Station Passenger Barrier Systems and Their Impact on Metro Transport Services †
Abstract
:1. Introduction
2. Material and Methods
3. Results
- * As the PSD operation on Line M3 is aligned with the trains’ control systems, the PSDs open one second after the train doors open and close again one second after the train doors close. Thus, this adds two seconds to the dwell time. The full duration of door reopening and closing is added again for how many (N) times the platform doors need to be reopened and closed again (for any reason).
- ** On Line M1, the Rope-type platform doors are not synchronized to the train doors, but with the train movement. The vertical doors start to open at train arrival (at train speeds less than 5 km/h) and they are completely open when the train is stopped. Also, the platform doors start to close once the train starts to move. This means that even in case the platform doors need to be reopened and closed again, this does not affect the dwell time.
4. Discussion
5. Conclusions
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
References
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Conditions | Line M3 Half-Height PSDs | Line M1 Rope-Type (Vertical) PSDs | Line M4 Infrared Beam Barrier |
---|---|---|---|
Station type | Underground | Underground | Underground |
Period of the year | July 2023 | July 2023 | July 2023 |
Grade of Automation | GoA3 | GoA1 | GoA4 |
Interface between train and platforms | Yes | No | Yes |
Repetition of passengers’ exchanges observed per day | 20 | 20 | 20 |
Time Parameters | Line M3 Half-Height PSDs | Line M1 Rope-Type (Vertical) PSDs | Line M4 Infrared Beam |
---|---|---|---|
Platform doors opening, s | 3–4 | 3 | N/A |
Platform doors closing, s | 3–4 | 3 | N/A |
Platform doors reopening/closing again, s | 8 | 6 | N/A |
Dwell time prolongation, s | 2 + N8 * | None ** | None |
Advantages | Disadvantages |
---|---|
A physical obstacle prevents passengers and big objects falling onto the tracks when there is no train at the station. Passengers’ safety is 100% guaranteed. Delays at stations due to passengers’ abnormal behaviour are reduced. | Possible to climb over the PSDs and throw objects onto the tracks. Half-height PSDs = 1.56 m. Precise train positioning needed. |
In case of a failure, the corrective maintenance can be performed from the platform side and without stopping train operation. | Relatively higher efforts for maintenance. A failure can cause operation disruption and operation delay. |
The PSD structure provides sound and light indications for door opening/closing and problems. It also can accommodate emergency call boxes or other electrical devices if needed. | The PSD structure requires grounding and platform floor insulation along the platform (about 1.2 m). |
They decrease the trains’ piston effect in the tube. | The gabarits of service vehicles passing on the lines must be considered. |
Advantages | Disadvantages |
---|---|
A physical obstacle prevents passengers and big objects falling onto the tracks when there is no train at the station. When closed, passengers’ safety is 100% guaranteed. No delays at stations due to passengers’ abnormal behaviour. | Possibility of passengers and big objects falling on the tracks when there is train at the station. |
Allows heterogeneous vehicle fleet. Currently, three types of trains serve the M1 Line. | Due to the columns of the platforms, precise train stopping is still required. |
In case of a failure, corrective maintenance can be performed from the platform side and without stopping train operation. | There are still efforts needed for installation and maintenance. No interface connection to the line signalling system. |
The PSD structure provides sound and light indications for door opening/closing and problems. It can also accommodate emergency call boxes. | The piston effect cannot be decreased. |
Advantages | Disadvantages |
---|---|
Much lighter solution than the PSDs in matters of installation and maintenance. Precise positioning of a vehicle is not required. | They cannot really prevent a person or an object from falling onto the tracks, but they surely detect it. Maintenance should be carried out from the tracks. |
Limited preventive maintenance. | The tunnels must be kept clean. The dust can cause operation disruptions. |
No massive structure on the platform. No grounding or platform floor insulation required. | Cannot support platform climatization. No additional equipment can be accumulated. |
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© 2024 by the authors. Licensee MDPI, Basel, Switzerland. This article is an open access article distributed under the terms and conditions of the Creative Commons Attribution (CC BY) license (https://creativecommons.org/licenses/by/4.0/).
Share and Cite
Tomov, S.; Dimitrova, E. Station Passenger Barrier Systems and Their Impact on Metro Transport Services. Eng. Proc. 2024, 70, 56. https://doi.org/10.3390/engproc2024070056
Tomov S, Dimitrova E. Station Passenger Barrier Systems and Their Impact on Metro Transport Services. Engineering Proceedings. 2024; 70(1):56. https://doi.org/10.3390/engproc2024070056
Chicago/Turabian StyleTomov, Svetoslav, and Emiliya Dimitrova. 2024. "Station Passenger Barrier Systems and Their Impact on Metro Transport Services" Engineering Proceedings 70, no. 1: 56. https://doi.org/10.3390/engproc2024070056