# Evaluation of Subway Emergency Evacuation Based on Combined Theoretical and Simulation Methods
## 4 Results and Discussion
### Evaluation of Emergency Evacuation Capacity for Scenario #1  
The simulation parameters for Scenario #1 are delineated as follows: The number of passengers present on the Line #4 platform is 285. The full capacity of a train at this platform is 720. Additionally, there are 282 passengers on the Line #1 platform, 338 individuals in the non-paid area of the station hall, and 269 individuals in the paid area of the station hall. The cumulative total of individuals requiring evacuation amounts to 1894. The simulation results indicate that the total evacuation time for the subway station in Scenario #1 is 222.8 s, with the evacuation time for all individuals on the Line #4 platform specifically recorded at 135.7 s. These findings suggest that the emergency evacuation efficiency of the subway station in this scenario is notably high, allowing for the rapid and effective evacuation of passengers in response to emergencies, thereby ensuring their safety. Subsequently, a comprehensive analysis of the overall transport capacity will be conducted, encompassing both stairway and exit evacuations. In the simulation of Scenario #1, the personnel evacuation process within the subway station is categorized into several distinct areas: the platform level of Line #1, the platform level of Line #4, the paid area of the station floor, and the non-paid area of the station floor. Notably, the platform level of Line 4 is serviced by fully loaded trains. The variations in cumulative passenger evacuation flow and the corresponding timeframes for the selected areas are illustrated in Figure 9. The data indicate that individuals in each designated area can successfully evacuate to a safe location within the established time limits. The fully loaded train on the left side of Line 4 consists of six carriages, each equipped with four standard doors. The evacuation process across these six carriages exhibits a relatively uniform distribution trend. The hierarchy of the number of evacuees reaching safety in the shortest time is as follows: the train > the platform level of Line 1 > the platform level of Line 4 > the paid area of the station floor > the non-paid area of the station floor. The total evacuation times recorded are 52 s for the train, 62 s for the platform level  
Figure 9: The variation in the number of passengers in different areas under Scenario #1.  
of Line 1, 128 s for the platform level of Line 4, 199 s for the paid area of the station floor, and 222.8 s for the non-paid area of the station floor. In this scenario, the duration of evacuation for the paying area is less than that for the non-paying area, which can be attributed to the availability of comprehensive emergency evacuation facilities on the composite platform floor. At the beginning of the emergency evacuation, all gates are kept open for a prolonged duration, with inbound gates also serving as outbound gates. Additionally, in Scenario #1, the flow of passengers is at its lowest, leading to a reduced population density in the paying area relative to the non-paying area. However, it is noteworthy that the overall evacuation completion times for both areas demonstrate a tendency to converge. An examination of the data presented in Figure 10 reveals that for Staircase A, the left escalator achieves a maximum passenger flow rate of 1.61 individuals per second, the middle escalator reaches 2.21 individuals per second, and the right escalator attains 1.54 individuals per second. In the case of Staircase B, the left escalator records a maximum flow rate of 1.63 individuals per second, the middle escalator registers 2.18 individuals per second, and the right escalator has a maximum flow rate of 1.39 individuals per second. For Staircase C, the left escalator's maximum flow rate is 1.84 individuals per second, the middle escalator's is 1.68 individuals per second, and the right escalator's is 1.37 individuals per second.