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Asian cities have increasingly been promoting the creation of walkable built environments as a catalyst for local economic development in global competition. However, the economic influences of pedestrianization are still debatable without sufficient quantitative assessments in Asia's commercialized cityscape along with mega-rail projects, high-rise buildings, and traffic-choked streets. This research examines the net capitalization effects of skywalk network and pedestrian zone schemes on office towers and retail streets using the case of Hong Kong. The sets of hedonic regression models in a quasi-experimental research framework show mixed results. The expansion of skywalk networks produced positive capitalization effects on podium-level office units connected by footbridges near metro rail exits, while having insignificant impacts on street-level retail units. The models also reveal that the implementation of pedestrian zone schemes generated insignificant capitalization effects on street-level retail units regardless of rail proximity. The evidence gives some credence to the notion that the creation of walkable built environments in Asian cities would contribute to capital accumulation through mega-rail plus international office tower projects. However, the findings also infer that pedestrianization initiatives in global competition would lead to neither commercial revitalization nor gentrification on local retail streets around metro rail stations. • The commercial value of pedestrianization in Asian cities is examined • Skywalks generate positive price effects on office towers near rail stations • Both skywalks and zone schemes have no price effects on retail streets • Pedestrinization can contribute to capital accumulation via office towers • Pedestrinization may induce neither retail revitalization nor gentrification [ABSTRACT FROM AUTHOR]

Aim: Resuscitation from out of hospital cardiac arrest (OHCA) requires success across the entire chain of survival. Using a large state-wide registry, we characterized variation in clinical outcomes at hospital discharge in Michigan hospitals.Methods: We utilized the Michigan Cardiac Arrest Registry to Enhance Survival (CARES) and included adult OHCA subjects with return of spontaneous circulation (ROSC) from 2014 - 2017 that survived to hospital admission. 39 Michigan hospitals were included which managed >30 cases during the study period. Multilevel logistic regression, controlling for both subject characteristics and clustering of subjects within hospitals, assessed variation across hospitals in survival to hospital discharge and survival with cerebral performance category (CPC 1-2).Results: There were 5,486 CARES subjects that survived to hospital admission, and 4,690 met inclusion for analysis. Of 39 included hospitals, median survival to discharge was 31.3% (range 12.5%-46.7%) and median survival to discharge with CPC 1-2 was 25.0% (range 5.2%-42.2%). We identified 12-fold variation in the utilization of TTM by hospital (median 47.9%, range 6.7%-80.0%) for all admitted subjects. Similarly, there was nearly an eight-fold variation in LHC for all post-arrest subjects (median 22.1%, range 5.4%-42.2%). In multivariable analyses, median adjusted survival to discharge was 26.9% (range 18.1%-42.1%) and median adjusted survival to discharge with CPC 1-2 was 21.3% (range 9.6%-32.1%).Conclusion: We observed substantial variation in clinical outcomes at discharge between Michigan hospitals, including a four-fold range of survival and eight-fold range of survival with CPC 1-2. This variation was ameliorated but still persisted in adjusted modeling. Variation in post arrest survival by hospital was not fully explained by available covariates, which suggests the possibility of improving post-arrest clinical outcomes at some hospitals via quality improvement activities. [ABSTRACT FROM AUTHOR]

The relationship between dense urban development, often represented by high-rise buildings, and its location vis-à-vis metro stations reflects the connection between transportation infrastructure and land use intensity. Existing literature on high-rise buildings has focused either on developed countries or on cities where urban and public transit developments have occurred in an uncoordinated manner. This paper examines the following questions: What is the spatial proximity and spatial correlation between high-rise buildings and metro stations in different stages of development in various parts of the city? What were some of the factors that resulted in the observed patterns? The results suggest that buildings constructed after 2000 and buildings within the urban core/Shanghai Proper districts had a greater spatial proximity to the metro stations. However, the spatial correlation, measured by the number of high-rise buildings within a 500-m buffer from the nearest metro stations and the time-distance to these stations, is stronger in the outer districts than in the urban core. These differences can be accounted for by Shanghai's stages of urban development, the existence of metro infrastructure when high-rise development was undertaken, and the city's land use policies. This case study sheds light on the relationship between high-density developments and metro systems in other large cities in China and other developing countries where rapid urban development coincides with the establishment of a comprehensive public transit system. • Investigate the relationship between high-density development and its location vis-à-vis metro stations. • Understand the different spatial distribution patterns of high-rise buildings between suburban districts and urban core. • Application of the spatial proximity and spatial correlation measures between high-rise buildings and metro transit. [ABSTRACT FROM AUTHOR]

Abstract Predicting temperature evolution of sliding bodies plays a key role in many industrial designs. Temperature-dependent material properties, microstructure evolution of material while heating and quenching, and residual stress comprise these factors importance. Despite existing theoretical, numerical, and experimental methods for predicting surface temperature of sliding bodies, there are some restrictions relating to each one. This paper aims to present a strategy and numerical method for finding the temperature evolution of sliding bodies with arbitrary geometry of the contact patch. Preserving generality, temperature evolution of sliding railway flat wheels is the main problem of this study. A finite element model (FEM) is developed with ANSYS APDL software (Canonsburg, PA, USA). The model is validated with existing analytical formulas in steady state and transient cases and a good agreement is achieved. Six real cases from full-scale field tests are considered and a comparison is made between the results. As an application of the method, the obtained time-history of surface temperature is applied to a 3D FE model of a flat wheel as a boundary condition. Graphical abstract Image 1 Highlights • A new strategy for finite element modeling of thermal analysis of sliding bodies is developed. •Thermal analysis of railway wheel and rail during formation of wheel flat is among the applications. • Validation of new model is performed with existing theoretical and experimental data. • Applying thermal contact resistance to the model leads to accurate steady-state temperatures. • The time-dependent surface temperature result is applied to a 3D model to perform thermal analysis. [ABSTRACT FROM AUTHOR]

Two important concepts of accessibility are proposed and measured in this paper: the attraction accessibility and the radiation accessibility. The attraction accessibility means the ease of reaching a given station by using certain modes of transport such as walking, bicycle, bus or taxi. The radiation accessibility represents the ease of reaching other stations from the given station. The metro transit system in Xi’an, China was used as a case study to elaborate the proposed concepts of accessibility. It has been found that the station attraction accessibility depends mainly on the walking connection accessibility, so the improvement of walking environment is a key factor in improving the station’s overall accessibility. The transfer stations exhibit the highest level of radiation accessibility while the first/last stations have the lowest. The radiation accessibility of other stations varies widely and depends on their location in the network and the topological depth from the transfer stations. In general, the closer to the middle of the line, the higher the radiation accessibility, whereas the closer to the end of the line, the lower the accessibility. The findings provide decision makers with evidence on how to improve the metro stations’ travel environment and the layout of the metro network. [ABSTRACT FROM AUTHOR]

Construction of an underground complex in congested urban areas calls for excavation of a group of foundation pits, referred to as a pit complex, which are usually surrounded by existing facilities. In such circumstances, the safety of the pit complex and facilities during the construction are of great concern. This paper presents a case of an underground complex construction in Shanghai soft clay. A pit complex composed of two deep excavations was excavated for a Comprehensive Transport Hub (CTH) and a commercial retail area and pedestrian concourse known as South Square (SS), which were connected to an operating metro station and a railway station. During the excavation, potential deformation of metro tracks and railway tracks were expected due to extensive soil unloading. To safeguard the railway and the subway, a zoned and staged construction technology was proposed, in which several temporary partition walls were constructed in addition to necessary supporting structures, to allow the large-scale deep excavations to be divided into several independent small-scale excavations. This paper discusses the rational construction sequence of these excavations as well as reinforcement measures in detail. The construction technology was examined by extensive field data. It is found that the maximum horizontal displacement of diaphragm walls ranged between 0.05% H e and 0.4% H e , where H e is the excavation depth. The vertical displacements of the railway tracks were well controlled, whereas the metro tracks heaved significantly due to unloading effect. [ABSTRACT FROM AUTHOR]

Construction processes require monitoring to ensure safety and to control the new and existing structures. Traditional monitoring is based on land surveys and geotechnical instruments and only allows for point-like measurements. Ground-based synthetic aperture radar (GB-SAR) is a remote sensing radar installed in the ground that offers the possibility of acquiring measurements in 2D covering areas of up to a few square kilometers in a single acquisition. Because the GB-SAR technology measures phase shifts along the Line-of-Sight, it only allows for measurements in the longitudinal direction. Moreover, this technology requires coherence between subsequent acquisitions. These restrictions can be a limitation to the usage of GB-SAR for monitoring a construction process because in this context, the movements of soil and existing structures occur in any direction and at a very fast pace. This paper aims to test the GB-SAR suitability to measure movements during construction. To do so, an experiment was performed in the future railway station of La Sagrera, Barcelona (Spain), in which GB-SAR was used to accurately quantify wall displacements induced by dewatering and proved to be helpful to understand structural deformations and to identify vulnerable areas. The results were compared to traditional monitoring data and numerical models to confirm the reliability of the GB-SAR measurements. [ABSTRACT FROM AUTHOR]

In recent years, railway stations have come to be seen as non-places within society, points of transit and nothing more. The role of the station in place making is disputed with stations seen as both creating and destroying a sense of place within a community. Our study is located within the railway stations of Scotland and explores how local communities have been empowered to reclaim, customise, and re-appropriate stations to simultaneously create a sense of place and better promote their community to the outside world. Drawing on ethnographic research we refute the notion that stations are somehow ‘placeless’. We show how through a process of legitimisation, a sense of ownership and appropriation of the station environment, communities are able to transform the station, improving hedonic value and recapturing a sense of place. [ABSTRACT FROM AUTHOR]

High-speed rail is a large-scale form of public infrastructure that delivers obvious public benefits and economic externalities. The effects of high-speed rail on housing prices are significant, generating positive effects such as increased accessibility between cities as well as negative impacts such as noise pollution. The development of housing projects and urban spaces that surround high-speed rail stations can be improved by scientifically examining the effects of high-speed rail stations on housing prices. In examining the Beijing high-speed rail station, this study develops a hedonic model to study the effects of a high-speed rail station on housing prices at varying geographical spatial ranges. Research shows that greater accessibility between cities, increased investment attractiveness, and an expansion of public service infrastructure results from the establishment of high-speed rail stations, which in turn positively affects housing prices. However, traffic congestion, electromagnetic radiation pollution, noise, and higher crime rates negatively affect housing prices. Spatial variations in housing prices result from the combined effects of positive and negative impacts. From the research result that housing price increases with an decline in distance between houses and high-speed rail stations within (0.891 km, 11.704 km) by the influence of high-speed rail station, and thus we recommend that residential land-transferring fee premiums resulting from high-speed rail station construction should be dedicated to the construction of affordable housing. In addition, housing price declines with an decline in distance between houses and high-speed rail stations within (0.475 km, 0.891 km), and thus regarding negative impacts of high-speed rail stations on housing prices, we recommend that compensation be made available to homeowners residing in affected regions. While land use intensities and urban space layouts should be considered during the planning of high-speed rail stations. [ABSTRACT FROM AUTHOR]

Researchers are giving increased attention to large space buildings such as airports and railway stations because of the high energy consumption of their indoor cooling systems. The indoor cooling system of a large space building is essentially a heat transfer process among several heat sources and heat sinks. Entransy analysis and T – Q diagrams are clear and direct methods for describing the heat transfer process in large space buildings. Based on entransy dissipation, the equivalent thermal resistance can be defined in order to evaluate the indoor cooling systems in large space buildings. Minimizing thermal resistance is the best way to achieve high-temperature cooling. Methods for reducing the equivalent thermal resistance from the heat sources to the heat sinks in large space buildings include simplifying the heat transfer process, reducing mixture loss among heat sources, minimizing unnecessary mixing of hot and cold fluids, and handling solar radiation directly. Based on this analysis, a radiant floor and displacement ventilation system is proposed. Compared with a conventional jet ventilation system, the radiant floor system has lower equivalent thermal resistance, especially for direct solar radiation. The new system was applied in Xi’an Xianyang International Airport, and it demonstrated approximately 34% better energy performance compared to the conventional system. [ABSTRACT FROM AUTHOR]

Abstract: This study investigates the effects of subway platform design elements, such as finishing materials, on the temporal and spectral characteristics of public address (PA) announcements. To reproduce the acoustic conditions of the simulation model, acoustic-fitting using ray-tracing models was performed for two existing subway stations with island platforms using field measurement data. A systematic investigation using a computer station model was then carried out to clarify variations in the sound field characteristics when modifying station dimension and replacing finishing materials. It was found that smaller station dimensions yielded a higher speech transmission index (STI) and sound pressure level (SPL) with low early decay time (EDT), whereas higher absorption materials yielded a higher STI with lower SPL and EDT in the platform sound fields. In particular, a smaller station cross-sectional area obtained by modifying the station width and corridor height was the most effective for improving STI. More absorption on the floor and ceiling surfaces in the platform area had a marked influence on improving STI. In addition the auralized PA sounds with anechoic male and female announcements were analyzed using spectrogram and auto-correlation/interaural cross-correlation factors. It was found that the absorptive treatments contributed to clearer temporal characteristics of the PA sounds with decreased binaural dissimilarity and without any changes in spectral components. [Copyright &y& Elsevier]

Abstract: The environmental impact of transport is a growing issue in transport infrastructure planning. The construction of a high-speed rail station at the Madrid Barajas Airport in Spain is an example of the integration of different transportation modes, with expected environmental benefits. We construct a model to assess modal choice and environmental benefits. The results show that with high-speed rail the number of people choosing air travel and the private car is reduced leading to important environmental benefits: a reduction of close to 5kg of CO2 per passenger, or 10% of all emissions on the corridor. Our results also show that increasing the cost of using the private car is picked up by air transport rather than high-speed rail, leading to an increase in total emissions. [Copyright &y& Elsevier]

• The demand for Underground Logistics Systems (ULSs) in Chinese new cities. • Suitability of goods and freight types in ULSs is discussed. • Independent and integrated ULS network systems are compared and analyzed. • "Breakthroughs" for the ULS applications are presented. Underground logistics systems (ULSs) has been an important topic and research hotspot for urban underground space use in China, especially for implementation in new cities and districts, as it is a necessary element to be considered for city underground space planning. Since these newly planned areas will face many challenges, including increasing logistics volume, spatial constraints etc. if we use the existing freight transport modes similar to old cities. Furthermore, the rapid developments of Chinese new cities provides an opportunity to implement innovative ULS freight transport systems and technology that are efficient and sustainable. Recently, ULS has been included officially in the planning and study for Beijing's Sub-Center, the Yangtze River Demonstration District and other new cities and districts. However, the real value of ULS will not materialize unless it is successfully implemented. This paper presents the exploration, observations and findings of a few proposed ULS planning and research works in the new districts mentioned. The suitability of goods and freight types in ULS, logistic flow demand forecasting and ULS network systems integrated with underground metro or infrastructure are discussed. Both dedicated and integrated ULS network systems are also compared and analyzed. Despite the many advantages, many challenges and difficulties remain in the planning integration, technology adaptation and implementation of ULSs in new districts and cities, thus, interdisciplinary collaborations is one of the key success factors to ensure ULS can be brought to fruition. [ABSTRACT FROM AUTHOR]

• The behavior of shallow layers was determined by the Multichanel Analysis Seismic Wave (MASW) method. • The seismic reflection profile of the Las Tres Virgenes Geotermal Field correlates with the lithology of drilled well. • Areas of geothermal interest are presented. • 2D gravimetric models. Las Tres Vírgenes Geothermal Field (LTVGF) is located in the northern flank of the Volcanic Complex (LTVVC) of the same name. The area sits on the northeast part of Baja California Sur, Mexico. The LTVGF is one of five active geothermal fields in the country. It started producing electrical energy in 2001 and currently has an installed capacity of 10 MW. The fluids in the geothermal field circulate through faults and fractures that cut and transect the Cretaceous granodioritic basement and uppermost sedimentary and volcanic rocks. This study presents new seismic (controlled source) and gravimetric models to characterize the structural system of the volcanic complex, its relationship with the movement of geothermal fluids, and the location of new areas with geothermal potential. The seismic sections were correlated with lithological columns from geothermal drill hole. The multichannel analysis of surface waves (MASW) method was used to characterize the shallow (<60 m) subsurface structure of the complex and two seismic reflection profiles were used to identify deeper structures. The analysis of 223 gravimetric stations and anomaly maps allowed the identification of a new fault system. Based on the gravimetric anomalies, surface geology, and lithostratigraphy of CFE wells, four two-dimensional (2D) models were constructed. In these models, the spatial distribution of the main lithological units beneath the volcanic complex as well as a fault system can be observed. Finally, the integrated results show new areas of potential interest located within the Las Tres Vírgenes Volcanic Complex and a geothermal field. [ABSTRACT FROM AUTHOR]

• The columns in the hanging wall are crucial to the bearing capacity of the station. • The existence of surface structure amplifies the seismic response of the underground station. • The amplification effect of surface structure is more obvious in the earth fissure environment. • Hysteretic energy of station column in hanging wall is greater than that in foot wall. Earth fissures, special engineering geological hazards, destroy the integrity of the ground and enlarge seismic responses of structures. Because of this, the safety of structures in the earth fissure environment is hard to guarantee, especially in bustling areas of the city in which underground stations and surface structures are affected by each other under earthquakes. In this paper, the 3D finite element models of the surface structure, underground station, and ground soil with earth fissure were built, taking into account the interaction between structures and soil. Then, the artificial boundary was verified, and seismic behaviors of earth fissure ground were compared with the test result. The experiment and the calculation result showed the same tendency. Moreover, the key parameters of the simulation model were modified, and the acceleration amplification factors of the underground station were analyzed. Finally, based on the most unfavorable condition, the failure mechanism of the underground station was analyzed. The numerical results indicate that the existence of earth fissure and surface structure amplifies the seismic responses of the underground station. The increase in floor number of surface structure and decrease in shear modulus of soil also enlarge the seismic responses of the underground station, and this amplification effect is more obvious in the earth fissure environment. The columns of the underground station in the hanging wall are one of the crucial parts to the bearing capacity of the station, and are destroyed due to the P-Δ effect and the uneven vertical settlement of the underground station. These results are significant for studying the effect of earth fissure on the seismic responses of the underground station. [ABSTRACT FROM AUTHOR]

After a few years of initial sales, there is an opportunity to analyze how early hydrogen fuel cell vehicle (FCV) adopters evaluated the spatial arrangement of a network of stations prior to adoption. Since strategies differ on how best to arrange initial stations in a region to facilitate adoption, understanding how they did so informs future station planning methods. We distributed a web-based survey to 129 FCV adopters throughout California in 2019, asking them where they lived and traveled at the time of adoption, up to five stations they planned to use, and subjective reasons for listing those stations. We estimated shortest travel times to respondents' homes and other frequent locations, and deviations from frequently traveled routes. We compared differences in subjective and objective convenience for primary, secondary, and lower-ranked stations, and tabulated the different combinations of stations that satisfied adopters' various geographic criteria. Over 80% planned to rely on a portfolio of multiple stations subjectively convenient to key activity locations, and nearly 25% who provided subjective geographic criteria for listing stations did not include "near home" as their top reason for their primary or secondary station. Estimated travel times to stations subjectively considered "near" home, work, and other location types exhibit variability, but consistently decay beyond 90 min. Primary stations are subjectively and objectively more convenient to home and work than lower-ranked stations, and more associated with subjective convenience to home and objective convenience to work than secondary stations. Other destination types align with lower-ranked stations. • We surveyed 129 early adopters of hydrogen fuel cell vehicles in California in 2019. • Respondents listed up to five stations they intended to use and reasons why. • We evaluate subjective reasons given for stations and objective network GIS metrics. • 80% use a portfolio of stations to satisfy a diversity of geographic criteria. • Drivers associate primary, secondary, and other stations with different locations. [ABSTRACT FROM AUTHOR]

Transit-oriented development (TOD) has gained worldwide popularity because of its potential to help communities achieve sustainability goals. The current practice of TODs has largely focused on individual transit station sites or TOD nodes, not fully capturing the corridor advantages associated with transit systems. This study develops a conceptual framework and an implementation tool for planning corridor TOD (C-TOD). C-TOD expands the conventional nodal TOD concept and practice to 1) capture corridor level interactions between individual TOD nodes, and 2) incorporate economic, social, and environmental indicators with the physical planner/design attributes for modeling and evaluating C-TOD plans. Conceptually, the study defines C-TOD spatially as individuals' travel shed within a travel time budget of 55–65 min along the transit service segment of 15–20 miles (stations). Operationally, the C-TOD tool measures TOD site attributes with 5D variables (Density, Diversity, Design, Distance to Transit, and Destination Accessibility) and quantifies three sustainability indicators in the C-TOD context with transit premiums, total accessibility to services and housing opportunities, and building and household travel emissions. To implement the multi-objective C-TOD tool, the study applies genetic algorithms to search, assess, and identify optimal C-TOD alternatives under user-specified planning and policy targets and constraints. A case study of Metro Line #2 in Wuhan, China, is presented to illustrate the C-TOD framework and optimization tool. As mass rapid transit systems continue to expand around the world, the C-TOD concept and tool introduced in this study can help practitioners and policy makers to augment TOD applications with improved land use planning and decision-making. • Conceptualized corridor TOD (C-TOD) in an individuals' travel shed of 55~65 min. transit time, spanning 15~20 stations • Measured C-TOD's 5D attributes: Density, Diversity, Design, Distance to Transit, and Destination Accessibility • Established C-TOD goals to maximize transit premiums and accessibility while minimizing building and travel emissions • Applied genetic algorithms to search, assess, and identify optimal land use alternatives for C-TOD • The C-TOD concept and tool developed can assist practitioners and policy makers to improve plan-making and decision choice [ABSTRACT FROM AUTHOR]

• Simultaneously design charging stations, PV plants, and time-dependent charging fee. • An extend label-setting algorithm to solve EV joint routing and charging problem. • Traffic equilibrium with approximated charging station queuing time. • Optimal power flow with PV plants to serve EV charging needs. • Parallel surrogate-based optimization to solve the design problem. The focus of this study is to jointly design charging stations and photovoltaic (PV) power plants with time-dependent charging fee, to improve the management of the coupled transportation and power systems. We first propose an efficient and extended label-setting algorithm to solve the EV joint routing and charging problem that considers recharging amount choices at different stations and loop movement cases. Then, a variational inequality problem is formulated to model the equilibrium of EV traffic on transportation networks, and an optimal power flow model is proposed to model the power network flow with PV power plants and optimally serve the EV charging requirements. Based on the above models for describing system states, we then formulate a model to simultaneously design charging stations, PV plants, and time-dependent charging fee. A surrogate-based optimization (SBO) algorithm is adopted to solve the model. Numerical examples demonstrate that the proposed SBO algorithm performs well. Additionally, important insights concerning the infrastructure design and price management of the coupled transportation and power networks are derived accordingly. [ABSTRACT FROM AUTHOR]

• Frequent train operation under over-track buildings may compromise residents comfort. • Vibration and noise levels of over-track buildings were compared with standards. • Track switches in the throat area can result in impacts transmitting high vibration. • Transfer structure helps reducing vibration levels within the low-rise building. Over-track buildings in Chinese metro depots have recently been designed to accommodate the rapid urbanization and massive construction of urban rail transit systems. However, train-induced vibration and noise impacts in over-track buildings need to be carefully assessed to provide comfortable working or living environments for the building's occupants. Vibration and noise measurements were carried out in a typical 28-story load-bearing wall supported residence and a 4-story steel-framed office building during train pass-by events in the Qianhai metro depot in Shenzhen, China. Measured points were set at ground level adjacent to the building support structures as well as on upper floors. Train induced noise levels were within both FTA and Chinese limits. Floor vibration levels in the low-rise building were within FTA limit but not the more stringent Chinese limit. Ground-borne vibration signals in the throat area contained high level, short duration impacts generated as cars passed over discontinuities in rails at a switch. Ground vibration levels near the columns under the low-rise building were significantly greater than at the load bearing walls of the high-rise building by 20 dB or more. Levels within the buildings near columns or walls were only 5 dB higher in the low-rise building. The low-rise building transfer structure apparently significantly reduced transmission into the building above the platform. Vertically aligned load bearing walls in the high-rise building more effectively transmitted vibration. The measured vibration reduction from floor to floor was meaningfully less than recommendations in FTA guidelines. This research enriches the database of train-induced vibration and noise in over-track buildings, provides insights into the vibration transmission process into and within over-track buildings and is of value for the design and construction for similar over-track buildings in future train depots. [ABSTRACT FROM AUTHOR]

In recent years, deep underground buildings appear more often than ever, and stairs are the main facilities for the upward evacuation of crowds from these buildings. As one of the most essential factors, the visibility might play a dominant role in the upward evacuation on stairs. To ensure the safety of the crowd in underground spaces, a finer discrete and stochastic floor field cellular automaton (FFCA) model integrating the visibility influence is established for the simulation of the crowd upward evacuation from a 21-storey staircase. By comparison, the simulation fits well with the observation and experiment, which implies that the model captures the main features of upward evacuations on stairs. Then, from the predicted results, it is found that the visibility reduction has a significant negative impact on the temporal–spatial distribution of pedestrians, especially on the inflow and outflow, while the entrance flow rate shows little impact as long as it is higher than 1.0 ped ⋅ m−1 ⋅ s−1. • A fine discrete and stochastic FFCA model integrated visibility influence. • For validation, the simulation fits well with the empirical data. • Entrance flow shows little impact when higher than 1.0 ped ⋅ m−1 ⋅ s−1. • Visibility reduction shows significant negative impact on evacuation. [ABSTRACT FROM AUTHOR]