ADDIS ABABA UNIVERSITY ADDIS ABABA INSTITUTE OF TECHNOLOGY SCHOOL OF ELECTRICAL AND COMPUTER ENGINEERING RAILWAY SYSTEMS PLANNING AND OPERATIONS MANAGEMENT [MEng 6409] PROJECT TITLE RAILWAY MINI-STATION DESIGN AT MINLIK SQUARE
STUDENTS NAME:
ID NO
1. MEQUANINT BIAZEN
GSR/3866/05
2. TESFU ALEMU
GSR/3877/05
SUBMITTED TO DR. GULELAT GATEW 1
Acknowledgment We would like to thank Dr. Gulelat Gatew ( instructor in AAIT) for giving this opportunity to develop our practical knowhow about station design. And second Ato Tsegaye Abate (supervisor of AALRT work at Minilik square) for briefly explain the work running on the station and provide some necessary data.
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Table of Contents
pages
1. INTRODUCTION…………………………………………………………………………5 1.1. Problem statement…………………………………………………………………..5 1.2. Background ………………………………………………………………………....5 1.3. Objectives of the project………………………………………………………….....6 1.3.1. General objective ………………………………………………………………... 6 1.3.2. Specificobjectives…………………………………………………………………6 1.4. Methodology of the study………………………………………………………..…6 1.5. The importance of the project ………………………………………………………7 1.6. Limitation of the study……………………………………………………………...8 1.7. Organization of the study…………………………………………………………...9 2. LITERATURE REVIEW ………………………..…………..…………………………10 2.1. Station Configuration ……………………………………………………………...10 2.1.1. Station Layout ……………………………………………………………………10 2.1.2. Passenger Loading Zones ………………………………………………………...10 2.2. Facilities of railway stations ………………………………………………………10 2.2.1. Platforms ………………………………………………………………………….10 2.2.2. Platform Screens and Doors ………………………………………………………11 2.2.3. Entrances and Exits ……………………………………………………………….12 2.2.4. Passenger Information ……………………………………………………………12 2.2.5. Ticket office ……………………………………………………………………...13 2.2.6. Bus and auto roadways ………………………………………………………….13 2.2.7. Bicycle paths ……………………………………………………………………...14 2.2.8. Elevators, escalators, ramps and stairs …………………………………………..14 2.2.9. Driver Relief Station (restrooms) …………………………………………………14 2.2.10. Toilets …………………………………………………………………………….14 2.2.11. Concessions……………………………………………………………………….15 2.3. Station and Crossing Safety…………………………………………………………16 2.4. Design Framework and Themes…………………………………………………….17 2.4.1. Usability…………………………………………………………………………...17 2.4.1.1. Movement………………………………………………………………...17 2.4.1.2. Accessible and Inclusive…………………………………………………18 2.4.1.3. Way finding and Passenger Information…………………………………18 2.4.1.4. Comfort and Attractiveness……………………………………………….19 2.4.2. Operability…………………………………………………………………………19 2.4.2.1. Station Operations………………………………………………………..20 2.4.2.2. Management and Maintenance…………………………………………...20 2.4.2.3. Safety……………………………………………………………………..21 2.4.2.4. Be Secure by Design ……………………………………………………..21 2.4.3. Quality……………………………………………………………………………..21 3
2.4.3.1. Integration with Context…………………………………………………22 2.4.3.2. Promote Good Design……………………………………………………22 2.4.3.3. Sense of Place……………………………………………………………23 2.4.3.4. Anticipate Passengers‟ Dynamic, Changing Needs……………………...23 2.4.4. Value………………………………………………………………………………23 2.4.4.1. Whole-Life Costs…………………………………………………………24 2.4.4.2. Positive Economic, Social and Environmental Impact…………………...24 2.4.4.3. Respect and Conserve Natural Systems…………………………………..24 2.4.4.4. Act as a Catalyst for Regeneration………………………………………..25 2.5. Types of Station Design……………………………………………………………...25 2.5.1. Side Platform Station………………………………………………………………25 2.5.2. Island Platform Station…………………………………………………………….25 2.5.3. Elevated Station with Side Platforms……………………………………………...26 2.5.4. Elevated Station with Ticket Hall Below Platforms……………………………….26 2.5.5. Lifts and Escalators………………………………………………………………..26 3. DATA COLLECTION PRESENTATION AND ANALYSIS...………………...……..27 4. FINDINGS AND RESULT OF THETUDY AND IMPLIMENTATION…………….29 5. CONCLUSION AND RECOMMENDATION………………………………………….31 REFERENCES …..……………………………………………………………………………32
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CHAPTER ONE 1. INTRODUCTION 1.1.
Problem statement
The station facilities to be provided in Addis Ababa LRT mini-station at minlik square should have to be safe, convenient, and economical and increase the route capacity.
1.2.
Background of the study
Stations are the places where trains stop to collect and deposit passengers. Since the station is the first point of contact most passengers have with the railway, it should be regarded as the "shop window" for the services provided. It should therefore be well designed, pleasing to the eye, comfortable and convenient for the passenger as well as efficient in layout and operation. Stations must be properly managed and maintained and must be operated safely. The project is located in Addis Ababa, the capital of Ethiopia, which was the location of the head office of African Union. The altitude of the plateau is 2,400m. With an urban population of over 3,400,000, it takes 24% of the total population of Ethiopia. The urban area is 530.14 km2 and the density reached 5,607.96/km2. To effectively solve the problem of urban transportation, especially that of the downtown area, the government of Ethiopia decides to build a light rail in the city of Addis Ababa. Currently this project has planned two lines, the east-west line and the south north line (LRT from Menelik II Square to Saris). About 3 km is the shared section, which has the greatest passenger flow.
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1.3. Objectives of the project 1.3.1. General objective This project will aim to improve the railways systems operation of stations and facilities for the LRT project.
1.3.2. Specific objectives The project we will focus on station of AALRT which is under construction at Minlik square
1.4.
Develop a rough guideline for the facilities and the station in this part of AALRT. Prepare drawings, layout and plans, Design and model station with full facilities Design and specify facilities for station
Methodology
a) Asking persons who have detail knowledge and are responsible for this specific station and take information about: Design specifications which are under construction and will be constructed. Facilities included in the design and to be constructed Type of services will be given for passengers and operators b) Literature review station design projects and papers applied for different countries specifically for China and Germany. c) Compare design specifications, facilities and services available in stations of those countries with the station design specifications, facilities and services will be operated in station of AALRT which is under construction at Minlik square. d) Analysis and identify differences and similarities based on the comparison. e) Make a study about economic impact, resources can be available and limitations f) Determine design specifications and facilities to be available in the station and
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1.5. The significance of the study Railway stations play a vital role for passengers, non-travelling users and the communities in which they are located. They serve the growing needs of an increasingly mobile population and are used by a wide range of users. With over three million journeys made by rail each day, Network Rail recognises the importance of its customers and the need to put passengers first. To ensure that the expectations of its customers are met in full, the Guide places passengers at the forefront of the design process, acknowledging that all elements of station design should be considered to help meet their needs. In order to understand fully the perceptions of these users it is important to engage with them from the outset of the design process to ensure that their requirements are understood and integrated. Stations are primarily a means of access to the national rail. The importance of good station design network, in turn acting as a gateway to or from other destinations. They have become increasingly important as destinations in their own right – as places to shop, work, or simply to meet family and friends. Most stations also function as interchange hubs, providing connections between different transport modes A station is made up of several constituent parts and, from the perspective of its users, fulfils a range of roles and functions. Typically, its customers will include commuters, those interchanging between services and long-distance passengers or tourists, as well as the nontravelling public. There is also a range of different station types, typical to their location: „city centre‟, „urban‟, „rural‟ and „parkway‟. Each station will also differ in form – in terms of both shape and size. A good station design will give due consideration to the location, role and function the station will play and the different users it will serve. Station buildings should be welcoming, safe to use, easy to navigate and contribute positively to the overall journey experience. They should encourage users to return and to regard rail travel as the most convenient and enjoyable way to travel. It is important to provide a suitable balance between the front- and back-of-house requirements so that passenger, operational and management needs can be met while not interfering with each other unduly.
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1.6.
Limitation of the study
Some of the station facilities and design specifications of the study will not be implemented because of the contractor is limited for civil work infrastructures only. The whole station facilities and design specifications of the currently constructed station are not pre specified by the contactor, the work is to be implemented by different adjustment of area of the station, and facilities depend on current conditions, but not based on the design. So it was difficult to compare the design with the implementation for this study.
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1.7.
Organization of the study
The first chapter provides an introduction to background of railway system in Ethiopia and general concept of railway station. The purpose of this chapter is to describe problem statement of the study, objectives of the study, methodologies conducted for the study, significance and limitations of the study. Second chapter include related literature review of key components of station configuration, different facilities of railway station, design frame works and themes of railway station. Third chapter shows data collection, presentation and analysis for this study. Chapter four discuses findings and results of the study. Final chapter is about recommendations and conclusions of the study.
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Chapter two 2. Related Literature review Railway station is a railway facility where trains regularly stop to load or unload passengers or freight. Stations require routine maintenance and operational costs to stay in service. However, stations remain an important first impression towards the total transit experience. In addition, stations provide riders a sense of permanence, while creating a link between the trip and community. For a station to be successful, the station shall be designed to meet the existing or anticipated ridership throughout the day, meet the unique needs of the community, and assure that optimal performance can be attained.
2.1.
Station Configuration
The configuration of stations has two key components, station layout on the street curb or on the median, and the layout of the passenger loading areas.
2.1.1. Station Layout Station layout is determined by the type of running way employed, the vehicles that are being operated, the intended location of the station, as well as the proximity and ease of access to nearby pedestrian and bicycle networks.
2.1.2. Passenger Loading Zones The length of the passenger-loading zone depends on the vehicles being served simultaneously – for instance, a transfer point may require a longer or wider area. Stations are basic units of railway infrastructure that depends on their complex facilities such as power facilities, signalling and communication facilities, security and control facilities, accessibility facilities, water supply and drainage facilities etc.
2.2. Facilities of railway stations 2.2.1. Platforms The term platform is worth explaining. In the US, the position of a train in a station is referred to as the "track", as in "The train for San Diego is on Track 9". This is very logical as the raised portion of the ground next to the track is actually the platform and may well be used by passengers boarding a train on a track along the opposite edge of the platform. For this reason, the British way of referring to the "Train at Platform 4", referring to the platform "face", sometimes confuses foreign visitors, who see two trains, one on each side of the platform. It is a feature of station design in the UK and railways designed to UK standards, that platforms are built to the height of the train floor, or close to it. This is now also adopted as standard on 10
metro railways throughout the world. The rest of the world has generally had a train/station interface designed on the basis that the passengers step up into the train from a low level platform or even straight off the ground. To this end, passenger vehicles were usually designed with end entrances, having the floor narrower than the rest of the car body so that a set of steps could be fitted to either side of the entrance gangway. However, high platforms are now seen in many countries around the world. Platform width is also an important feature of station design. The width must be sufficient to accommodate the largest numbers of passengers expected but must not be wasteful of space always at a premium for station areas in expensive land districts of a city. The platform should be designed to give free visual areas along its length so that passengers can read signs and staff can ensure safety when dispatching trains. Columns supporting structures (photo) can often seriously affect the operation of a station by reducing circulating areas and passenger flows at busy times. Platform edges should be straight to assist operations by allowing clear sight lines.
2.2.2. Platform Screens and Doors There has been a trend recently in modern metro systems towards incorporating glazed screens along platform edges (photo left). This is only possible where sliding powered doors are available on trains and where the location of these doors is always consistent, which is why screen doors do not appear on main line railways. There are a number of interesting points to remember when considering platform screen doors. Platform screen doors (sometimes called "platform edge doors") were first introduced in St Petersburg (then Leningrad) on the metro to reduce heat losses on station platforms of underground stations. They were also fitted to the Lille VAL driverless system but, in this case, as a way of preventing passengers from getting onto the line where there were no drivers to stop the train. It too allowed a better degree of climate control within stations. Climate control was also the reason why doors were introduced for underground stations in Singapore when its metro system was started in 1989. On most lines equipped with platform screen doors, the space between the sliding doors has emergency doors that can be pushed open onto the platform, so if the train stops out of position, there is still emergency access to the platform. There are also local station door controls provided at the platform ends, in case the automatic system fails. London Underground has introduced doors on the underground platforms of its new Jubilee Line extension. These are more for safety reasons, since the suicide rate in London has gone as high as 150 attempts in some years. At somewhere around USD 1.5 million a platform, these doors are not cheap but the savings in passenger time due to prevention of delays quickly justifies the expense on a socio-economic level, even if you choose to ignore the savings in human life. Here is a photo of the doors at the new Canary Wharf station (Jubilee Line) in London. Click on the image for the full size view. Against the provision of platform doors must be the cost of maintenance. Train doors account for more than half the rolling stock failures of most metro and suburban railways and the same 11
sort of designs are used for platform doors. Any system which uses such doors must ensure that adequate provision for maintenance is made and that any savings in heating or ventilation costs is not outweighed by failures. In Lyons, France, the MAGGALY driverless automatic metro Line D has no platform screen doors. Instead the platform track areas are equipped with a network of electronic detector beams which trigger the train stop commands if a beam is broken. When it was first installed, there were so many false alarms that now, an alarm to the control Centre allows the operating staff to observe the area through CCTV before confirming the stop command.
2.2.3. Entrances and Exits Station entrances and exits must be designed to allow for the numbers of passengers passing through them, both under normal and emergency conditions. Specific emergency exit requirements are outlined in many countries as part of safety legislation or to standards set down by the railways or other organizations. The codes in NFPA 130 (the US standard for their transit industry) are one such instance. These codes usually define the exit flows and the types of exits allowed for, e.g. the different rates for passages, stairways and escalators. Whatever the codes define, the entrances to a station must be welcoming to the prospective passenger. Stations must also have sufficient entrances to cater for the different sides of the railway route but the number must also take into account the cost effectiveness of each entrance. The cost of staffing ticket offices can be very considerable and the numbers of ticket offices must be managed to suit the patronage offering. Consideration must be paid to issues like which way doors open. On the Paris Metro in 1918, a crown panicked near Bolivar station during an air raid on the city and 66 people were killed in a crush trying to get into the station for shelter. The obstacle that triggered the crush was a set of doors that only opened outwards -- normally the right direction for safety, but not when the crowd is trying to rush in! Subsequently it became Metro policy that all doors had to open both ways.
2.2.4. Passenger Information Information systems (photo left) on stations are variously referred to as a Passenger Information System (sometimes referred to as PIS) or Passenger Information Display (PID). Professional railway staffs often refer to them as Train Describers. Whatever it is called, there must be a reliable way of informing the passengers where the trains are going. Passenger information systems are essential for any railway. One of the most common complaints by passengers on railways is the lack of up to date and accurate information. When asking the staff for information, passengers expect an accurate and courteous response with the latest data. There is nothing worse than the "your guess is as good as mine" response when a member of staff is asked what is happening when a train is delayed or has not appeared on time. This means that staff must have access to the latest information and they must be trained to use it properly and to pass it on to passengers.
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Information displays mounted in public areas must be visible in all weather conditions (noting that some electronic displays are very difficult to see in sunlight conditions) and be updated regularly with accurate information. There are two types of information - constant and instant. Constant information can be described as that which describes the services and fares available and which changes only a few times a year or less. This information can be displayed on posters and fixed notices. There also might be special offers which can be posted from time to time. Instant information is that which changes daily or minute by minute. This is better displayed electronically or mechanically - both systems can be seen around the world. For instant systems, it can be assumed that passengers require knowing:
The time now The destination and expected time of arrival of the next train The stations served by this train Major connections requiring boarding of this train The position of their car - if travelling with a reserved place Where the train will stop - for variable length trains Other destinations served from this station and from which platform
A good example of passenger information displays can be seen on some Paris (France) RER stations. A large illuminated board is hung over the platform and all the stations served by the train approaching are shown by lamps lit next to the station name. The time now and the train length is also shown. Although the system is not now modern, it is very effective. Some modernized lines are nowadays provided with bi-directional signaling. This allows trains to travel along either line at normal speeds and be fully under the control of fixed signals. This is a useful facility to have when engineering works have made one track unusable. Trains operating in either direction will then use the other track(s). For passenger information purposes, bi-directional signaling makes it necessary to have good and easily variable passenger information displays.
2.2.5. Ticket office Railway stations usually have ticket booths (ticket office" or "booking office"), ticket machines, or both, although on some lines tickets are sold on board the trains. Ticket sales may also be combined with customer service desks or convenience stores
2.2.6. Bus and auto roadways Primary multi-modal means of accessing station coordinate with local traffic patterns and segregate from secondary multi-modal means of access. It is also necessary to separate bus and automobile traffic, particularly as they enter and exit the park and move through the park and ride.
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2.2.7. Bicycle paths Co-ordinate with local jurisdictions for connection to existing and proposed bicycle access ways, segregate from motorized vehicles. Bicycle paths shall not cross platforms at grade and shall be separated from platforms with a barrier when parallel.
2.2.8. Elevators, escalators, ramps and stairs Site selection should serve to eliminate the need for vertical circulation. In cases where this is not possible, follow local jurisdictional agencies regulations.
2.2.9. Driver Relief Station (restrooms) Driver‟s restroom facilities shall be located in an area that is both convenient for the train operators and the bus operators. These facilities are not open to the general public. Building design shall follow standard layout for \restroom facilities.
2.2.10.
Toilets
For a long time the provision of toilets on railway premises has been the subject of criticism and debate, both in the industry and amongst passengers. Passengers expect to be provided with facilities and complain loudly when they are not. On the other hand, public toilets are regularly abused and vandalized in many countries and railway administrations end up paying large amounts to maintain and repair them. They can also often be used for illegal activities, such as drug related offences, sexual activities and for robberies. Some railways, especially those in big cities, have, for many years, tried to close most of station toilets because of the cost of keeping them in a reasonable condition and because of the difficulties in policing them. The result has been an increase in the number of passengers relieving themselves in the public and sometimes in the prohibited areas of the railway, including cases where they have wandered onto the track and got themselves killed by passing trains. At the very least, these activities cause an odour and health risk nuisance. Any railway operators responsible for stations will have to decide whether they are prepared to pay for the installation of toilets and, if they do so decide, they must be prepared for the management and maintenance of such facilities. Nowadays, it is considered good marketing to provide good restroom, baby changing and toilet facilities. They will not be cheap to provide and they will require regular inspections to ensure the safety and cleanliness of the premises. In spite of all the difficulties, toilets must be considered a requirement, if for no other reason than the public expect them. If they are installed, they must be designed to a high standard and then kept spotlessly clean throughout the day.
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2.2.11.
Concessions
Concessions on railway premises can be a lucrative source of income for a railway and the opportunity to provide for them should be taken wherever possible. The normal types of concessions are coffee shops, refreshment counters and small lunch rooms, plus pharmacies, dry cleaners, newspaper shops and flower shops. Some larger stations are able to provide space for so many shops that they are almost shopping malls in their own right. This is good for the railway, since it attracts customers and it provides a sense of community which would otherwise be lacking. There should, however, be limits as to what can be done and proper design in the first place and subsequent good estate management are both required to permit railway operations to continue unhindered and with safety. Shops should not be allowed to sell dangerous goods and may be restricted in the sale of tobacco products if the railway has a no smoking policy. Some operators have excluded the sale of food within their property because they have a no eating/drinking policy. Other railways regard food/beverage sales as an important part of the marketing strategy and positively encourage restaurants to take leases on stations. Food outlets must not be allowed to generate a rubbish or vermin problem. At least, operators must prevent shops from allowing passages to become obstructed with sales equipment and they must ensure that they conform to the railway's safety requirements in cooking and similar activities. Leases for shops should detail all the exclusions required and lay out clearly the safety, evacuation and training requirements for shop staff.
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2.3.
Station and Crossing Safety
There are two differing views about passenger safety at stations which have dictated station design for the last 150 years or more. For most of the world, it has been assumed that passengers (and other members of the public) will take care of their own safety when walking on or near a railway. Because of this, it is not considered necessary to segregate passengers from trains. Passengers will look out for passing trains when crossing tracks and will take care not to leave luggage, children, cars or anything else which could damage or be damaged by a train. Station design has reflected this so that platforms were often not raised very much above rail level. Passengers were forced to climb up to trains, usually with the help of a plentiful staff and portable steps carried on vehicles. Passengers were free to wander across tracks, usually at walkways specially provided for them and any road vehicles which needed to cross the line. Railways were not fenced. Only at terminals and very busy stations was any attempt at segregation made. In the UK, railways were always fenced and passengers and the public were invariably kept away from the tracks as far as possible. Platforms were built to a level which allowed a reasonable step up into a train without help and bridges or underground passages (called "subways" in the UK) were provided to allow people to cross the line unhindered by the movement of trains. The high platform also permitted quicker loading and in loading of trains. In the US, the rise in the popularity and numbers of automobiles was matched by a decline in the use of railroads. The decline in the use of railroads meant there was also a decline in the awareness of the public of the nature of railroads or of the power and speed of trains and the distances they required to stop. The result has been an increase in the number of crossing accidents, where cars or trucks have been hit by trains. There have also been incidents where passengers have been struck by passing trains while crossing the tracks to reach a station exit.
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2.4. Design Framework and Themes The Design Guide is structured as a framework around four design themes that support Network Rail‟s corporate vision and policies – Usability, Efficiency, Quality and Value. Each of these themes includes a number of design principles and supporting design topics and criteria that should be considered and addressed equally during the planning or design stages of all station design projects. However, some topics or criteria may only be appropriate in particular circumstances, while others may0 not always be relevant. Each principle includes one or more criteria that should be considered and addressed during the planning or design stage of a station. The Design Themes are:
2.4.1. Usability The movement of passengers, public transport vehicles and non-users through a station can be complex. It is important to plan and design safe, secure, legible and accessible spaces that make the use of our stations easy, attractive and accessible for all users. Stations and their surroundings incorporate a number of different functions. They offer public transport services arriving and departing from different locations, ticketing facilities, waiting areas, retail and catering (or other commercial) opportunities, and onward travel by bus, cycle, taxi or on foot. The movement of passengers, public transport vehicles and non-users through a station can be complex. Therefore, it is important to plan and design safe, legible and accessible spaces that make the use of our stations intuitive, attractive and accessible for all users. The design theme of Usability is covered by four design principles: • Movement • Access and Inclusivity • Way finding and Passenger Information • Comfort and Attractiveness
2.4.1.1. Movement A station is a dynamic environment, involving movement and potential conflicts between a range of station users. Movement within and around the station environment should be logical, comfortable and optimised to minimise conflict now and into the future. The design guidelines for Movement are presented in four sections, covering the following topics:
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The planning of spatial capacity to meet with predicted future demand. Guidance on how to design legible spaces, with direct, convenient routes and visibility. The provision of adequate access points to facilitate entry and increase catchment area. Guidance on the provision of high quality lighting to support movement and other passenger functions.
2.4.1.2.
Accessible and Inclusive
Accessible station design is about making places easy to use for all passengers and station users. Users include people with visual or cognitive impairments, those in wheelchairs, older people, people with heavy or bulky baggage, young children and their carriers, and those with bicycles. Accessible design relates to stations, their amenities, surrounding context and information systems that support movement, use and understanding. The Equality Act makes it a legal requirement to ensure disabled people are not discriminated against. Transport providers therefore have a duty to demonstrate reasonable efforts in reducing, or removing altogether, barriers to access or use, both to and within stations. In respect of buildings and physical provisions this means compliance with relevant codes of practice, Design for Disabled People: Best practice exists where environments and facilities are one and the same for all passengers‟ right across the station. The design guidelines for Accessible and Inclusive are presented in three sections, covering the following topics:
How to provide obstacle and step-free spaces to accommodate the needs of all users. Optimising lift and escalator locations and capacities. Guidance on the provision of mobility assistance buggies where appropriate.
2.4.1.3.
Way finding and Passenger Information
Adopting principles of accessible and legible design for passenger information and way finding from the outset will result in places that are easy to use, require minimal signage and are well integrated with their surroundings. The philosophy underlying signing and passenger information at stations should be that of clarity, consistency and coherence in order to guide people through the stations in a steady, convenient and safe manner helping to ensure station users have a positive, stress-free experience. This philosophy supports a well-planned and well laid out station, and is integral to its design. Information is a fundamental requirement for a positive passenger experience. Information can serve multiple uses including: rail services, station and facility opening hours, maps of the local area and information for interchange modes. Information should be delivered across the full range of media including audio, visual and tactile to meet with the needs of all interchange facility users.
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Principal passenger information and way finding design factors include: • Informing passengers and pedestrians of service and journey options, including interchange opportunities • Facilitating simple access to, from and around transport facilities, surrounding environments and communities with clear sightlines to minimise the need for physical signs. • Identifying key external destinations and desire lines between these and transport facilities. • Supporting emergency evacuation requirements. • Supporting incident management. The design guidelines for Way finding and Passenger Information are presented in four sections, covering the following topics: • • • •
Guidance on information for passengers and other station users. Guidance on providing consistent way finding and signing, integrated with the built design. Inclusion of way finding information beyond the station footprint. The provision of accessible information.
2.4.1.4. Comfort and Attractiveness Comfortable, clean, well maintained stations provide an attractive environment that protects users from uncomfortable climatic conditions and unpleasant sensory experiences such polluted air, dirt or noise and provides users with a sense of security and safety. Amenities should be included, where appropriate, to fulfil basic needs and add value to the passenger experience. The design guidelines for Comfort and Attractiveness are presented in three sections, covering the following topics:
The provision of facilities, amenities and spaces. Guidance for climate protection and control against unpleasant sensory experiences. Developing space for waiting areas.
2.4.2. Operability Effective planning, management and operation of stations is essential to realise a positive outcome for users and operators. Operability includes consideration of service coordination, operating costs, integrated ticketing, maintenance, safety and servicing. The design of station facilities and their immediate surroundings should promote efficient operations and maintenance in an environment that is functional, comfortable and safe. An efficient station design helps deliver a positive passenger experience, minimises delays and 19
disruption, supports modal integration and results in cost savings for asset managers and station operators over the full course of a station‟s life. Planning of station improvement projects should also take account of the on-going operational requirements of a live rail network and ensure that the integrity of operations and passenger safety are not impaired over the term of the project. Operability includes consideration of service coordination, operating costs, integrated ticketing, maintenance, safety and servicing. The design theme of Operability is covered by four design principles: • Station Operations • Management and Maintenance • Safety • Be Secure by Design
2.4.2.1. Station Operations Robust and resilient station operations require integrated and optimised operation of feet, infrastructure and facilities to provide easy access for transport services, seamless movement across modes and effective maintenance. Efficient stations ensure cost savings for operators and owners. The design guidelines for Station Operations are presented in four sections, covering the following topics:
Providing appropriate spatial capacity for all station functions. Guidance on coordinating modal integration. Providing for efficient service and delivery vehicle access and storage. The provision of appropriate and convenient facilities for station staff.
2.4.2.2. Management and Maintenance Effective station management and maintenance practices help sustain the quality of the station environment. This maintains the longevity of the station, while also making it more appealing to users and realising the benefits of whole-life cost assessments. The design guidelines for Management and Maintenance are presented in four sections, covering the following topics:
Facilitating efficient station maintenance and cleaning. Establishing the rights and responsibilities of stakeholders. The use of robust and resilient materials. Guidance on following an agreed Heritage Asset Management process.
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2.4.2.3. Safety Considered design and maintenance of infrastructure can minimise risk of accidents and conflicts. It can also tackle perceptions of safety and increase passenger satisfaction and enjoyment. Clean, well maintained infrastructure and places create a sense that the environment is safe, controlled, managed and cared for – this reduces the fear of crime or accidents for all users. The design guidelines for Safety are presented in two sections, covering the following topics:
Ways to design facilities and spaces to minimise the potential for accidents, conflicts and collisions. Guidance on ensuring full compliance with all statutory emergency requirements.
2.4.2.4. Be Secure by Design Station design must consider public security against a range of diferent threats, both man-made and natural. All stations face a certain level of risk associated with various threats be they the result of natural events, such as flooding and accidents, or through malicious practices. The design guidelines for Be Secure by Design are presented in four sections, covering the following topics:
Assessing and minimising the risk of natural or man-made threats through secure and sensitive design. Ways to follow Crime Prevention through Environmental Design principles. Designing usable, active and secure facilities and spaces for day and night use. Guidance on providing for the effective use of CCTV.
2.4.3. Quality Integrated, high quality station environments will improve all aspects of a station user‟s experience. Design of high quality facilities is based on a combination of performance, accessibility and function, all of which form an essential part of a user‟s experience while remaining adaptable and able to meet with the changing needs of passengers and function. Providing high quality station environments will improve all aspects of a station user‟s experience. Design of high quality facilities is based on a combination of performance, accessibility and function, all of which form an essential part of a user‟s experience. Designing stations to integrate with their surrounding context can create active and vibrant public spaces and can influence how these areas are perceived by passengers, operators and others. 21
Concentrating mixed-use developments within and around rail stations may make them destinations in their own right, presenting opportunities to enhance the user experience, adding value and encouraging investment and socio-economic and physical regeneration in surrounding areas. The design theme of Quality is covered by four design principles: • Integration with context • Promote good design • Sense of place • Anticipate passengers‟ dynamic, changing needs
2.4.3.1. Integration with Context Stations that are well integrated with their surrounding urban context help to create thriving places that are well designed, well built, well run, well connected, and well served, while remaining inclusive, safe and environmentally sensitive. Context-sensitive station design can deliberately shape and animate surrounding public spaces, and in turn, create buildings that are active, integrated fixtures within their local communities. The design guidelines for Integration with Context are presented in three sections, covering the following topics:
Designing station facilities to integrate with the surrounding public realm. The development of an interconnected network of streets, footpaths, bike routes and public spaces. Encouraging provision of active and animated public spaces in surrounding areas.
2.4.3.2. Promote Good Design Worldwide experience demonstrates that public transport systems that are user-friendly are of high quality and which „put the passenger first‟, are able to attract significantly wider economic benefits and revenues than less well focused or integrated systems. The design guidelines for Promote Good Design are presented in three sections, covering the following topics:
Designing for appropriate scale, massing and orientation of buildings and spaces. Designing welcoming station environments where people want to work, shop and travel. Guidance on using high quality materials and finishes appropriate to station context and function. 22
2.4.3.3. Sense of Place A sense of place refers to a characteristic that some geographic places have and others do not, but to which an individual can relate; it also refers to a feeling or perception held by people through belonging or attachment. Stations and the urban environment within which they sit mean many different things to many different users. It is important that good design harnesses these perceptions to maintain and ultimately enhance the area to instil a positive sense of place for all. The design guidelines for Sense of Place are presented in three sections, covering the following topics:
Locating and designing stations to promote a positive image and identity. Considering landmark design where demand or status provides justification. Adding value through landscaping and public art.
2.4.3.4. Anticipate Passengers’ Dynamic, Changing Needs Design needs to be dynamic, with enough flexibility to ensure it is able to anticipate and adapt to the changing needs of passengers over time. This does not simply mean ensuring there is sufficient capacity provision or ensuring that there are sufficient facilities available – it is also about the need to provide the right mix of facilities and services that support the needs of the users of the station and the local community. The design guidelines for Anticipate Passengers‟ Dynamic, Changing Needs are presented in one section, covering the following topic:
Ways to design responsive and flexible places.
2.4.4. Value Planning and design of stations must deliver good value for money, give due consideration to environmental and ecological impacts and consider wider opportunities for regeneration and development. It is important to create social, economic and environmental value and instill a sense of civic pride and ownership in those who use the rail network and those who encounter it. Sustainable design in landscaping, infrastructure, materials and land use designations also enables efcient use of space and resources. The design theme of Value is covered by four design principles:
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2.4.4.1. Whole-Life Costs Whole life costs go beyond the initial cost of construction and will comprise ongoing maintenance and operational costs for the life of the infrastructure. To evaluate the viability and minimise the whole life costs of any station scheme it is necessary to ensure that all costs are considered and that value for money can be achieved beyond the initial design and construction period. The design guidelines for Whole-Life Costs are presented in two sections, covering the following topics:
Ways to establish whole-life costs and the constituent life-cycle costs. Optimising functionality of built design.
2.4.4.2. Positive Economic, Social and Environmental Impact Well-designed places can have a positive impact on the environment and deliver a wide range of sustainable benefits (such as low carbon emissions). This will generate a value to society, and whole-life cost savings to the customer. The design guidelines for Positive Economic, Social and Environmental Impact are presented in three sections, covering the following topics:
Guidance on applying best practice environmental design standards. Minimising energy use and explore sustainable energy sources. The consideration of embodied energy and ease of maintenance.
2.4.4.3. Respect and Conserve Natural Systems Well thought out station design strategies can contribute to the overall ecological balance of the network as well as mitigating the negative effects of construction on natural systems. Environmentally responsible design can help to minimise disruption to air, water, soil and ecosystems, contributing to the long-term health of the natural environment. The design guidelines for Respect and Conserve Natural Systems are presented in two sections, covering the following topics:
Designing landscapes to preserve and restore natural habitats. Ways to maintain and improve soil, water quality and use.
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2.4.4.4. Act as a Catalyst for Regeneration Stations can act as a catalyst for regeneration. Long-term planning can stimulate the development of sustainable economies that provide long-term benefits and regenerative success. The design guidelines for Act as a Catalyst for Regeneration are presented in three sections, covering the following topics:
Optimising revenue generating opportunities. Ensuring integrated development.
2.5. Types of Station Design The design of stations has developed over the years as the use of railways has first expanded and latterly declined. A new form of station design has also evolved with the introduction of metros and high capacity urban railways. A number of different types of station design are shown below and the advantages and disadvantages of each are discussed. On a railway which requires passengers to be in possession of a valid ticket or "authority to travel" whilst on the property, the station area is divided into an "unpaid area" and a "paid area", to denote the parts where passengers should be in possession of a valid ticket. Of course, there are now many railway operators who have "open stations", which allow passenger to wander at will without a ticket. In these circumstances, in addition to a ticket office or ticket selling machines, tickets can be purchased on the train.
2.5.1. Side Platform Station The basic station design used for a double track railway line has two platforms, one for each direction of travel. The series of examples in the following diagrams shows stations with right hand running as common in Europe and the Americas. Each platform has a ticket office and other passenger facilities such as toilets and perhaps refreshment or other concession. Where there is a high frequency service or for designs with high platforms, the two platforms are usually connected by a footbridge. In the case of a station where tickets are required to allow passengers to reach the platform, a "barrier" or, in the case of a metro with automatic fare collection, a "gate line", is provided to divide the "paid area" and "unpaid area". This design allows equal access for passengers approaching from either side of the station but it does require the provision of two ticket offices and therefore staffing for both of them. Sometimes, stations with two ticket offices will man only one full time. The other will be manned as required at peak times.
2.5.2. Island Platform Station A cheaper form of station construction, at least for a railway at grade level, is the island platform. As its name suggests, this is a single platform serving two tracks passing on either side, effectively creating an island which can only be accessed by crossing a track. A bridge or 25
underpass is usually provided. Island platforms are usually wider than single platforms used for side platform stations but they still require less area. In the example shown above, there are two ticket offices, but one can be provided if preferred. Island platforms on elevated railways do require additional construction of the viaduct structure (usually adding considerably to the costs) to accommodate the curves in the tracks needed to separate them on the approach to the platform.
2.5.3. Elevated Station with Side Platforms Elevated railways are still popular in cities, despite their history of noise creation and generally unfriendly environmental image. The poor image has been considerably reduced with modern techniques of sound reduction and the use of reinforced and pre-stressed concrete structures. They are considerably cheaper than underground railways (at least half the price, sometimes considerably less than that) and can be operated with reduced risk of safety and evacuation problems. Modern elevated railways have been built in such cities as Miami, Bangkok, Manila and Singapore.
2.5.4. Elevated Station with Ticket Hall Below Platforms In the example illustrated immediately above, the ticket office and gate lines are below the platform level. This can be done to allow one ticket office to serve both platforms but it requires the space to be available below track level and this, in turn, requires enough height in the structure. Since many stations are built at road intersections, the location of the station structure might have to permit road traffic to pass beneath it and this requires an adequate height structure to be built. It is sometimes better to position the structure to one side of the road intersection to allow room below for the ticket office.
2.5.5. Lifts and Escalators Vertical transportation at stations in city environments and on urban railways is almost as important as the horizontal transportation provided by the trains. Any station not easily accessible on the surface and which requires stairs, will nowadays, require lifts for the disabled. Stations with a height difference between levels of more than 4 to 5 metres (13-18 feet) will probably need escalators as well - certainly in the up direction. Escalators are expensive, so the number of passengers using the facility must be at a sufficient level to make them worthwhile. Both lifts and escalators are high cost maintenance items and need to be kept in good condition. They require mandatory regular safety inspections. The siting of lifts and escalators is important. Passengers have to queue to board them so there must be space at the boarding point to accommodate a large number of people at busy times. Such areas must be kept free of obstructions and not be too close to platform edges. The number of stairways and escalators must be sufficient to allow a trainload of alighting passengers to clear a platform before the next trainload arrives. This may seem obvious, but it isn't always done. Most countries require an evacuation standard to be applied to the number and location of stairs and escalators. 26
CHAPTER THREE 3. DATA COLLECTION, PRESENTATION AND ANALYSIS The first phase of N-S route project includes 22 stations, 9 of which are elevated station (5 elevated stations are shared with E-W route) 2 of which is underground station. The rest 11 stations are ground stations. Table 1. Data for characteristics of AALRT stations No
Station Type
Platform Type
Station Width （m）
Station Length/ Width in Standard Section（m）
Area Elevator/ Escalator （Set）
69.2/12.8
Construction Area for Station Main Body/ Additional Construction Area 886/0
1
Ground Station
Side Platform
3.0
2
Elevated Station
Side Platform
3.0
60/13.3
798/0
2/0
3
Underground Station
Side Platform
2.5 for standard section/ 5.2 in special section
101.6/13.4（18.8 for the width in special section）
1708/140
2/4
Major Standards for Design A. Ground Station the length of canopy in platform: 60000mm the width of canopy in platform: 3000mm the gradient of ramp for the handicapped: 1:12 B. Underground Station the calculated length of platform: 60000mm the minimum width of side platform: 2500mm the effective vertical clearance of the effective platform length in public area: 3000mm the vertical clearance from platform surface to rail top in public area: 380mm the distance between the central line of effective platform track to platform edge: 1400mm C. Elevated Station 27
0/0
the distance between platform surface to canopy: ≥3000mm the distance between the ground to the bottom of overhead girder: ≥5000mm D. Calculating Method for Side Platform Width The width of side platform is fixed on the basis of the long-term traffic flow in the peak hours within the station, the interval of tramcar travelling and etc. E. Stairs The width of stairs should not only meet the requirement for common pass but also be able to evacuate passengers and staffs in tramcar and on the platform to safe area within 6 minutes in emergent situations. F. The design of non-obstacle station mainly adopts ramps
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CHAPTER FOUR 4. FINDINGS AND RESULT OF THE STUDY AND IMPLEMENTATION There are great slopes around AALRT station at Minilik square. There are two schemes to design profile of the route. The first scheme is underground station, and the second is elevated station. It is suggested to adopt monolayer double-span side platform with frame structure for this station. The station has a total length of 91.8m, and its widths are 13.4m and 18.8m. The average depth of covering soil on station roof is 3.5m. The embedded depth of the station bottom plate is 11.16m. The construction of this station should adopt open-cut bottom-up method. The station fence structure should adoptΦ800 bored pile and inner support.
Design for Station and Other Equipment A. Road Guidance Enough and noticing road guidance should be set up in platform level, entrance and exit of the ground, property developing area related to LRT stations, underground walking street, stores, railway station and other public areas in order to guide passengers flow to the most convenient line. Road guidance should conform to the specified standards and regulations. Road guidance should have proper size, whose height and width should meet passengers‟ visual requirement and whose shape should be novel and pleasant to eyes.
B. Advertisement Board (Lamp Box） The designed advertisement board (lamp box) should coordinate with station decoration design and lighting design. Advertisement board (lamp box) should be specified and unified with proper illumination.
C. Non-Obstacle Design LRT station should consider non-obstacle facilities and the entrance and exit for the disabled people based on the arrangement of traffic flow, station operation, management and other service facilities. The escalators for the disabled people should be equipped from the ground to both sides of platform in underground stations and elevated stations. Both ends of ground station platform should build ramps for the disabled people. The guiding roads for the blind should be set in entrance and exit, passage, stairs and proper floor in the platform. The guiding road should not only be built properly within the station but also connect
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with guiding system in of the roads outside the station. The details of guiding road should conform to the current specifications and regulations for non-obstacle design.
D. Decoration for station Decoration for station should adopt “economical, proper, durable and concise” guidelines, and also take safety, convenience, application and Addis Ababa local features into consideration. The materials for decoration should be incombustible, in noxious and meet the environmental requirement for radiation. The materials should also be economical, durable, and convenient for equipment management and cleaning. The materials for floor should be antiskid, durable, wear resistant and corrosion resistant. The train operation area in platform level in the station should coat with sound insulation materials for decoration. The materials for decoration should be standardized, modularized and be convenient for construction and maintenance. E. Materials for Decoration The materials for station decoration should conform to relevant regulation about fire fighting, moisture proof, corrosion resistance, anti-rust, antiskid, electrostatic prevention, dust absorption, noise reduction, economy, durability, radiation, and be convenient for construction, maintenance and cleaning. The use of materials should also be convenient for installing and maintaining all kinds of pipes, wires, lamp and other equipment.
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CHAPTER FIVE 5. Conclusion and Recommendation Conclusion After study this scheme the basic station design principles of the station, passenger flow mode, operation scheme, power supply system, communication and signal system, ventilation system, water supply and drainage system, design schemes and operation control centre for this project have been basically fixed. The overall scheme of this project is conditioned with Addis Ababa current situation. After completion LRT project can greatly improve the public transportation situation, improve city image and enhance city competition.
Recommendation The work of this station should concentrate on the detailed design of the station facilities, on route alignment, power supply system, etc..
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References 1. Addis ababa LRT project north-south line project study report, china railway group limited 2009 05 2. South Florida East Coast Corridor (SFECC) Transit Analysis, Station Design Guidelines
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