MESTRADO INTEGRADO DE ENGENHARIA CIVIL MESTRADO EM URBANISMO E ORDENAMENTO DO TERRITÓRIO

1. MESTRADO INTEGRADO DE ENGENHARIA CIVIL MESTRADO EM URBANISMO E ORDENAMENTO DO TERRITÓRIO MESTRADO EM PLANEAMENTO E OPERAÇÃO DE TRANSPORTES LICENCIATURA EM ENGENHARIA DO TERRITÓRIO Course: Urban Mobility Management Prof. Rosário Macário Theory Lectures Session 8: Intermodality and Interfaces

2. 4 Phases: I – Set the type of city / society functions and transport needs II – Determining the composition intermodal III – Draw modal networks IV – Draw individual infrastructure projects Planning: thesystem for theproject

3. Inventory and data collection Population, economics, social aspects Land use Mobility needs Modelling and traffic forecasting Mathematical models Trends and future developments Standards of performance Analysis of alternative plans Evaluation and selection Implementation Technicalphasesofthelong-termplanning

4. Vision of the city Current system 1 2 Capacity analysis of the Future role of PT Current system in relation to future developments 3 4 appropriate inappropriate Short-term Development of planning Alternative 5 6 mode/network: metro, LRT, bus, etc Performance Requirements 7 8 Capacity analysis of the current system in relation to future Evaluation criteria developments 9 Source: Vuchic 10 Completion of the plan, design of intermodal relations PT planningprocess

5. The inability of CT links directly to all searches The chain mono or multi-modal travel and costs for travelers (plus shipping, travel times and waiting, uncertainty The interfaces such as reducing costs Basic missions of urban multimodal interfaces

6. The added value of services integration The dimensions of perceived integration (physical, tariff, logic) The micro-integration interface (courses, information, confort in waiting) Thedemandside

7. The difficulties of integrating Meet the supply of others and their evolutions, adjust to the deviations generated by them, suffer loss of revenue for brech of them The management of the physical boundary and common shares The virtues of integration Potential gain customers with the same services Potential replacement for a partner in the realization of services in case of difficulty The contractual integration Revenue sharing Risk-sharing Thesupplyside

8. Curitiba (I)

9. Curitiba (II)

11. The CT integrated booster gain market share for the CT The difficulty and cost of revenue sharing The remuneration of production instead of the fee revenue The quest for quality and commercial enterprise: fix the remuneration The quality and variety of functions beyond the transport (in its environment interface) as an important instrument of conquest of market share Direct intervention by the occupation program of the interface Indirect intervention through the management of urban environment Thesideofthe(social interest)

12. Who invests, and on what basis of compensation The management of physical interface Main types of operating costs The two basic types of clients: passengers and operators The third type of customers: consumers of installed functions that take advantage of good accessibility Examples of Heathrow and Schiphol (Air) and major railway stations in Germany, etc. How to impute operating costs to the various economic agents The management interfaceas anareaadapted(I)

13. What management model for the interface Institution: Third entity vs. third consortium of operators vs. one of the operators Basis of remuneration of the manager interface: flat rate + indicators of service quality (on the prespective of the three types of customers) + sales volume indicators (of various types of services, transport or not)  pressure on the interface manager Possibilities and limits of pressure on economic manager supported by the interface (transport and fixed services) Types of contracts for the disposal of fixed spaces The management interfaceas anareaadapted(II)

14. Sizing the number of platforms, by mode. Sizing of circulation spaces and accommodation (platforms, waiting areas, corridors, stairs, etc..) Sizing the parking. Interfaces sizing

15. The configuration of the platforms can be quite varied Road interface (trucking station) I LinearCentral platform (drive through) ObliqueHerringbone

16. Road interface (trucking station) II Platforms sizing • Buses should be allocated to each berth according to the type of career and by groups of destinations • For the careers of passage may be defined separately platforms for each direction. For the careers whose end is the interface is not necessary. • The capacity (C – measure by buses/hour) of each platform is given by the following expression: Where: Tbis the beat length Tmthe time for output maneuvers of the vehicle (which sometimes can be neglected)

17. Spacesizingofmovementandresidence • The sizing of these spaces is strongly linked to the ease of pedrestian movement. • Its sizing is based on 15 minutes longer load of the peak hour • Where • Vh is the volume of pedrestian moved per hour and the V15 quarter of na hour more loaded. FPH is the peak factor (less than 1). • From these volume are calculated the flows per minute, which should consider whether the movement of pedrestian is relatively uniform (usually inputs), or is conditioned by the arrivals of vehicles ( usually out)puts

18. Freely selected speeds, conflicts with other pedestrians virtually nonexistent Freely selected speeds, pedestrians respond to the presence of other Freely selected speeds, overtaking possible in unidirectional flows, reduced conflicts with opposite movements. Speeds and overtaking possibilities with restrictions, strong probability of conflict with opposite flows. Speeds and restricted overtaking opportunities for all pedestrians, opposite movements are quite difficult. Severely restricted speeds, frequent contacts with other pedestrian crossing, opposite movements or virtually impossible, the flow is sporadic and unstable. Levelsofservice for thepedestriansmovement

19. The capacity of the corridors is not influenced by the existence of flows in opposite directions. Capacitycalculationoftrafficareas(corridors) I

20. Capacitycalculationoftrafficareas(corridors) II SP v F The flow of pedrestians is given by the expressions Where: F is the flow (pedestrian/m*min) v the speed (m/min) D density (peão/m2) Sp is the space occupied by pedestrian (m2/pedestrian) It should be added about 0.5m of distance from the obstacles or the walls of the corridor.

21. The sizing of a platform should consider the following components: waiting areas, circulation areas, stairs and stockagem areas along the stairs (because they have less capacity per meter movement). It should also be considered a safe distance of 0,5m over the edge of the platform and 0,5m from the walls or other obstacles. Platformsizing

22. You can move freely in the waiting area without disturbing the passengers waiting The circulation is partially restricted to avoid disturbing the passengers waiting The movement involves the disturbance of passengers waiting, the density is within the range of confort. The wait without contact with others is impossible, the movement is severely restricted, long waits are uncomfortable with this density The physical contact with others is unavoidable, the movement is not possible, the wait is only tolerable for short periods of time. Virtually all people are in direct physical contact, this density is strongly uncomfortable, no movement is not possible and there is potential for jerks and generalized manifestations of panic Platformsizing (waitingareas)Servicelevels

23. Platformssizing (waitingandcirculationareas) SP • The waiting area is calculated by the following expression • Where N is the number of pedrestians waiting • The area required for the circulation is the same as for the design of runners

24. Platformssizing(Levelofservicestairs) I SP F

25. Platformssizing(Levelofservicestairs) II

26. Platformssizing(stairs) I • The calculation of the capacity of the stairs is made on the dominant flow (as charged) • For the non-dominant flow, must be added a multiple width of 0,75m, depending on their importance • The width of the stairs can be calculated by the following expression: Where L is the stairs width in meters F is the flow (pedestrians/m*min) N is the number of pedestrians/minuto

27. Sometimes the width available for placing stairs isn´t sufficient to accommodate the entire flow of pedestrians In this case we calculate the capacity of the stairs (Service Level E) This ability should be reduced from 0% to 20% to take account of the flow non-dominant. One way to calculate the reduction can be carried out as follows (L – n x 0,75) / L. Where n is determined by the size of the flow nondominant The flow to which it must calculate the waiting area is the difference between the flow from the platform and the ability of the stairs. The waiting area will be given by multiplying this difference by the space occupied by pedestrians (typically 0,5m2/pedestrian) Platformssizing(stairs) II

28. Many of the most important interfaces have often associeted to them infrastructures like park-and-ride ou kiss-and-ride Should be guaranteed a safe and easy pedestrian access between the parking and the interface. Parking I

29. Parking II • The parking sizing (number of places) should be estimated considering: • The long-term parking – commuter users of the interface which use IT / CT. The number of places for this type of users must be equal to the number (duration: 7 hours or more) • The shor-term parking, visitors who come to collect or drop passengers, depending on the length of your period of stay, can be embedded in a system of kiss-and-ride (very short duration), or in normal parking places (durations less than hour) • The design of the latter places is given by the following expression Nveic is the number of vehicles accessing the parking in the peak hour Dpark is the average duration of parking (in hours)

30. Case studies (D5) • Manual (D6)

31. A metropolitan transportation authority plans to build a suburban public transport interface. The lines of public road transport that will serve this new interface are given inthe following table: The stopping times are 5 munutes for using the bus interface as intermediate stop and 8 minutes for those that use as a terminal interface. Nº of circulation Nº of circulations Career Nº Out of the peak Type of stop In the peak hour hour Urban service 24 8 0 Terminal 36 4 0 Termina l 76 4 4 Intermediate stop 77 6 6 Intermediate stop Subtotal 22 10 Regional service 242 3 1 Intermediate stop 245 3 1 Intermediate stop 250 2 1 Intermediate stop 255 4 1 Intermediate stop 320 2 1 Intermediate stop 201 2 1 Intermediate stop Subtotal 16 6 Exercise 9.1

32. a) Calculate the number of platforms needed in this interface, whereas the suburban carrers can use all the same platform, the city lines that only carry out intermediate stops should have separate platforms and careers ending at the interface may use the same platform with each other. b) During the time period over loaded the demand of regional services is as follows: 180 passengers landed, of which 25% are collected by people who will get them by car; 320 passengers on board, of which 30% are followed by people in cars. Determine the number of parking spaces required for visitors considering the following assumptions: Embarking and disembarking passengers are evenly distributed during the time considered; Visitors will collect passengers arriving on average 10 minutes before the arrival of the buses and depart about 7 minutes after departure from this; Visitors will drop passengers arriving on average 15 minutes before the bus usually arrive and depart 5 minutes after the bus depart; Of the 16 careers that have intermediate stop of this interface, 4 delay 5 minutes and 2 delay 10 minutes. Considera-se que a distribuição dos passageiros durante a hora de ponta é uniforme. Exercise 9.1

33. a) The capacity of each platform was calculated according to the following expression: That result: For careers in which the stop time is 5 minutes – capacity 12 careers/platform*hour For careers in which the stop time is 8 minutes (beat) – capacity 7,5 careers/platform*hour The number of platforms must be calculated for peak hours, according to the type of stop that serves these rows (terminal or not). Exercise 9.1 Resolution

34. Nº of platfotm Nº of Type of Nº of total opposite Cap. Nº of platfor careers stop direction platforms (HP) (HPT) Urban service Terminal 12 7,5 2 0 2 Intermediate (76) 4 12 1 1 2 Intermediate (77) 6 12 1 1 2 Regional Service Intermediate 16 12 2 2 4 Exercise 9.1 Resolution The number of necessary platforms is 10= 2*3+4

35. b) Step 1 –Calculate the number of passengers that are collected and dropped by visitors by car. Nº of movements* %pass. collected (or dropped) Step 2 – Determining the duration of the parking for each case Disembark = 15+5+5 = 25 minutos (we must rely on the permanence of the bus at the stop) Boarded = 10+5+7 = 22 minutos Movements pass disembark 45 boarded 96 Exercise 9.1 Resolution

36. Parking N º duration passengers (min) 27 22 60 25 12 27 6 32 24 30 12 35 Exercise 9.1 Resolution Step 3– Determine the delay time and the number of persons subjected to this delay. • It is considered that the distribution of passengers in a career is homogeneous, meaning that there are three in each row (45/16) passengers to disembark and 6 (96/16) passengers on board that are taken / collected by visitors by car. With these data it is calculated the number of passengers subjected to a delay of 5 (4 careers) and 10 minutos (2 careers), which reflected in the lenght of the parking. • The distribution of the duration of the parking for the passengers dropped / collected is Disembark (careers w/ delay) board (careers w/ delay) Disembark (careers w/ delay of 5 min) Disembark (careers w/ delay of 10 min) Board (careers w/ delay of 5 min) Board (careers w/ delay of 10 min)

37. Exercise 9.1 Resolution The average results of the parking of the weighted average time of parking, is 27 minutes, or 0,45 hours. The number of parking places is given by the following expression The number of places required for visitors is 141*0,45=64 places.

38. The draft of a new railway station has set the following layout, piers are located at a level below the lobby which has a mezzanine configuration on these. The connection between each pier is made by two steps by piers. The interval between the arrival and departure of each train during rush hour is 7.5 min. Each train has a length of about 140 meters. The peak factor is 0.75 hours. The volumes of the two passenger busy rush hours are: HPM (morning) – 3200 debarked passengers, 500 on board passengers HPT (afternoon) – 500 debarked passengers, 2900 on boar passengers a) Scale the width of the pier and stairs to a level of service D whereas its length is 10 meters higher than the length of trains. b) Scale the width of the zones of movement (also for the same level of service) knowing that bind to these three outputs to the outside, connecting respectively to: a road interface (30% of the passenger station busy), to a metro station (55% of the number of passengers handled at the station) and abroad (15% of the number of passengers handled at the station). Exercise 9.2

39. Exercise 9.2 Resolution a) 1st Step - Calculation the number of passengers handled in 15 minutes longer load the rush hour 2nd Step - Calculation the volume of passengers waiting at the pier. Given the number of departures within 15 minutes longer load divided by the number of circulations in this period.

40. Exercise 9.2 Resolution 3rd Step - Calculation of the dock area needed for the waiting passengers. Service level D Space occupied by pedestrians 0,5 m2/p 4th Step - Calculation of the area required for circulation space It is considered as an area of ​​the space required for movement people leaving the composition within 15 minutes more loaded. The expression to be used is as follows:

41. Important parameters for characterizing the level of service D are: Flows ( F) of pedestrians 57,5 pedestrians/min*m Speed (v) od pedestrians 69 m/min Occupied space by pedestrians = 1,2 (69/57,5) m2/pedestrian HPM in the number of passengers coming out of a composition is 533 (1067/2), and the area necessary for the movement of 640 (533 * 1.2) m2 HPT in the number of passengers coming out of a composition is 83 (167/2), and the area necessary for the movement of 100 (83 * 1.2) m2 5th Step - Calculation of the minimum area for the dock Circulation area and waiting 682 (640+42) m2 The safety area will be 0.5 m near the edge of the pier ength + 0.5 m along the walls of the quay length As the length of 150 meters, the security area will be 150 m2 The width of the piers is (682+150)/150 = 5,6 m Exercise 9.2 Resolution

42. 6th Step - Sizing of stairs. Service level D Flows of pedestrians 38 pedestrians/m*min Movements per minute. on the stairs The flow of people in HPM down is much lower than that of people to rise, while in the case of HPT these are relatively balanced. So in the case of HPM width of the stair should only be calculated for the upward flow and subsequently add to the width 0,75 m to rely on the descending flows. In the case of HPT should will estimate the width of the ladder as the sum of the widths required for both streams. Exercise 9.2 Resolution

43. The width of the stairs will be (there are two stairs for dock): HPM – (533/38)/2 m + 0,75 m – 7,75 m per stairs HPT – (83/38+64/38)/2 m – 2 m per stairs The width of the stairs is 7.75 m. This means that these stairs are wider than the pier, and so the constructive solution should consider that the stairs are located outside the pier, as they will be wider than this. Exercise 9.2 Resolution

44. Exercise 9.2 Resolution b) 1st Step - Calculation of the distribution of pedestrian flows in 15 minutes longer load the rush hour 2nd Step - Calculation of minimum width of lanes This calculation is done considering the total two-way flow. Service level D Flows of pedestrians 57,5 pedestrians/min*m

45. To calculate the final width of the runners will be caused by adding 0.5 m of space in relation to the walls of the corridor. Thus the width of the runners will be: Exercise 9.2 Resolution