A method for evaluating the impact of a convenience facility on station evacuation capacity

Abstract

This invention relates to the field of rail transit technology and discloses a method for assessing the impact of public facilities on station evacuation capacity. The method involves constructing an evacuation simulation model that integrates passenger flow patterns, personnel behavior, and spatial characteristics; conducting multi-scenario simulations; comparing and analyzing changes in key indicators such as evacuation time and personnel density before and after facility installation; identifying potential risks and bottleneck areas; and accurately assessing the impact of public facilities on station evacuation capacity. Furthermore, it proposes optimized facility configuration strategies and safety management suggestions, providing a scientific basis for achieving coordinated development of service efficiency and operational safety. This invention realizes a coordinated quantitative analysis of rail transit station evacuation capacity and public facility layout, providing effective technical support for station safety operation and the rationality assessment of public facility configuration.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically a method for assessing the impact of public facilities on station evacuation capacity. Background Technology

[0002] Subway convenience facilities refer to various service facilities set up within stations to meet the daily convenience needs of passengers, possessing both service enhancement and commercial development value, such as convenience stores. In recent years, in addition to convenience stores, coffee shops, cultural and creative stores, pharmacies, flower shops, and other businesses have gradually entered subway stations, continuously enriching the service content of subway convenience facilities.

[0003] As high-density passenger flow hubs, subway stations, while improving service levels by adding convenient facilities, may also encroach on passageways, disrupt passenger flow, and even create evacuation bottlenecks in emergencies. To balance diversified services with operational safety, a systematic assessment of the impact of convenient facility layout on station emergency evacuation capabilities is crucial. However, current technologies for assessing the impact of convenient facilities on station evacuation capabilities rely on two main approaches: first, qualitative judgment based on on-site surveys and expert experience, analyzing whether the facility layout encroaches on evacuation routes or reduces passage width by comparing it to design specifications; second, theoretical calculations based on simplified assumptions, such as treating facilities as fixed obstacles and using static formulas to estimate their impact on local traffic flow. These methods primarily depend on manual observation and static standards, lacking dynamic simulations of passenger-facility interaction and the overall evacuation process. Furthermore, data collection and application are limited, lacking scientifically effective assessment methods and making it difficult to accurately evaluate the impact of convenient facilities on station evacuation capabilities. Summary of the Invention

[0004] To overcome the shortcomings of existing technologies, this invention provides a method for assessing the impact of public facilities on station evacuation capacity, thus solving the problem that existing technologies have difficulty in accurately assessing the impact of public facilities on station evacuation capacity.

[0005] The technical solution of the present invention to solve the above-mentioned technical problems is as follows: A method for assessing the impact of public facilities on station evacuation capacity includes the following steps: Construct a passenger evacuation simulation model, set input parameters, and input the input parameters into the passenger evacuation simulation model; wherein, setting input parameters includes one or more of the following operations: building passenger flow behavior logic, calibrating passenger parameters, determining evacuation scenario types, and calculating the number of people that must be evacuated for different evacuation scenario types; Passenger evacuation simulation models were used to simulate passenger evacuation under conditions with and without public facilities. Based on the statistical analysis of the input parameters, the evacuation time and passenger flow density under different conditions were output. The impact of public facilities on station evacuation capacity is assessed based on evacuation time and passenger flow density. The assessment criteria are as follows: if the rate of change in evacuation time between the condition with and without public facilities is greater than or equal to a set threshold for the rate of change in evacuation time, and / or if the rate of change in passenger flow density between the condition with and without public facilities is greater than or equal to a set threshold for the rate of change in passenger flow density, then the public facilities are deemed to have an impact on the station evacuation capacity; otherwise, the public facilities are deemed to have no impact on the station evacuation capacity.

[0006] This invention constructs an evacuation simulation model that integrates passenger flow patterns, personnel behavior, and spatial characteristics. It conducts multi-scenario simulations, compares and analyzes changes in key indicators such as evacuation time and personnel density before and after facility installation, identifies potential risks and bottleneck areas, and accurately assesses the impact of public facilities on station evacuation capacity. Furthermore, it proposes optimized facility configuration strategies and safety management suggestions, providing a scientific basis for achieving coordinated development of service efficiency and operational safety. This invention also realizes a coordinated quantitative analysis of the evacuation capacity and public facility layout of rail transit stations, providing effective technical support for the assessment of the rationality of station safety operation and public facility configuration.

[0007] As a preferred technical solution, constructing a passenger evacuation simulation model includes the following steps: Based on the station's CAD drawings and on-site survey measurements, a station building information model was constructed and exported as a station building information model file; A passenger evacuation simulation model was constructed using simulation modeling software, and the station building information model file was imported into the simulation modeling software as the visual background of the passenger evacuation simulation model. The simulation logic is arranged on a visual background to realize the logic layer setting of the passenger evacuation simulation model.

[0008] The above schemes facilitate the construction of passenger evacuation simulation models.

[0009] As a preferred technical solution, building customer behavior logic includes the following steps: By defining the parameters of the intelligent agent, the basic behavioral characteristics of the passengers are set; among which, the basic behavioral characteristics include the distribution of normal walking speed, the generation location, and individual attribute differences; Based on the actual layout of the station, target line segments are set up in the passenger evacuation simulation model to construct passenger flow lines and key action nodes that conform to the real scenario.

[0010] The above scheme facilitates the establishment of customer behavior logic.

[0011] As a preferred technical solution, calibrating passenger parameters includes the following steps: Collect passenger characteristics of the target station; among which, passenger characteristics include one or more of the following: passenger composition, passenger evacuation speed, and passenger baggage carrying situation.

[0012] The above scheme facilitates the calibration of passenger parameters.

[0013] As a preferred technical solution, the passenger composition can be determined by one or more of the following: gender and age composition; the passenger evacuation speed can be determined by one or more of the following: horizontal walking speed and stair climbing speed; the passenger luggage carrying status can be determined by one or more of the following: the sum of length, width and height, and weight.

[0014] The above schemes facilitate the identification of passenger composition, passenger evacuation speed, and passenger baggage carrying status.

[0015] As a preferred technical solution, evacuation scenarios include one or more of the following: train accidents on station platforms, and emergencies in public areas of station halls.

[0016] The above plan clarifies the types of evacuation scenarios.

[0017] The above scheme facilitates the calculation of the number of people who must be evacuated for different evacuation scenarios.

[0018] As a preferred technical solution, passenger evacuation simulation is performed using a passenger evacuation simulation model for conditions with public facilities, including the following steps: Collect data on the gathering, staying, detouring, and interaction behaviors of people around public facilities; Statistics on the scale and spatial-temporal distribution patterns of passenger flow around public facilities; Based on the statistical data on the scale and spatiotemporal distribution of passenger flow around public facilities, the evacuation time and passenger flow density under different operating conditions are output. The methods for calculating the scale of passenger flow around public facilities include one or more of the following: Statistics on the daily order volume of public service facilities and the time-sharing distribution of order volume on a given day; Statistics show the average number of people in public service facilities at each location; Calculate the peak number of people in the convenience facility.

[0019] The above scheme uses a passenger evacuation simulation model to simulate passenger evacuation under conditions with public facilities.

[0020] As a preferred technical solution, AnyLogic software is used for simulation modeling.

[0021] AnyLogic software has the ability to seamlessly integrate multiple methods such as agent-based modeling, discrete event simulation, and system dynamics, allowing users to combine different methods in a single model to comprehensively simulate the behavior of complex systems, demonstrating great flexibility and practicality.

[0022] A system for assessing the impact of public facilities on station evacuation capacity includes a processor, a memory, and a computer program stored in the memory. When the computer program is executed by the processor, it implements the method for assessing the impact of public facilities on station evacuation capacity.

[0023] Compared with the prior art, the present invention has the following advantages: This invention constructs an evacuation simulation model that integrates passenger flow patterns, personnel behavior, and spatial characteristics. It conducts multi-scenario simulations, compares and analyzes changes in key indicators such as evacuation time and personnel density before and after facility installation, identifies potential risks and bottleneck areas, and accurately assesses the impact of public facilities on station evacuation capacity. Furthermore, it proposes optimized facility configuration strategies and safety management suggestions, providing a scientific basis for achieving coordinated development of service efficiency and operational safety. This invention also realizes a coordinated quantitative analysis of the evacuation capacity and public facility layout of rail transit stations, providing effective technical support for the assessment of the rationality of station safety operation and public facility configuration. Attached Figure Description

[0024] Figure 1 This is a flowchart of the present invention; Figure 2 This is the AnyLogic simulation modeling roadmap for the present invention; Figure 3 This is a chart showing the number of orders placed at a convenience store near Exit C of a certain station on July 1, 2025, during specific time periods. Figure 4 This is a chart showing the number of orders placed at a convenience store near Exit D of a certain station on July 1, 2025. Figure 5 Layout diagram of convenient facilities at the station; Figure 6 This is a map showing the long-term passenger flow of the station. Figure 7 CAD drawing of the platform level; Figure 8 This is a schematic diagram of the evacuation process on the station concourse level; Figure 9 A trend chart showing the evacuation of train passengers to the station concourse level; Figure 10 Heat map of platform density in evacuation scenario 1, without convenient facilities; Figure 11 This is a density change diagram of the escalator area of ​​Building 1 in evacuation scenario 1 under the condition of no convenient facilities; Figure 12 This is a heat map showing the density of the station hall in evacuation scenario two, without any convenient facilities for residents. Detailed Implementation

[0025] The present invention will be further described in detail below with reference to the embodiments and accompanying drawings, but the embodiments of the present invention are not limited thereto.

[0026] The principles and features of the present invention are described below. The embodiments given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0027] Example 1 like Figures 1 to 12 As shown, this invention discloses a method for assessing the impact of newly constructed public facilities on passenger evacuation capacity in rail transit stations, such as... Figure 1 As shown, this method first constructs a BIM model of the station and builds a passenger evacuation simulation model based on AnyLogic, setting passenger evacuation logic and train operation logic, calibrating passenger parameters, and clarifying the evacuation scenario types and calculating the corresponding number of people who must be evacuated. Then, considering the characteristics of the people served by public facilities, passenger evacuation simulations are conducted under two conditions: with and without public facilities. The changes in evacuation time and passenger flow density output under different conditions are analyzed. Finally, based on the above-mentioned change patterns and characteristics, a judgment is made: if there is a significant change, it is determined that the newly built public facilities have an impact on the station's evacuation capacity, and the layout of public facilities and passenger evacuation strategies need to be optimized; if there is no significant change, it is determined that the newly built public facilities have no impact on the station's evacuation capacity. This method realizes the coordinated quantitative analysis of the evacuation capacity and the layout of public facilities in rail transit stations, providing effective technical support for the safe operation of stations and the rationality assessment of the configuration of public facilities.

[0028] This invention constructs an evacuation simulation model that integrates passenger flow patterns, personnel behavior, and spatial characteristics. It conducts multi-scenario simulations, compares and analyzes changes in key indicators such as evacuation time and personnel density before and after facility installation, identifies potential risks and bottleneck areas, and can accurately assess the impact of public facilities on station evacuation capacity. Furthermore, it proposes facility optimization strategies and safety management suggestions, providing a scientific basis for achieving coordinated development of service efficiency and operational safety.

[0029] Safety evacuation requirements and judgment criteria: (I) Interpretation of Standards and Norms In the field of subway safety evacuation, my country has established a multi-level standard and specification system covering national, industry, and local levels, such as the "GB 50157-2013 Subway Design Code," "GB / T 33668-2017 Subway Safety Evacuation Code," "Safety Assessment Code for Initial Operation of Urban Rail Transit" (Jiaobanyun

[2023] No. 56), and Beijing local standards "DB11 / T1166-2024 Urban Rail Transit Operation Safety Management Code" and "DB11 / T 995-2025 Urban Rail Transit Engineering Design Code," etc. Based on the relevant provisions, the requirements can be summarized as follows: (1) Division of evacuation scenarios Based on the location of the emergency, the scenarios are mainly divided into three categories: fire accidents on trains, platforms, and public areas of the station hall. Based on the principle of worst-case evacuation, these can be combined into two key scenarios for focused analysis: platform / train emergencies and station hall / public area emergencies.

[0030] (2) Calculation of personnel who must be evacuated According to GB / T 33668-2017 Metro Safety Evacuation Specification, the calculation requirements for the personnel that must be evacuated in evacuation scenarios in station platforms and station hall public areas are proposed.

[0031] 1) When an accident occurs on a station platform, safe evacuation should meet the following requirements: a) In the event of an accident involving a train on the platform, the evacuation of passengers must include those on a train arriving during peak hours in the future or during periods of passenger flow control, as well as passengers waiting on the platform. The evacuation should be calculated using the following formula: In the formula: Q—In the event of a fire, personnel must be evacuated; the unit is responsible for evacuating people. Q1—Maximum one-way cross-sectional passenger flow during peak hours in the long term or during the passenger flow control period, in person / hour; Q2—Passenger flow entering the station on the up and down platforms during peak hours in the long term or during the period of passenger flow control. For transfer stations, passenger flow from other lines to the platform of the line in question is also included. The unit is people / hour. — Peak hour train intervals during the long term or period of passenger flow control, in hours (h); =1 / N, where N is the number of traffic pairs per hour; —The passenger flow coefficient of the station during peak hours. It is generally 1.1 to 1.4.

[0032] b) In the event of an accident in the public area of ​​the platform, the only people who must be evacuated are the passengers waiting on the platform. Under normal circumstances, trains should pass through the station without stopping.

[0033] 2) In the event of an emergency in the public area of ​​the station concourse, the evacuation personnel must include passengers on the platform and passengers in the concourse during peak hours of the long-term or passenger flow control period. For transfer stations sharing a concourse, the evacuation personnel must include passengers on all line platforms and passengers in the concourse.

[0034] The number of people who must be evacuated from each route should be calculated using the following formula: In the formula: Q—In the event of a fire, personnel must be evacuated; the unit is responsible for evacuating people. Q p —Platform passenger, unit: person; Qc —Passengers in the station hall, unit: person.

[0035] Platform passengers should be calculated using the following formula: In the formula: Q u , 上 —Passenger flow entering the station during peak hours in the long term or during the passenger flow control period, in person / hour; Q u , 下 —Outbound passenger flow at peak hours during the long-term or passenger flow control period, in person / hour; Q d , 上 —Passenger flow entering the downhill platform during peak hours in the long term or during the passenger flow control period, in person / hour; Q d , 下 —Outbound passenger flow at the downhill platform during peak hours in the long term or during the passenger flow control period, in person / hour; `max{}` — retrieves the maximum value of passenger flow entering and exiting the station; △T—Peak hourly train interval during the long-term or passenger flow control period, in hours (h); ∆T=1 / N, where N is the number of train pairs per hour; —The passenger flow coefficient of a station during peak hours is generally 1.1 to 1.4.

[0036] Passengers in the station hall should calculate according to the following formula: In the formula: Q3—The sum of passenger flow entering and exiting the station on the up and down lines during peak hours in the long term or during the period of passenger flow control. For transfer stations, it also includes the passenger flow between the lines. The unit is people / hour. —The passenger flow coefficient of a station during peak hours is generally 1.1–1.4; —During normal operation, the number of passengers walking in the station hall is [number] people. —The average time passengers spend in the station hall during normal operation, measured in minutes (min), including walking time. Ticket purchase, ticket inspection, and other times; ticket purchase, ticket inspection, and other times are calculated on average as 1 minute. L—The average walking distance of people in the station hall during normal operation, in meters, is averaged according to the walking route length of all passenger flow directions in the station hall; V—Average speed of movement of people, measured in meters per minute (m / min).

[0037] (II) Evacuation Principles According to relevant standards such as GB / T 33668-2017 "Code for Safety Evacuation of Subways", the following principles should be followed for safe evacuation of subways: 1. Principle of dedicated facilities: In the event of an accident, fire-fighting elevators and vertical elevators shall not be included in the evacuation facilities; all escalators shall be stopped and used together with staircases as one-way evacuation staircases, and vertical elevators shall not be included in the evacuation capacity calculation.

[0038] 2. Flow Control Principles: In the event of an emergency at the station, passengers from outside the station must be immediately prohibited from entering, and the turnstiles must remain fully open. All passenger flow within the station will be uniformly converted into exit passenger flow, and the evacuation flow will be organized according to the exit flow.

[0039] 3. In addition to meeting the above requirements, evacuation procedures at transfer stations should also comply with the following: In the event of a fire, the evacuation time for each line should be calculated independently and should not exceed 6 minutes; in the event of a fire in the public area of ​​the concourse at a transfer station sharing a concourse, all passengers on the platforms of all lines and passengers within the concourse must be evacuated; transfer passages and transfer staircases (including escalators) must not be used as safety exits. Therefore, closing transfer passages and organizing independent evacuations for each line are common response principles in the event of an emergency at a transfer station.

[0040] (iii) Criteria for determining whether an impact has occurred The impact of newly constructed public facilities on the station's evacuation capacity is assessed primarily based on a comparative analysis of the following two dimensions: 1. Changes in evacuation time By comparing passenger evacuation times before and after the construction of new convenience facilities at the station, and analyzing the changes, the impact of the facilities on the overall evacuation efficiency of the station can be assessed.

[0041] 2. Changes in passenger flow density Compare the changes in passenger flow density within the station before and after the construction of new convenience facilities. If the passenger flow density within the station changes after the construction of new convenience facilities, with newly added high-density areas or a significant increase in density in existing areas, it indicates the emergence of new congestion points and a worsening of crowding, which may lead to stampedes and adversely affect the evacuation of people.

[0042] In summary, if the overall evacuation time of the station remains stable after the installation of the public facilities, and there are no adverse changes in the distribution of passenger flow density within the station, it can be determined that the newly built public facilities have no significant negative impact on the station's safe evacuation capacity.

[0043] Example 2 like Figures 1 to 12 As shown, based on Example 1, this example provides a more detailed implementation method.

[0044] 1) Modeling Steps (1) BIM model construction A subway station BIM (Building Information Modeling) model is a computer model drawn at a 1:1 scale based on a real subway station in the physical world. Based on CAD drawings and combined with on-site surveys, a station BIM model is created, including the building structure and infrastructure of the subway station, such as passageways, columns, walls, floors, escalators, elevators, stairs, turnstiles, etc.

[0045] Finally, use the export function of the BIM software to export the model as a .obj file.

[0046] (2) Construction of a subway station passenger evacuation simulation model based on AnyLogic 1) Construct a high-precision physical layer model of the station Import the .obj file into AnyLogic; it will then be used as the visual background for the simulation.

[0047] Using AnyLogic's Pedestrian Library elements, simulated logic (walls, doors, service points, etc.) can be precisely arranged against this visual background. For example, a realistic "service point" and "queue" object can be placed at the location of the 3D model of the turnstile; an impassable "wall" logic object can be overlaid on the 3D model of the wall; and a "move to floor" teleportation node can be placed on the 3D model of the staircase.

[0048] This approach achieves both excellent visual effects and precise, efficient simulation logic, thus completing the physical layer modeling.

[0049] (2) Passenger flow and train logic construction Secondly, it is necessary to define passenger flow paths and behavioral logic, simulate the entire process of passengers from disembarking, walking, to exiting the station, and set model rules including passenger attributes and facility parameters to complete the logic layer construction. After running the model, key indicators such as evacuation time, passenger flow density heatmaps, and passenger flow time-series change graphs can be output, providing a visual and quantitative basis for evaluating the station's evacuation capacity. Figure 2 As shown.

[0050] In passenger behavior logic modeling, the specific setup process is as follows: First, by defining agent parameters, the basic behavioral characteristics of passengers are set, including the distribution of normal walking speed, generation location, and individual attribute differences; second, based on the actual layout of the station, target line segments are placed in the model to construct passenger flow lines and key action nodes that conform to the real scenario, ensuring that passengers can move continuously to the safe area along a reasonable path; finally, for specific behaviors not covered by the software functions (such as dynamically selecting the nearest target), supplementary simulations can be carried out using logic programming methods such as conditional judgment and loop control to improve the accuracy and environmental adaptability of behavior simulation.

[0051] The specific setup process for train behavior logic modeling is as follows: First, define the train's physical attributes using the Rail Library, including train formation, carriage size, number of doors, and opening / closing direction; second, based on the state chart and event triggering mechanism, define the train's operating rules under emergency scenarios, so that in the event of a train emergency, when the train stops at the platform, the doors immediately open and remain unlocked, and passengers inside the train quickly evacuate; in the event of a station hall emergency, the train should adopt a through-pass operation mode without stopping.

[0052] In the train-passenger interaction logic, passengers are categorized into three groups based on intelligent agent classification: station concourse and platform passengers, and passengers traveling on the train. Interaction logic needs to be set up for these passengers traveling on the train. The specific setup process is as follows: When the train arrives at the station, an event is triggered to simultaneously open the train doors and platform doors, activating the "disembarkation" state for passengers inside the train. Using the pedExit and pedEnter modules from the pedestrian database, passengers are moved from the train's pedestrian space to the platform area. After disembarking, passengers automatically proceed to the safe area according to the evacuation logic, completing the closed loop of the entire process from boarding to evacuation for train passengers.

[0053] (ii) Passenger parameter settings In emergency situations, passengers' age, psychological state, and luggage carrying are important variables affecting the efficiency of large-scale passenger evacuation at stations. As shown in the table below, the "GB / T 33668-2017 Metro Safety Evacuation Standard" lists reference values ​​for the average movement speed of people of different ages and genders. To improve the accuracy of the simulation model, it is necessary to conduct on-site research on passenger characteristics at the target station, collecting data such as age distribution, actual speed, luggage carrying, and passenger flow composition, in order to calibrate the key parameters of the simulation model.

[0054] (1) Passenger Flow Composition Analysis The project team has conducted multiple surveys over the years regarding the passenger flow composition of subway stations. Based on existing literature and past station surveys, the passenger flow composition of the stations is as follows: 1) Gender During the morning rush hour, according to the survey results, there were slightly more male passengers than female passengers, with male passengers accounting for 55% and female passengers accounting for 45%.

[0055] 2) Age composition During the morning rush hour, passengers are mainly concentrated in the 18-30 and 31-50 age groups, accounting for 45% and 35% respectively. Passengers in these age groups are mostly commuters. Passengers under 18 and over 50 years old account for a relatively low proportion, about 10%. These passengers mainly travel during off-peak hours for daily life purposes.

[0056] (2) Walking speed survey This invention employs a method combining video capture and manual calculation to accurately record and analyze the walking characteristics of passengers within subway stations. Within the measurement area, passengers' walking processes are recorded in real-time by video capture, and data is extracted manually to ensure data integrity and reliability. A major advantage of this method is its ability to preserve dynamic information from the collection site, facilitating subsequent repeated analysis and allowing for a deeper understanding of passenger walking characteristics. During video processing, passengers who have just entered the measurement area are randomly selected as research subjects. Their videos are played back, and their movement trajectories within the area are tracked until they completely leave, with the walking time accurately recorded. After completing one set of data, the next passenger entering the area from the video is selected, and the data extraction process is repeated. To ensure calculation accuracy, after data extraction, the walking speed of each passenger is calculated using the formula V=L / T (where L is the length of the measurement area and T is the time it takes for the passenger to pass through the area). Furthermore, this method can repeatedly play back videos to capture subtle characteristics of different types of passengers, such as the impact of carrying luggage or moving obstacles on speed, thus providing more detailed reference data for subsequent research.

[0057] When conducting a survey on passenger walking characteristics in subway stations, the main focus is on passengers' horizontal walking speed and stair climbing speed.

[0058] 1) Passenger horizontal walking speed Passengers' horizontal walking speed within subway stations is typically measured on flat, unobstructed sections of the platform, transfer passageways, or subway entrances / exits. These measurement areas are spacious, without significant inclines, declines, or other obstructions, allowing passengers to maintain a relatively stable pace. According to the relevant requirements of the *Code for Design of Urban Rail Transit* (GB 50157-2013), the length of the horizontal measurement area should cover a straight section of 5-10 meters, avoiding inclines, declines, or turns to ensure the representativeness and accuracy of the data. In this field survey, a 10-meter-long measurement area was selected.

[0059] The survey results show that the speed of passengers in the passageways fluctuates somewhat during the peak hours from 7:00 AM to 9:00 AM. Within the measured 10-meter area, the walking speed of the vast majority of passengers was concentrated between 1.2 m / s and 1.5 m / s, indicating that passengers' pace was relatively stable on flat, unobstructed passageways. The average passageway speed during peak hours was approximately 1.3 m / s, but congestion did occur, and some measurements were lower than 1.2 m / s.

[0060] During the morning rush hour, passenger flow at subway entrances and transfer passages is high, resulting in relatively low passage speeds. Even assuming the measurement area design complies with the requirements of the "Urban Rail Transit Design Code," the fluctuations in actual passenger flow still significantly impact passage speeds.

[0061] In addition, due to the influence of gender, the walking speed in the passenger passage also shows slight differences, as shown in Table 1 below.

[0062] Table 1. Statistical Results of Passenger Walking Speed ​​Survey in Station Morning Rush Hour 2) Passenger staircase ascent speed Measuring stair speed is helpful in assessing passenger walking characteristics in stairwell areas and understanding its impact on evacuation efficiency. Regarding the length of the measurement area, measurements shorter than 5 meters may not adequately reflect passengers' stable walking patterns, while measurements longer than 5 meters may increase measurement difficulty, especially during peak hours when crowds are dense. Therefore, this survey selected 5 meters as the length of the study area.

[0063] According to the results of the field survey, the walking speed in the station stairwell area varied significantly across different time periods. During the morning rush hour on weekdays, due to the large passenger flow, passengers walked slowly up the stairs, with an average speed of 0.75 meters per second. In some areas, due to congestion or passenger delays, the walking speed was below 0.6 meters per second. This indicates that the efficiency of stairwell passage is significantly constrained by the high density of people.

[0064] Meanwhile, gender differences lead to variations in walking speed on stairs. Generally, men walk slightly faster than women. Survey data shows that during the morning rush hour, men's average stair-walking speed is approximately 0.8 meters per second, while women's average speed is approximately 0.7 meters per second. This difference may be related to physiological factors; for example, men typically have stronger physical propelling abilities, while women, due to differences in body structure and physiology, walk relatively slower. Furthermore, women may be more inclined to maintain a safe distance in crowded situations, further reducing their walking speed, as shown in Table 2.

[0065] Table 2. Statistical Results of Passenger Staircase Ascent Speed ​​During Morning Rush Hour Analysis of passenger walking speeds during the morning rush hour at the station revealed that the average speed was fastest in the passageway area, at approximately 1.3 m / s, indicating high throughput efficiency in open and flat areas. Male passengers walked slightly faster than female passengers. In the stairwell area, due to the limitations imposed by the step design on stride length and the significant impact of weight on speed, the average speed was 0.75 m / s.

[0066] (3) Analysis of baggage carrying situation Based on passenger load, passengers are generally categorized into four types: First, those carrying no obvious luggage; second, those carrying small luggage such as backpacks or handbags (items with a combined length, width, and height of less than 1.2 or 1.4 meters, generally weighing no more than 10 kilograms; easy to carry and with minimal impact on station passage); third, those carrying medium-sized luggage, including shopping carts (items with a combined length, width, and height of 1.4 to 1.6 meters, weighing around 10-20 kilograms; may affect passage efficiency and requires giving way); and fourth, those carrying large luggage, including strollers and wheelchairs (items with a combined length, width, and height exceeding 1.6 meters; significantly affecting passage and requiring extra attention to avoidance).

[0067] Based on the project team's preliminary research findings and on-site surveys, during the morning rush hour, approximately 40% of passengers did not carry any noticeable luggage; about 50% carried only backpacks or handbags, indicating that subway station passengers primarily had daily commuting needs; about 8% of passengers carried medium-sized luggage, which, considering the station's location, may be related to short-to-medium distance commutes or individual shopping needs. The proportion of passengers carrying large luggage was the lowest, at only about 2%, indicating that the primary function of the subway station during the morning rush hour was to meet commuting needs.

[0068] Summary: Based on the above analysis of the characteristics of evacuated passengers, the station passenger composition ratio and the average walking speed parameters for different passenger types are set as shown in Tables 3 and 4 in this simulation.

[0069] Table 3. Horizontal walking speed (m / s) and percentage during passenger evacuation Table 4. Staircase Ascent Speed ​​(m / s) Setting Table for Passenger Evacuation Furthermore, according to the requirements of GB / T33668-2017 Metro Safety Evacuation Standard, the passenger pre-reaction time for metro accident safety evacuation is 1 minute; referencing GB / T 10000-2023 Chinese Adult Anthropometric Dimensions

[18] (The dimensions in the standard are naked dimensions.) The actual space radius range for passengers is scientifically set based on the luggage carried by passengers at the station. This range takes into account passengers of different body types and postures, as well as the space occupied by their luggage or items.

[0070] (III) Analysis of Passenger Characteristics of Convenience Facilities Services To construct a simulation model that conforms to actual operational scenarios, a special survey and analysis of passenger behavior after the installation of convenience facilities is required. The focus should be on observing and recording the characteristics of passenger flow gathering, dwelling, detouring, and interaction around the facilities, and statistically analyzing the scale and spatiotemporal distribution patterns of the attracted passenger flow. The obtained data will provide key parameter inputs for simulations in scenarios with facilities, serving as the basis for evaluating the impact of facilities on evacuation efficiency and passenger flow organization. Taking a convenience store as an example at a certain station, the calculations are as follows: (1) Convenience store order statistics There is a convenience store at each of the exits C and D of a subway station. Using July 2025 order data as an example, this shows the daily order volume for both convenience stores in July, as well as the time-based distribution of order volume on a specific day. Figure 3 , Figure 4 As shown.

[0071] (2) Calculation of average number of people in store The data above shows that the convenience store at Exit C of this station receives approximately 32 orders per peak hour, while Exit D receives approximately 45 orders per peak hour. According to in-store surveys, the average customer stay in the store is approximately 2 minutes. The following calculations determine the maximum number of customers in the convenience stores at Exits C and D during peak hours: Assuming customer arrival follows a Poisson process (random arrival) and service time (stay time) follows an exponential distribution, the system can be viewed as an M / M / ∞ queue. The average number of customers in a store is L, where: ; Where: L: Average number of people in the store; : Number of customers arriving per unit time (hour); W: Average dwell time (hours).

[0072] According to the survey, the average dwell time at the convenience store at Exit C is W=2 minutes (i.e. W=1 / 30 hour), and L=32×(1 / 30)≈1.067 (an average of 1.067 people are in the store at the same time).

[0073] (3) Calculation of peak number of customers in store The peak value can be estimated by referring to the percentile of the Poisson distribution (e.g., the 95th percentile).

[0074] Peak = Poisson(L) 95% Wherein: Poisson(L)95% This represents the 95th percentile of a Poisson distribution with parameter L. This value indicates that the number of people in the store does not exceed this peak value 95% of the time.

[0075] If the 95th percentile of the Poisson distribution (λ=1.067) is approximately 3 (meaning that the number of people in the store is ≤3 95% of the time), then the current peak number of people in the convenience store at Exit C can be estimated to be 3. Similarly, the convenience store at Exit D of the station has 45 orders during the morning peak hour, and the calculated average number of people in the store at the same time is 1.5. The 95th percentile of the Poisson distribution (λ=1.5) is approximately 4 (meaning that the number of people in the store is ≤4 95% of the time), then the current peak number of people in the convenience store at Exit D can be estimated to be 4.

[0076] Finally, for simulation studies, a long-term peak value needs to be set. Referring to the peak-hour coefficients 1.1-1.4 in the safety evacuation guidelines, and considering the convenience store area and future growth expectations, as well as the existence of some passengers who do not shop, this invention sets the peak number of passengers at the convenience stores at Exit C and Exit D of the station in the long term (or during the passenger flow control period) to 8 people.

[0077] Example 3 like Figures 1 to 12 As shown, this embodiment provides a more detailed implementation method based on Embodiments 1 and 2.

[0078] This invention selects a subway station as the research object. This station is a three-level underground island platform non-transfer station. The non-paid area of ​​the concourse level has two convenience stores (Entrances C and D), as well as several vending machines, lockers, self-service flower shops, and other convenient facilities. The specific layout is as follows... Figure 5 As shown.

[0079] (a) Calculation of the number of people to be evacuated The standard stipulates that all personnel requiring evacuation during peak hours or periods of passenger flow control must be evacuated to a safe area within 6 minutes. According to the project feasibility study report, the station's long-term passenger flow is as follows: Figure 6 As shown.

[0080] Using the aforementioned long-term passenger flow data as input parameters, and applying the calculation formula for the number of people who must be evacuated according to the "GB / T 33668-2017 Metro Safety Evacuation Code", the calculation results are as follows: 1. Evacuation Scenario 1: In an emergency on the platform or train, 3,409 passengers need to be evacuated. Among them, 2,867 are train passengers and 542 are platform passengers.

[0081] 2. Evacuation Scenario Two: In an emergency in the station concourse public area, 1,158 passengers need to be evacuated. Among them, 585 passengers are on the platform and 573 passengers are in the concourse.

[0082] (II) Simulation Model Establishment Based on AnyLogic's modeling steps, the physical layer, passenger evacuation logic, and model visualization are constructed. Some results are shown below. Figures 7 to 9 As shown.

[0083] (III) Simulation Results The following sections will conduct evacuation simulations, focusing on both evacuation time and evacuation density, taking into account the presence or absence of convenient facilities. To ensure the reliability of the results, each simulation will be performed three times.

[0084] 1. Comparison of evacuation times like Figure 10 As shown, taking evacuation scenario one (an emergency occurs on the train at the platform) as an example, when there are no convenient facilities at the station, the passenger evacuation time distribution is as follows: Finally, the evacuation time results obtained by AnyLogic simulation for the two evacuation scenarios with and without public facilities are summarized in Table 5.

[0085] Table 5. Evacuation Time Statistics for Various Scenarios As shown in Table 5, regardless of the presence or absence of convenient facilities, the station can meet the requirement of evacuating all passengers to the safe area within 6 minutes in both evacuation scenarios, which complies with the regulations for safe evacuation. Furthermore, the comparison shows that the increase in average evacuation time for each scenario after the construction of convenient facilities at the station is very small and can be considered negligible.

[0086] 2. Comparison of evacuation densities Partial evacuation density map shown as follows Figures 11 to 12 As shown.

[0087] Simulation results show that passenger flow density varies over time in each area. The highest passenger flow density is observed at the entrance of the escalator group of Building 3 on the platform level, which is centrally located and enjoys a geographical advantage. Taking evacuation scenario one as an example, the density results of selected key areas are summarized and compiled to obtain a comparison of the average and maximum densities of key areas in evacuation scenario one, as shown in Table 6.

[0088] Table 6. Comparison of Average and Maximum Density in Key Areas of Evacuation Scenarios In summary, during the evacuation, crowds mainly gathered in bottleneck areas such as the entrances to the escalators on the platform and the turnstiles in the station hall. Before and after the installation of the convenience facilities, the highest passenger density in each key area did not exceed the safety limit required by the regulations, and the convenience facilities did not lead to a systematic or significant increase in the density of new high-density areas or existing bottleneck areas.

[0089] 3. Evaluation Conclusion Based on the simulation results of the above scenarios, it can be seen that the evacuation time of passengers under different evacuation scenarios after the construction of the new public facilities has not been significantly affected, the density distribution of each area within the station has not been significantly affected, and all indicators meet the safety evacuation standards.

[0090] Driven by policies such as TOD development and "station-city integration," a certain subway system has focused on passenger needs and continuously improved its public service facilities system, significantly expanding its service coverage. As of October 31, 2025, it had deployed 134 convenience stores, 2,634 self-service machines, and 274 various service facilities, including urban living rooms and subway stations. In the first three quarters of 2025, it served a total of 17.471 million passengers, achieving phased results in the construction of "urban life on rails." However, as a high-intensity passenger flow distribution space, the subway is characterized by limited space resources and high passenger concentration during peak hours. The diverse public service facilities bring certain complexities to station operation organization and safety management. Therefore, a systematic assessment of the impact of public service facilities on the station's passenger flow evacuation capacity is of significant practical importance for ensuring operational safety and optimizing service layout.

[0091] This invention focuses on the impact of newly added convenience facilities within stations on the station's emergency evacuation capabilities. It systematically reviews relevant national and local policies and regulations, clarifies safety evacuation evaluation indicators, constructs a refined evacuation simulation model based on the AnyLogic platform, and selects typical stations as case studies to compare and analyze multi-scenario evacuation simulation results under two scenarios: "with convenience facilities" and "without convenience facilities." The research shows that, based on scientific planning, reasonable layout, and effective management, appropriately setting up convenience facilities is safe and feasible, and helps to achieve the coordinated development of service quality improvement and operational safety control.

[0092] As described above, the present invention can be implemented well.

[0093] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0094] In the description of this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0095] In the description of this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0096] In the description of this invention, although embodiments of the invention have been shown and described herein, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this invention.

[0097] In the description of this invention, all features disclosed in all embodiments of this specification, or steps in all methods or processes implied in the disclosure, may be combined and / or extended or replaced in any way, except for mutually exclusive features and / or steps.

[0098] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Based on the technical essence of the present invention, any simple modifications, equivalent substitutions, and improvements made to the above embodiments within the spirit and principles of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A method of assessing the impact of a convenience facility on station evacuation capacity, characterized in that, Includes the following steps: Construct a passenger evacuation simulation model, set input parameters, and input the input parameters into the passenger evacuation simulation model; wherein, setting input parameters includes one or more of the following operations: building passenger flow behavior logic, calibrating passenger parameters, determining evacuation scenario types, and calculating the number of people that must be evacuated for different evacuation scenario types; Passenger evacuation simulation models were used to simulate passenger evacuation under conditions with and without public facilities. Based on the statistical analysis of the input parameters, the evacuation time and passenger flow density under different conditions were output. The impact of public facilities on station evacuation capacity is assessed based on evacuation time and passenger flow density. The assessment criteria are as follows: if the rate of change in evacuation time between the condition with and without public facilities is greater than or equal to a set threshold for the rate of change in evacuation time, and / or if the rate of change in passenger flow density between the condition with and without public facilities is greater than or equal to a set threshold for the rate of change in passenger flow density, then the public facilities are deemed to have an impact on the station evacuation capacity; otherwise, the public facilities are deemed to have no impact on the station evacuation capacity.

2. The method for evaluating the influence of a convenience facility on the evacuation capacity of a station according to claim 1, characterized in that, The steps to construct a passenger evacuation simulation model are as follows: Based on the station's CAD drawings and on-site survey measurements, a station building information model was constructed and exported as a station building information model file; A passenger evacuation simulation model was constructed using simulation modeling software, and the station building information model file was imported into the simulation modeling software as the visual background of the passenger evacuation simulation model. The simulation logic is arranged on a visual background to realize the logic layer setting of the passenger evacuation simulation model.

3. The method for assessing the impact of public facilities on station evacuation capacity according to claim 1, characterized in that, Building a customer behavior logic includes the following steps: By defining the parameters of the intelligent agent, the basic behavioral characteristics of the passengers are set; among which, the basic behavioral characteristics include the distribution of normal walking speed, the generation location, and individual attribute differences; Based on the actual layout of the station, target line segments are set up in the passenger evacuation simulation model to construct passenger flow lines and key action nodes that conform to the real scenario.

4. The method for assessing the impact of public facilities on station evacuation capacity according to claim 1, characterized in that, Calibrating passenger parameters includes the following steps: Collect passenger characteristics of the target station; among which, passenger characteristics include one or more of the following: passenger composition, passenger evacuation speed, and passenger baggage carrying situation.

5. The method for assessing the impact of public facilities on station evacuation capacity according to claim 4, characterized in that, The methods for determining passenger composition include one or more of the following: gender and age composition; the methods for determining passenger evacuation speed include one or more of the following: horizontal walking speed and stair climbing speed; the methods for determining passenger baggage carrying status include one or more of the following: the sum of length, width and height, and weight.

6. The method for assessing the impact of public facilities on station evacuation capacity according to claim 1, characterized in that, Evacuation scenarios include one or more of the following: train accidents on the platform, and emergencies in the public areas of the station hall.

7. The method for assessing the impact of public facilities on station evacuation capacity according to claim 1, characterized in that, Passenger evacuation simulation is performed using a passenger evacuation simulation model for conditions with public facilities, including the following steps: Collect data on the gathering, staying, detouring, and interaction behaviors of people around public facilities; Statistics on the scale and spatial-temporal distribution patterns of passenger flow around public facilities; Based on the statistical data on the scale and spatiotemporal distribution of passenger flow around public facilities, the evacuation time and passenger flow density under different operating conditions are output. The methods for calculating the scale of passenger flow around public facilities include one or more of the following: Statistics on the daily order volume of public service facilities and the time-sharing distribution of order volume on a given day; Statistics show the average number of people in public service facilities at each location; The peak number of people in stores at public service facilities is recorded.

8. A method for assessing the impact of public facilities on station evacuation capacity according to any one of claims 1 to 7, characterized in that, The simulation modeling software used is AnyLogic.

9. A system for assessing the impact of public facilities on station evacuation capacity, characterized in that, The device includes a processor, a memory, and a computer program stored in the memory. When the computer program is executed by the processor, it implements the method for assessing the impact of public facilities on the evacuation capacity of a station as described in any one of claims 1 to 8.

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