In Article “Vertical Transportation Design and Traffic Calculations – Part Two”, we indicated
that the Principles of Interior Building Circulation are:
- Efficiency of Interior Circulation,
- Human Factors,
- Circulation and Handling Capacity Factors,
- Location and Arrangement of Transportation Facilities.
Principles
of Interior Building Circulation
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Second: Human Factors
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 A lift system has to be acceptable to the travelling passengers by satisfying some human factors or demands which are:
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1- Passenger
s’ body Constraints
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The body constraints
limit the manner in which a passenger may use the lift /escalator for
vertical transportation, these constraints includes the following:
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A- The
effects of sudden movement on the body (Acceleration or deceleration movement)
As shown in Fig.1, Ideal acceleration, velocity and distance travelled curves for a single floor jump is as follows:
(a) Acceleration
profile: maximum jerk 2.0 m/s3 and maximum acceleration 1.5 m/s2.
(b) Velocity profile:
maximum speed 1.5 m/s.
(c) Distance travelled:
total distance 3.0 m.
Notes:
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B-
Human Physical Dimensions
It is
recommended that the body template be considered as an ellipse of dimensions
600 mm by 450 mm and occupying 0.21 m2 (see Fig-2). This is a maximum
value and can be used where pedestrians are not standing in a confined space.
Fig.2:
Typical Occupancy Ellipse of a Person
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C-
Human Personal Space
Human
personal space is measured by a ‘buffer zone’ around each individual person.
The size of the buffer zone varies according to an individual’s culture, age,
status, sex, physical and mental handicaps. It will be as per below table-1:
Table-1:
size of the buffer zone
The buffer
zone factors must be borne in mind when designing pedestrian waiting areas.
Also,
recommended densities, when considering bulk queues (i.e. people waiting for
an event) in waiting areas, are given in Table-2.
*Possible
only in confined spaces
Table-2:
Recommended densities of people in bulk queues
Fig-3 gives
an illustration of the density of occupation in waiting areas.
Fig-3:
Illustration of the Density of Occupation in Waiting Areas
Notes to
table-2:
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D- Allowable
Personal Separation Distances/Zones
Allowable Separation distances
between persons are based on the sensory shifts of sight, smell, hearing,
touch and thermal receptivity and can be classified into different zones as
per table-3.
Table-3:
Separation zones
Fig.4: Seven
Separation Zones
The above seven Separation zones are illustrated
in Fig-4. The definitions of these Separation zones are as follows:
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E- Passenger
s’ body Constraints as per European Standard EN-81
The
recommended design density for passengers, when sizing a lift car in European
Standard EN-81 uses a complicated formula which allows
This implies
that when riding in a 6-person car, each passenger can occupy 0.22 m2, but
when in a 33-person car the same passenger is only allocated 0.15 m2 of space.
These values in above table require passengers to be very crowded in a large
car.
Number of passengers as per
European Standard EN-81
The number of
passengers shall be obtained from:
Table 4 -
Number of passengers and minimum car available area
Notes:
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2- Passenger
s’ satisfaction Constraints
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A passenger expects a
good service from a lift system and the owner expects a good interior
circulation inside the building. This can be done by fulfilling the following
satisfaction Constraints:
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A- Safety
of the Lift System
The safety requirements
are covered by the safety rules assigned at national and worldwide standards
and codes. The safety requirement is most important so that passengers may
feel confident about the way they are handled since no one will use a lift
that has a safety issues. Therefore, it is preferable that the owner of the
building to announce the lift passengers about the lifts’ safety certificates
issued by a third party and according to which code to encourage the
passengers to use the lifts and getting an efficient Interior Circulation
inside the Building.
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B-
Passenger Waiting Time
An individual passenger
expects a different grade of service at different times of the day and at
different locations. For example, an office worker will not be too annoyed if
delayed when travelling up a building to work, but will become very annoyed
if delays occur when leaving at night. In contrast, the same office worker
would not expect the same grade of service from a lift in a residential
block. In general, the average waiting time in an office block should not
exceed 30s and in the residential block it should not exceed 60 s.
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C- The
Car Travelling Time
Here the passenger is
dependent on the fellow passengers in the car and other passengers on the
landings making calls. A passenger travelling high up a building becomes
non-satisfied of stops after about 90 s of travel. Again the non-satisfaction
level depends on whether the passenger is travelling in company of
friends or colleagues and on the other passengers’ behavior. This constraint
has been summed up by Strakosch (1967) as “a person will not be required to
ride a car longer than a reasonable time”.
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The
previous and related articles are listed in below table
Subject Of Previous Article
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Article
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Applicable Standards and Codes Used In This Course,
The Need for Lifts,
The Efficient Elevator Design Solution
Parts of Elevator System Design Process
Overview of Elevator Design and Supply Chain
Process.
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The Concept of Traffic Planning,
The (4) Methods of Traffic Design Calculations,
Principles of Interior Building Circulation:
A- Efficiency of Interior Circulation
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