a study on ridership capacity analysis at rapid...
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A STUDY ON RIDERSHIP CAPACITY ANALYSIS AT RAPID KELANA
JAYA 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 Malaysia
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 KELANA JAYA
LINE 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 rapid transit 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
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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 Light Rail 9
2.4.1.4 Monorail 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
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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
x
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 Side Platform 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 Kuala Lumpur 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 escalator 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
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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 bus stops, rail stations,
buses and trains are diverse.
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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 train station, 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
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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, elevators and
escalators.
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
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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.
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2.4.1 Modes and Abbreviations
In railway industry, there are many type mode and abbreviations of railway for example
commuter rail, 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 rapid
rail) 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
10
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
Car
T1/T2
Car
Total A/B
Car
T1/T2
Car
Total
1. Seated Capacity (AW1) 32 32 128 31 29 120
2. Peak Load (AW3) @
4pass/m2
185 185 740 192 200 784
3. Crush Load (AW4) @
6pass/m2
236 236 1416 245 257 1506
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)
12
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
(person/min/m)
Critical Density
(person/m2)
Location
Fruin (1971) 72 1.08 United States
Daly et al. (1991) 86 London Underground,
UK
Lam and Cheung
(1999)
92 Passageway in MTR
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.
(2010)
96 2.5 Controlled
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. ‘Paid area’ 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.
18
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)
19
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).
20
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 rail transport system
Status Operational
Locale Klang Valley
Termini Gombak
Kelana Jaya
Stations 24
Services Gombak - Kuala Lumpur - Petaling Jaya
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)
Track gauge 1,435 mm (4 ft 8 1⁄2 in) standard gauge
Electrification Third Rail
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 Kuala Lumpur City Centre 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 Dubai Metro 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 Ampang Park 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 platform screen doors to prevent platform-to-track
intrusions. 13 stations (including two terminal stations and the five subway stations)
utilise a single island platform, 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 Klang Valley 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 Subang Jaya such
as UEP Subang Jaya (USJ) and Putra Heights 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
Puchong and the south-west of Kuala Lumpur the plan also involved the construction of
an entirely new line, tentatively called the Kota Damansara-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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