Station Capacity Assessment Guidance

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Station Capacity Assessment Guidance

ForewordForeword

Railway stations have perhaps never enjoyed the profile they have had until the last few years. In

recent times we have had both the Better Rail Stations Report published by Government (November

2009), Network Rails Action Stations research (J anuary 2010) and continuing contributions from

important stakeholders in the railway as to the importance and needs of passengers at stations.

The contribution to the journey experience that stations can make

is very clear. Passengers expect and deserve an experience at

railway stations, through service, facilities and access, which adds

to their end-to-end journey experience. Research shows that

integration with others, modes, convenient facilities, readily

available information and, critically, an environment which is

pleasant to move around and wait in are significant influences on

both the attractiveness of rail and determinants of passenger

satisfaction.

It is important that the industry develops a consistent and effective

approach to objective led design and planning of stations.

Network Rail is developing a series of guidelines that will provide

promoters, sponsors, project managers and technical contributors

with clarity over the approach that it sees as good practice.

I would encourage you to embrace this Station Capacity Assessment Guidance as well as other

documents to be published during the course of 2011 to help the nation design, evolve, build and

maintain stations which optimise the value of rail for passengers, local communities and the nation.

Mike GogginDirector, Stations & Customer Service

Passengers expectand deserve anexperience atrailway stations,through service,facilit ies and access,

which adds to theirend-to-end journeyexperience


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Executive Summary

Execut ive Summary

This document provides practical guidance to Network Rails station capacity assessment requirements

relating to the planning and design of the public areas of its station premises.

Network Rail is responsible for handling hundreds of thousand passengers a day at its Managed

Stations and for those stations pedestrian planning and design is of strategic importance and not just a

technical consideration. It affects safety, operational performance, financial results and Network Rails

reputation.

As a railway company Network Rail has to facilitate and manage the safe movement of large numbers of

people conveniently and efficiently and the size and design of the stations must therefore balance

capacity provision and costs effectiveness.

Station Capacity can be described as the ability of a station and its associated spaces and facilities to

safely, comfortably and conveniently accommodate and circulate the numbers of people expected touse the station.

By carrying out station capacity assessments Network Rail can optimise its station layouts, plan for

growth and right size its facilities. It can also demonstrate that its stations are safe, comfortable to use,

and easy to navigate with a minimum of operational management. The outputs from the assessments

can enable Network Rail to make station designs efficient, and cost effective whilst simultaneously

freeing up space for other uses such as retail or supporting development.

Capacity assessments of existing stations are used to identify the

reasons for any current or predicted congestion and to identify

priorities and mitigation measures to extend the life of a station by

increasing its capacity and making it more comfortable. For newstations an early appraisal and intervention provides much better

value than retro-fixes. Most value can be obtained during the early

GRIP stages 2 and 3 for new stations but it also applies to existing

stations. During these stages there is still flexibility to optimise

between cost and performance in the design, and the design can

then be tested to 'see' how it works under different scenarios or

means of operation. At later stages the design is mostly fixed and

the impact pedestrian planning can have is limited.

This guide promotes a consistent best practice approach to capacity assessments in planning and

designing public areas in stations especially elements such as platforms, concourses and footbridges. It

will help to create the optimum sizing and relative arrangement of waiting areas, decision making points,circulation spaces and other station facilities within a station: it will also help to ensure that a station

design is provided with:-

right sized public spaces and facilities safe, effective and convenient access to train services safe, effective and convenient operation and management of the station clear circulation routes with minimum travel distances circulation spaces free from unnecessary obstructions good lines of sight and no avoidable dead ends or hiding places a predictable plan for growth

For new stationsand major

redevelopments anearly appraisal andinterventionprovides muchbetter value thanretro-fixes.


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Executive Summary

The document is divided into two volumes. Volume One provides information on necessary station

space planning and dimensional criteria, This describes, for example, requirements for:

the planning of concourses and consequential spatial requirements that need to be catered for

(see section 2.4.3;

the planning and design of access and interchange arrangements (see section 2.4.4)

the determination of platform widths (see section 2.4.5).

the implementation of revenue protection gates (see section 2.4.2);

Volume Two describes a standardised approach to station capacity assessments and explains the

difference between the two key methodologies, i.e. static analysis and dynamic modelling. The

objectives of a station capacity assessment will vary from one project to another but typically these

would include:

Assessment and optimisation of new designs Evaluation of proposed refurbishments to existing

infrastructure Optimisation of existing infrastructure Operational planning and crowd management Development of congestion relief schemes Retail planning Significant timetable changes or introduction of longer trains Safety assessments and evacuation planning Contingency planning Business Case development (for example for the next Control

Period) Support for Statutory/Regulatory Authority approvals

Volume Two also explains the importance of a clear remit and what

this should consist of and what outputs or deliverables are required

in order to articulate, analyse and effectively communicate the

results. It also provides a table with interpretation guidelines.

Last but not least, it is important to stress that it is necessary to correctly interpret the results of any

capacity analysis and that it is essential for any modeller and reviewer to have a good understanding of

human behaviour, crowd dynamics and indeed the principles and limitations of technical capacity

assessments before concluding any interpretations or recommendations. The creation of a spreadsheet

or a simulation model is not the end in itself: It is the interpretation and the consequential professional

advice that counts. Ultimately it is this last action that addresses the safety and commercial objectives of

the project.

A goodunderstanding ofhuman behaviourand crowddynamics , as wellas the princ iplesand limitations ofsimulations, isneeded to correctly

interpret theresults.


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Contents

Contents

1 Introduction ..................................................................................................... 111.1

Background ....................................................... ........................................................ .........11

1.2 Space Planning Policy....................................................................................................111.3 Appl ication of this Guidance ........................................................... ................................. 141.4 Structure of the document ................................................................................................14

2 Volume One: Planning Guidelines................................................................. 152.1 Introduct ion ................................................... ........................................................ .............152.2 Station Categor ies .............................................................................................................152.3 Planning Criteria ................................................................................................................16

2.3.1 Passenger demand ..................................................................................................162.3.2 Passenger types .................................................. ..................................................... 172.3.3 Station Failure ..........................................................................................................18

2.4 Station Capacity Planning Guidelines Normal Operations .........................................192.4.1 External Elements ....................................................................................................192.4.2 Revenue Protection Gatelines.................................................................................19

2.4.2.1 Gatelines - Introduction .....................................................................................................192.4.2.2 Gatelines for through platforms .........................................................................................202.4.2.3 Gatelines for terminating platforms....................................................................................212.4.2.4 Other Gateline Considerations ..........................................................................................22

2.4.3 Concourse Act ivi ties ................................................................................................232.4.3.1 Travel Information provision..............................................................................................242.4.3.2 Ticket-issuing Arrangements .............................................................................................252.4.3.3 Passenger Facilities ..........................................................................................................252.4.3.4 Clear walkway through concourse spaces ........................................................................262.4.3.5 Station concourse headroom.............................................................................................26

2.4.4 Access and Interchange .................................................. ........................................ 272.4.4.1 Passageways. ...................................................................................................................272.4.4.2 Changes in level Introduction. ........................................................................................272.4.4.3 Changes in level ramps..................................................................................................282.4.4.4 Changes in level stairways .............................................................................................282.4.4.5 Changes in level escalators............................................................................................292.4.4.6 Changes in level lifts.......................................................................................................292.4.4.7 Run-offs .............................................................................................................................302.4.4.8 Headroom for access and interchange..............................................................................31

2.4.5 Platforms...................................................................................................................31 2.4.5.1 Platforms General Principles..........................................................................................322.4.5.2 Platform widths platforms as waiting areas ....................................................................332.4.5.3 Platforms as passageways................................................................................................352.4.5.4 Platform Access and Egress points...................................................................................35

2.5 Station Planning Guidelines Abnormal Condit ions .....................................................352.5.1 Abnormal condi tions adjustments to planning requirements ........................... 352.5.2 Demand considerations ...........................................................................................362.5.3 Abnormal s ituat ion......................................................... .......................................... 37

2.5.3.1 Emergency Evacuation......................................................................................................372.5.3.2 Perturbation.......................................................................................................................382.5.3.3 Construction.......................................................................................................................392.5.3.4 Special Events...................................................................................................................40

3 Volume Two: Station Capacity Assessment Guidance ............................... 413.1 Introduct ion ................................................... ........................................................ .............413.2 Object ives of a Station Capacity Assessment ................................................................413.3 Standard approach to station capacit y assessments ....................................................413.4 Determining the Requirement for Capacity Assessments .............................................423.5 Data col lect ion ...................................................................................................................43

3.5.1 Introduction ..............................................................................................................433.5.2 Demand Data ........................................................ .................................................... 43

3.5.2.1 Data collection...................................................................................................................443.5.2.2 Station Entries & Exits Counts...........................................................................................453.5.2.3 Origin-Destination Demand Matrix ....................................................................................453.5.2.4 Unique tracking survey data, additional counts and validation counts within the station ..463.5.2.5 Gateline Data.....................................................................................................................463.5.2.6 J ourney Time Survey.........................................................................................................46

3.5.3 Demand forecasting .................................................................................................463.5.3.1 Planning for Demand Growth............................................................................................463.5.3.2 Defining a Growth Scenario for Rail Passengers..............................................................463.5.3.3 Defining a Growth Scenario for Retail Footfall ..................................................................47


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3.5.3.4 Other Growth Scenarios....................................................................................................473.5.3.5 Planning Horizons & Contingency.....................................................................................48

3.5.4 Appraisal Considerat ions ................................................ ........................................ 483.5.5 Layout Drawing Inputs .............................................................................................483.5.6 Site Vis it ...................................................... ....................................................... .......493.5.7 Other Information and Assumpt ions ......................................................................49

3.6 Base Case, Option and Scenario Definit ion ....................................................................50

3.7 Developing a Tender Brief.................................................................................................503.8 Static analysi s .................................................... ........................................................ ........513.8.1 Definition...................................................................................................................51 3.8.2 Object ive ...................................................... ........................................................ .....513.8.3 Purpose.....................................................................................................................51 3.8.4 Process ............................................... ........................................................ ..............51

3.9 Dynamic Model ling ............................................................................................................533.9.1 Introduction ..............................................................................................................533.9.2 Model ling Methodology ...........................................................................................543.9.3 Data Inpu ts and Assumptions .................................................................................56

3.9.3.1 CAD drawing......................................................................................................................563.9.3.2 Passenger Demand Data ..................................................................................................563.9.3.3 Composition of Passenger Populations.............................................................................563.9.3.4 Train service information...................................................................................................573.9.3.5 Gateline configuration........................................................................................................573.9.3.6 Escalator orientation..........................................................................................................573.9.3.7 Operational information.....................................................................................................573.9.3.8 Customer Information Screens (CIS) and Signage...........................................................573.9.3.9 Ticket purchasing points and service assumptions ...........................................................583.9.3.10 Lift Assumptions ................................................................................................................583.9.3.11 Secondary revenue facilities..............................................................................................58

3.10 Model outpu ts ....................................................................................................................583.10.1 Density maps (also referred to as Level Of Service (LOS) or Service Factormaps) ...................................................................................................................................583.10.2 Space ut il isat ion maps.............................................................................................593.10.3 Flow rates analys is ..................................................................................................593.10.4 Clearance times .................................................... .................................................... 593.10.5 Journey times ...........................................................................................................593.10.6 Evacuat ion maps and/or evacuation times ............................................................60

3.11 Audi ting Models ................................................ .................................................... .............603.12 Modell ing Analysis and Interpretation .............................................................................613.13 Modelling Documentation and Deliverables....................................................................61

3.13.1 Model Plan ................................................ ........................................................ ........613.13.2 Site Visi t technical note ...........................................................................................673.13.3 Model Validation report ............................................................................................673.13.4 Audi t report ................................................ ........................................................ .......683.13.5 Model ling Report ......................................................................................................68

3.14 Business Case Analysis....................................................................................................693.15 Project closure...................................................................................................................69Appendix A - Glossary ............................................... ........................................................ ..............71Appendix B Determining the Requirements for a Station Capacity Assessment ....................72Appendix C Tender Remit Structure........ ....................................................... .............................75Appendix D Stat ic Analysis Audit Checkl is t ................................................ ............................... 76Appendix E Audi t Report ............................................ .................................................... ..............79

Appendix F Static Assessment Report Template....................... ................................................ 81Appendix G Modell ing Report Template ..................................................... ................................ 833.16 Appendix H - Timetable Template .................................................... ................................ 843.17 Appendix I Relevant Documentat ion....................................................... ...................... 85


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Contents

Figures

Figure 1.2-2 Visualisation of Level of Service and colour code (SPSG, v4 of March 1998)....................12Figure 2.4-1 Platform Functional Zones..................................................................................................33Figure 3.9-1 Modelling Methodology.......................................................................................................54

Tables

Table 2.4-1 Recommended Concourse Space Requirements................................................................23Table 2.4-2 Level Change Requirements ...............................................................................................27Table 2.4-3 Ramp Gradient Requirements .............................................................................................28Table 2.4-4 Recommended Run-offs and Run-ons.................................................................................30Table 2.4-5 Platform General Principles .................................................................................................32Table 2.5-1 Abnormal Operations Planning............................................................................................35Table 2.5-2 Abnormal Operations Planning............................................................................................36Table 2.5-3 Demand assumptions for abnormal operations ...................................................................36

Table 3.13-1 Model output interpretation................................................................................................64


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1 Introduction

1.1 Background

The Station Capacity Assessment Guidance describes the process and importance of capacity analysis,

modelling and assessment in the planning and design of stations on the national rail network in the UK.

It is applicable to all categories of stations although it is likely to be more frequently used where there is

a potential for congestion.

This guidance promotes a consistent best practice approach to capacity analysis in the planning and

design of public areas in stations especially elements such as platforms, concourses and footbridges.

The guidance provides:

a standard approach to station capacity analysis and assessments station planning and design advice and standards space requirements for public areas in stations the opportunity for consistent good practice in the validation of station design using the appropriate

pedestrian modelling technique if and when appropriate

Consistent application of this guidance supports industry and Network Rail objectives, namely:

the development of consistently high performing stations that support safe movement of people,high-levels of train performance and passenger satisfaction

the reduction in the cost of stations through the development of a consistent approach to planningand design and the eradication of uncertainty during design development.

the provision of improved information for the planning of the rail network and its stations through thedevelopment of a library of reference material owned by Network Rail

Station Capacity can be described as the ability of a station and its

associated spaces and facilities to safely and conveniently

accommodate and circulate the numbers of people expected to use thestation.

This is a living document which will be continuously updated to reflect

ongoing research and consultation, changes in legislation, additions in

scope and the ever-changing environment. In many cases it should be

read in conjunction with other existing or soon to be published

documents including:

Guide to Station Planning & Design Network RUS (Stations) and Network Rail Managed Stations Wayfinding Guidelines

Any suggestions users may have for improvement in this guidance willbe welcomed and should be emailed to [email protected]

subject: Station Capacity.

1.2 Space Planning Policy

In the interest of passengers safety and comfort it is Network Rails policy that space for normal

operations in stations shall be planned to:

a) Optimise passenger comfort, satisfaction and safety

b) Minimise congestion

c) Be resilient to surges in patronage and train service disruption and

d) Provide opportunities for additional trading or railway activities where possible andappropriate in overall support of the railway service

Station Capacitycan be described

as the ability of astation and itsassociatedspaces andfacilit ies to safelyand convenientlyaccommodateand circulate thenumbers ofpeople expected

to use the station.


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The principal purpose of station planning is therefore to provide a station that meets its objectives see

Stations Planning & Design Guide. The policy is to create a station with the optimum sizing and relative

arrangement of waiting, decision and circulation spaces, and station facilities with:

safe, effective and convenient access to train services relevant facilities

safe, effective and convenient operation and management of the station clear circulation routes with minimum travel distances freedom from obstructions good lines of sight and no avoidable dead ends or hiding places

The acknowledged transport industry measure for pedestrian spatial requirements was developed by

J ohn J Fruin Ph.D.1 in the early 1970s. This measure refers to the relationship between the density of

groups of people and the speed with which they can move or circulate: these are expressed as levels of

service and a visual representation of this is illustrated in Figure 1.2-2.

Figure 1.2-2 Visualisation of Level of Service and colour code (SPSG, v4 of March 1998)

1J ohn Fruin researched crowds in the early 1970s. His book Pedestrian Planning and Design has been cited in

many of the present guidelines for pedestrian planning. His research has become the standard for many subsequentbuilding design and planning operations. References to Fruin have been universally accepted.

Figure 1.2-1 Visualisation of Level of Service and colour code (SPSG, v4 of March 1998)


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Network Rail, however, also looks at other performance criteria to evaluate station designs such as

station dwell and journey times as described below:

clearance times at escalator landings and staircases off a platform clearance times at revenue protection barriers waiting times at ticket vending machines and ticket windows

dwell times in accessing, reading and understand passenger information interchange times to access other modes of transport journey times from entrance to platforms journey times between interchanging trains journey times between other transport providers

All the different performance criteria together should produce sufficient space to allow free flow of

passengers through public areas and to give reasonable comfort in waiting areas. This approach to

space provision should provide an optimal balance between convenience, safety and other demands.

Station capacity should be determined by the space requirements of all activities including:

ticket purchase retailing

vending (machines) provision of passenger information to passengers for their rail and/or onward journeys passage through any gateline wayfinding access to and from platforms waiting for trains boarding and alighting from trains accessing other modes of transport, e.g. accessing the London Underground

Capacity assessments are an integral part of the station planning process. They are often a critical

element in determining whether station designs will provide required levels of service for current,

opening year and future demand. More detailed analyses, typically using simulation models, can be

used to demonstrate the economic benefit of undertaking station improvement schemes as well as to

test changes to operational regimes or evacuation strategies.

The main objectives of pedestrian planning and modelling exercises are, inter alia:

to reasonably minimise any safety risk related to congestion and people movements within thestation, its interchanges and its operational boundaries

to assess the capacity of critical points to assess capacity constraints at stations to assess the implications of emergency and perturbed situations, such as train service delays to consider how an area may operate in future years with forecasted movements to assess significant timetable changes working up retail proposals highlighting design issues and influencing design understanding where the movement of people needs to be managed

determining where wayfinding/ directional signs or other methods to direct people are required determining if and where peoples decision point is according to their direction and destination determining operational control mechanisms during major events

On the assumption that a capacity assessment has not already been carried out for whatever purpose, it

should generally be carried out as early as possible in a project that impacts on passenger flows (i.e.

GRIP 2) as this is when emerging requirements and designs can be most (cost) effectively directed and

influenced. The later in the programme the assessment is carried out, the more detailed the proposals

are and the more expensive it will be to make significant changes to the design. It should also be noted

that capacity and people movement assessment should be a continuous process and not considered

complete. Seemingly minor changes to a design can have significant implications on people movement

and/or capacity of the station.


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1.3 Application of this Guidance

The Station Capacity Assessment Guidance should be used by all people involved in designing a station

and carrying out capacity assessments. This includes but is not limited to:

Promoters

Network Rail Sponsors Network Rail Project Managers Station Managers Transport planning consultants Engineers Architects TOC staff working on gating schemes

This guidance applies to all new stations, new assets within existing stations and altered assets within

existing stations. It has been developed such that the guidance document applies to surface or

subsurface stations. The guidance is also relevant to different types of station and usage, e.g. heavily-

used large stations or smaller franchised stations.

There are many applications for station capacity assessments but the most common usage would be onprojects such as major capacity driven enhancements, major station rebuilds, smaller scale capacity

enhancements, platform extensions, significant timetable changes, finding suitable locations for retail

units, revenue protection gateline installations and longer term capacity studies.

1.4 Structure of the document

The Station Capacity Assessment Guidance document is divided into two volumes:

Volume One of this guideline document applies to the spatial aspects of station planning in public areas

within stations and for evacuation. This provides the spatial information required by an architect or other

designer to produce an outline station design of sufficient detail to provide a cost estimate and to feed

into a passenger modelling/station capacity analysis process: it also provides information that can beused to identify the operational station footprint and to ensure that station proposals meet relevant

safety standards and criteria such as those contained in the ORR/ HMRI Railway Safety Principles and

Guidance (Part 2 section B Guidance on Stations)

Volume Two provides guidance to consultants responsible for performing station capacity assessment

studies. This sets out an acceptable approach to undertaking station assessment studies to provide a

clear and consistent, set of Network Rail requirements in terms of the approach, analysis and

documentation for such studies.

These assessments will establish space planning requirements and should be used to develop an

overall station design. As an example the assessments can provide data to the station designers

regarding platform width requirements, staircase and footbridge widths, concourse space sizing and, ata more detailed level, the requisite number of, for instance, revenue protection gates.


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2 Volume One: Planning Guidelines

2.1 Introduction

The purpose of this volume is to define the spatial requirements and the operational criteria for public

areas within Network Rail stations. It is designed to apply equally to new stations, new assets withinexisting stations and altered assets within existing stations.

For this volume, a station is defined as a facility on the Network Rail network served by passenger train

services where people can board and alight those services. It therefore excludes the following types of

railway station:

Light rail stations London Underground stations Private/heritage railway stations Goods-only stations Closed railway stations

This document applies to station planning in public areas within stations for normal operations,

construction, perturbation and evacuation. It does not include requirements for operational staff or other

occupants/ tenants movement and accommodation.

It is acknowledged that some of this guidance may not be achievable for existing or even new stations. If

this is the case, the proposer should undertake an appropriate risk assessment to demonstrate that the

risks introduced by the station change are as low as reasonably practicable.

2.2 Station Categor ies

Whilst not strictly related to the type of capacity assessments that might be undertaken at any particular

station the current categorisation of stations may have some bearing on the station design

requirements and these are therefore described in this section.

There are currently six station categories in use by Network Rail and the rail industry. The categories

were developed in the late 1990s and have not been amended subsequently but remain the default

categorisation system for stations at this time:

Category A: National Hubs the largest stations in the UK, serving the most important cities. They

provide the highest number of facilities

Category B: Regional Hubs stations generally serving important cities and towns

Category C: Important Feeder provide regional connectivity or service significant commuter areas

Category D: Medium Sized Staffed stations serving local populations or commuter pick up points

Category E: Small Staffed stations serving smaller local populations or commuter pick up points

Category F: Small Unstaffed stations with infrequent services serving mainly rural or low density

areas

For the purposes of this document, these classifications have been assumed to be appropriate.

However, it should be noted that there is often significant size and facility variation between stations of

the same category so analysis and assessment should always be undertaken on a station-by-station

basis and should always be driven by the number of people using the station. For example Doncaster

may be a Category A station but only handles 3,780,314 passengers per year (2008/09 ORR data)

whereas Paisley Gilmour Street is a Category C station but handles 4,688,360 passengers per year

(2008/09 ORR data).


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2.3 Planning Criteria

Further guidance on the general objectives for station planning can be found in Network Rails Guide to

Station Planning and Design (anticipated May 2011). However, this section provides a summary of the

key issues in regard to planning of public spaces at stations.

Space for normal operations in stations shall be planned to minimise congestion and be resilient tosurges in demand and train service disruption. Station size shall be determined by the space

requirements of all activities taking place within the station. These include:

ticket purchasing secondary revenue, utilising i.e. retailing and catering facilities revenue protection installations, e.g. gatelines wayfinding access to and from the platforms obtaining train and general travel information waiting for trains (either on the platforms or in a concourse area) boarding and alighting from trains

It should be noted that staff accommodation requirements may have a significant impact on stationsizing; however this is not considered in this document. Similarly this document does not contemplate

the implications on size requirements for servicing of the stations facilities or trains. However, these

should be taken into account by the designer in consultation with Network Rail.

Station planning should also ensure that passenger routes within a station are:

obvious or intuitive convenient and minimise travel distances and changes in level free from obstructions have good lines of sight avoid dead ends and hiding places.

New stations should be designed to ensure that persons of reduced mobility can move between stationaccess points and trains via step-free routes.

It is important to note that planning criteria and requirements differ according to the category or size of

the station. For example, a large London terminus will have many more requirements for facilities and

circulation space than a small rural station. Furthermore, the sizing of stations in category F (Small-

Unstaffed), for example, is more likely to be driven purely be operational/ railway considerations than the

sizing of stations in category A (National Hub) which may be driven by demand considerations and other

commercial opportunity considerations.

2.3.1 Passenger demand

Generally, station planning assessments should be based upon passenger demand from the busiest

time periods. Where forecast data is used, reference should be made to section 3.5.2 of this document.

Where forecast data is not readily available or clear, Network Rails Economic Analysis Manager,

Network Planning should be consulted.

The following concepts of demand are used in this document:

Peak Minute Flow the demand passing through an element of a station in the busiest minute of the

traffic day.

This will normally occur during the AM or PM peak periods (although not necessarily). Where possible,

this should be derived from observational survey data: however it is acknowledged that this will not

always be feasible. Where data of this resolution is not available, the Peak Minute Flow can be

estimated as follows (further guidance on this is provided for the relevant elements in the sections

below):


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For flows towards a platform, the Peak Minute Flow can be estimated by dividing the observed peak15 minute flow by 15 (or by dividing the observed peak 5 minute flow by 5, if available)

2

For flows away from a platform (or group of platforms), the Peak Minute Flow can be estimated byusing 50% of the maximum alighting load from the maximum number of concurrent train arrivals (inmost calculations this will represent a single train arrival)3

Total Number of Exiting Passengers The number of people alighting from the maximum possible

number of concurrent train arrivals during the busiest 15 minute period of the traffic day. The busiest

train should have its alighting load increased by 25% to factor in delays to the service.

It is important to note that for many large stations on the network it is not possible to have concurrent

arrivals on all platforms at the same time, as train operations are generally constrained by the capacity

of throat into the station4. However, it might still be possible for a number of them to arrive concurrently

and these may be on adjacent platforms.

Total Number of Entering Passengers The number of people boarding the maximum possible

number of concurrent train departures during the busiest 15 minute period of the traffic day. The busiest

train should have its departure load increased by 25% to factor in delays to the service.

In general, the busiest periods in the traffic day will be the weekday AM and PM peak periods. Analysisshould be undertaken for both periods separately. However, for some stations (particularly those close

to sporting or leisure venues), the busiest periods may be at other times of day or at the weekend. If this

is the case, analysis may also be undertaken for these periods. It is important to note that the period of

absolute peak demand may not necessarily correspond with the period of greatest stress on the station.

For example, weekend periods in leisure areas may be more significant as the train service may be less

frequent and the passengers are likely to be less familiar with the station.

2.3.2 Passenger types

A range of different passenger types use the railway stations in the UK. These include the following:

Commuters/ Business travellers those people who are familiar with the station, tend to travel duringthe peak periods, require little assistance, and will choose to spend as little time as possible in the

station

Leisure travellers those people who use the station infrequently, tend to travel outside the peak

periods, require more assistance and may make more use of the facilities within the station than

commuters. Dwell times are likely to be longer than those relating to commuters or business travellers.

Passengers in wheelchairs those people who have specific requirements for step free access.

Physical or cognitive mobility impairment those people who have physical or cognitive

impairments which impact on their ability to move within, or navigate, a station environment. They may

require more space, more time, or staff assistance.

2For stations with a significant number of terminating platforms, this may underestimate Peak Minute Flow, however

this is compensated for in the relevant calculations.

3The 50% assumes that it takes approximately 2 minutes to alight a train and clear an immediate platform area.

4The LU gateline calculations assume that a train arrives in every platform concurrently which is possible for LU

stations where (in general) each platform serves a different track. This is not always physically possible for Network

Rail stations where multiple platforms may be served by the same single line, so the guidance here recommendsusing the maximum number of concurrent arrivals that could take place during the busiest fifteen minute period.


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People with medium sized luggage those people who may require more space but are otherwise

not restricted in their movement.

People with large sized luggage those people who require more space, move more slowly and are

limited as to the routes they can take through the station environment.

Parents with small children includes those people pushing children in prams or pushchairs as wellas family groups with ambulant but slow-moving children.

It should be noted that these classifications are generalisations, and individual customers may fall into

multiple categories (for example, leisure travellers with large luggage). However it is important to

consider the customer make-up when undertaking a capacity assessment (more detail on this is

provided, where relevant, below).

At larger rail stations, especially Managed Stations, there are also a lot of passengers that travel in

groups. These can either be a group of children or adults. Sometimes these groups may carry luggage

and take up a lot of space. If a station is known for being particularly popular with groups then this

should be considered in the assessment.

2.3.3 Station Failure

It may not always be possible to plan an ideal or optimised station layout and in some cases there may

be a failure to comply with the core requirements of recognised good practice as defined in this

document. The definition of such station failure in regard to capacity will vary considerably between

stations. However, there are three broad categories of station capacity failure which can be applied to all

stations:

Failure to meet requirements where the station fails to meet the criteria stipulated in this document.

It is acknowledged that, due to physical constraints or pre-existing conditions, many stations (or

proposed stations) will fail to meet these requirements. If this is the case, a derogation or relaxationneeds to be sought against the requirements depending on which requirement cant be met. Such a

request should incorporate a risk assessment demonstrating that any risks introduced by failing to meet

the criteria are as low as reasonably practicable. This may be accompanied by static analysis or

dynamic station modelling which demonstrates that the failure to meet the requirements does not cause

a significant adverse effect on station operations.

Failure of design where the station not only fails to meet the criteria stipulated in this document but

also requires significant staff intervention or station control to operate without incurring significant

passenger delay or compromising safety, e.g. where staff have to open a gateline on a regular basis

because it has become overwhelmed by passenger numbers. (Note: this mainly applies to normal

operation as a gateline may be operated differently on special event days/ perturbation/ construction)

Absolute fai lure where the station fails to operate on a regular basis, even with staff intervention.

This will lead to trains being held outside the station, causing significant service delay, or maybe station

evacuation.

It should be acknowledged that some of the criteria in this document have been derived from existing

standards, i.e. platform width, and if those can not be met a formal request for derogation needs to be

submitted to the relevant authority.


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2.4 Station Capacity Planning Guidelines Normal Operations

2.4.1 External Elements

Although this document is principally concerned with activity within the station, it is important to

acknowledge the station-related activities that take place external to the station but mainly within the

station boundary.

Access to the station from Underground/ Metro services, buses, trams, taxis, car pick up/set down, car

parking, pedestrian routes, and cycle and motorcycle parks, should be as level as possible allowing full

step-free access where needed. It should be via clearly signed entrances which are wide enough to

cope with the flows (whether the entrance points be passageways - see Section 2.4.4.1, stairways - see

Section 2.4.4.4, or escalators - see Section 2.4.4.5), now and into the future (see Section 3.5.3), and

should immediately confer reassurance on the customer that they have arrived at the correct station.

The main entrance and other subsidiary entrances must be visible and obvious to all users from as far

away as possible.

Walking distances from set-down points must be as rational and convenient as possible. Good

positioning and clear sighting of the essential facilities from principal points of access is imperative in the

interests of customer convenience and unimpeded movement.

Security is an important aspect of the design of the area around a railway station and the various forms

of access arrangements may be affected by short and longer term security considerations. Depending

on the size and location of the station being studied it is advised that consultation should be undertaken

with the British Transport Police and other relevant security authorities at an early stage in each project

life-cycle.

For those customers meeting and greeting, picking up and setting down, particularly first time users of

the station, a well planned layout that can be understood upon arrival is essential. It is important that the

routes into the station are clearly identified and that arrangements for setting down, parking and

accompanying those travelling to the concourse and platform areas are logically arranged so as to allow

efficient use of the space available.

Facilities to be incorporated into this area include but are not limited to:

Weather protected walking routes between modes where reasonable Clear segregation of pedestrians and vehicles Sheltered waiting areas for buses, taxis etc Luggage trolley points Level, step-free access Train service information On going travel information, e.g. bus timetables Locality information

Station identification signage and the National Rail symbol Secure, identifiable boundaries Appropriate security devices, e.g. CCTV Station clock Secure cycle and vehicle parking in closest proximity to station

Further information on aspects such as cycle and car parking, can be found in the relevant station

related Network Rail documentation (see Appendix I Relevant Documentation).

2.4.2 Revenue Protection Gatelines

2.4.2.1 Gatelines - Introduct ion

A number of stations across the network include revenue protection gatelines or Automatic TicketGatelines (ATGs). It is acknowledged that a number of different types of ATG exist across the network,


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varying either by manufacturer or by size (some stations now have Wide Aisle Gates, or WAGs to

facilitate free movement of people with luggage, or in wheelchairs, or with children).

However, it is assumed for the purposes of this document that the following calculations apply equally to

all types of ATG (operating in a single direction see below) and a flow rate of 25 people per minute per

gate5 is used throughout.

For flow rates of Wide Aisle Gates please refer to section 2.4.2.4.

Two methodologies for calculating the required number of ATGs are provided:

Through platform gatelines typically the platforms are served by relatively frequent services.These gatelines should be cleared of alighting passengers within 2 minutes of the first alighterarriving at the gateline to ensure that alighting loads from subsequent train arrivals do not overlap.

This obviously depend son how far the gateline is located from the platform. Terminating platform gatelines typically the platforms are served by trains that fully empty upon

arrival. The volumes of people alighting tend to be much greater, however there tend to be a muchgreater gap between train arrivals allowing more time to clear the gatelines

2.4.2.2 Gatelines for through platforms6

The formula for calculating the required number of ATGs in a gateline serving through platforms is split

into three parts:

The first part calculates the number of gates needed to accommodate the ENTRY flow through thegateline

The second part calculates the number of gates needed to accommodate the EXIT flow through thegateline

The third part of the formula adds either one or two additional gates to the combined number ofENTRY and EXIT gates calculated in parts one and two to account for servicing and redundancy

The formula for the total number of gates in each gateline7

is as follows:

XPassengersrofExitingTotalNumberoundupEntryFlowroundup

225525min5

During calculations the entry and exit flows from the same time period should be used. If forecast

demand flows are not available, then current demand levels may be used. It is recommended that a

20% increase is applied to the current demand. However in most circumstances demand forecasts will

be available. The inputs for the ATG formula are:

The peak 5 minute ENTRY flow Total number of exiting passengers as described in Section 2.3.1 above the formula assumes that

all exiting passengers should be able to pass through the gateline in two minutes X=1 if the total (without X) is less than or equal to 10 gates, or X=2 if the total (without X) is greater

than 10 gates

5As per RIS-7701-INS Rail Industry Standard for Automatic Ticket Gates at Stations; Issue One Draft 3d; November

2010; Section 2.5.1.1

6The section is based primarily on the London Underground station planning standard 1-371

7Many stations have multiple gatelines. If these gatelines serve separate platforms it is important that these

calculations are undertaken separately for each one. If multiple gatelines serve the same platforms, then the total

number of ATGs required can be split between the various gatelines in accordance with a surveyed or calculated

demand split. However it is recommended that a separate X factor is applied to each individual gateline to accountfor servicing


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The number of exiting passengers should be extracted from individual train alighting load survey data for

each train service. It is important to note that those passengers interchanging between trains without

passing through the gateline should be excluded.

The minimum number of ATGs should be three in each gateline.

Gatelines should be sited so that all gates are readily accessible to passengers moving in an expected

manner through the ticket hall and entry or exit gates should be grouped to one side of the gateline, to

minimise crossflows.

It is not recommended to place gates on the platform if a single vertical circulation core provides the only

access to the platform and the platform is an island platform of minimal width with high flows and with

station structures nearby. Gatelines on platforms pose a safety risk should the platform not clear quickly

enough.

2.4.2.3 Gatelines for terminating platforms

Gatelines serving terminating platforms tend to experience different flow characteristics from those

serving through platforms with shorter periods of very intense activity, so the calculations are adjusted to

take this into account.

The formula for calculating the required number of ATGs in a gateline serving terminating platforms is

split into three parts:

The first part calculates the number of gates needed to accommodate the ENTRY flow through thegateline

The second part calculates the number of gates needed to accommodate the EXIT flow through thegateline

The third part of the formula adds either one or two additional gates to the combined number ofENTRY and EXIT gates calculated in parts one and two to account for servicing and redundancy

The formula should be used twice, initially, once to calculate the number of gates needed in the AMpeak, and then again to calculate the number of gates required in the PM peak. If a station has a high

level of usage (i.e. tourist, shopping, etc) then the busiest period of gateline activity may be found to be

outside the AM and PM weekday peak times, in which case a third calculation for the number of gates

should be undertaken. The highest figure from all of these calculations should be used as the required

number of ATGs.

The formula for the total number of gates in each gateline8

is as follows:

XPassengersrofExitingTotalNumbe

roundupsgPassengerrofEnterinTotalNumbe

roundup

425525

During calculations the entry and exit flows from the same time period should be used. The inputs forthe ATG formula are:

Total number of entering passengers terminating stations typically function such that passengerswait in a concourse area before being called to their train service. If this is the case the total numberof entering passengers should be as defined in Section 2.3.1 above. The formula assumes that allboarding passengers should be able to pass through the gateline in five minutes. For terminatingstations that do not function with a concourse accumulation area (in other words, where passengerswait on the platforms), the total number of entering passengers should be assumed to be the peak5 minute entry demand for that gateline

Total number of exiting passengers as defined in Section 2.3.1. The formula assumes that allexiting passengers should be able to pass through the gateline in four minutes

9

8As comment 3 above.


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X=1 if the total (without X) is less than or equal to 10 gates, or X=2 if the total (without X) is greaterthan 10 gates

The number of exiting passengers should be extracted from individual train alighting load survey data for

each train service.

At termini, additional queuing space needs to be provided adjacent to the gateline to accommodatepassengers waiting to pass through.

This should be designed to accommodate the maximum number of queuing passengers at a density of

0.45m per person (LoS D).

This is a higher density than that considered acceptable for queuing areas in other parts of the station

(such as concourse holding areas or platforms) reflecting the relatively short time people wait in this

area. The maximum number of queuing passengers should be calculated as 60% of the total number of

exiting passengers (as defined above)10

for the paid side of the gateline and 60% of the total number

of entering passengers for the unpaid side.

The minimum number of ATGs should be three in each gateline.

Gatelines should be sited so that all gates are readily accessible to passengers moving in an expected

manner through the ticket hall and, in general, entry or exit gates should be grouped to one side of the

gateline, to minimise crossflows. However, for some large gatelines serving multiple terminating

platforms, it may be more appropriate to alternate clusters of entry and exit gates along the length of the

gateline. If this takes place, however, it is important to ensure that the different clusters are clearly

marked using overhead signage.

2.4.2.4 Other Gateline Considerations

Where Wide Aisle Gates (WAGs) are installed and used in bi-directional or first-come-firstserved

mode the throughput of the gate should be reduced to 7 passengers per minute to reflect thesignificantly slower machine operation time. If they are uni-directional a flow rate of 12 passengers per

minute should be used.

Additional gateline equipment may also be required. Where standard-width ATGs are fitted, an

additional combined manual gate and luggage port should be provided to allow passengers with

luggage or other forms of reduced mobility to pass through the gateline. These are not necessary for

gatelines where WAGs are installed. Many stations also have the requirement for an equipment gate to

enable mobility buggies, machinery or servicing vehicles/trolleys to pass through. The sizing of these

gates is dependent on their usage requirements and should be assessed on a station by station basis.

Other equipment that may be required in a gateline includes for following:

9A four minute egress period is recommended for gatelines serving terminating platforms. This reflects a number of

issues including the typically higher volumes of people alighting trains on terminating platforms, the time it takes to

alight terminating services, the desire to regulate flow into the rest of the station and the time it takes to walk from the

far end of the train to the gateline (i.e. 250m at an avg. walking speed of 80m per minute =3.1 minutes). Individual

TOCs may wish to adjust this to their targets but only if less than 4 minutes. At Waterloo it was agreed with SSWT

that 3 minutes was the right amount of time. When queuing back exceeds the 3 minutes then the gates will be

opened because of safety reasons.

1060% is the maximum number of exiting passengers in this waiting area calculated on the assumption that it takes

two minutes for all alighting passengers to reach the area, and the gateline provides sufficient capacity to allow allexiting passengers to pass through within four minutes


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Table 2.4-1 Recommended Concou rse Space Requirements

ConcourseElement

When is the elementrequired?

Space Requirement if element is present

Area Number of Entering Passengers (as defined in section 2.3.1c) at a density of1.0m per perso n

13. Where multiple accumulation areas are provided, this

space requirement should be split between the areas in accordance with thelikely loadings of each of the areas.

Clear walkwaythroughconcourse

All stations, withoutexception

A clear and direct walkway through the concourse between the entrance/exitpoints and the platforms should be provided. This should be designed toaccommodate the peak minute two way flow through the concourse at a rateof40 passengers per minute per metre. In all cases a minimum clear widththrough the concourse of2.0m should be preserved.

Ticket Machines Most stations with possibleexception of Category F

The queuing distance in front of each ticket machine should be4.0m. Thisshould be located outside of other passenger accumulation or circulationspace, and may need a queuing system to regulate flows.

Ticket Office Category A-E stations The queuing distance in front of each ticket window should be4.0m. Thisshould be located outside of other passenger accumulation or circulation

space, and may need a queuing system to regulate flows.

ATMs Wherever appropriate The queuing distance in front of each ATM should be 4.0m. This should belocated outside of other passenger accumulation or circulation space, andmay need a queuing system to regulate flows.

SecondaryRevenue

Generally Category A-Cstations, but also somecategory D stations

Any space provided for secondary revenue should be additional to spaceprovided for any other station activity

14. Where facilities such as newspaper

stands or coffee outlets are provided within concourse areas, they should belocated away from the main flows through the concourse and should notcompromise any of the space requirements identified in this document. Anyqueuing for secondary revenue facilities should be located outside of otherpassenger accumulation or circulation space, and may need a queuingsystem to regulate flows.

Run-offs and run-ons All stations wheregatelines, escalators orstaircases are present

The following run-offs and run-ons should be provided in a concourse area:Gateline: 6m

Escalator: 6m

Staircase: 4m

Further information on run-offs is provided in Section 2.4.4.7 below.

Other stationelements

Wherever appropriate There are a number of other elements that may be located within stationconcourses. These include waiting rooms, seating areas, public toilets, babychanging facilities, and left luggage/lost property offices. These facilitiesshould be located away from the main flows through the concourse andshould not compromise any of the space requirements identified in thisdocument.

2.4.3.1 Travel Information provision

It is vital that customers can establish their travel requirements as soon as they arrive at the station

although the type of information provided will vary depending on the station size or category. As a bare

minimum all stations should provide timetable information in a clear and conspicuous location close to

13Concourse accumulation areas are provided in front of information screens, so no additional space is required in

front of the information screens in these areas.

14

For more detail on secondary revenue facilities within stations see The Retail Design Guidance which will bepublish by summer 2011


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the station entrance. This location should provide sufficient space for passengers to peruse the train

times without impeding the flow of other passengers into and out of the station. At larger stations train

information is generally provided through customer information system (CIS) screens although there is

still a requirement to display printed timetables at a convenient point. These systems are used both by

people wishing to catch trains and by those waiting for people alighting trains. It is worth noting that

some of these screens are located at a height such that the line of sight preserves a walking routeimmediately in front of the screen. The space requirement identified inTable 2.4-1 is for the main CIS

screen within the concourse for stations that do not have concourse waiting (typically through stations

where passengers wait for trains on platforms). It is acknowledged that secondary CIS screens are often

provided in stations. Adequate space should be provided in front of such screens to allow people to

stand without impeding the passage of other passengers through the station.

For stations which have concourse waiting (typically termini), customers are generally expected to wait

in front of the CIS screens (main departure board) before their platform is announced. The space

requirement identified inTable 2.4-1 indicates that this accumulation area should be sufficiently large to

accommodate 100% of the peak 15 minute total number of entering passengers (as defined in Section

2.3.1) at a density of 1m per person but can be reduced if it is a commuter station. This is to ensure

sufficient holding capacity to manage service disruption without the need to invoke a station closure (seeSection 2.3.3).

At the larger stations summary departures information is often provided in convenient points around the

concourse and sometimes with the facilities, e.g. restaurant areas, although these are unlikely to cause

significant accumulations of passengers.

2.4.3.2 Ticket-issuing Arrangements

Arrangements for issuing tickets at stations will vary depending on a range of factors including:

Station category higher categories are more likely to have a greater range of ticket-issuingfacilities including ticket machines as well as separate ticket-issuing windows for travel on the day

of purchase and for travel at a later date Passenger demand at stations stations with very low patronage are unlikely to have any staffed

ticket-issuing arrangements and may even have no machines, whereas stations with highpatronage are more likely to have both machines and windows

The nature of the passenger demand at stations stations with a high proportion of commuters willrequire fewer ticket-issuing facilities than stations with a low proportion of commuters but similaroverall patronage

The nature of the train services at the station stations served by long-distance services are morelikely to have staffed ticket windows, whereas commuter stations are more likely to have ticketmachines

The organisation responsible for operating the station or running the train services

Assessment of the number and nature of ticket issuing facilities at stations will need to be undertaken on

a station-by-station basis using knowledge of ticket-issuing requirements taken from survey data and

business data where this is not commercially confidential possibly by involving the relevant TOC.

2.4.3.3 Passenger Facilities

Station facilities should be planned to be both convenient for passengers and station users and also to

maximise secondary income where this applies, i.e. station retailing and advertising. However these

must be planned without adversely affecting the passenger journey time through the station or the

passenger travel experience.

In respect of these aspects the following considerations should be applied:

Retailing opportunities such as restaurants and shops should be maximised without impedingessential passenger flows or accumulation areas

Advertising/Sponsorship shall not interfere visually with directional signing or other wayfindingmechanisms or clues


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Secondary revenue generating shall be located where they do not impede essential passengerflows

Public toilets stations shall be assessed for need on an individual basis Platform furniture platforms shall have adequate seating facilities, but these must not impede

movement along platforms or through concourse spaces

2.4.3.4 Clear walkway through concourse spaces

It is important to maintain a clear walkway through station concourses so that passengers can pass

between station entrances and platforms and vice versa unimpeded by waiting passengers, or other

obstacles. The width of this can be calculated as follows:

mExitFlowPeakMinuteEntryFlowPeakMinute

widthClear

40_

Where Peak Minute Entry Flow is defined as the average minute flow into the station during the busiest

fifteen minute period (=Peak 15 Minute Entry Flow/15) and Peak Minute Exit Flow is defined as either:

The maximum per minute flow through the exit gates in the ticket gateline (number of ticket gates x25 people per minute) for gated stations or

The maximum per minute flow from the platforms. Where survey data does not exist for this it canbe defined as the combined alighting loads from the maximum number of concurrent train arrivalsmultiplied by 50% to reflect the fact that it takes time to alight a train and clear a platform area. 15

A minimum obstacle-free route shall have a free width of a minimum of 1.60m.16 This does not takeinto account additional width that may be required for passenger flows.

The clear walkway through the concourse should be highlighted on a map of the station that also shows

where the accumulation areas are.

2.4.3.5 Station concourse headroom

Other than the minimum headroom criteria required for safety purposes there is no legislated headroomcriteria relating to the passenger assembly spaces within main line railway stations. Whilst possiblyacceptable in transient spaces or very small concourses where dwell times are short, these minimumdimensions are not, however, necessarily appropriate in concourses over 500m

2or areas of significant

passenger accumulation.

All stations are different but guidance on the relationship between concourse area and height can begained from operational and historic experience. It is also permissible to vary the headroom within aconcourse so long as the variations below the minimum required relate to transitional spaces or wherethere is no dwell time.

As a rule of thumb, there should be a minimum headroom of 5 metres over concourses up to 500m2

andan additional height of 1 metre for every 500m

2thereafter up to a maximum height of 15 metres. Beyond

this, architectural judgement will need to be made as to the most appropriate height.

For very small concourses e.g. below 100m2 it may be permissible to reduce the height to 3.5 metresbut in this instance consideration should be given to the availability of natural lighting through sidewindows etc.

In each instance cited above, consideration needs to be given to the provision of train or passengerinformation where this is suspended overhead. The headroom available may affect the size of displaysand thereby impact on viewing distances, accumulation spaces and passenger circulation routes.

15It is acknowledged that there may be upstream capacity constraints that regulate the rate at which alighting

demand arrives in the concourse. If this can be demonstrated through calculation, the peak minute exit flow can be

defined as the maximum throughput permitted by these capacity constraints.

16

Accessible Train and Station Design for Disabled People: A Code of Practice, Department for Transport andTransport Scotland, v 02 September 2010


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2.4.4 Access and Interchange

Passageways, intermediate concourses, escalators, passenger conveyers, lifts, stairs and ramps should

be arranged to minimise walking distances and to make the wayfinding through the station as obvious

as possible. All routes should be free from obstructions and should avoid recesses that could harbour

litter or provide possible hiding places

The width requirements for passenger circulation routes provided in this section are intended to apply to

all stations equally, wherever the relevant element exists. However, it is acknowledged that for some

stations, the demand is so low or the physical constraints are such that the minimum dimensions given

may be unachievable. However, any scheme which introduces elements which do not meet the

minimum requirements should be subject to a risk review to demonstrate that the risks introduced are as

low as reasonably practicable.

The DfT Code of Practice requires an unobstructed main circulation route with a minimum width of 1.6m.

2.4.4.1 Passageways.

Passageway width should be determined as follows:

mFlowPeakMinute

wayWidthWayPassageTwo

)3.02(

40

mFlowPeakMinute

wayWidthWayPassageOne

)3.02(

50

The above formulae include an allowance of 0.3m which is to be applied to either side of the demand

driven width. This is applied to account for the friction effect of passageway walls which causes

pedestrians to move more slowly in the area immediately adjacent to solid objects17

. Where central

barriers are provided in passageways to divide passenger flows, 0.3m should be added to the

passageway width.

The minimum width of a passageway should be 2m between finishes. Where a central barrier is fitted,

the minimum width either side of a central barrier should be 1.6m between barrier and wall finishes. The

width of a passageway between junctions should be uniform along its entire length.

2.4.4.2 Changes in level Introduct ion.

Notwithstanding the need to provide step free access throughout a station environment, it has been

established that, in respect of optimising passenger flows, the ideal means for providing changes in level

is as shown inTable 2.4-2 below:

Table 2.4-2 Level Change Requirements

Height of Change in Level Means

Less than 0.5m Ramp

0.5m to 3m Stairway

3m to 5m Stairway or escalator if the benefits are

justifiable

5m or greater Escalator or lift

17

The London Underground station planning standard refers to this as an Edge Effect to take account of the spacepedestrians leave to avoid touching the walls.


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Generally, although this is not always possible, no single escalator or lift should provide the sole means

of changing level resilience should be provided to allow for servicing.

2.4.4.3 Changes in level ramps.

Where internal ramps are provided the maximum vertical rise should generally be no more than 0.5m,

unless the ramp is a secondary means of access. The width should be calculated in the same was as

that for a passageway unless the gradient is steeper than 1 in 20. In this case a 10% reduction in the

flow rate should be assumed. Where a ramp exceeds 3.3m18 in width a central handrail should be

provided

All public ramps should comply with the maximum gradients stipulated inTable 2.4-319

:

Table 2.4-3 Ramp Gradient Requirements

Length of Ramp Max. gradient

10m 1:20

5m 1:15

Where the total vertical rise of a ramp is greater than 0.5m, a horizontal landing should be provided

every 0.5m rise. Every second landing should also include a change in direction of at least 30. If this is

not achievable some other means of slowing an uncontrolled descent should be provided.

Ramps should have a consistent gradient.

2.4.4.4 Changes in level stairways

Stairway width shall be determined as follows:

mFlowPeakMinute

seWidthWayStaircaTwo

28

mFlowPeakMinute

seWidthWayStaircaOne

35

All dimensions are measured between handrails. If the stairway has one or more central handrails, 0.3m

should be added to the overall width for each central handrail

Staircases on the main route in the station shall have a minimum obstacle-free width of 1,60m

measured between the handrails.20 The minimum width requirement does not take into account

additional width that may be required for passenger flows.

Where stairways have a top, bottom, or intermediate landing, the landing length should be at least equal

to the widest stair width (measured between handrails). After two successive flights either a change in

direction of at least 30 should be provided, or a landing of at least 4m should be provided.

18Accessible Train and Station Design for Disabled People: A Code of Practice, Department for Transport and

Transport Scotland, v 02 September 2010

19Source: London Underground Stairways and Ramps standard 1-133

20



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2.4.4.5 Changes in level escalators.

The number of escalators required for any one direction is as follows:

100

OneWayFlowPeakMinutecalatorsNumberOfEs

21

The calculated number of escalators should be rounded up to the next whole number if the first number

after the decimal point is more than 2, and rounded down otherwise.

Ideally an acceptable level of queuing at escalators is 0-15 seconds on a concourse and 0-30 seconds

on a platform.

For the purposes of capacity analysis, it should be assumed that passenger conveyors or travelators

function in the same way as escalators.

2.4.4.6 Changes in level lifts .

Lifts can be provided as either the main method of vertical circulation, or as a step free access route.Absolute lift capacity is given on a plate installed on the inside of each lift (Plated Capacity). This,

however, is driven by the weight carrying capacity of the lift rather than the physical space available.

Where the lift is intended to be used primarily by unencumbered passengers, 70% of the plated capacity

should be used to determine the number of lifts required. Where the lift is intended to be used by

persons with reduced mobility, 25% of the plated capacity should be used. It is acknowledged that in

most cases lifts will be used by a combination of customer types. Therefore the actual percentage

capacity ratio used should be interpolated between these two extremes. A survey will help to determine

how many passengers would be using the lift. The number of lifts to be provided is given by:

(min)imeLiftCycleT

LiftsCapacityOf

gLiftsinsUPassengersPeakMinuteftsNumberOfLi

Where Peak Minute Passengers Using Lifts is derived from the peak minute flow in the peak direction

along the link served by the lift multiplied by the proportion of people expected to use the lift22

. Capacity

of Lifts is derived from the Plated Capacity multiplied by capacity ratio (as defined above). Lift Cycle

Time is the time in minutes for the lift to travel a complete cycle (including waiting time at each level).

The number of lifts should always be rounded up.

A waiting area at a density of 0.45m per passenger waiting should be provided in front of lift doors used

for entry only. If the same doors are used for entry and exit, the waiting area should be 0.8m per

passenger waiting. This area shall prevent passenger flows in adjoining areas from being disrupted.

Where this waiting area is outside, it should have a canopy. As a minimum there should be a clear

space of at least 1500mm x 1500mm 23outside the lift entry / exit.

21Escalator capacity is defined as 100 passengers per minute, based on a standard width escalator. If survey data is

available indicating that a different capacity would be more appropriate, this can be used. For example, where a large

proportion of escalator users have luggage, a lower flow rate would be more appropriate

22It is acknowledged that, in rare cases, the contra peak direction may have a higher percentage of lift users than the

peak direction. In this a calculation should be undertaken to understand the peak direction for lift users.

23



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The number of waiting passengers can be calculated as follows:

ftsNumberOfLi

imeLiftCycleTgLiftsUPassengersPeakMinutengersitingPasseNumberofWa

(min)sin

Where lifts discharge directly towards a platform edge and the doors are closer than 5m from the

platform edge, a barrier should be provided between the lift and the platform edge which is not less than

2m from the platform edge.

2.4.4.7 Run-offs

It is important to provide run-off (and indeed run-on) space in front of escalators, gatelines and

staircases to pull passengers away and provide a clear landing area for following passengers. These

areas provide orientation time (to allow passengers to move clear and decide where to go next),

decision/action time (to decide which gate/escalator to use or to get tickets out/put them away), and

queuing time (where passengers can accumulate safely). Table 2.4-4 provides a list of recommended

minimum run-off/run-on lengths for various station elements. It is acknowledged that in many casesthese minimum lengths may be difficult to achieve. In these cases a risk assessment should be

undertaken to ensure that any risks introduced are as low as reasonably practicable.

Table 2.4-4 Recommended Run-offs and Run-ons

Run off/ Run on types Min. lengths (see below for variable lengths )

Escalator/travelator to gateline 8m-12m

Gateline to escalator/travelator 8m 12m24

Escalator/travelator to escalator/travelator 8m 12m

Passageway/street exit/concourse/platform toescalator/travelator

6m

Escalator/travelator to passageway/street

exit/concourse/platform

6m

Escalator

Station Capacity Assessment Guidance

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