{"id":916,"date":"2020-11-17T10:55:21","date_gmt":"2020-11-17T10:55:21","guid":{"rendered":"https:\/\/wordpress.peters-research.com\/?page_id=916"},"modified":"2020-11-17T10:57:14","modified_gmt":"2020-11-17T10:57:14","slug":"cibse-traffic-analysis-simulation-open-forum-report","status":"publish","type":"page","link":"https:\/\/wordpress.peters-research.com\/index.php\/papers\/cibse-traffic-analysis-simulation-open-forum-report\/","title":{"rendered":"CIBSE Traffic Analysis &#038; Simulation Open Forum Report"},"content":{"rendered":"\t\t<div data-elementor-type=\"wp-page\" data-elementor-id=\"916\" class=\"elementor elementor-916\">\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=\"60732\" data-id=\"2bd44fca\" data-element_type=\"section\" data-e-type=\"section\">\n\t\t\t\t\t\t<div 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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\">CIBSE Traffic Analysis &amp; Simulation Open Forum Report\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<h3>Lifts Group<\/h3><h4>CIBSE Lifts Group \u2013 Lift (US: Elevator)<br \/>Traffic Analysis &amp; Simulation Open Forum<\/h4><p>Monday, 14 May 2007, 13.00 \u2013 17.00 &amp; Tuesday, 15 May 2007, 09.00 \u2013 17.00<br \/>Institute of Physics, 76 Portland Place, London<\/p><p>Reported by Dr Richard Peters<\/p><h5>PRESENT<\/h5><p>Dr Eur Ing Gina C Barney<br \/>Dr Marja-Liisa Siikonen<br \/>Dr Richard Peters<br \/>Dr Bruce Powell<br \/>Mr Rory Smith<br \/>Dr Lukas Finschi<br \/>Mr Steve Hobson<br \/>Mr Chang Meng<br \/>Herr Joerg Mueller<br \/>Mr Keith England<br \/>Mrs Elizabeth Evans<br \/>Mr Adam Scott<\/p><p><a href=\"http:\/\/www.cibseliftsgroup.org\/\">www.cibseliftsgroup.org<\/a><br \/>The Chartered Institution of<br \/>Building Service Engineers<br \/>222 Balham High Road<br \/>London SW12 9BS<br \/>Telephone 020 8675 5211<br \/>Facsimile 020 8675 5449<br \/><a href=\"http:\/\/www.cibse.org\/\">www.cibse.org<\/a><\/p><h5><br \/>DISTRIBUTION<\/h5><p>Those present plus:<br \/>Mr K Butcher, (CIBSE)<br \/>Ms Samantha McDonough, (CIBSE \u2013 Director of policy and<br \/>groups)<\/p><p>The purpose of this open forum was to bring together experienced practitioners in lift (US:<br \/>elevator) traffic analysis and simulation from around the world for discussion and debate on topics<br \/>of mutual interest.<br \/><br \/>The Chairman of the CIBSE Lifts Group, Mr Adam Scott, opened the meeting. As always with<br \/>CIBSE meetings the opinions and views expressed by the speakers did not necessarily agree with<br \/>their organisations or CIBSE.<\/p><h4><br \/>Relationship between calculation and simulation<\/h4><p>Dr Barney reviewed the equations available today to analyse the uppeak traffic condition to deal<br \/>with basements, double deck and hall call allocation systems. Specifically she showed a<br \/>correction to the equations based on Schroeder\u2019s work for hall call allocation. A look ahead factor<br \/>(k) should be used instead of the number of cars in the formula for S.<br \/><br \/>Referring to work carried out over 30 years ago she graphically showed the relative performance<br \/>of legacy and modern traffic control systems under the four main traffic conditions. These results<br \/>had been obtained using many hundreds of simulations to produce scatter diagrams. From these<br \/>diagrams, equations were developed for Round Trip Time, Handling Capacity and Passenger<br \/>Average Waiting Time for the four traffic conditions. Dr Barney was very concerned that many<br \/>conclusions made by designers today are often based a single example. Citing three examples she<br \/>warned against this \u201cBad Science\u201d.<br \/><br \/>Dr Barney was also worried about the over reliance on simulation vis-\u00e0-vis traffic calculations.<br \/>She considered that designers should understand their art properly. This understanding is best<br \/>approached by carrying out a few simple calculations. She did agree, however, that the final<br \/>results should always be confirmed by simulation as calculations are precisely mathematically<br \/>derived and often bear no resemblance to a simulation.<\/p><h4><br \/>Definition of mixed traffic<\/h4><p>Dr Peters introduced a discussion about the definition of mixed traffic. There was consensus that<br \/>traffic could be classified in terms of incoming, outgoing and interfloor traffic. For example, there<br \/>could be a demand for 13% of the building population to be transported in five minutes, with the<br \/>traffic divided into three components, say 40% incoming, 40% outgoing and 20% interfloor. In<br \/>scenarios where there are multiple entrance floors, we can define an entrance bias to indicate the<br \/>relative attraction of different entrance floors to incoming and outgoing traffic. Interfloor traffic<br \/>with multiple entrance floors is more complex and there may be interfloor traffic between the<br \/>entrance floors. Dr Peters proposed a way of calculating this, which was discussed. This needs<br \/>further consideration; Dr Peters will prepare a paper for review and publication. Other factors<br \/>such as floors with restaurants were considered too complex to include in a mixed traffic<br \/>definition. It was noted that smoking breaks, and the tendency of people to use coffee shops<br \/>increases traffic. Interfloor traffic is less in mixed tenancy buildings. The use of stairs varies<br \/>according to region; sometimes there is no stair usage at all.<\/p><h4><br \/>Using simulation for design<\/h4><p>Mr Smith discussed design procedures for simulation. First he reviewed up peak round trip time<br \/>calculations and why, with conventional systems, providing sufficient up handling capacity<br \/>ensures other peaks in the day can be managed. Round Trip Time calculations are fast, and should<br \/>be used to determine approximate needs. With simulation we can study designs in more details,<br \/>and also taking into account up peak boosters, dispatching algorithms and real world traffic.<br \/>Simulation results are not easy to line up with round trip time calculations. It would be useful to<br \/>agree simulation design procedures. Mr Smith proposed the use of a step profile, which involves<br \/>starting the simulation at a low intensity of traffic, and gradually increasing the traffic in steps<br \/>until the system saturates. Observing car loading, queue lengths and waiting time, it is possibly to<br \/>identify the level of demand at which the system saturates. It was noted that this approach gives<br \/>the designer a graphs of performance (e.g. waiting time, time to destination) plotted against traffic<br \/>intensity (demand or handling capacity). Dr Siikonen explained that they also used a step profile<br \/>with a single, longer 30-60 minutes simulation for each step. This way they determine whether or<br \/>not the system can transport traffic continuously at each step level of traffic intensity. (A shorter<br \/>step with multiple simulations is a less demanding because the system &#8220;passes&#8221; the test<br \/>corresponding to each step by managing the traffic intensity for just a 5 minute period rather than<br \/>continuously.) Dr Finschi explained that they used a ramp (single simulation with a constantly<br \/>increasing intensity rather than steps). There was general agreement that the use of a step or<br \/>ramped profile could be part of a standard design procedure. Dr Barney will research this further.<br \/>Dr Peters will compare results of the alternative step\/ramp approaches using Elevate.<\/p><h4><br \/>Discussion on Interval<\/h4><p>Both Dr Finschi and Dr Peters introduced discussions on Interval.<\/p><p>Dr Peters discussed the measurement of Interval in simulation. In round trip time calculations,<br \/>every car is assumed to return to the main terminal floor. In simulation, the car may reverse before<br \/>it reaches the main terminal floor. If there are multiple entrances, the main floor may be bypassed.<br \/>In both these instances, the use of interval as an indicator of waiting time ceases to be meaningful.<br \/>It was also noted that interval is not an indicator of waiting time for destination control (hall call<br \/>allocation) systems.<br \/><br \/>Alternative definitions and approaches to calculating interval were discussed. For example, round<br \/>trip time could be defined as the time between two reversals, not necessarily at the main terminal<br \/>floor. The majority view was that changing the definition of interval would cause confusion and<br \/>unnecessary complexity; it would be better to educate designers to apply waiting time criteria in<br \/>instances were interval ceased to be a good indicator.<br \/><br \/>Dr Finschi discussed the definition of interval and the correlation between interval and waiting<br \/>time. Furthermore, he demonstrated that interval and waiting time are only loosely correlated, by<br \/>this making interval a doubtful measure for quality of service. Waiting time is a more powerful<br \/>and flexible measure for quality of service, but we need simulation to calculate it reliably.<br \/>Traffic Analysis for Residential Buildings<br \/><br \/>Dr Powell further highlighted the limitations of interval when calculated for residential buildings.<br \/>He gave an example of a hypothetical building (based on many real jobs) where the interval<br \/>measured in simulation was 136 seconds, but the average waiting time was 18.3 seconds. He<br \/>illustrated that in residential buildings with car-parking floors, the elevator often bypasses the<br \/>main terminal floor, as there are no calls to stop for. Furthermore, even during peak residential<br \/>traffic, a lift might be idle for a significant period. Thus the time between departures from the<br \/>main terminal floor is often high, which is reflected in a high interval. Dr Powell suggested that<br \/>interval could even be eliminated from the discussion for residential buildings. It was agreed that<br \/>average waiting time and time to destination are better measures of performance for residential<br \/>buildings. Dr Powell also questioned whether a residential building needed to be able to sustain a<br \/>peak demand, say 8% for any significant period. It was suggested that the requirement for peak<br \/>traffic to be transported in residential buildings was primarily a criteria applied to calculate an<br \/>appropriated number of lifts, rather than a reflection of actual traffic in buildings. As we move to<br \/>simulation, this peak demand criteria should be reviewed. Dr Powell will be taking some site<br \/>measurements. Dr Barney said that she could add waiting time criteria to the tables in CIBSE<br \/>Guide D.<\/p><h4><br \/>Planning criteria for lifts using destination control<\/h4><p>Dr Siikonen explained why current equations for up-peak round trip are not valid for the<br \/>destination control, agreeing with previous speakers that interval calculated from the round trip<br \/>time does not correlate with passenger waiting times in the same way as it does with conventional<br \/>control. Simulation with stepwise or linerly increasing handling capacity can be used to determine<br \/>waiting time and time to destination at at different traffic intensities.<\/p><p>Currently used criteria for up-peak interval and handling capacity implicitly assume that up-peak<br \/>is the worst traffic situation. With destination control, up-peak handling capacity is increased. The<br \/>up-peak and down-peak handling capacities are comparable, but during mixed lunch hour traffic<br \/>handling capacity is the lowest. Dr Siikonen considered that if up-peak traffic is used in selecting<br \/>elevators with destination control, the handling capacity criteria should be revised to ensure that<br \/>there will be enough handling capacity in mixed lunch hour traffic.<\/p><p>In simulation of, for instance office buildings, up-peak and a two-hour lunch hour traffic pattern<br \/>can be used. Then waiting times and time to destination can be compared at required handling<br \/>capacity with conventional and destination control.<br \/>Planning criteria with destination control need to be revised to include handling capacity, average<br \/>waiting time and time to destination. Dr Siikonen tabled some example templates of traffic<br \/>demand for a range of buidlings based on control system measurements. It was noted that with<br \/>destination control, more data was becoming available. Further survey work and analysis is<br \/>required to improve criteria.<\/p><h4><br \/>Destination Control<\/h4><p>The range of names applied to destination based dispatching was noted. It was agreed, almost<br \/>unanimously, that Destination Control should be adopted as the generic term for destination based<br \/>dispatching. Dr Barney prefers the term Hall Call Allocation having used it for nearly 40 years.<\/p>\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>CIBSE Traffic Analysis &#038; Simulation Open Forum Report Lifts Group CIBSE Lifts Group \u2013 Lift (US: Elevator)Traffic Analysis &amp; Simulation Open Forum Monday, 14 May 2007, 13.00 \u2013 17.00 &amp; Tuesday, 15 May 2007, 09.00 \u2013 17.00Institute of Physics, 76 Portland Place, London Reported by Dr Richard Peters PRESENT Dr Eur Ing Gina C BarneyDr [&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-916","page","type-page","status-publish","hentry"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.1 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>CIBSE Traffic Analysis &amp; 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