WO2009049471A1

WO2009049471A1 - A loop combination railway system

Info

Publication number: WO2009049471A1
Application number: PCT/CN2008/001617
Authority: WO
Inventors: Sucai Dai
Original assignee: Sucai Dai
Priority date: 2007-09-17
Filing date: 2008-09-16
Publication date: 2009-04-23

Abstract

A railway transportation system comprising a set of loops includes railway systems, tracks, stations and objects running on the tracks, wherein said railway systems are formed by several independent loops including anticlockwise A lines and clockwise C lines, independent adjacent loops of A lines and A lines, or C lines and A lines, or A lines and C lines, as well as a single bidirectional line running either between A lines or between C lines, and which thus constitutes an invisible B line.

Description

Ring line combined rail transit system

Technical field

The invention relates to a loop combined road network system, which is suitable for urban, suburban and intercity rail transit, including subway, light rail, high-speed rail, electric train, elevated rail and cross rail, automatic rail, magnetic levitation, cable car, fiber guiding ship and trajectory. Relatively fixed other transportation.

Background technique

Traffic is closely related to people's lives and environmental protection, directly affecting the sustainable development of the economy and society, and people's work efficiency and quality of life. With the global population growth and urbanization process, traffic congestion, environmental pollution, crowded green space, and energy shortage have become the global problems that need to be solved urgently.

Rail transit has the advantages of fast, high traffic volume and low pollution. Metro, light rail, high-speed rail and overhead monorail are all favored and become the first choice for urban MRT. Modern trains have improved the speed, climb, turn, and interchange performance, but have always used the traditional trajectory (Tmck System). The long-distance railway has evolved from a single track (Single-track) to a partial multi-track, followed by a double-track back-and-for h, using the switches to separate and level. Switching back and turning into a tree structure. This case is called the B-track system.

The round-trip B-track system has a good linear effect and should form a fast corridor and become the mainstay of public transportation _{. It is} also becoming faster and faster, and is used by TGV, Shinkansen and Beijing/Tianjin. The existing urban rail MRT is usually loosely matched by most B-track lines. However, the B-track system has at least two terminals, and it is necessary to use a double-headed train to change lanes. When the terminal station train is stranded, the follow-up train can only wait for parking.

With elevated suspension and sit-on monorails, automatic rails, magnetic levitation, etc., the rail transit family has become more time-consuming and cost-effective. The Circle Line, referred to as the A/C trajectory, begins in the London Underground and is connected in series with a number of radial round trips. The closed loop has no beginning and no end. The single-head train does not need to be changed or changed. Although the bypass is often straightforward; it is usually used to support the B-rail system. One or two A/C rail systems are connected in series to form a mainstream network of metros. Each rail system can stand The exchange is relatively independent, except for the same track system, it is impossible to transfer the whole vehicle, and only the passengers can get off and change. Summary of the invention

The object of the present invention is to provide a kind of practical problems such as rare shifts, difficult to change lanes, poor network coverage, peak congestion, inconvenient transfer, limited capacity and limited efficiency in the current rail transit system. New loop line combined rail transit system.

The object of the present invention is embodied as follows: A loop-combined rail transit system comprising a rail system, a rail, a station, and a transporter operating on the rail, wherein: the rail system is formed by a combination of a plurality of independent loop lines, including Counterclockwise A line and clockwise C line, also included in the adjacent independent loop A and A lines, or C line and C line, or A line and C line, and the same section between the single A line or C line The two-way round trip line, that is, the invisible B line.

In the present invention: the trajectory comprises a loop plane combination, and a layer of traffic network is formed in the city or region by means of a loop and looping.

In the present invention: the trajectory includes a ring interchange combination in a city, a suburb or an area, or an open loop interchange combination between the cities; and a three-dimensional traffic network is formed by a single loop or an intersection between the loops.

In the present invention, the loop-combined rail transit system according to claim 2 or 3, wherein: the rail system refers to at least two independent loop-combined rail systems in or between cities or regions, The internal and external duplex is compatible or compatible with the upper and lower composites, forming a composite three-dimensional traffic network with a loop ring and a mesh stack.

In the present invention: the track network includes at least one inner ring independent loop line, one outer ring independent loop line, or at least one inner loop independent loop line, one outer loop insect loop line, and one independent long loop line; The loop is a closed loop or a semi-close loop or an open loop.

In the present invention: In the loop combined rail transit system, all the implements on the A-line and C-line rails can be changed in one-way small turn at the set bend or intersection. In the present invention: all the gears on all the tracks of the same track system in the loop combination are kept running at all set stations and roads.

In the present invention: all serial carriers on the ring track combined with all the ring tracks of the same track system can be separated and connected during operation.

In the present invention: the station includes a crossover interchange station and a six-way star interchange hub station, and in all directions of all the hub stations, the vehicle can be turned at a right angle or a small angle at an obtuse angle.

In the present invention: the station includes upper and lower communication stations arranged in the same open space, and a shared waiting area.

The invention has the advantages of: combining traditional B and A/C rail systems to promote strengths and avoid weaknesses; and avoiding the need for special traffic such as rail transit and cable cars such as overhead rails. The orderly cycle is derived from a series of technological innovations that make traffic operation management more humane and intelligent; paving the way for high-tech transportation such as automatic rail. With the same or less resources, the loop combination is multiplied by the coverage, compatibility, capacity, performance, and rail utilization of traditional rail systems.

The invention also has the advantages that: compared with the tree structure of the existing rail system, the loop line combination is obviously changed into a mesh shape by the outer circumference; and the single rail system can be formed into a net, and the coverage surface is greatly increased. Compared with the existing traffic circle, it expands the function and scale, and can be integrated into dozens of rings; more importantly, it is the overall matching skill, which is invisible in the round-trip through A/A, C/C, A/C, etc. The adjacent loops are complementary, the local single loops are self-complementary, and even the adjacent rails are complementary. In the standard loop combination trajectory, all sections are two-wire, two-way reciprocal.

DRAWINGS

Figure 1~2 is a schematic diagram of the checkerboard and spider grid of the loop plane combination.

Figure 3 is a reference diagram of the large scheme of "inner ring + several long rings + outer rings" in the combination of loop planes. Figures 4 to 8 are reference diagrams of the cross, the tenth, six-way star, the well word and the inner ring scheme of the loop interchange.

Figure 9 is a schematic diagram of a single-head train turning lane. Figure 10 is a schematic view of a single-head train for a ring or a half-butter rotor.

Figure 11 is a schematic diagram of the combination of the "ring loop, mesh stack" composite rail system; a) the inner subway route, b) the ring diplomacy II route, c) the track half-butterfly rotor.

Figure 12 is a schematic view of the top of the rail exit tunnel leading to the elevated bottom and the opposite path.

In the figure: The arrow indicates the direction of operation of the vehicle on the track.

detailed description

The invention will now be further described with reference to the accompanying drawings.

According to the left-hand rule of railway traffic, the urban or regional circle is clockwise (Clockwise), referred to as the C line; the circle is divided into several plates by traffic trunks, similar to a chessboard or a spider web (Figures 1, 2). An anti-clockwise small loop line, referred to as the A line, is placed along the edge of each panel to form a pattern in which the loops in the loop are not intersected. When the vehicles on each A line travel together, they form a round-trip B line with the adjacent A line. At the edge of the city, it is complementary to the large ring C line. If it is replaced by the rule of the right line, then the strain of the large outer ring is counterclockwise A line, and each small ring is changed to clockwise C line at the same time, the effect is the same. The above:

Line A Anti-clockwise Circle surrounds counterclockwise;

Line C - Clockwise Circle surrounds clockwise;

(B) Line - Hidden Back-and-forth hidden two-way round trip.

The specific implementation can be divided into five types: loop plane combination, loop interchange combination, loop open interchange combination, internal and external rail system duplex compatibility and upper and lower rail system composite compatibility.

The "inner ring + several long rings + outer ring" of Fig. 3 is a large-scale circular line plane combination, with a "circle ring, ring-forming" to take into account the radial distribution line and the large-scale integrated road network surrounding traffic. This is especially useful for metropolitan areas in Beijing and similar areas: the inner ring of the historic center of the entourage center, the concentration of business administration and employment; the majority of the citizens live in the outer suburbs of the outer ring, and the daily commutes are scattered in the evening, which inevitably leads to peak congestion. According to Figure 3, the elevated rail transit network will be constructed; each independent loop will pass through the interchange and the multilateral adjacent line, reduce the cross-blocking point, increase the circulation meeting point, and effectively balance the passenger flow peaks and valleys. Comply with the international trend of sustainable development of green cities, the elevated orbital rails are rationally networked, and the feeders are gradually improved. It can greatly replace fuel transportation, save energy and reduce emissions, and purify the air. It is suitable for complementary sources such as subways and other trunk lines. The flat combination can also be expanded outwards by ring or by inner ring, continuously developing new lines and expanding scale.

Special equipment such as overhead monorails that are difficult to change lanes or mountain bikes that cannot be changed at all. Usually, single loops are used for round-trip operation. By means of a combination of loop planes, the trajectory can be extended, from a section of line to a piece of net; entering the city or tourist area to exert traffic potential.

In the A(B)C combination trajectory with different sizes and different shapes, the train only makes small turns (left turn left turn, right turn make right turn) Unidirectional Circle (abbreviation UC), avoid big Turn (turn right in the left line, turn left in the right line); This not only saves the trouble of the red light of the turnout, but also ensures that the time and space interval of the shift is short and even. The round-trip rail system is changed by the head change, the shortest shift is about 3 minutes; the loop vehicle can be easily encrypted to lmin-class; at 200km/h, every 10km on the rail, the former can be used for one train; the latter can be used for three trains; 3 times.

The ring-rail train is like a baseball running, and the base players start at the same time, and they almost set foot on the next base. By using an elevated space to equidistantly set up stations (such as 500m) and a uniform speed (such as 30-45km/), it is possible to synchronize the stations at each station (Synchro Operation at All Stops), referred to as SOAS technology. This technology is especially suitable for cable car trajectories that have an inelastic equidistant hanging car and run at a constant speed. The single-box is changed to a multi-carriage series similar to a train, and the equal spacing is fixed to the cable; then the continuous slow-speed operation is changed to an intermittent high-speed operation, and the supporting equidistant stations are simultaneously accessed. Each adjacent loop and outer loop line also run synchronously at the same speed, which is convenient for transfer.

Take the plane combination of Figure 3 for Beijing, the inner second ring to the outer five ring 10km, then the slowest lmin one stop, the 20min drive complete the _9th peak time, the same journey takes one hour. Of course, the stop time is neglected; because the trains can be separated or connected in operation (Separate/Connect On Moving, referred to as SCOM technology); when the station stops, only the tail car is removed in advance, after the station is over The last remaining car in operation. The passenger getting off is moved to the tail in advance, and the whole carriage is standing by. The time for getting on and off is sufficient (about lmin); the journey continues to move forward, and the station is free to stop. Comparing the whole column to stop by station, using SCOM technology, only the individual cars take turns standing by the station; the main column is detached and connected, and the surrounding is repeated. There are three things in one move:

1) Save energy and time for most cars and passengers, and speed up the entire line;

2) Even if a loop fails, delaying a shift only lmi will not affect the surrounding loop and the overall situation;

3) The length, land occupation (space) and cost of each platform are also saved by more than half.

The long ring of Figure 3 is connected to the inner and outer rings. The residents and passengers are intensively close to the inner ring, and the outer ring is gradually sparse; that is, the long A line has narrow end heat and wide end cold. In the same proportion, increasing the station distance (such as 750m) to accelerate the speed (such as 45km/h), still maintain the synchronous operation of each station train; it is conducive to improve the overall efficiency of normal traffic. The citizens commuted to the evening, and the long-term A-line morning peak went to the city, and the left side went out of the city (left line, facing the inner ring), and the evening peak was opposite. Due to the synchronous design, the time of stopping the train is sufficient (nearly lmin), which can meet the needs of the passengers of the hot station; the cold station has excess time. If the station is set at intervals of 1:1-2, when the passenger flow of the train is suddenly reduced, the main train speeds up the tail station to stop the big station; the stop time is reduced to 10-20s, the rich 佘 70-80s self 1-2 station . The SCOM technology of the tailgate and the stop station can transfer the running time of each long ring cold edge to the hot side, effectively solve the peak congestion and balance the distribution effect.

Of course, the plane combination of Figure 3 optimizes the long loop line and the second loop A line and the five ring C line, but divides the two ring C line and the five ring A line into several segments, and the transfer is frequent. Solution:

1) Set the T-station on the second ring subway or other bus stop to complement the transfer;

2) A repeating C line with the narrow end of the long ring may be added at the dotted line of Fig. 3, and complemented with the A line;

3) Set two lane changing devices at the T-junction of the outer ring of Figure 3; Improve each A-line to: Unidirectional Switch (abbreviation US); Take a straight-line passenger during off-peak hours and reduce the transfer. Due to the slower lane change, it takes about 10s. The lane change of each T-station in each direction also adopts the technology SOAS+SCOM. The passengers arriving and changing lanes are moved to the rear compartment, and the train is disengaged and stopped. Guest, change lane, start... synchronize; technology SOAS+ SCOM+UCS

(Unidirectional Circle and Switch) is integrated, in one go. Perhaps the above technological innovations will increase the number of power locomotives and drivers; the cost is still to be calculated. However, increasing the employment of a small number of people and reducing the cost of congestion for hundreds of millions of employed people and the whole society can be described as a profit. Moreover, new technologies such as computer program control and automatic rail (unmanned driving) have become the development direction of rail transit. The technical advantages of the loop combination can obviously paving the way for humanized and intelligent traffic.

The subway (Metro with the city's light rail) is more versatile with a combination of ring interchanges. In addition to the peripheral elevated C-ring and plane combination, the circle cross, even ten, star * or tic-tac net can be combined by 1 to 3 A lines, which is more varied (Figures 4~7). There are also many opportunities to renovate the existing orbital system. It is only necessary to pay attention to whether the round-trip line is not divided. The two ends of the city are turned from underground to elevated, and the T-junction on the outer ring is kept even; or the inner ring A line is connected to the city. Terminal; the original loop can also be changed to the inner ring (Figure 8). The trajectory that cannot be modified remains in its original state, and can still be interchanged with the combined trajectory.

Figure 4 is the only case where a single inner loop intersection is complementary to the outer single loop and the inner loop is larger than the outer loop. The difference between the existing traffic single loop line, the single loop round trip line and the two-way loop line is that all the road sections in the rail system are two-way reciprocal traffic. In addition to the complementary complement of the local road section and the outer loop, there are still some local road sections self-compensating round trip.

The subway changing lane is easy to raise the monorail. UCS technology can be applied to the outer ring and the inner ring C line at the same time. The SOAS (Synchro Operation at All Stations) + SCOM technology should consider about equidistant station setting, slightly shifting, and the speed and shift interval. In proportion, it is inversely proportional to the train density.

For urban suburbs with a number of satellite cities, refer to Figure 1 and Figure 2 to construct a flat or interchange light rail network; the outer ring of the city will also serve as the inner ring of the ring-shaped suburb, and then connect the outer towns to form a larger outer ring; that is, from the inside out. , the double loop combination road network of the ring.

In the alluvial plains, such as the Yangtze River Delta, which are densely populated and towns, there are conditions for planning a larger inter-city light rail network. Of course, the layout of the towns with natural features and historical heritage is not standardized, and the chess game and the checkers are intertwined.

First, according to local conditions, the area along the river, lake, sea, and mountain range is circled; the circle inside the circle (B) is straight and vertically connected to each town and connected to the edges of both ends; each intersection has a cross four-way or star-shaped six-direction Interchange hub. In order to keep the even intersections accessible, there are some T-shaped and Y-shaped intersections, and a five-way intersection must be added with a city line, and a Y-shaped (Fig. 9), circular or semi-butterfly rotor (Fig. 10). A single-headed train can only be turned left to the A or C line at the edge of the area, or the continuation of the continuation of the (B) line until the next left turn. Compared with the urban ring line combination, the intercity combination and the C-ring line are no longer closed, or the closure is more complicated; the surrounding is more open and broad, and the inside and the outside are difficult to divide; in the adjacent areas such as the two sides of the river and the two sides of the mountain, the two sides of the train can After the bridges and tunnels are connected in series, they are wound back.

Inter-city conditions make it easier to implement UCS+SCOM technology, and the approximate station distance required for simultaneous operation of SOAS stations is difficult to meet. According to the geographical conditions of the Yangtze River Delta, the following measures can be taken:

1) Try to control the upper and lower limits of the station (such as 40-30km), and the difference between Chengdong or Zhenxi can be 5km;

2) With the help of computer program control, the transmission distances are not equal to the station distance (such as 120-90km/h) to ensure that the trains of major stations are synchronized (such as 20min) to the next station;

3) If the station is short-circuited, such as the city's revolving line, there should be more small stations, and the long-distance roads should be equipped with intermediate stations; moderately-consistent intersections can be used to build new towns.

The scale of the intercity combined trajectory is larger, and the benefits of people/cars/roads are more complementary. At each of the ten-point interchange hubs, the four-way stop trains are synchronized to the left lane, and four lane-changing feeder lines are set up in each of the four right-angled open spaces, with curved platforms in between; the outside is added to repair and replace the locomotive's feeder lines. Each passenger can choose: a) move to the front compartment, go straight without stopping; b) move to the rear compartment to get off; 0 leave 3⁄4 tail compartment turn left; d) get off and turn right; add passengers )boarding. Total of four roads, a total of 20 options.

The six-way hub station is larger and more choices. Although only one pair of (B) lines has been added, there are three interchanges and six rooms waiting. The six-way car main train goes straight through; the tail car synchronizes with the obtuse angle and turns left, stops at the three highs and three lows and six slots; each gear has two curved lane change branch clamps for one station; on the outer side, the left-hand lane change replacement service train is added on the outer side. Branch line. The station has 42 types of passengers per shift, more than twice as many as the cross station.

Compared with traditional stations, the ring interchange hub station is densely packed (average 20min class) Non-lane, because there is no stranded train; waiting room and platform are divided into 4~6 directions, no need to be too big or too long. Compared with the EMUs, the trains are sparse and the stops are small (only 1~2 stops between Shanghai and Nanjing) and short (lmin); the open interchange combination not only has more train directions, shifts, stops, but also moves one step to the end, and the tail The passengers are concentrated and parked, and the stations can be stopped before and after.

The metro METRO in Paris is disconnected from the suburban LRT rail system and is set up separately. If urban metro, intercity or suburban light rails use a combination of loop interchanges and unified power supply, rail, platform and other facilities standards, the internal and external rail system plane composite can be realized. The four suburban T-station stations in Figure 4 were changed to the ten-character interchange hub, and the rails were extended to the four sides to be incorporated into the suburban rail system. The compound rail system features a loop, which is different inside and outside the ring line: the subway is limited to the inner A line, and the city is self-compensating or A/A line complementary; the outer C line allows the suburban railway to be wounded and changed. . The inner and outer rails complement each other on the A/C line. Drawing on the UCS technology of the Cross Hub Station, as long as the subway, suburban railway stops, speed and frequency are unified, the suburbs with the same length or number of compartments can pass through the city. Design: Subway 5min/class, suburban railway 15min/class; then: every quarter of every two subways, a suburban railway. In the local railway section, the suburban railway is completely used as a subway, and the same speed is the same station; only the difference of the compartment and the seat is reserved for easy identification. Entry of suburban railways According to the customs, it is necessary to implement the subway schedule, and then return to the suburbs schedule.

The SOAS+SCOM technology is also applicable to the complex combination of internal and external rail systems; the population density of the outer ring line in the suburbs is reduced, the station speed can be increased to increase the speed, and the station can be skipped; the length of the subway station must be considered when suburban railway trains are segmented (eg 6 The number of stations between the car and the east and west hub stations. If the number of stations is double, the subway will be disconnected with "3+3 knots"; if the number of stations is a multiple of 3, use "2+2+2 knots". When the suburban railway enters the city, it is divided into three sections (3+3+X, or 4+2+X). The first section goes straight to stop, and the last station is 2~3 cars to enter the subway section; the middle section is 2~3 straight. Stop at the stop; the tail section of the tail section is detached from the tail of the train before entering the station. The one-way left lane is on the C line of the ring road, complementing the A line subway, and then turning to the next cross station and then turning left, waiting for the meeting to pass through the urban area. Suburban railway. Lianshi, Xingxing or Tic Tac Toe (Fig. 5-7) The subway trajectory has 6~8 straight lines, which can be added with cross station and suburban railway port.

The above-mentioned multiple track system is based on the metropolis developed by the inner (subway) and outer (suburban). on the contrary, In small and medium-sized cities with a population of less than one million people, the suburban railways can be pre-emptive, and they will sneak into the underground through the city road section; The compatibility of the internal and external rail systems can save resources and avoid duplication of construction of rails, platforms, etc.; passengers who are convenient to take the suburban railways can directly go up and down at the subway station.

The New York subway has a fast and slow line for long-distance passengers; the express line only stops at the big station and speeds up the journey; the slow line has more stations (about 500m apart) to shorten the walking distance. However, changing the round-trip double line to the fast and slow four lines also increases the land occupation and cost; the street conditions in Asian cities are very difficult to bear, especially the width. Japan has developed a small-diameter subway to save underground space.

If the plane combination of the rails is superimposed on the subway loop, the three-dimensional composite of the upper and lower rails can be achieved. The hanging rails are introduced into the top of the double-sided tunnel, and the hanging rails and the platform are superimposed on the subway and the platform, and both travel in the same direction. The cost of the tunnel is expensive, mainly in the width; the depth of the tunnel is excavated, and the cost of raising the column 2-3m is very limited. The track speed is slower, and it is located in the upper part of the tunnel, which is closer to the ground. It should be densely packed, with small stations (within 500m) and underground connected to the neighborhood; it is convenient for passers-by residents, and it also allows more properties to be appreciated along the route. The subway only has a large station (2-5km), which can lengthen the trains, and the traffic volume is larger and the speed is higher.

Note: As shown in Figure 12, when the tunnel exits the tunnel, it is above the subway. After turning left, it is wound under the elevated road. The hanging rail is larger than the normal rail and the slope is small. The outer side of the elevated frame shall be provided with a C-line for the hoop. If the same city tunnel is connected to the elevated overhead rail, it should be self-contained into a semi-butterfly A line (Fig. 11c) to bypass the tunnel; the whole city is railed with uniform standards, and the A/A line complements the round-trip and shares the large ring city C line. In this way, the upper and lower rails are compounded and coordinated, which not only makes the railroad crossings and the tunnel fast and slow lines complement each other, but also realizes a huge traffic system compatible with the multi-track stereo composite.

Claims

Rights request

A loop-combined rail transit system comprising a rail system, a rail, a station, and a transporter running on the rail, wherein: the rail system is formed by a combination of a plurality of independent loop lines, including a counterclockwise A line and a clockwise C The line also includes a bidirectional reciprocating line formed between the adjacent independent loop A and A lines, or the C and C lines, or the A and C lines, and the same line between the single A or C lines, ie, invisible Line B.

2. The loop-combined rail transit system according to claim 1, wherein: the trajectory comprises a loop plane combination, and a layer of traffic network is formed in a city or region by means of a ring and a loop. .

3. The loop-combined rail transit system of claim 1 wherein: said trajectory comprises a loop interchange combination in a city, suburb or area, or an inter-city open loop interchange combination; through a single loop or The intersection between the loop lines forms a three-dimensional traffic network.

The loop-combined rail transit system according to claim 2 or 3, wherein: the rail system refers to at least two independent loop-line trajectories between inter-city or urban or regional, compatible by internal or external duplex or The upper and lower composites are compatible, forming a composite three-dimensional traffic network with a loop ring and a mesh stack.

The loop-combined rail transit system according to claim 2 or 3 or 4, wherein: said rail network includes at least one inner loop independent loop, one outer loop independent loop, or at least one inner loop independent Ring line, an outer ring independent loop line, an independent long loop line; the independent loop line is a closed loop line or a semi-closed loop line or an open loop line.

6. A loop-combined rail transit system according to claim 1 or 2 or 3 or 4, wherein: in the loop-combined rail transit system, all of the implements on the A-line and C-line rails are at set corners. Or an interchange can be changed in a one-way small turn.

The loop-combined rail transit system according to claim 1 or 2 or 3 or 4, characterized in that: all the implements on all the rails of the loop-combined rail system are kept in sync at all set stations and roads.

8. A loop-combined rail transit system according to claim 1 or claim 2 or claim 3 or claim 4 wherein: all of the tandem transporters on all loop tracks of the same track system in the loop combination can be separated and connected during operation. .

9. A loop-combined rail transit system according to claim 1 or claim 3 or claim 4 wherein: said station comprises a crossover interchange station and a six-way star interchange hub station, in all directions of all hub stations, At the same time, let the gear turn at a right angle or a small angle at an obtuse angle.

The loop-combined rail transit system according to claim 1 or 4, wherein: said station comprises upper and lower floor communication stations arranged in the same open space, and a shared waiting area.