Relevant studies started early in Western countries. Theory holds that metro station proximity might have two impacts on residential property values. Most studies suggest that housing closer to public transportation enjoys a higher market value than housing farther from public transportation. U.S. public transit agencies declare that property development around metro stations is the most significant economic benefit of metro investments. Operation of metro lines does goods to housing price along the line. Investments in public transport infrastructures, such as a new metro station, are capitalized totally or partially into land and housing prices. Other studies, however, show that proximity to metro stations may decrease housing prices because of nuisance effects like noise. Domestic studies on this topic are relatively fewer. All the studies show that metro transportation has some effects on property value.
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Abstract: The problems such as design of a metro station, an analysis of the station or line performance characteristics, simulation of passenger alighting and boarding process, simulation of metro line operation, etc. involve the need to get much better knowledge about the behavior of the passengers on the station platform in terms of their distribution among train doors in relation with the station design elements. Despite this, there have been only very limited number of researchers that tackled this problem. In this article, a model of passenger distribution among metro train doors has been developed. The model has been based on the data collected from the Bloor metro station in Toronto, Canada. Metro trains were video-taped during two-hour study period and data were obtained for the number of alighting and boarding passengers per each door and per each train. The results of the statistical analysis have shown that multinomial probability distribution appears to be a good model to describe passenger boarding and alighting process. It also has been shown that there has been clear dependence of the passenger distribution among train doors on the position of the platform entrance and exit points. Keywords: modeling, metro station, passenger distribution, metro platform.
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Metro station is a place for passengers to wait for the train which is of many characters such as profession on operation, complication on technologies and equipments that it applies for, and the mass on the number of pas- sengers. Once security incident occurs, it will end with great loss both in life and personal injury and property. Therefore, it is of great importance to assure the security of metro station operation . This paper brings security situation awareness to the assessment of security situa- tion of metro station to get a comprehensive assessment about the security situation of metro station so as to re- flect the situation objectively and take measures in time to minimize security risks. It can be served as a new way to secure the security of passengers as well as the opera- tion of the metro station.
Based on the Pathfinder software, the evacuation simulation of the impact of the space layout of the subway station hall on the evacuation of the subway is carried out. It is found that the spatial arrangement of the distributed gates is better than the centralized arrangement. The inhibition rate of the centralized distribution is 16%~39.3%. The reason why the distributed arrangement of the gates does not cause blockages to the personnel at the exit of the escalator, and the moving speed of the affected personnel is suppressed. Through the simulation of the channel space layout of different types of stations, the subway gates should adopt a distributed arrangement in the case of setting up the crossing passages, and the crowding phenomenon of the disaster-stricken personnel in the evacuation process mainly occurs at the entrance and exit of the stairs and gates and the corners. Waiting for the location. In the event of an emergency requiring emergency evacuation, the diversion railing at the entrance and exit of the subway security check will have a negative effect on evacuation of personnel. In order to ensure the smooth passage of personnel, the evacuation speed of personnel, the guide rails of the subway security checkpoint, and the subway gates and other facilities are provided. It should be opened in time. In the event of an emergency requiring emergency evacuation, the diversion rail.
(b) For the 2.5MW fire in the south platform, the amount of smoke extracted mechanically is not enough to control the spread of smoke, though is enough to inhibit the spread of smoke to the escalators and station hall. And the visibility will affect the passengers’ evacuation through the west across channel at 170.7s.
slow and fast moving vehicles, road transport can optimally carry 8,000 persons per hour per direction (phpdt). When traffic density increases beyond this level, average speed of vehicles comes down, journey time increases, air population goes up and commuters are put to increased level, of inconvenience. Thus when on a corridor, traffic density during peak hours crosses this figure, provision of rail-based mass transport, i.e. Metro system should be considered.
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Inspired by the popularity of these conversations and mini-performances around the table at Les Courtilles, the artists proposed a participatory public art installation on the square in front of the metro station that celebrated the ephemeral moments of joy. On 2 July 2011, elected officials and well over one hundred residents of the two towns gathered for the unusual day of food and festivity. A large mural designed as a collage of photographs, sketches and anecdotes collected in the many conversations covered much of the tall glass facade of Les Courtilles. This temporary public art both imagined a revised narrative for the towns in which collaboration was possible and actually developed a collaborative creation although not yet based on face-to-face contact as it linked Asnières and Gennevilliers through images that blurred the boundaries and hostilities. While not yet a reality on the street, this ‘harmony’ was visible in the art, and the mural was displayed for three months without being defaced or inciting more violence. To enable those who attended the event to take a sense of partnership away with them, Harper created an imaginative map of the two towns, designed from drawings, words and photographs of the residents of Asnières and Gennevilliers. Hundreds were given away. 7 Streets and town boundaries were replaced
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According to the features of Xi’an Metro station names, those named after geographic names accord well with Chinese Pinyin, so way of dissimilation can be employed to make the foreign audience better understand Chi- nese culture. Those named after large functional sites apply international practice for translation, and therefore way of assimilation can be employed in this case. In addition, way of assimilation suits words like directional words, words of ordinal numbers, street, lane and so on. So it’s unreasonable to employ Chinese Pinyin for the station names through the whole metro line. Some have to be altered so as to achieve the goal of clear guide of direction and communication effect. Of course, Chinese way of writing to capitalize every letters should be em- ployed here.
Abstract: Buses are considered as an important type of feeder model for urban metro systems. It is important to understand the integration of buses and metro systems for promoting public transportation. Using smart card data generated by automatic fare collection systems, we aim at exploring the characteristics of bus-and-metro integration. Taking Shanghai as a case study, we first introduced a rule-based method to extract metro trips and bus-and-metro trips from the raw smart card records. Based on the identified trips, we conducted three analyses to explore the characteristics of bus-and-metro integration. The first analysis showed that 46% users have at least two times of using buses to access metro stations during five weekdays. By combining the ridership of metro and bus-and-metro, the second analysis examined how the share of buses as the feeder mode change across space and time. Results showed that the share of buses as the feeder mode in morning peak hours is much larger than in afternoon peak hours, and metro stations away from the city center tend to have a larger share. Pearson correlation test was employed in the third analysis to explore the factors associated with the ratios of bus-and-metro trips. The metro station density and access metro duration are positively associated with the ratios. The number of bus lines around 100 m to 400 m of metro stations all showed a negative association, and the coefficient for 200 m is the largest. In addition, the temporal differences of the coefficients also suggest the importance of a factor might change with respect to different times. These results enhanced our understanding of the integration of buses and metro systems.
The geometry of pier considered for the present study is based on the design basis report of the Bangalore Metro Rail Corporation (BMRC) Limited. The piers considered for the analysis are located in the elevated metro station structure. The effective height of the considered piers is 13.8 m. The piers are located in Seismic Zone II, as per IS 1893 (Part 1): 2002. The modelling and seismic analysis is carried out using the finite element software STAAD Pro. The typical pier models considered for the present study are shown in figure 4.1.
Since last few years people mobility has increased in urban areas, implying the necessity of rapid transit improvement in terms of passenger capacity and number of journey than metro is the best option. The charging of this unit is done by using electric supply, and this charging port is positioned on each and every metro station to make available supply to super-capacitor for its charging. The main benefit of super-capacitor is, it take less charging time. We also install ultra sonic sensors in our metro system in order to avoid accident and maintain the safety of passengers and vehicle. These sensors are to be found in-front of the train. These sensors be full of transmitter and receiver. When metro train engages in the braking action, the super-capacitor unit converts kinetic energy- energy that is lost in friction braking system into stored electrical energy. Unlike batteries, super capacitor rapidly charge and discharge, enabling them to capture and store energy during braking. Battery based system have limited ability to absorb energy in few second required to stop metro train.
24, 2014) for F Block as shown in Fig. 2 have been used to assess the number of passengers per sqm and the walking speed of the passengers in the predefined area. The observed LOS at different point of time in morning hours are presented in Table 2. The detailed calculation of LOS in F Block of Rajiv Chowk Metro station is presented at Annex A.
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Kochi Metro Rail project has been planned by Government of Kerala. Special Purpose Vehicle called Kochi Metro Rail Ltd. (KMRL) is formed for the implementation, operation and maintenance of the Metro Project. Around 25 km length metro line with 22 stations with Maintenance Depot at Muttom will be developed between Aluva to Petta. The Kochi Metro system is an urban Mass Rapid Transit System (MRTS) that is being built to serve Kochi, the commercial capital of Kerala. Construction for its 25.12 km Phase 1A from Aluva to Petta with 22 stations started in June 2013 and is expected to be completed in 2017. In 2014, a 1.92 km eastward extension to Tripunithura from Petta was approved to be included in Phase 1.Construction on it will begin once road widening along the route is completed. Phase 1B of the project includes a new spur line from Jawaharlal Nehru Stadium to Info Park II in Kakkanad.
Analysis of on time action of moving load and vehicular impact load was done and in explicit dynamics. For the analysis in the explicit dynamic, it was required to draw a vehicle and mass and velocity (in m/s) of the vehicle was applied to vehicular body in kg. The load applied in explicit dynamics is shown in Fig. 6. For the moving load critical case is when the two trains are above the pillar. So vehicular impact is given at that time when the trains are approaching the pillar. After solving the structure, deflection of the metro pier was detected and it is shown in Fig. 7. Deformations generated in the various cases are found by changing mass and velocity of the vehicle. These results are tabulated and compared.
There is considerable increase in recognition of transit oriented development as an effective approach for sustainable urban development, most cities of developing countries like India, does not know how to effectively implement the concept of transit oriented development. If accepted and implemented properly, such models and schemes have great potential to become an effective finance and planning source for cities like pune in our developing country. Transit oriented development usually consists of rail or bus system at its centre and surrounded by high density infrastructure and as the distance from metro line increases the density of infrastructure gets lowered. The main aim of TOD is to develop an area in such a way so as to make it easier for the people to get to their destinations faster in an economically risk free way. There are many advantages of TOD which includes cost efficiency, decrease in pollution and reduced traffic and parking congestion. Thus to study the impact of proximity to metro line on surrounding area properties GIS is used. Also, various data collected for project include Development plans with CTS numbers of the study area, ready reckoner rates of various years of study area and actual photographs. After the necessary data collection the desired development plan is georeferenced and digitized using GIS.
The on/off passenger changeover between the opening and closing of the train doors was timed at the Strasbourg-Saint-Denis station on Line 4(which has single exit platforms on both sides) between 8.10 and 9.10 a.m. and between 5.30 and 6.30 p.m. (Line 4‟s busiest times). Data was collected Monday through Friday on the 3rd week of June 2012, the 3rd week in September 2012 and the third week in December 2012, i.e. 150 times per week, making a total of 450 (approx. 15 measures taken per hour, twice a day). This number of measurements allows to obtain at least a qualitative overview of the passengers‟ flow in the current station configuration and permits a first feeding of the numerical model.
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Pelaksanaan pelayanan publik di Kantor Penanaman Modal Dan Pelayanan Terpadu Satu Pintu Kota Metro belum mampu menurunkan tingginya keluhan masyarakat, seperti keluhan pemberian layanan yang kurang memuaskan, pelayanan yang lambat, persyaratan yang rumit, tindak lanjut berkas permohonan maupun pengaduan yang lama, waktu penyelesaian berkas yang tidak tentu, serta mahalnya biaya kepengurusan perizinan.
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4) Car Body Erection: Here the total car body shell is erected and which is critical in the total assembly line. Under frame which is the lower part of the metro shell on which the entire load is mounted is brought to this hanger. The first step is to lock it on with the screw gauge. After placing it in the right position optical levelling instruments are used to level the under frame. In the middle and at the edges slight upper elevation is provided i.e. 15mm elevation in the middle and a 4mm elevation at the edges. The side wall, roof and the end wall are mounted, load is applied. This load will level the under frame and straighten it out. This eruption held up until the full welding is done. Following figure shows Jig used for the purpose.
Nilai rata-rata klasikal hasil belajar IPS pada kelas tersebut sudah memenuhi KKM, tetapi siswa yang mampu mencapai KKM sebanyak 11 orang siswa atau 55%. Dikatakan rendah karena sebagaimana yang terdapat dalam pedoman penyusunan KTSP dari Badan Standar Nasional Pendidikan (BSNP) bahwa kriteria ideal ketuntasan untuk masing-masing indikator pencapaian kompetensi adalah 75% (Tim Penyusun, 2006: 27). Merujuk pada data tersebut, maka hasil belajar IPS siswa kelas VA SD Negeri 2 Metro Selatan belum dapat dikatakan berhasil, sehingga perlu diadakan peningkatan guna memperbaiki kualitas output dari pembelajaran IPS tersebut.
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• In Phase One, Amethi-Gauriganj-Munshiganj Ring Metro will have 3 routes from Amethi to Gauriganj, Gauriganj to Munshiganj and Munshiganj- Amethi . The Amethi to Gauriganj corridor will cover a distance of appx 10 Km.The Gauriganj to Munshiganj corridor will be of total length of appx 12 km.The Munshiganj- Amethi corridor total length of appx 07 km.The complete length Amethi-Gauriganj-Munshiganj Ring Metro Project will be about 29 Km.