{"id":906,"date":"2020-11-17T10:51:14","date_gmt":"2020-11-17T10:51:14","guid":{"rendered":"https:\/\/wordpress.peters-research.com\/?page_id=906"},"modified":"2020-11-17T10:52:40","modified_gmt":"2020-11-17T10:52:40","slug":"beyond-the-up-peak","status":"publish","type":"page","link":"https:\/\/wordpress.peters-research.com\/index.php\/papers\/beyond-the-up-peak\/","title":{"rendered":"Beyond the Up Peak"},"content":{"rendered":"\t\t<div data-elementor-type=\"wp-page\" data-elementor-id=\"906\" class=\"elementor elementor-906\">\n\t\t\t\t\t\t<section class=\"has_eae_slider elementor-section elementor-top-section elementor-element elementor-element-2bd44fca elementor-section-full_width elementor-section-height-default elementor-section-height-default\" data-eae-slider=\"52261\" data-id=\"2bd44fca\" data-element_type=\"section\" data-e-type=\"section\">\n\t\t\t\t\t\t<div class=\"elementor-container elementor-column-gap-default\">\n\t\t\t\t\t<div class=\"has_eae_slider elementor-column 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class=\"elementor-widget-wrap elementor-element-populated\">\n\t\t\t\t\t\t<div class=\"elementor-element elementor-element-624c56e elementor-widget elementor-widget-heading\" data-id=\"624c56e\" data-element_type=\"widget\" data-e-type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Beyond the Up Peak\n<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-550f1783 elementor-widget elementor-widget-text-editor\" data-id=\"550f1783\" data-element_type=\"widget\" data-e-type=\"widget\" data-widget_type=\"text-editor.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\t<p>Dr Richard D Peters, Peters Research Ltd<br \/>Dr Anthony C M Sung, UMIST<\/p><p><strong>Key Words:<\/strong>\u00a0Round trip time, traffic analysis, simulation, up peak<\/p><p><em>This paper was presented at ELEVCON\u00a0BERLIN 2000, The International Congress on Vertical Transportation Technologies\u00a0and first published in the IAEE book &#8220;Elevator Technology 10&#8221;, edited by A. Lustig.\u00a0 It is reproduced with permission from The International Assocication of Elevator Engineers.\u00a0 The paper was republished by Lift Report (July\/August 2001), and by Elevatori (November\/December 2000).\u00a0 This web version \u00a9 Peters Research Ltd 2009.<\/em><\/p><h3>Abstract<\/h3><p>The up peak round trip time calculation (UPRTTC) was designed to be performed by hand. Implemented in software, the UPRTTC can now be performed quickly and efficiently. However, the UPRTTC is incapable of assessing the performance of all but up peak traffic in buildings with the main entrance on the lowest floor. More flexible analysis techniques are possible with calculations designed specifically to be implemented on computers. In this paper the authors compare two established software based techniques &#8211; General Analysis and Simulation &#8211; with the UPRTTC, discuss their relative merits, and compare the outcomes for some example buildings.<\/p><h3>1.\u00a0\u00a0 Introduction<\/h3><p>The up peak round trip time calculation (UPRTTC) was designed to be performed by hand calculation.\u00a0 To simplify the exercise, it is assumed that all passengers arrive at the lowest floor and travel up the building.\u00a0 Passenger destinations are taken to be proportional to floor populations.\u00a0 The time taken for a single lift to complete a single \u201cround trip\u201d is estimated.\u00a0 The round trip time (RTT) is divided by the number of lifts to determine a system interval.<\/p><p>In CIBSE Guide D (Various authors 1993), Barney records that a recognized method of UPRTTC evolved by the 1970\u2019s, based on the mathematical determination of average highest reversal floor (Schroeder 1955) and calculation of average number of stops (Basset Jones 1923).\u00a0 Formulae given in Elevator Traffic Analysis Design and Control\u00a0 (Barney and Dos Santos 1985) for the passenger handling performance of lift systems are widely accepted.<\/p><p>The standard up peak calculation is a valuable tool, but is limited in its application.\u00a0 For example,<\/p><ul><li>the UPRTTC only considers up peak traffic; this is not always the most onerous traffic flow in buildings<\/li><li>in some instances the UPRTTC is inappropriate, e.g. in shopping centres, car parks, airports, hospitals and hotels<\/li><li>it is difficult to adjust the UPRTTC to analyse up peaks in buildings with basements which are occupied<\/li><\/ul><p>Today, most designers use a computer program to perform lift traffic calculations.\u00a0 As it is no longer necessary for calculations to be performed manually, it has been possible to develop far more sophisticated techniques.\u00a0 In this paper we will discuss and compare the UPRTTC with two other methods that are widely applied in computer programs. These are the General Analysis (Peters 1990, 1992) and Simulation (Barney and Dos Santos 1985)(Peters 1998).<\/p><h3>2.\u00a0\u00a0 General analysis calculation<\/h3><p>The General Analysis allows RTT calculations to be performed for any peak traffic flow.\u00a0 This overcomes most of the limitations associated with the UPRTTC.<\/p><p>You can use the General Analysis for an UPRTTC by specifying up peak handling capacity and calculating interval.\u00a0 But, to define more complex traffic flows, we need a more comprehensive way of describing the passenger traffic.\u00a0 To do this, we need two variables:<\/p><p>\u00b5<sub>i\u00a0<\/sub>the passenger arrival rate at floor i (defined for each floor at which passengers may arrive)<\/p><p>d<sub>ij<\/sub>\u00a0the probability of the destination floor of passengers from floor i being the jth floor (defined for all possible i and j)<\/p><p>Using these terms, a simple up peak traffic flow in an office block could be represented as in Figure 1.\u00a0 And a more complex traffic flow could be represented as in Figure 2.<\/p><p><img decoding=\"async\" src=\"https:\/\/wordpress.peters-research.com\/images\/stories\/papers\/Beyondtheuppeak\/image001.gif\" alt=\"\" border=\"0\" \/><br \/><strong><em>Figure 1\u00a0\u00a0 Simple office traffic flow<\/em><\/strong><\/p><p><img decoding=\"async\" src=\"https:\/\/wordpress.peters-research.com\/images\/stories\/papers\/Beyondtheuppeak\/image002.gif\" alt=\"\" border=\"0\" \/><br \/>F<strong><em>igure 2\u00a0\u00a0 Complex traffic flow<br \/><\/em><\/strong><\/p><p>Since its introduction in 1989 the General Analysis has been used extensively.\u00a0 The technique is too complex to perform by hand, but has been implemented in various software programs, including commercially available packages.<\/p><h3>3.\u00a0\u00a0 Simulation<\/h3><p>With Simulation we model the whole process of passengers arriving at the landings, pressing the landing call buttons, getting into the lifts when they arrive, and then getting out at their destinations.<\/p><p>Simulation has a number of advantages over RTT calculations:<\/p><ul><li>RTT calculations simplify the analysis in order to be able to formulate the problem in mathematical terms.\u00a0 We extrapolate results from an \u201caverage\u201d trip in the \u201caverage\u201d round trip of a single lift.\u00a0 With Simulation, we model every lift trip thereby avoiding the need to work with average trips.<\/li><li>RTT calculations give results in terms of interval.\u00a0 Quality of lift service is better measured in terms of passenger waiting and transit times, which are calculated by Simulation.<\/li><li>Simulation is visibly closer to \u201creal life\u201d, and therefore more intuitive.\u00a0 Watching a Simulation gives a far better understanding of the operation of the lift system; you can see the lifts answering the calls, and queues forming at the landings.<\/li><\/ul><p>Like the General Analysis, Simulation can be used to analyse any peak traffic flow.\u00a0 As for the General Analysis, arrival rates and destination probabilities are a good way of defining traffic flows for Simulation.<\/p><p>Simulation can also be used to model:<\/p><ul><li>Light (non-peak) traffic<\/li><li>Changing levels of traffic, for example the increasing levels of traffic as the work start time approaches in an office building<\/li><li>Mixed types of traffic, for example goods and passenger traffic using the same lifts<\/li><li>Lifts in the same group with different speeds and sizes<\/li><li>Groups of lifts where not all the lifts serve all the floors (for example, if only two of four lifts serve the basement)<\/li><\/ul><h3>4.\u00a0\u00a0 Relationship between\u00a0AWT and interval<\/h3><p>Interval is a poorly understood term.\u00a0 It is the average time between lifts departing from the main terminal floor.\u00a0 So, if you have an interval of 25 seconds during an up peak, a lift should depart about every 25 seconds.<\/p><p>Interval is often confused with average waiting time (AWT).\u00a0 The waiting time is the actual time a passenger waits after registering a landing call (or entering the queue if a call has already been registered) until the responding lift doors begin to open.\u00a0 AWT is a better measure of the quality of service experienced by passengers than interval.<\/p><p>The theoretical average wait of a person is half the interval (Strakosch 1983).\u00a0 If the interval is 30 seconds, some people will arrive just before the lift departs and will not have to wait at all.\u00a0 Others will arrive just after the lift departs and will have to wait 30 seconds.\u00a0 On average, a person should have to wait 15 seconds.<\/p><p>In practice lifts do not operate the perfect, equally spaced service assumed by RTT calculations in the determination of interval.\u00a0 Strakosch goes on to suggest that with the best available operating systems, AWT should be about 55 to 60% of the interval.<\/p><p>Barney shows a correlation between interval and AWT in CIBSE Guide D (Various Authors, 1993).\u00a0 Barney has found that the relationship is affected by the loading of the lift, and gives guidance for estimating AWT from interval according to car load.\u00a0 Barney also states that in practice cars load to between 60 to 70% of the numbers permitted by the rating plate.\u00a0 At this car loading, Barney\u2019s estimate for AWT would be 50% to 65% of interval.<\/p><p>If simulation had been available when traffic calculations were devised, it is unlikely that interval would ever have been considered.\u00a0 But as interval is much easier to calculate than AWT, most lift performance guidelines are given in terms of interval.\u00a0 Now that simulation is widely available, what corresponding AWT should we design to?<\/p><p>Taking recommendations from both Strakosch and Barney into account, an AWT\/interval ratio of 60% would be reasonable for the up peak traffic condition with fully utilised lifts.\u00a0 So, if we have in the past designed an office building to have a maximum up peak interval of 30 seconds, a maximum 18 seconds AWT would be a good guide to the quality of service required.<\/p><h3>5.\u00a0\u00a0 Introduction to examples<\/h3><p>In examples 1 and 2, the calculations have been repeated for a range of lift numbers and speeds. To limit the number of options, the lift car size has been fixed at 1250 kg in the graphs of results.\u00a0 (The purpose of the calculations is to compare the analysis techniques rather than find the \u201cbest\u201d solution.)<\/p><p>All the following examples have been calculated using Elevate traffic analysis and simulation software from Peters Research Ltd.\u00a0 The program has a range of analysis options including UPRTTC, General Analysis calculations and Simulation.<\/p><p><strong><br \/>EXAMPLE 1\u00a0\u00a0 UP PEAK<\/strong><\/p><p>Example 1 is an office building with eight levels, and 100 persons per floor on upper levels.\u00a0 Level 1 is 5m high; the other floors are 3.8m high.\u00a0 The design requirement is for a 15% up peak handling capacity with an interval of 30 seconds or AWT of 18 seconds.<\/p><p>UPRTTC, General Analysis and Simulation calculations were performed.\u00a0 For the Simulation, Elevate was set up to generate traffic for 15 minutes and to run using an up peak dispatcher algorithm until all the passengers\u2019 journeys were complete.\u00a0 Elevate\u2019s default values were used for all other variables.\u00a0 The UPRTTC and General Analysis results for interval are given in Figures 3 and 4.\u00a0 The Simulation results for AWT are given in Figure 5.<\/p><p>The UPRTTC and General Analysis results for interval are almost identical.\u00a0 This is, as we would expect.\u00a0 Although the formulae are different, they are both valid RTT calculations; the General Analysis is more complex than the UPRTTC, but they are still both calculating probable number of stops, highest reversal floors, and so on.<\/p><p>Both UPRTTC and General Analysis give no results for one, two or three lifts.\u00a0 This is because the specified 15% handling capacity cannot be achieved without exceeding 80% Capacity Factor.<\/p><p>With a design interval of 30 seconds, four lifts at 1.6 m\/s is the minimum specification choice based on these analyses.<\/p><p><img decoding=\"async\" src=\"https:\/\/wordpress.peters-research.com\/images\/stories\/papers\/Beyondtheuppeak\/image004.gif\" alt=\"\" border=\"0\" \/><br \/><strong><em>Figure 3\u00a0\u00a0 Example 1 Results:\u00a0 Interval calculated with Up Peak calculation<\/em><\/strong><\/p><p><img decoding=\"async\" src=\"https:\/\/wordpress.peters-research.com\/images\/stories\/papers\/Beyondtheuppeak\/image006.gif\" alt=\"\" border=\"0\" \/><br \/><strong><em>Figure 4\u00a0\u00a0 Example 1 Results:\u00a0 Interval calculated with General Analysis calculation<\/em><\/strong><\/p><p><img decoding=\"async\" src=\"https:\/\/wordpress.peters-research.com\/images\/stories\/papers\/Beyondtheuppeak\/image008.gif\" alt=\"\" border=\"0\" \/><br \/><strong><em>Figure 5\u00a0\u00a0 Example 1 Results:\u00a0 AWT calculated by Simulation<\/em><\/strong><\/p><p>With simulation, all the configurations yield results (although some are beyond the scale of the graph in Figure 5).\u00a0 Where the traffic exceeds the handling capacity of the system, long queues form.\u00a0 The queues do not clear until the traffic levels drop (in this instance after 15 minutes). Although all the passengers are transported, their AWT is very high.\u00a0 With a design AWT of 18 seconds, four lifts at 1.6 m\/s is again the minimum lift configuration needed to meet the design specification.<\/p><p>The results for five or more lifts show that the RTT calculations are pessimistic in this case.\u00a0 It is clear from observing the simulation that the over-capacity in the system combined with an efficient up peak parking policy results in there almost always being at least one lift parked at Level 1, waiting to receive the next call.<\/p><p>Up to this point the calculations have assumed a fixed capacity of 1250 kg.\u00a0 If we look at a range of capacities, Simulation requires the four 1.6 m\/s lifts solution to have a minimum capacity of 1250 kg.\u00a0 The RTT calculations would allow a minimum capacity of 1000 kg.<\/p><p>As an aside, note that the performance benefits of choosing 1.6 m\/s lifts in preference to 1.0 m\/s lifts are significant.\u00a0 Further increases in speed provide increasingly marginal improvements.\u00a0 If you specify a high speed lift for a low-rise application, the lift rarely gets up to speed, and its high speed is wasted.<\/p><p><strong>EXAMPLE 2\u00a0 LUNCH PEAK<br \/><\/strong><br \/>Example 2 is a demonstration of lunchtime traffic for the building described in Example 1.\u00a0 For the purposes of this example, we have estimated that there will be 5% up peak traffic, 5% down peak traffic and 5% inter-floor traffic.<\/p><p>The UPRTTC cannot model this type of traffic.\u00a0 The General Analysis results for interval are given in Figure 6, and Simulation results for AWT are given in Figure 7.<\/p><p><img decoding=\"async\" src=\"https:\/\/wordpress.peters-research.com\/images\/stories\/papers\/Beyondtheuppeak\/image010.gif\" alt=\"\" border=\"0\" \/><br \/><strong><em>Figure 6\u00a0\u00a0 Example 2 Results:\u00a0 Interval calculated with General Analysis calculation<\/em><\/strong><\/p><p><img decoding=\"async\" src=\"https:\/\/wordpress.peters-research.com\/images\/stories\/papers\/Beyondtheuppeak\/image012.gif\" alt=\"\" border=\"0\" \/><br \/><strong><em>Figure 7\u00a0\u00a0 Example 2 Results:\u00a0 AWT calculated by Simulation<\/em><\/strong><\/p><p>Note that although the total handling capacity (15%) is the same as for Example 1, the results for three lifts are better than for the up peak.\u00a0 There was insufficient capacity in a three lift system for 15% up peak handling capacity as everyone was getting into the lifts at Level 1.\u00a0 At lunch people are using the lifts to travel up as well as down, so there could be up to twice the number of people transported in each round trip.\u00a0\u00a0 Because of this, lift systems have higher handling capacities during lunch peaks than they do in the mornings.<\/p><p>However, as previously noted (Peters et al 1996), people often have to wait longer for the lifts at lunch time.\u00a0 The four 1.6 m\/s lifts selected in Example 1 for the up peak are, at lunch time, giving an interval of 41 seconds and an AWT of 26 seconds (which is an AWT\/interval ratio of 63%).<\/p><p>The correlation between interval and AWT is better than for the up peak.\u00a0 Unlike for the up peak, we do not have empty lifts queuing at the ground floor when the system is under utilised.\u00a0 Again, an AWT\/interval ratio of 60% is a reasonable approximation for solutions with well-utilised lifts.<\/p><p><strong>EXAMPLE 3\u00a0 MORNING PEAK IN HOTEL<br \/><\/strong><br \/>Example 3 is an analysis of the four passenger lifts at Swisshotel, Zurich during Elevcon 98.\u00a0 At the time of the conference, the hotel\u2019s 347 rooms were 99% occupied with 427 people.<\/p><p>The building was surveyed during the busiest peak period, which is normally the morning in hotels.\u00a0 At that time the traffic was a combination of passengers to\/from breakfast, exiting the building, and travelling to the conference facilities.\u00a0 A summary of the traffic travelling up and down the building is plotted in Figure 8.<\/p><p>The passenger traffic included porters with trolleys who take longer to load and unload the lifts; they also take more space.\u00a0 Because there is more than one type of traffic (people, and people with trolleys), simulation is the only tool we can use to model this traffic in full.<\/p><p><img decoding=\"async\" src=\"https:\/\/wordpress.peters-research.com\/images\/stories\/papers\/Beyondtheuppeak\/image014.gif\" alt=\"\" border=\"0\" \/><br \/><strong><em>Figure 8\u00a0\u00a0 Peak traffic for Swisshotel survey<\/em><\/strong><\/p><p>Using Elevate we were able to model the actual operation of the lifts.\u00a0 The AWT was approximately 24 seconds with the installed four 900 kg lifts at 3.15 m\/s.<\/p><p>For comparison, we have modelled the installation with a range of speeds and numbers of lifts, as for examples 1 and 2.\u00a0 The results are given in Figure 9.<\/p><p><img decoding=\"async\" src=\"https:\/\/wordpress.peters-research.com\/images\/stories\/papers\/Beyondtheuppeak\/image016.gif\" alt=\"\" border=\"0\" \/><br \/><strong><em>Figure 9\u00a0\u00a0 Swisshotel AWT calculated by Simulation<\/em><\/strong><\/p><p>Notice that during this peak period, 3.15 m\/s lifts provide virtually no benefit over 2.5 m\/s lifts in terms of AWT.\u00a0 The lifts have to stop so frequently, that they are rarely running at full speed over significant distances.<\/p><h3>6.\u00a0\u00a0 Discussion and conclusions<\/h3><p>In this paper we have looked at three analysis techniques.\u00a0 The UPRTTC is a valuable benchmark calculation that has been with us for many years.\u00a0 The General Analysis calculation improves on the UPRTTC by allowing us to perform RTT calculations for any peak traffic flow.<\/p><p>Both the UPRTTC and General Analysis calculate an \u201caverage trip\u201d by an \u201caverage lift\u201d to determine RTT.\u00a0 Assuming the lifts are equally spaced, they extrapolate interval by dividing the RTT by the number of lifts.\u00a0 The UPRTTC and General Analysis give consistent results for consistent data.\u00a0 But the UPRTTC can only be used for up peak traffic, and the General Analysis can be applied to any peak traffic.<\/p><p>Simulation is more sophisticated, modelling the journey of every passenger, and calculating AWT.\u00a0 It is even more flexible than the General Analysis, allowing designers to consider off-peak traffic, changing traffic levels, mixed traffic types, and lifts of different specification (different speeds, capacities, floors served, etc.) in the same group.<\/p><p>Simulation provides results in terms of AWT rather than interval.\u00a0 The authors suggest, for the purposes of design, an AWT\/interval ratio of 60%.\u00a0 RTT calculations are not always consistent with Simulation calculations, but will normally give similar \u201cdesign solutions\u201d.<\/p><p><strong><br \/>REFERENECES<\/strong><\/p><ol><li>Barney G C, dos Santos S M\u00a0 Elevator Traffic Analysis Design and Control\u00a0 2nd edn. (London: Peter Peregrinus) (1985)<\/li><li>Basset Jones\u00a0 The probable number of stops made by an elevator\u00a0 GE Review\u00a0 26 (8) 583\u2013587 (1923)<\/li><li>Peters R D\u00a0 Lift Traffic Analysis: Formulae for the general case\u00a0 Building Services Engineering Research and Technology, Volume 11 No 2 (1990)<\/li><li>Peters R D\u00a0 The Theory and Practice of General Analysis Lift Calculations\u00a0\u00a0\u00a0 Elevator Technology 4, Proceedings of ELEVCON\u201992 (The International Association of Elevator Engineers) (1992)<\/li><li>Peters RD\u00a0 Simulation for control system design and traffic analysis\u00a0 Elevator Technology 9, Proceedings of ELEVCON\u201998 (The International Association of Elevator Engineers) (1998)<\/li><li>Peters R D, Mehta P, Haddon J Lift Passenger Traffic Patterns: Applications, Current Knowledge, and Measurement\u00a0\u00a0 Elevator Technology 7, Proceedings of ELEVCON\u201996 (The International Association of Elevator Engineers) (1996)<\/li><li>Schroeder J\u00a0 Personenaufzeuge\u00a0 Foerden und Heben 1 44\u201350 (1955) (in German)<br \/>Strakosch G R\u00a0 Vertical Transportation: Elevators and Escalators 2nd edn. (New York: J Wiley &amp; Sons Inc.)(1983)<\/li><li>Various Authors\u00a0 CIBSE Guide D, Transportation Systems in Buildings (The Chartered Institution of Building Services Engineers)(1993) ISBN 0 900953 57 8<\/li><\/ol>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t<\/div>\n\t\t","protected":false},"excerpt":{"rendered":"<p>Beyond the Up Peak Dr Richard D Peters, Peters Research LtdDr Anthony C M Sung, UMIST Key Words:\u00a0Round trip time, traffic analysis, simulation, up peak This paper was presented at ELEVCON\u00a0BERLIN 2000, The International Congress on Vertical Transportation Technologies\u00a0and first published in the IAEE book &#8220;Elevator Technology 10&#8221;, edited by A. Lustig.\u00a0 It is reproduced [&hellip;]<\/p>\n","protected":false},"author":2,"featured_media":0,"parent":860,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"elementor_canvas","meta":{"footnotes":""},"class_list":["post-906","page","type-page","status-publish","hentry"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.5 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Beyond the Up Peak - Peters Research<\/title>\n<meta name=\"robots\" content=\"noindex, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<meta property=\"og:locale\" content=\"en_GB\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Beyond the Up Peak - Peters Research\" \/>\n<meta property=\"og:description\" content=\"Beyond the Up Peak Dr Richard D Peters, Peters Research LtdDr Anthony C M Sung, UMIST Key Words:\u00a0Round trip time, traffic analysis, simulation, up peak This paper was presented at ELEVCON\u00a0BERLIN 2000, The International Congress on Vertical Transportation Technologies\u00a0and first published in the IAEE book &#8220;Elevator Technology 10&#8221;, edited by A. 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