CB(1)980/13-14(03) Legislative Council Panel on Transport
Subcommittee on Matters Relating to Railways
怎样做酸菜鱼Capacity and Loading of MTR Trains
Purpo
This paper aims to brief Subcommittee Members on the capacity of MTR trains and the initiatives taken and planned for to manage loading in train compartments to enhance comfort and the travelling experience for pasngers
and to, where possible, increa the carrying capacity.
Background
2. Opened in 1979, the MTR system now consists of 10 heavy rail lines
and a Light Rail network in the northwest New Territories. On a normal weekday, an average of 5.2 million pasnger trips are made in the 218-kilometre MTR system.
3. A railway line is constructed to meet the transport needs of the population within its catchment area for a projected period of time as well as to ensure pasnger safety. Thus, the formulation of the Design Capacity of a railway should meet the demand, while ensuring safety. A railway’s carrying capacity is pre-determined by the size of the train compartments and the number
of compartments a train compris. It may be adjusted by the maximum frequency of train rvices the signalling system permits.
陈家奇
Design Capacity
4. All train compartments of the existing MTR railway lines are designed bad on the industry standard design adopted at the time of the construction of railway lines and the maximum carrying capacity of train compartments is calculated bad on accommodating up to 6 persons (standing)
per square metre (“ppsm”) on average. The number of train compartments a train compris and train frequency are determined at the design stage to meet projected pasnger demand. Platform length is designed and constructed accordingly to ensure compatible u of the trains. As to the frequency of train rvices, it is regulated by the signalling system which governs the distance between operating trains to ensure safety, while maximising efficiency. Incread frequency is made 买椟还珠的意思是
possible through provision of additional trains.
你是礼物
But train frequency reaches its maximum level when the signalling system permits no more additional train trips. The carrying capacity permitted by this maximum train frequency level is the Design Capacity of a railway line.
5. Specifically, Design Capacity of a railway line refers to the maximum number of pasngers that can be carried per hour per direction when all the space within the train compartments are taken up by pasngers bad on a 6 ppsm pasnger density level (and all ats are taken up) and train frequencies are maintained at the maximum level its signalling system permits. Accordingly, a train is considered full to Design Capacity when each square metre of standing space of all train compartments of a train carries 6 pasngers (and all ats are taken up) and train frequencies are operated at the maximum level. All components of the existing MTR network are designed to be able to underpin this Design Capacity, while remaining safe. This covers, for example, the design of railway station structures, platform size, passageways, and escalator throughput. In other words, the rail rvices are operating safely even when run at 6 ppsm pasnger density1. If pasnger demand exceeds the Design Capacity, longer queues on platform are expected and more pasngers may then need to wait for more than one train before they can board a train. Crowd man
agement measures will be taken to maintain order at the platform and concour.
Carrying capacity in current operating environment
6. In today’s actual railway operation, veral key factors impo limitation on the Design Capacity, making the actual carrying capacity less than Design Capacity.
朴实7. First, the retrofitting of platform screen doors (“PSDs”) and automatic platform gates on pre-existing rail lines (covering Tsuen Wan Line, Kwun Tong Line and Island Line) has incread the dwell time of trains at each platform by about 10 conds. As such, it is no longer technically feasible to run the maximum train frequencies the railway lines were designed for.
8. Second, it is not uncommon that train doors may need to be reopened and reclod due to pasngers requiring assistance or objects being caught between doors. Each reopening and reclosing of doors extends the train’s dwell time at platform by about 10 conds. During peak periods on busy lines like 1We note that the Design Capacity of railway systems around the world varies, mostly ranging from 4 to 6 ppsm. Yet, very often, the benchmarks cannot be met in practice.
For example, metros in Japan have a desirable standard of 3.3 ppsm but currently are achieving an average of 5 ppsm.
Tsuen Wan Line, where train frequency is 2 minutes, every 12 reopening and reclosing of doors within a one-hour period may in effect result in the reduction of one train trip, or reduce carrying capacity by some 2,500 pasngers.
9. Third, it has been obrved that over the years, pasnger riding habits have changed. Nowadays, they are less willing to board a train that looks crowded even when there is still room available. They prefer waiting for the next train. Besides, there is an increasing number of pasngers reading newspapers or using mobile devices such as tablet computers or smart phones during their trips that require more personal space on trains. This in effect reduces the carrying capacity of the train and the rail line as a whole. In actual operation, trains running during the busiest hours on the busiest corridors achieve a pasnger density of only around 4 ppsm, but 6 ppsm in the 1980s and 1990s.
Initiatives taken to manage loading
Increa in train frequencies
10. The MTR Corporation Limited (“MTRCL”) has launched Listening‧Responding Programme (“the Programme”) starting from 2012. One of the purpos of the Programme is to ea the loading on trains and reduce pasnger waiting time. Under the Programme, MTRCL has added more than 1,300 train trips per week (i.e. over 67,000 train trips per year). During the same time, however, the total pasnger throughput has incread by almost 3%.
11. The overall loading of the existing railway network during non-peak hours is less than 40% and there is spare carrying capacity to carry more pasngers. MTRCL will continue to ek to enhance the frequency of train rvices in peak and non-peak hours where possible. However, train frequencies on Island Line, Kwun Tong Line, Tsuen Wan Line, Disneyland Resort Line and Airport Express in the morning peak cannot be further enhanced as the current signalling systems are already operating at maximum level. The carrying capacity of the railway lines during peak hours can only be further enhanced by replacing with a more advanced signalling system.
12. MTRCL has begun to upgrade the signalling system for Tsuen Wan Line, Island Line, Kwun Tong Line and Tung Kwan O Line with a view to boosting carrying capacity and this exerci is expected to be completed from 2018 to 2022. Subquently, the signalling system for Tung Chung Line,
Disneyland Resort Line and Airport Express will also be upgraded. With the completion of the upgrading of signalling systems, carrying capacity will be incread by around 10%.
13. MTRCL will also arrange short-haul trips running between a few busy stations to increa carrying capacity if a gap between trains under the scheduled train rvices has opened up to allow safe running of trains. However, the train trips are not always possible and can only reduce pasnger waiting time at some stations.
14. Details of carrying capacity and loading of MTR railway lines during morning peak hours on the busiest ctions in 2013 are t out at Annex. It is noted that the pasnger throughput during morning peak for critical links has taken up 25% to 72% of the current carrying capacity (i.e. loading), bad on a 6 ppsm pasnger density and current train frequency. If the pasnger density ratio is lowered to 4 ppsm, the loading during morning peak for critical links will increa to 35% to 100.6%.
Improvement measures implemented
15. It is obrved that under normal circumstances, pasngers will not uniformly occupy the space on trains. In a single train, compartments clost to escalator landings generally attract more pas
ngers, while tho located at the far ends of a platform have relatively fewer pasngers.
君子兰的作文16. In view of this, MTRCL has implemented the following measures to enhance platform management to even out pasnger distribution on platforms and in trains to achieve smoother pasnger flow and optimi the efficiency of train operations during peak hours:
(a)barriers are erected at the platforms of key stations to better divert
pasnger flow to less crowded train compartments;
(b)Platform Assistants are deployed to encourage pasngers to move
inside trains instead of staying near train doors;
(c)Platform Assistants are deployed to manage the boarding and
alighting process to minimi the number of times that train doors征信查询官网入口
太平公主怎么死的
have to be reopened and reclod;
(d) a new queuing arrangement was tried at the Yau Ma Tei-bound
platform of Kowloon Tong Station on the Kwun Tong Line in
October 2013. Boarding pasngers were guided to line up on the
right-hand side of the PSDs while tho alighting from trains would
exit on the left-hand side. This has facilitated pasngers to get on
and off trains more quickly and in a more orderly manner. This
platform management arrangement is found effective and will
continue to be implemented. MTRCL will look into whether such
arrangement, with or without modification, can apply to other stations;
and
(e)as part of its ongoing efforts to ensure a safe, efficient and high-
quality rail rvice, MTRCL invests some $5 billion every year to
maintain its existing railway asts and station facilities at top
conditions and upgrade for enhanced rvice.
Other possible improvement measures
17. Pending the construction and completion of new railway lines (e paragraphs 18 to 21 below), the Government has invited MTRCL to study the feasibility of other measures to enhance carrying capacity. The measures include, for example, an early-bird scheme whereby pasngers would be incentivid to u MTR outside peak hours and the removal of some ats in some train compartments, to increa carrying capacity. MTRCL has also commissioned overas universities to study any other possible measures to relieve the high loading situation during peak hours.
New railway lines to increa network carrying capacity
18. Over the next few years, with the opening of new domestic railway lines now under construction, including the West Island Line by the end of this year to be followed by the South Island Line (East) and Kwun Tong Line Extension in 2015 and Shatin to Central Link (“SCL”) in phas in 2018 and 2020, there will be additional carrying capacity and a redistribution of existing pasnger flow in the
MTR system. SCL, in particular, will increa the carrying capacity of the railway ction from Shatin to Kowloon and that of existing lines across the Harbour, thus alleviating the rather high loading situation in urban Kowloon during peak hours. With the commissioning of the ction between Tai Wai and Hung Hom stations of SCL in 2018, which forms the East West Corridor2, the number of train compartments of West Rail Line and Ma On Shan Line will also be incread to 8.
2 The East West Corridor is a new railway line comprising Ma On Shan Line, West Rail
Line and the ction between Tai Wai and Hung Hom of SCL.
