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PLANNING
HANDBOOK
INSTITUTE OF
TRANSPORTATION ENGINEERS
12.8.6
Loading variations
12.9
Level of service
Max. People/vehicle
Crush load
QJ
>
C.
QJ
Many vehicles,
few passengers
B
A
12.10
TABLE 12.24
12.11
Passengers
Approx.
Sq. Ft./Pass.
Pass./Seat
(Approx.)
0 to 26
27 to 40
41 to 53
54 to 66
67 to 80
81 to 85
13.1 or more
l 3.0 to 8.5
8.4 to 6.4
6.3 to 5.2
5.1 to 4.3
<4.3
.00 to .50
.51 to .75
.76 to 1.00
1.01 to 1.25
1.26 to 1.50
1.51 to 1.60
12.11 .1
TABLE 12.25
Passenger Loading Standards and Levels of Service
for Urban Rail Transit Vehicles
Peak-Hour
Level of Service
Approx.
Sq. Ft./Pass.
Approx.
Pass./Seat
A
B
C
D
E-1
E-2 (Maximum scheduled load)
F (Crush load)
15.4 or more
15.2-10.0
9.9-7.5
6.6-5.0
4.9-4.0
3.9-3.3
3.2-2.61
.00- .65
.66-1.00
1.01-1.50
1.51-2.00
2.01-2.50
2.51-3.00
3.01-3.80
1
The maximum crush load can be realized in a single car, but not in every
car on the train.
Note: Fifty percent standees reflects a load factor of 1.5 passengers per seat.
Highway Capacity
Bus transit
Operating experience
431
TABLE 12.26
Observed Peak-Hour Bus Passenger Volumes on Urban Roadways-U.S. and Canada, 1972-1990
(ranked by buses per hour)
Buses/Hour
In Peak
Direction
Passengers/Hour
In Peak
Direction
Passengers
/Bus
830
360
200
150
137
108
100
32,700
14,900
8,740
7,500
5,065
4,245
4,020
39
41
44
50
37
39
40
Freeways
New Jersey-1-495
New York-Gowanus Expressway
Washington, D.C.-Shirley Highway
New York-Long Island Expressway
Chicago-N. Lake Shore Drive
Philadelphia-Schuylkill Expressway
San Francisco-Golden Gate Bridge
Los Angeles-San Bernadina Freeway
700
106
200
90
80
78
80
70
28,000
5,300
10,000
3,560
4,000
2,800
3,750
3,500
40
50
50
40
50
36
47
50
Bus-Only streets
Portland, OR (Mall)-5th Avenue (dual lanes)*
Portland, OR (Mall)-4th Avenue (dual lanes)*
Chicago-State Street Transitway-south bound
Chicago-State Street Transitway-north bound
167
175
130
155
8,300
8,500
7,200
8,600
50
50
60
60
200
200-220
170
160
130
155
143
10,000
10,000
8,500
8,000
6,500
9,900
8,300
50
50
50
50
42
58
58
116
90
80
67
3,580
3,800
4,000
2,807
31
42
50
42
SOURCE: H. S. LEVINSON, and California Department of Transportation, New York City Department of Trans
portation, Urban Mass Transit Administration, Texas Transportation Institute.
TABLE 12.27
Peak-Hour Bus Flows at Selected Major Terminals, U.S. and Canada
Peak Hour Buses
(one way)
730
350-400
250
250
140
136
108
106
90
80
48
40
30
NA
Loading Berths
184
37
37
13
14
18
43
22
10
10
6
4
7
NA
Buses per
Berth/Hour
4.0
9.5-10.8
6.6
19.2
10.0
7.6
2.5
4.8
9.0
8.0
8.0
10.0
4.3
15.0
NA - Not available.
'Includes 26 intercity buses before expansion. Since expansion, bus volumes have grown to about 900.
2Free transfer to subway
3
Includes LRT
'Before Yonge St. extension
SOURCE: H ERBERT S. LEVINSON, ET AL., Bus Use of Highways, Stale of the Art, National Cooperative Highway Research
Program Report 143, Transp. Research Board, National Research Council 1973; Texas Transportation Institute and Her
bert S. Levinson, Lockwood Transit Center, Conceptual Planning and Design, 1985.
432
TABLE 12.28
Buses/Hour
25 or less
26-45
46-80
81-105
106-135
625
1,125
2,000
2,625
3,375
940
1,690
3,000
3,940
5,060
1,250
2,250
4,000
5,250
6,750
1,560 1,875
2,810 3,375
5,000 6,000
6,560 7,875
8,440 10,125
20 or less
21-40
41-60
61-80
81-100
500
1,000
1,500
2,000
2,500
750
1,500
2,250
3,000
3,750
1,000
2,000
3,000
4,000
5,000
1,250
2,500
3,750
5,000
6,250
1,500
3,000
4,500
6,000
7,500
D=bB
(12.14)
(12.15)
(12.16)
where
Y = 1.2 for major passenger transfers, 1.0 otherwise
12.11.3
The flow rates shown in Table 12.28 are useful for planning
purposes. However, they may overstate capacities where
most passengers board or alight buses at a single point. For
greater precision, it is essential to determine the minimum
headway that can be provided at the maximum load point
and then compute the transit units per hour and, in turn,
the passenger capacity.
The following set of formulas should be used for esti
mating on-street capacity of a transit stop, berth, or route.
They apply to bus transit, but they also can be used for
light rail transit with appropriate adjustments for car and
train length, door configuration, and fare collection meth
ods. They assume that the transit lane or stop area would
be used exclusively for transit use. They are keyed to the
busiest stop along the route in terms of passenger inter
change.
Table 12.29 gives the capacity of buses per hour for a sin
gle loading position for various passenger dwell times per
stop, clearance times between buses, and green-per-cycle ra
tios. It assumes a value of R = 0.833 in formula (12.14).
For example, if 3 passengers unload through the front
door at 2 seconds per passenger, and 8 passengers load
through the front door at 3 seconds per passenger, the total
dwell time will be 30 seconds. Entering Table 12.29 with
this dwell time, a clearance time of 15 seconds and a G/C
ratio of 6.5 results in an estimated capacity of 54 buses per
hour.
Suggested guidelines for the parameters in (12.12),
(12.13), (12.14 ), and (12.15) as well as for the efficiency of
multiple stopping positions are given in Table 12.30.
o The boarding and alighting coefficients apply to buses
with single channel doors.
o The clearance times apply to SO-passenger (40-foot)
buses. For articulated buses, they should be increased
by 3 to 5 seconds.
TABLE 12.29
Capacity of Bus Stops at Signalized Intersections
c 3, 600 R
Cb= (g/ )
[D + tc]
(12.13)
where
R = reduction factor to compensate for dwell times and
arrival variations
15
10
Signal g/C>
Dwell Time (sec.)
15
45
60
90
120
150
.5
1.0
.5
(buses per hour)
1.0
86
46
38
28
22
18
120
54
42
30
23
18
67
40
33
25
20
17
100
50
40
28
22
18
433
TABLE 12.30
Suggested Capacity Guidelines for Application (Bus Transit)
LOS
A
B
C
D
E ( Capacity)
E (Capacity)
3600R
0.400
0.500
0.667
0.750
0.833
l.000
1440
1800
2400
2700
3000
3600
Proportion
ofE
(LOS factor)
Approximate
Probability
of Queues
Forming behind
Bus Stop(%)
.4
.6
.8
.9
1.0
2.0
2.5
10.0
20.0
30.0
50.0
On-Line Stations
Factor
Off-Line Stations
Factor
I
2
3
4
5
1.00
l.75
2.25
2.45
2.50
1.00
0.85
2.60
3.25
3.75
(g/c) 3600 BR
Bb(g/c)+tc
(g/c) 1,800
[!D + tc J
(12.17)
where
Cb is the frequency of buses per berth for LOS B
This formula results in a low probability of a bus having
to queue to enter the stop and block other traffic. It is de
sirable for design purposes, but it is too stringent for down
town streets.
Multiple-berth stops do not have the same capacity per
berth as single-berth stops, because buses may be delayed
434
(12.18)
Hence
J[tc +Bb(g/c)J
=
Nb (g/c) 3600 BR
(12.20)
(12.21)
12.11.4
(12.22)
(12.23)
Increasing capacities
12.12
TABLE 12.31
Typical Arterial Street Bus Service Volumes at Maximum Load Point (Service Level E)
Seated Passengers, 50 Persons/Bus
Condition
20% board at busiest stop
25% board at busiest stop
30% board at busiest stop
40% board at busiest stop
50% board at busiest stop
Level of Service E (Based on
Current Operating Experience)
Approximate
Dwell Time
at Busiest Stop
Flow Rate
30
38
45
60
75
Hourly Volume
(PHF- .80)
Approximate
Dwell Time
at Busiest Stop
Flow Rate
Hourly Volume
(PHF- .80)
6250
5560
5000
4170
3560
5000
4450
4000
3340
2850
45
56
68
90
112
7500
6270
5770
4690
3950
6000
5020
4620
3750
3160
5000
4000
7500
6000
Assumptions:
I. 15" clearance between buses
2. Ratio of clearance time (sec)/to (pass/bus)- .3 for seated and .2 for standees
3. Service time per passenger- 3 seconds
4. g/C Ratio - 0.5
5. Peak hour factor - 0.80
6. All buses stop at busiest stop
7. 2.5 effective berths
8. R factor - 0.8333
435
12.12.1
Operating characteristics
TABLE 12.32
Peak-Hour Passenger Volumes on Street Car and Light Rail Systems in United States, Canada, and the World. (Peak Direction)
City
Location
On street
Pittsburgh
Pittsburgh
San Francisco
Year
Trains
per
Hour
Cars
per
Hour
1949
1976
1977
120
51
68
120
51
68
30
71
53
46.5
46.5
46.0
9,000 1
3,800
4,900
1978
NA
NA
NA
NA
66
NA
32
70
66
96
NA
70
89
55
38
113
51
40
46.5
29.2
101.7
1956
1985
133
45
133
45
1978
NA
NA
NA
1983
1976
1978
1985
1978
1978
1981
73
73
20
41
48
62
60 1
48
12
30
24
6
NA
30 1
16
12
30
12
3
Headway
Seconds
Length
of Car
or Train
Passenger/Hour
in Peak
Direction
Passengers/
Train
Equipmen
75 1
74
72
75 1
74
92
PCC
PCC
PCC
46.5
4,200
7,975
6,500
5,726
4,394
64
83
203
82
49
64
NA
203
NA
NA
PCC
NA
NA
NA
NA
27
50
46.0
71.0
9,000
10,600
67
125
67
235
PCC
Boeing LR:
180
180
88
75
NA
120 1
225
300
120
300
1,200
46.0
46.0
3,700
3,840
6,722
10,000
6,340
4,400
1,500
1,600
1,500
2,100
600
51
192
164
208
7
73
31
135
50
87
200
51
NA
NA
NA
NA
143
911
135
50
174
400
Boeing LA
NA
NA
NA
Boeing
PCC
PCC
Boeing
PCC
DUWAG
DUW.\G
101.7
70.0
50.0
46.5
71.0
46.5
77.0
151.0
Passenger/
Car
1 Estimated.
'Length varies.
SOURCES: Vukan, Vuchic; Light Rail Transit System, A Definition & Evaluation, 1972; Highway Capacity Manual, 1985 Special Report 209. T.
portation Research Board, National Research Council, 1986; Massachusetts Bay Transportation Authority, Hamburger, Wolfgang S. and Quinby, Hen:. Chapter 7, "Urban Transit" in Transportation and Traffic Engin eering Handbook, S econd Edition, Institute of Transportation Engineers, Prentice H
Englewood Cliffs, New Jersey, 1982; Vukan, Vuhic, Urban Public Transportation Systems and Technology, Prentice Hall, Englewood Cliffs, New J
1981.
436
TABLE 12.33
Typical Ranges in Capacity-Light Rail Systems
Passenger Level of Ser vice
D
Type of Operation
Units
per Hour
Maximum Schedule
Design Loads
3.3 Sq. Ft.
per Person
Street cars
(single 46-50-ft.
unit on-street)
60
90
4,300
6,400
6,800
10,200
25
30
35
7,800
9,350
11,050
12,400
14,900
17,000
LRT-off-street
(three 75-ft.
car units)
12.13
12.13.1
Operating experience
TABLE 12.34
Observed Peak-Hour Volumes on Rapid Transit Systems-U.S. and Canada
Line/Location
1982
1960
Toronto
ontreal
Chicago
1978
1974
1960
1976
1984
1978
Philadelphia
Boston
1976
1977-78
1985
1977-78
1985
1977
San Francisco
ashington
.\tlanta
Oeveland
1980
1980
1976
1960
Trains
per
Hour
Cars
per
Hour
26
21
25
38
32
30
31
24
30
28
28
23
17
19
15
21
20
23
17
17
13
5
ll
10
20
208
210
250
266
320
300
310
240
210
168
224
207
136
152
120
168
160
126
68
68
52
60
98
85
120
36
52
80
14
20
Headway
Seconds
128
159
157
98
112
120
116
150
i20
129
129
157
212
189
240
Ill
180
157
212
190
277
150
321
360
180
600
258
180
Approximate
Car Length
Feet
(Rounded)
75
60, 75
50
50
60
60
50
50
75
75
57
56
50
50
50
50
50
67
70
70
55
55
75
75
75
75
50, 70
50
Persons/Hour in
Peak Direction
(Maximum
Load Section)
Passengers
per Train
(Rounded)
Passengers
per Car
(Rounded)
54,500
43,500
38,100
25,500
61,400
62,000
44,500
36,800
32,000
36,000
32,200
28,200
12,400
12,300
11,400
16,500
14,000
10,600
13,000
13,000
8,400
9,000
8,000
6,500
13,000
4,250
5,400
6,200
2,100
2,070
1,520
670
1,920
2,070
1,430
1,530
1,060
1,290
1,260
940
730
647
760
790
700
460
460
460
650
600
730
650
650
710
390
360
260
210
150
100
190
210
140
150
150
210
140
140
90
80
95
100
90
85
140
190
160
150
80
75
110
120
105
80
437
"'
(.)
.;
0
12.14
Constant slope represents
balancing speed
Pedestrian facilities8
Time
Figure 12.11 Distance-Time Diagram for Rapid Transit Train
Headway and Frequency Analysis
8This section was prepared by Leon Goodman of the Port Authority of New
York and New Jersey.
TABLE 12.36
Rail Rapid Transit Capacities (Include 15% Reduction for Unequal Passenger Distribution)
Passengers per Hour
Cars/Train
Cars/Hour
180
240
10
300
Car/Length
(feet)
Approximate
Seats/Train
1.00
1.50
2.00
2.50
3.00
3.50
50
75
50
75
50
75 1
300
450
400
600
500
750
7,650
11,500
10,200
15,300
12,750
19,100
11,500
17,200
15,300
23,000
19,000
28,700
15,300
23,000
20,400
30,600
25,500
38,200
19,100
28,700
25,500
38,250
31,900
47,800
22,950
34,500
30,600
45,900
38,250
57,300
26,800
40,250
35,700
53,550
44,600
66,850
10.0
6.7
5.0
4.0
3.3
2.6
E-1
E-2
Maximum
schedule
loads
F
Not
attainable
on a train
basis
439
TABLE 12.37
Observed Peak-Hour Volumes on Commuter Railroads, 1978
Location
Trains/
Hour/Track
Headway
(seconds)
Length of Trains
(feet)
Passengers/
Hour/Track
(peak direction)
Passengers/
Train
Auber-Chiitelet
Borough Market Jct.
Laim-Donnersbergbriike
Paris Nord
Jamaica
Harvard Division
Sud-Nord
Park Avenue Tunnel
Zurich-Oerlikon
Penn Station
18
30
22
17
15
II
21
20 1
15
17
200
120
164
212
240
327
171
100
240
212
718
515- 798
442- 663
604- 732
1085
340- 935
656-1066
255- 970
1168
NA
31,150
28,520
21,650
17,420
15,550
14,370
12,600
12,000 1
10,815
9,070
1730
950
985
1025
1035
1300
600
600
720
530
City
Paris (RER)
London
Miinchen
Paris (SNCF)
New York (LIRR)
Chicago (CNW)
Bruselles
New York (Metro)
Zurich
New York (NJT)
12.14.1
12.14.2
( 12.26)
Speed
Flow= Space
v=-
(12.27)