Technical Report Draft 2
Project Team Biodata
Jerome is currently an undergraduate in Singapore Institute of
Technology (SIT). He is currently pursuing a degree in sustainable infrastructure
engineering (building services). Jerome has an engineering background. He
graduated from Ngee Ann Polytechnic with a diploma in sustainable urban
design and engineering in 2015.
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Zhouzhi
is currently an undergraduate in Singapore Institute of technology and is
pursuing a degree in sustainable infrastructure engineering (building
services). He graduated from Ngee Ann Polytechnic with a diploma in
automation & mechatronic systems. His primary mode of transportation is
the MRT and he uses it daily to commute to school.
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Executive Summary
As
Singapore’s population expands, ridership on Singapore’s MRT network has
increased. With this increase, several problems have arisen.
The
problem the project team has chosen to address is the behaviour of commuters
clustering around the doors nearest to the escalator. This causes an uneven
distribution of commuters along the platform, and on the train when they board.
During peak hour, this behaviour results in commuters not being able to board
on certain carriages while there is still available space elsewhere on other
carriages. Hence, this reduces the total number of commuters transported by
each train. Commuters in the carriages near the escalator will also experience
a less satisfactory commuting experience due to the high commuter density.
The
report will go into detail explaining the proposed solution. The solution
involves utilizing a sensor to detect the weight of a carriage and calculate
its approximate commuter density. This information will then be relayed to the
commuters. Naturally, commuters will queue to enter carriages that are emptier
to avoid a crowd. Our objective is to reduce the need for manual labor, to
achieve higher commuter satisfaction and raise the efficiency of the train
system with regards to commuter transportation.
1.0 Background Information
When
waiting for the train, commuters tend to crowd around the doors near the
escalator. This causes an uneven distribution of commuters across the carriages
of the train when they board, resulting in other carriages being relatively
empty. Sohn (2013) states that crowding as a result of uneven passenger
distribution plays a large part in determining commuter service satisfaction
and the transport operator’s supply of trains.
To
demonstrate that passengers tend to queue for the nearest carriage to the escalator,
the project team went down to Clementi MRT station on a weekday afternoon to
record some observations. Team members were designated adjacent carriages.
Carriage four was nearest to the escalators and the elevator while carriage two
was the furthest. Each member would count the total number of commuters that
boarded their designated carriage at fifteen minute intervals. Please refer to
the appendices for more pictures of this study.
Figure 1
Platform layout
Table 1
Commuters per carriage
Based on
our observations we can infer that there is a direct correlation between the
number of commuters boarding a carriage and the carriage’s proximity to the
escalators/elevators. The carriage nearest to the escalators, carriage four,
consistently recorded almost double the number of commuters that boarded
compared to carriage two, which was the furthest.
This
uneven passenger distribution across cars leads to a reduction in capacity.
According to Sohn (2013), a study conducted by Pudney and Wardrop showed that
commuter trains may experience up to a 40% reduction in capacity, due to this
behaviour.
Currently,
during peak hours, the transport operators will deploy staff to usher the crowd
to emptier parts of the platform. This method is labour intensive, and it is
only carried out during the peak hours. Additionally, commuters do have no way
of knowing which carriages are full or empty.
There is
an opportunity to refine the transport system by implementing a means to
distribute the number of commuters in each carriage evenly. When commuters
spread across the platform and board the train in an even manner, it will
increase the number of commuters transported per train. This will provide
commuters with a more comfortable journey and increase the efficiency of the
rail infrastructure.
1.1 Problem Statement
In
Singapore’s train network, commuters tend to cluster around the carriages near
the escalators, causing an uneven distribution of commuters across the train.
By
tracking the weight of each individual MRT carriage, approximate commuter
density can be calculated. An indicator that flashes red, amber or green
depending on the commuter density should be installed above the platform doors
to provide this information to commuters so that they can make a more informed
decision on which part of the platform to wait.
1.2 Purpose Statement
The
purpose of this proposal is to recommend MRT operators to adopt the proposed
solution of tracking commuter density on trains and passing this information to
commuters to encourage them to spread out across the platform. This is in the
transport operator’s and commuter’s interest as the benefits include reduced
manpower needs and increased efficiency of the rail network for the train
operator and a better ride experience for commuters.
2.0 Proposed Solution
The
proposed solution is to implement a system to monitor commuter density on
individual carriages. This information will be used to identify if a carriage
is full or empty before the train arrives at the platform. An array of coloured
LED lights will be used as an indication system and will be installed along the
platform on the ceilings, similar to how carparks indicate to drivers a vacant
lot.
The weight
of a carriage can be determined with existing weight sensors in carriage
suspension systems. Utilizing existing sensors would be preferable as it will
reduce installation costs. However, consulting with Professor Zhou from the
Singapore Institute of Technology, he remarked that the existing sensors may
not currently be accessible. This is due to the manufacturers of the train
restricting the access of such data. Siemens (Siemens, 2017) manufactured a
train for the United Kingdom which has such a feature. Carriages feature a
“load weigh system” which actively monitors the load of each carriage and
displays this information via digital screens to commuters on board the train.
Refer to the appendices for more information regarding the Siemens train.
If information
from the suspension system is not released by the train manufacturer, Meneu
(2015) reports that there are piezoelectric sensors approximately the “size of
a postage stamp” that can be welded onto rails. This sensor will track the
weight of a carriage when it passes over it. This technology is known as
“weigh-in-motion”. Meneu also suggested that Wi-Fi technology could be used in
tandem with the sensors to relay the gathered information.
Once
information about the carriage’s weight is gathered, the information will be
used to calculate approximate number of commuters in each carriage.
The
calculated data will then be passed to the next station either by making use of
existing signalling/communication systems or by installing new web-based
communications and relaying it over the Internet to the next station.
As for
the implementation of indicators
above the platform, our proposal is to install a LED indicator that changes
colour from red to amber to green depending on the density of the incoming MRT.
Red would indicate that the density of the carriage is high. This means that it
is crowded and you might have to wait for the next train or look for another
carriage that is less crowded. Amber indicates that the carriage is somewhat
crowded while green indicates that it is relatively empty.
2.1 Benefits of proposed solution
The
implementation of indicators above the platform will provide commuters with
information about the oncoming train’s passenger density. Commuters will
naturally choose to enter a carriage which is the less crowded, resulting in an
even spread.
With the
even spread, the average passenger density will be lower and commuters will be
more comfortable as they will enjoy more personal space. Personal space is an
invisible bubble we form around ourselves. Maranowski
(2017) states that an invasion of personal space can cause feelings of
discomfort, anger, or anxiety. Emotions that are detrimental to commuter
satisfaction.
Another
benefit of our proposal is the reduction of the snowball effect. The snowball
effect is the exaggeration of crowding on the platform due to waves of
commuters not being able to board the train building up on the platform. When
commuters know which carriages are full or empty, there is a lower chance of
commuters not being able to board the train, preventing problem from
‘snowballing’.
Thirdly,
there will be a reduction of train dwelling time at the station.
According to J. Kelly, D. Ko, L. Mazza, S.E. Robinsons (2016) the time it takes
for commuters to alight and board affects train dwell time the most. The dwell
time of the entire train is determined by the carriage that takes the longest
time for passengers to alight and board. An even distribution of passengers
will reduce overall dwell time allowing for an increase in train frequency.
Lastly,
the transport operator will have lesser manpower needs. Transport operators
would no longer be required to deploy staff to usher commuters during peak
hours on normal days. Commuters will naturally proceed to wait for carriages
that are indicated as less crowded instead of clustering around the platform
entrances.
2.2 Evaluation
2.2.1 Limitations of Proposed Solution
During peak hours, there is a chance that all LED indicators will
shine red, indicating that all carriages are full. While the proposed solution
will not be able to prevent this, it will reduce the chance of this scenario
from occurring. This is because the proposed solution will reduce the snowball
effect of commuters waiting for the next train, as mentioned in the benefits.
The use of LED lights will not convey how crowded a carriage is to
visually impaired commuters. This is because they may not be able to
differentiate between colours. While it may be inconvenient, the visually
handicapped person could always ask for help from a fellow commuter.
2.2.2 Alternative Solutions
There are
several alternative solutions to our proposed method. One example is another
method to measure the density of the commuters inside a carriage. In a report
titled commuter Density Measurement in a Train Carriage Using Image Processing
(M. LOpez, S.A. Velastin & M. Rodriguez, 1997), the authors proposed using
a camera and image processing by a computer to estimate commuter density. When
consulted, Professor Zhou from SIT remarked that this approach was feasible but
due to considerations regarding blind spots, implementation will be
challenging.
Secondly,
an alternative method to disseminate the information regarding which carriages
are empty is for the information to be displayed to commuters on a LCD screen.
The LCD screen will be placed along the walls of the stairs and escalators
leading to the platform. This will allow commuters to visualise the upcoming
train’s commuter density as they approach the platform. While this is a viable
alternative, the project team believes that a LED indicator would a better solution
as commuters can judge the on-coming train’s density with just a glance,
without a need to refer to screens at fixed locations.
3.0 Methods/Procedure
3.1 Primary Research
The
project team has consulted with Professor Zhou Yi from SIT on multiple
occasions. Professor Zhou provided the team with information regarding
Singapore’s train system that was vital to the writing of this report.
The project team also conducted a first-hand study of Clementi MRT
station to document the problem. The project team hopes that the first hand
studies and research will help readers to better understand and grasp the
problem.
3.2 Secondary Research
The
project team relied on Internet searches when looking for secondary sources.
The team looked for sources that would add credibility to the statements and
assumptions made in this report. While the project team had a hard time finding
research articles on the same topic, the team managed to find articles that are
closely related. The team also found Technologies that could be repurposed for
our proposal. The project team hopes that the reader will find the cited
articles credible, as well as relevant for further reading.
4.0 Conclusion
Based on
the research by the project team, it is evident that an uneven distribution of
commuters across the carriages of a train is a point of inconvenience for all
parties involved. The problem can be solved by implementing a system to provide
commuters with information about the upcoming train’s breakdown of commuter density
by carriage. The project team strongly believes that the proposed solution will
provide commuters with a more positive experience on board the public trains.
The transport operators will face upfront installation costs, but in the long
run, the team believes that the benefits will outweigh the monetary costs and
implementation will be worth the while.
References
J.J Meneu (2015). Weigh-in-motion tech makes trains safer
and more cost effective. Retrieved from https://www.arrow.com/en/research-and-events/articles/weigh-in-motion-technology-makes-trains-safer-and-more-cost-effective
J.Kelly, D.Ko, L.Mazza, S.E.Robinsons (2016). Reducing
Dwell Time: London Underground Central Line. Retrieved November 11, 2017
from Worcester Polytechnic Institute:
http://wp.wpi.edu/london/files/2016/06/TfLIQPFinalReport6-23-16.docx.pdf
K. Sohn (2013). Optimizing Train-Stop Positions along a
Platform to Distribute the Passenger Load More Evenly Across Individual Cars. Retrieved
from http://ieeexplore.ieee.org/stamp/stamp.jsp?arnumber=6491481&tag=1
M.López, S.A.Velastin
& M.Rodríguez (1997). Commuter Density Measurement in a Train Carriage
Using Image Processing. Retrieved from
Science Buddies Staff. (2017, July 28). Don't
Stand So Close To Me! An Investigation into Personal Space. Retrieved from https://www.sciencebuddies.org/science-fair-projects/project-ideas/HumBeh_p053/human-behavior/personal-space
Siemens (2017). Thameslink Programme: Siemens
trains enter service in London - Siemens Global Website. Retrieved November
7 2017 from https://www.siemens.com/press/en/feature/2015/mobility/2015-07-thameslink.php#ii144
APPENDICES
The crowd is
clustered around the escalator. A lone commuter stands away from the crowd.
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Standing at the same
position on the platform when taking the photo in Appendices Fig. 1, The
photographer panned the camera to his right to show the contrast in passenger
density between the end of the platform and the platform entrance.
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Appendices Fig. 3
Digital counter
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To ensure accurate
results, team members used a digital counter app on their smart phones to
help keep count.
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Appendices Fig. 4 https://www.siemens.com/press/en/feature/2015/mobility/2015-07-thameslink.php#ii144
One feature of
the new Siemens Desiro Class 700 city trains are the new in-carriage LCD
screen displaying real time load distribution information to commuters. The
information is gathered with built in sensors in the train that measures its
own weight. The transport operator however, does not display this information
to passenger waiting for trains on the platform.
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