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| Re: Canarsie Tunnel Single Track Operation (1500737) | |||
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Re: Canarsie Tunnel Single Track Operation |
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Posted by Stephen Bauman on Mon Jan 21 18:37:21 2019, in response to Re: Canarsie Tunnel Single Track Operation, posted by Jsun21 on Mon Jan 21 00:12:03 2019. The loading guidelines are designed in insure there isn't excessive dwell time. 135% of load level means that a 20 tph cannot be maintained. That's why the figures of 225 for the R43 and 275 for the Standards are meaningless.Passengers need to get to/from the interior of the car to keep dwell time reasonable. This means that some available floor space must be reserved for aisles to/from the door. Two questions are how much aisle space is requires and how can standees be prevented from occupying the aisles. NYCT's 3.0 sq ft/standee is pushing the envelope. The question has been studied and reported in the TCRP's "Transit Capacity and Quality of Service Manual", in chapter 5. This is how NYCT's loading guideline is described: 2.2-3.1 ft2/p *Approaching uncomfortable conditions for North Americans *Moving to and from doorways extremely difficult, increasing dwell time *Passengers waiting to board may try to shift to a door in a less-crowded section of the vehicle, increasing dwell time To avoid increasing dwell time the following space is recommended for standees: 4.3-5.3 ft2/p *Standing load without body contact *Standees have similar amount of personal space as seated passengers *Reasonably easy circulation within vehicle Decreasing the area per standee counter productive. Any gain in passengers/car is more than compensated for by a decrease in cars/hour. N.B. the standee density is approximately equal to that for sitting passengers. Thus, the idea of trading sitting space for standing space in the hope of increasing pass/hr is an illusion for short dwell times. There's still the question of how to arrange the interior so as to discourage standees from blocking the aisles. The Standards and subsequent BMT designs employed some subtle techniques. The doors were wider. The placement of standee of amenities discouraged crowding near the doors. (They did not do it with arrows on the floor.) The seats can define the aisles. The galley seating used since the R16's does not define any aisles. The offset doors compound the problem. The Standard's "obtrusive seating" defines aisles, where the with standee grab bars and handles on the transverse seats. The vertical poles are situated so that there's a diagonal aisle to the wide doorway. So, not only did the BOT provide more frequent service in terms of trains per hour but they also moved more passengers per hour in greater comfort. |
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