, this research can be used as reference for future studies to further investigate this area. In order to improve the quality of service on train stations, further studies on the level of service of passenger and on other factors are essentially required.

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CHAPTER 2

LITERATURE REVIEW

2.1 Introduction

In this literature review chapter, literature study has been carried out based on previous studies and literature to get more understanding regarding the study project. Transportation is a transport or vehicles that allow an item, object or person to move from one place to another reference. Transportation is very important from the early time until now. But the type of transportation have being improve from time to time. In early time, we had use animals such as bull, buffalo, camel, donkey, horses and many more to move. Later on, there are many types of transportation have been created such as bike, boats, ferry, cars, trains and aeroplanes.

Public transportation in the 21st century is on the move, as more and more Americans are discovering the benefits of travelling by buses, trains, subways, trolleys and ferries. In 2005, Americans took 9.7 billion trips on public transportation which is 15 times the number of trips they took on domestic airlines. The public transport ridership increased by 25 percent from 1995 to 2005. Currently there are more than 6400 providers of public and community transportation offering Americans freedom, opportunity and the choice to travel by means other than a car.

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As noted in chapter 1, the increase in a number of populations day by day, make the building compact and cramp or known as crowding. Therefore, The second part of this chapter will discuss the behaviour of the pedestrian and factor that will be affecting the pedestrian behaviour while moving. Whereas the latter part of this chapter describes the Level of Service (LOS) and crowding topics.

2.2 Transit Capacity

Transit capacity deals with the movement of both people and vehicles. It is defined as the number of people that can be carried in a given time period under specified operating conditions without unreasonable delay or hazard and with reasonable certainty.

Capacity is a technical concept that is of considerable interest to operators, planners and service designers. There are two useful capacity concepts which is stationary capacity and flow capacity. Scheduled transit services are characterized by customer waiting at boarding areas and traveling in discrete vehicles along predetermined paths. The waiting area and the vehicle itself each have a stationary capacity measured in persons per unit of area. Transit services also have a flow capacity which is the number of passengers that can be transported across a point of the transportation system per unit of time. While this is usually thought of as the number of total customers per transit line per direction per hour, flow capacity can be measured for other elements of the system including corridors, fare turnstiles, stairs, and .

2.3 Factors Influencing Capacity

The capacity of a transit line varies along a route. Limitations may occur along locations between stops (way capacity), at stations and terminals (station capacity) or at critical intersections or junctions where way capacity may be reduced (junction capacity). In most cases, station capacity is the criticalThe capacity of a transit line varies along a 7 route. Limitations may occur along locations between stops (way capacity), at stations and terminals (station capacity) or at critical intersections or junctions where way capacity may be reduced (junction capacity). In most cases, station capacity is the critical constraint. In some stations, junctions near stations may further reduce capacity.

The key factors which influence capacity include the following: • The type of right-of-way (interrupted flows vs. uninterrupted flows),

• The number of movement channels available (lanes, tracks, loading positions, etc.),

• The minimum possible headway or time spacing between successive transportation vehicles,

• Impediments to movement along the transit line such as complex street intersections and “flat” rail junctions,

• The maximum number of vehicles per transit unit (buses or rail cars),

• Operating practices of the transit agency pertaining to service frequencies and passenger loading standards, and

• Long dwell times at busy stops resulting from concentrated passenger boarding and alighting, on-vehicle fare collection and limited door space on vehicles

2.4 Ridership

Unlinked passenger trips are the number of times passengers board public transportation vehicles. Passengers are counted each time they board vehicles no matter how many vehicles they use to travel from their origin to their destination and regardless of whether they pay a fare, use a pass or transfer, ride for free, or pay in some other way. A person riding only one vehicle from origin to destination takes one unlinked passenger trip and a person who transfers to a second vehicle takes two unlinked passenger trips, meanwhile a person who transfers to a third vehicle takes three unlinked passenger trips. It also called boardings. 8

2.4.1 Modes and Abbreviations

In railway industry, there are many type mode and abbreviations of railway for example , heavy rail, light rail and monorail. In every mode, it has different definition and the system that run for every mode also different each other’s.

2.4.1.1 Commuter Rail

Commuter Rail is a mode of transit service (also called metropolitan rail, regional rail, or suburban rail) characterized by an electric or diesel propelled railway for urban passenger train service consisting of local short distance travel operating between a central city and adjacent suburbs. Service must be operated on a regular basis by or under contract with a transit operator for transporting passengers within urbanized areas, or between urbanized areas and outlying areas. Such rail service, using either locomotive hauled or self‐propelled railroad passenger cars, is generally characterized by multi‐trip tickets, specific station to station fares, railroad employment practices and usually only one or two stations in the central business district. Intercity rail service is excluded, except for that portion of such service that is operated by or under contract with a public transit agency for predominantly commuter services. Most service is provided on routes of current or former freight railroads.

2.4.1.2 Heavy Rail

Heavy Rail is a mode of transit service (also called metro, subway, rapid transit, or ) operating on an electric railway with the capacity for a heavy volume of traffic. It is characterized by high speed and rapid acceleration passenger rail cars operating singly or in multi‐car trains on fixed rails. There are separate rights‐of‐way from which all other vehicular and foot traffic are excluded and also sophisticated signalling, and high platform loading.

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2.4.1.3 Light Rail

Light Rail is a mode of transit service (also called streetcar, tramway, or trolley) operating passenger rail cars singly (or in short, usually two‐car or three‐car, trains) on fixed rails in right‐of‐way that is often separated from other traffic for part or much of the way. Light rail vehicles are typically driven electrically with power being drawn from an overhead electric line via a trolley or a pantograph which driven by an operator on board the vehicle and may have either high platform loading or low-level boarding using steps.

2.4.1.4 Monorail

Monorail is an electric railway of guided transit vehicles operating singly or in multi‐car trains. The vehicles are suspended from or straddle a guideway formed by a single beam, rail, or tube.

2.5 Ridership Capacity

The previous discussion illustrated computational methods for train capacity in trains per track per hour and the vehicle capacity in persons per train car. The ridership capacity is computed as the product of the train capacity and vehicle capacity adjusted by the peak hour factor:

P = TV(PHF) = 36 V(PHF) (2.1)

Where, T = track capacity in trains per hour V = train capacity PHF = peak hour factor

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2.5.1 Peak Hour Factor

According to the Transit Capacity and Quality of Service Manual (TCQSM) it was tabulates peak hour factor observed on various North American rail system inn mid- 1990s. There are the defaults factors for certain type of rail which is: i. Heavy rail: 0.80 ii. Light rail: 0.75 iii. Commuter rail: 0.60

2.5.2 Train capacity

In Kelana Jaya Line there two type of project which the previous and additional project. For previous it refers to the Mildlife Refurbishment Project (MLR) and the additional it refers to Kuala Lumpur Additional Vehicles Project (KLAV). According to the Land Public Transport Commission train capacity for Kelana Jaya Line was tabulate as shown in table 2.1:

Table 2.1: Train Capacity No. Description MLR KLAV A/B T1/T2 Total A/B T1/T2 Total Car Car Car Car 1. Seated Capacity (AW1) 32 32 128 31 29 120 2. Peak Load (AW3) @ 185 185 740 192 200 784 4pass/m2 3. Crush Load (AW4) @ 236 236 1416 245 257 1506 6pass/m2

2.6 Factors Affecting Pedestrian Flow

There are many factors affecting pedestrian flow which should be paid attention during model development and parameter calibration.

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2.6.1 Mean Walking Speed

Mean walking speed is the fundamental component of pedestrian flow model and free flow speed indicates or to show the average movement speed of pedestrians when they are not hindered or been obstruct by other pedestrians or other obstacle, walking under normal condition. However, it requires extensive data collection for calibration as the walking speed is subject to many factors such as area of walking space, mood, weather and few other factors (Xu.,et al. 2010). Figure 2.1 shows examples of factors which may affect walking speed.

Figure 2.1: Factors affecting free flow speed, (Taylor et al., 2010)

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Pedestrian walking speed determines the flow rate or capacity of a walking facility. The relationship of pedestrian flow rate and walking speed are as flowing:

q = N/ t*w (2.2) as v = d/t and p = N/ w*d (2.3) therefore, q = p*v (2.4)

where q = pedestrian flow rate v = average walking speed of pedestrians ρ = density of pedestrian in the walking facility N = no. of pedestrians passed through the walking facility t = time for a pedestrian to pass through the walking facility w = width of the walking facility l = length of the walking facility

Thus, the walking speed of pedestrians is directly proportional to the pedestrian flow rate. In other words, the faster is the walking speed of pedestrians, the larger is the pedestrian flow rate or capacity of the walking facilities.

Table 2.2: Pedestrian flow rate under different circumstances Source Max. Flow Rate Critical Density Location (person/min/m) (person/m2) Fruin (1971) 72 1.08 United States Daly et al. (1991) 86 , UK Lam and Cheung 92 Passageway in MTR (1999) Station, Hong Kong Lam et al. (2000) 81.40 2.63 Outdoor Commercial 13

Area, Hong Kong Lam et al. (2000) 64.40 2.34 Outdoor Shopping Area, Hong Kong Lam et al. (2000) 67.40 1.74 Indoor Commercial Area, Hong Kong Lam et al. (2000) 61.50 2.65 Indoor Shopping Area, Hong Kong Yuan et al. (2008) 48.6 1.48 Railway Station, China Jia et al. (2009) 70 1.65 Transport Terminal, China Chen et al. (2009) 58.8 2.02 Subway Station, China Wong et al. 96 2.5 Controlled (2010) environment, Hong Kong

Table 2.1 summaries previous studies on pedestrian flow rate and also their corresponding critical density at different venues. As showed above, many researchers carried out studies at main public place such as airport and railways. This is because, design walking speed need to be calculated and consider because it will influence calculation of pedestrian flow rate, or else the design capacity of walking facilities will be overestimated. As we can see, max floor rate are different for each place, this is because the space or the walking facilities size are vary for each places.

2.6.2 Density

Density is another fundamental component of pedestrian flow models. As the density of pedestrians’ increases, pedestrians will have less space to overtake other slow pedestrians and eventually the average walking speed is slowed down. Usually when the pedestrian density is higher than 5~6persons/m2, the average walking speed is so low that the crowd can hardly move any more. When determining pedestrian density, location and size of measurement area shall be carefully selected. (Hoogendoorn et al., 2007) highlighted that high density of pedestrian can occur very frequently such as waiting in front of stairs. 14

Figure 2.2: Fundamental Diagram, (Hoogendoorn et al., 2007)

The relationship between speed, flow and density or so called Fundamental Diagram has first been studied for modeling vehicular traffic (Figure 2.2). In the graph of flow- density, the peak of the curves is normally referred as the capacity or the maximum flow of the roadway/walkway and the density at this point is termed as the critical or optimal density. Whereas, when density of pedestrian is increasing up to the maximum space thus, the walking flow will be gradually decreasing, and pedestrian movement will tends to stop because of the compact areas.

2.6.3 Body Dimension

Body dimension is one of the primary factors which affect the capacity of pedestrian spaces and facilities. The larger the body size of individuals, more walking space is used up and the greater obstacle to pedestrian movement. Pedestrian crowds which have a bigger size will move slower compare to the medium size pedestrian even though the density is same. It is because in a stream of pedestrians of larger body size, there is less walking space available for people to bypass other slowly moving pedestrians. When 15 calculating the pedestrian density for pedestrian flow modelling, special attention shall be given to body dimension.

2.6.4 Culture

Culture of pedestrians does shape the walking behaviour. Chattaraj and friends (2009), stated that Asians tend to require less space and are more tolerant to invasion of their space. It meant that Asians are still being considerate in when been densely packed. As being studied by (Chattaaraj et al., 2009) found that the walking speed of Indian is less dependent on density than the speed of Germans. The more unordered behaviour of the Indians is more effective than the ordered behaviour of the Germans. Thus it showed that, the relationship of the culture and pedestrian walking behaviour such as the distance apart from other pedestrians of various cultures is of the factor that should be considered.

2.6.5 Purpose of Trip

For different type of purpose trip, the walking behaviour will be different (Weston et al., 2004; Ronald et al., 2005). For an example, if a person had decided where to go, they will walk straight to their direction without cause any disturbance to other pedestrian. While, for person who does not decide the location, thus he will be keep wander around and they will move back and fro at a relaxed pace or even stop walking and remain stationary for a while. Thus purpose of trip also should be a consider factor.

2.6.6 Existence of Social Groups

Existence of social groups such as couples, families and friends in pedestrian crowds will lower the overall walking speed. As the members of these social groups need to communicate with each other’s while walking, their walking speed will be the same within the entire member in their group. Since the members of social groups are “bonded” together, they find more difficult to overtake other slow pedestrians due to 16 their size. (Song, 2010) demonstrated the effect of social groups in their pedestrian flow simulations. (Moussaïd et al., 2010) further detailed the walking pattern of social groups. At low density, group members tend to walk side by side, forming a line perpendicular to the walking direction. But as the density increases, the linear walking shape formation is bent forward, turning into a V-like pattern.

2.6.7 Bi-Directional Flow

Lam and Cheung (1999 & 2000) and (Lee et al.,2001, 2005 & 2006) carried out studied on extensive observational and experimental on the pedestrian flows of opposing directions in walking facilities in Hong Kong including MTR stations, signalized crosswalks, stairs and escalators. They found that when pedestrians meet another pedestrian stream moving in opposite direction in a crosswalk, its average walking speed will certainly decrease since pedestrians end to move in zigzag patterns to avoid collision with other pedestrians. As a result, the effective capacity of the crosswalk and their walking speeds would be reduced.

2.7 Railway Station

Main requirement of a transit stop or station is to provide adequate space and appropriate facilities to accommodate maximum number of passenger demands while ensuring pedestrian safety and convenience. In earlier days, designing transit stations are only based on maximum pedestrian capacity without consideration of pedestrian comfort and convenience. Research has shown, however, that capacity is reached when there is a dense crowding of pedestrians, causing restricted and uncomfortable movement (Latu et al.,2000)

2.7.1 Station Design Requirement

Railway station is a place where trains stop to alighting and boarding passengers. It should therefore be well designed, comfortable and convenient for the passenger as well 17 as efficient in layout and operation. Stations must be properly managed and maintained and must be operated safely. Light rail stations are typically 180 to 400 ft (55 to 120 m) long. Various platform configurations are possible, including center, side, or split on opposite sides of an intersection. Stations may be on-street, off-street, along a railroad right-of-way, or on a transit mall. High and low platforms have been used, but nowadays, the trend in recent years has been the increasing use of an intermediate height for platforms that is approximately 14 in. (0.35 m) above the top of the rail to match the floor height of low- floor light rail vehicles (TCQSM, 200). Light rail stations usually include canopies over part of the platform, limited seating, and ticket vending machines. Fare collection on light rail systems is typically by the ticket gate.

2.7.2 Station Platform

For rail transportation station, there is few design type of platform that often can be seen around the world. Each type of have different criteria and design layout.

i) Typical Side Platform Station Layout

The basic station design used for a double track railway line has two platforms, one for each direction of travel (Figure 2.3) westbound track and eastbound track. The two platforms are usually connected by a footbridge. Each platform has ticket office/counters and other passenger facilities such as toilets and some station they even have concession shops. ‘’ and ‘unpaid area’ are usually divided by the “ticket gate”. This design allows equal access for passengers approaching from either side of the station but it does require the station to provide two sides of ticket counter and therefore staffing for both of them. Most of the time, only one-sided ticket counter will be fully use but however the other side counter will be needed at peak times.

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Figure 2.3: Typical Side Platform Layout (Railway Technical, 2014)

ii) Elevated Station with Side Platforms

This platform design it is similar to the side platform layout. What makes it different is that these platforms are elevated (Figure 2.4). Elevated railways are popular in cities, despite of their contribution to noise pollution (Railway Technical, 2014). However, the poor image has been cover up by modern techniques of sound reduction these days the use of reinforced and pre-stressed concrete structures. They are considerably cheaper than underground railways and can be operated with reduced risk of safety and evacuation problems.

Figure 2.4: Typical Elevated Side Platform Station Layout (Railway Technical, 2014)

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iii) Elevated Station with Ticket Hall Below Platforms

As illustrated in (FIGURE 2.5), the ticket office/counters and ticket gate are below the platform level. For this type of layout, one ticket office is enough to serve both platforms but it requires the space to be available below track level and requires enough height in the structure. Rail station especially the intercity station are mostly built at road intersections, this requires an adequate height structure to be built. For this study, Kl Sentral KELANA JAYA LINE station is elevated station with ticket hall below platforms.

Figure 2.5: Elevated Station with Ticket Hall Below Platforms (Railway Technical, 2014).

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2.7.3 Kelana Jaya Line

Table 2.3: Kelana Jaya Line Overview Kelana Jaya Line

The Kelana Jaya Line is coloured pink on system maps Overview Type Rapid transit System Medium-capacity system Status Operational Locale Valley Termini Gombak Kelana Jaya Stations 24 Services Gombak - Kuala Lumpur - Website www.myrapid.com.my/rail/routes Operation Opening 1 September 1998 Owner Prasarana Operator(s) Rapid Rail Sdn Bhd Depot(s) Subang Rolling stock Mark II Bombardier ART Technical 21

Line length 29 km (18 mi) Track length 0 km (0 mi) 1,435 mm (4 ft 8 1⁄2 in) standard gauge Electrification Operating speed 60 km/h (37 mph)

The Kelana Jaya Line (Table 2.2) is one of the three rail transit lines operated by Rapid Rail network. The Kelana Jaya Line was formerly known as PUTRA LRT, "PUTRA" standing for Projek Usahasama Transit Ringan Automatik Sdn Bhd, the company which developed and operated it, now owned by Syarikat Prasarana Negara Berhad (Prasarana). On 28 November 2011, the Kelana Jaya Line and the Ampang Line were integrated with a single ticketing system, allowing transfer at Masjid Jamek station without the need to buy a new ticket.

2.7.3.1 Line and stations

The line runs from Kelana Jaya to Gombak, serving the Petaling Jaya region to the south, southwest and central Kuala Lumpur, and to the Centre and low density residential areas further north. At 29 km in length, it is the fourth longest fully automated driverless metro system in the world, after in Dubai (74.6 km), the SkyTrain in Greater Vancouver, Canada (68.7 km) and the Lille Metro VAL in Lille, France (32 km). The stations are given in a north-south direction, consists primarily of elevated stops and a handful of underground and at-grade stations. Of the 24 stations, 18 are elevated, 1 lies on the ground and 5 stops, Masjid Jamek, Dangi Wangi, Kampung Baru, KLCC and are underground. A new station is Sri Rampai. The stations, like those of the Ampang Line, are styled in several types of architectural designs. Elevated stations, in most parts, were constructed in four major styles with distinctive roof designs for specific portions of the line. KL Sentral station, added later, features a design more consistent with the Stesen Sentral station building. Underground stations, however, tend to feature unique concourse layout and vestibules, 22 and feature floor-to-ceiling to prevent platform-to-track intrusions. 13 stations (including two terminal stations and the five subway stations) utilise a single , while 11 others utilize two side platforms. Stations with island platforms allow easy interchange between north-bound and south-bound trains without requiring one to walk down/up to the concourse level. The stations were built to support disabled passengers, with elevators and wheelchair lifts alongside escalators and stairways between the levels. The stations have platform gaps smaller than 5 cm to allow easy access for the disabled and wheelchair users. They are able to achieve this with: • Tracks that are non-ballasted, lessening rail and train movements. • Trains that have direct rubber suspension, lessening train body movements. • Trains that do not rapidly run through stations. • Stations that have straight platforms. The stations are currently the only rapid transit stations in the designed to provide a degree of accessibility for handicapped users. The stations have closed-circuit security cameras for security purposes.

2.7.3.2 Rolling stock

The rolling stock, in use since the opening of the line in 1998, consists of 35 Mark II Bombardier Advanced Rapid Transit (ART) trains with related equipment and services supplied by the Bombardier Group. They consist of two-electric multiple units, which serve as either a driving car or trailer car depending on its direction of travel. The trains utilise linear motors and draw power from a third rail located at the side of the steel rails. The plating in between the running rails is used for accelerating and decelerating the train. The reaction plate is semi-magnetised, which pulls the train along as well as helps it to slow down. The ART is essentially driverless, automated to travel along lines and stop at designated stations for a limited amount of time. Nevertheless, manual override control panels are provided at each end of the trains for use in an event of an emergency. 23

The interior of the ART, like its Ampang Line counterparts, consists of plastic seating aligned sideways towards the sides of the train, with spacing for passengers on wheelchair, and spacing in the middle for standing occupants. Since its launch in 1998, the ART rolling stock has remained relatively unchanged; only more holding straps have been added and the labeling has been modified from Putra-LRT to RapidKL. Some of the rolling stock has the majority of the seats removed for added passenger capacity during rush hours. On 13 October 2006, Syarikat Prasarana Negara signed an agreement with Bombardier Hartasuma Consortium for the purchase of 88 Mark II ART cars (22 train sets of 4-cars) with an option for another 13 for RM1.2 billion. The 22 train sets, initially targeted to be delivered from August 2008 onwards, will have four cars each and will boost the carrying capacity of the fleet by 1,500 people. On 8 October 2007, Syarikat Prasarana Negara exercised its option to purchase an additional 52 Mark II ART cars (13 train sets of 4-cars) for €71 million, expected to be delivered in 2010. Although the trains were expected to arrive in August 2008, the delivery was delayed to November 2008 by the manufacturer. RapidKL said that the trains will only be usable by September 2009 after having sufficient rolling stocks, power line upgrades and safety testing. Transport Minister, Datuk Seri Ong Tee Keat has said in Parliament that the new trains will begin operations by December 2009. However, in July 2009, Prime Minister Najib Tun Razak announced that the four-car trains will only be fully operational by end-2012. On 30 December 2009, 3 of the 35 new four-car trains entered commercial service. New features other than increased capacity up to 950 passengers per trip are seat belts for wheel-chair bound travelers, door alarm lights for hearing impaired and more handles for standing commuters.

2.7.3.3 Extensions

On 29 August 2006, Malaysian Deputy Prime Minister Mohd Najib Abdul Razak announced that the western end would be extended to the suburbs of such as UEP Subang Jaya (USJ) and to the south-west of Kuala Lumpur. The 24 extension will be part of a RM10 billion plan to expand Kuala Lumpur's public transport network. The expansion plan will also see the Ampang Line extended to the suburbs of and the south-west of Kuala Lumpur the plan also involved the construction of an entirely new line, tentatively called the -Cheras Line, running from Kota Damansara in the western portion of the city, to Cheras which lies to the south-east of Kuala Lumpur. As of August 2008, Syarikat Prasarana Negara was reportedly running land and engineering studies for the proposed extension. In September 2009, Syarikat Prasarana Negara began displaying the alignment of the proposed extensions over a 3-month period for feedback. The Kelana Jaya extension will see 13 new stations over 17 km from Kelana Jaya to Putra Heights. Construction is expected to commence in early- 2010. On November 2010, Prasarana announced that it has awarded RM1.7 billion for first phase of the project. The winners include Trans Resource Corp Bhd for the Kelana Jaya line extension. UEM Builders Bhd and Intria Bina Sdn Bhd was appointed as subcontractors for the fabrication and supply of segmental box girder jobs for the Kelana Jaya line. Construction works on the Kelana Jaya Line and the Ampang Line Extension project are targeted to escalate at the end of March, with commencement of structural works, subject to approval from state government and local authorities.

Figure 2.6: Kelana Jaya Line station in Kuala Lumpur Sentral.

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