Tuesday, 18.45 am, arrived at the Metro station Universidad de Chile, passing through the turnstile, walk under the direction San Pablo, came to the platform ... three rows of people waiting for me to walk all over, waiting for the train (plus even more numerous groups outside the gates). Reaches the first train, crowded, no more than three people can get on each door. For "line problems", the train runs over a minute at the station, before continuing its course. Comes next, the situation is repeated. Extrapolating, they quickly calculated that I'll linger around Only 15 minutes to board a train.
The impact of rush hour on a transport system operating at capacity, as the subway, simple measures can reduce management (no more trains because the system is inefficient and not resist). Information to users is a good tool for this. For example, on the freeway can use the electronic message boards that have to warn motorists when there is congestion, before entering the tracks. So they have better information to decide whether to enter a path that temporarily lost its character as expressed, or follow the local roads (urban highways, on the physical segregation Inputs and outputs, each a mile, for example, amplify the phenomenon of congestion, because once put in a plug there is no escape).
The same principle can be used in subway stations during rush hour, when it is forecast to hold and / or inside the train journey itself will take considerably longer than the user expects. This is a result of high demand, usually attached to the arrests that often occur in the service of trains (on the platform or inside the tunnel), whose occurrence increases just at peak times when the system operates at capacity and its maximum frequency. These arrests effectively reduce the frequency of service, and therefore reduced transport capacity and increase the overcrowding of passengers (in platforms and trains). Perfectly Metro could have variable messaging boards at their stations, such as those in platforms and trains, but located in the ticketing area, before passing through the turnstile, so as to inform users situations as "slow running train "or" estimated wait time in dock: 15 minutes). Thus, they have better tools to decide whether to enter the platform anyway, take a bus (if available) or otherwise.
The impact of rush hour on a transport system operating at capacity, as the subway, simple measures can reduce management (no more trains because the system is inefficient and not resist). Information to users is a good tool for this. For example, on the freeway can use the electronic message boards that have to warn motorists when there is congestion, before entering the tracks. So they have better information to decide whether to enter a path that temporarily lost its character as expressed, or follow the local roads (urban highways, on the physical segregation Inputs and outputs, each a mile, for example, amplify the phenomenon of congestion, because once put in a plug there is no escape).
The same principle can be used in subway stations during rush hour, when it is forecast to hold and / or inside the train journey itself will take considerably longer than the user expects. This is a result of high demand, usually attached to the arrests that often occur in the service of trains (on the platform or inside the tunnel), whose occurrence increases just at peak times when the system operates at capacity and its maximum frequency. These arrests effectively reduce the frequency of service, and therefore reduced transport capacity and increase the overcrowding of passengers (in platforms and trains). Perfectly Metro could have variable messaging boards at their stations, such as those in platforms and trains, but located in the ticketing area, before passing through the turnstile, so as to inform users situations as "slow running train "or" estimated wait time in dock: 15 minutes). Thus, they have better tools to decide whether to enter the platform anyway, take a bus (if available) or otherwise.
The problem is that the optimization of resources Transantiago as a whole can go against the interests of Metro in particular, as their income increases proportionally with the number of passengers it carries. However, with a vision system and users in mind and quality of service that they perceive is a measure to consider.
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