Mike Goggin Director, Stations & Customer Service

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2 Foreword Foreword 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 Rail s Action Stations research (January 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. Passengers expect and deserve an experience at railway stations, through service, facilities and access, which adds to their end-to-end journey experience I would encourage you to embrace this 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 Goggin Director, Stations & Customer Service

3 Executive Summary Executive Summary This document provides practical guidance to Network Rail s 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 Rail s 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 to use 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 new stations 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. For new stations and major redevelopments an early appraisal and intervention provides much better value than retro-fixes. 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

4 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. A good understanding of human behaviour and crowd dynamics, as well as the principles and limitations of simulations, is needed to correctly interpret the results. 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.

5 Contents Contents 1 Introduction Background Space Planning Policy Application of this Guidance Structure of the document Volume One: Planning Guidelines Introduction Station Categories Planning Criteria Passenger demand Passenger types Station Failure Station Capacity Planning Guidelines Normal Operations External Elements Revenue Protection Gatelines Gatelines - Introduction Gatelines for through platforms Gatelines for terminating platforms Other Gateline Considerations Concourse Activities Travel Information provision Ticket-issuing Arrangements Passenger Facilities Clear walkway through concourse spaces Station concourse headroom Access and Interchange Passageways Changes in level Introduction Changes in level ramps Changes in level stairways Changes in level escalators Changes in level lifts Run-offs Headroom for access and interchange Platforms Platforms General Principles Platform widths platforms as waiting areas Platforms as passageways Platform Access and Egress points Station Planning Guidelines Abnormal Conditions Abnormal conditions adjustments to planning requirements Demand considerations Abnormal situation Emergency Evacuation Perturbation Construction Special Events Volume Two: Introduction Objectives of a Station Capacity Assessment Standard approach to station capacity assessments Determining the Requirement for Capacity Assessments Data collection Introduction Demand Data Data collection Station Entries & Exits Counts Origin-Destination Demand Matrix Unique tracking survey data, additional counts and validation counts within the station Gateline Data Journey Time Survey Demand forecasting Planning for Demand Growth Defining a Growth Scenario for Rail Passengers Defining a Growth Scenario for Retail Footfall...47

6 Other Growth Scenarios Planning Horizons & Contingency Appraisal Considerations Layout Drawing Inputs Site Visit Other Information and Assumptions Base Case, Option and Scenario Definition Developing a Tender Brief Static analysis Definition Objective Purpose Process Dynamic Modelling Introduction Modelling Methodology Data Inputs and Assumptions CAD drawing Passenger Demand Data Composition of Passenger Populations Train service information Gateline configuration Escalator orientation Operational information Customer Information Screens (CIS) and Signage Ticket purchasing points and service assumptions Lift Assumptions Secondary revenue facilities Model outputs Density maps (also referred to as Level Of Service (LOS) or Service Factor maps) Space utilisation maps Flow rates analysis Clearance times Journey times Evacuation maps and/or evacuation times Auditing Models Modelling Analysis and Interpretation Modelling Documentation and Deliverables Model Plan Site Visit technical note Model Validation report Audit report Modelling Report Business Case Analysis Project closure...69 Appendix A - Glossary...71 Appendix B Determining the Requirements for a Station Capacity Assessment...72 Appendix C Tender Remit Structure...75 Appendix D Static Analysis Audit Checklist...76 Appendix E Audit Report...79 Appendix F Static Assessment Report Template...81 Appendix G Modelling Report Template Appendix H - Timetable Template Appendix I Relevant Documentation...85

7 Figures Contents Figure Visualisation of Level of Service and colour code (SPSG, v4 of March 1998)...12 Figure Platform Functional Zones...33 Figure Modelling Methodology...54 Tables Table Recommended Concourse Space Requirements...23 Table Level Change Requirements...27 Table Ramp Gradient Requirements...28 Table Recommended Run-offs and Run-ons...30 Table Platform General Principles...32 Table Abnormal Operations Planning...35 Table Abnormal Operations Planning...36 Table Demand assumptions for abnormal operations...36 Table Model output interpretation...64

8 1 Introduction 1.1 Background The 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 planning and 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 the development 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 the station. 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 will be welcomed and should be ed to stations@networkrail.co.uk subject: Station Capacity. 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 the station. 1.2 Space Planning Policy In the interest of passengers safety and comfort it is Network Rail s 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 and appropriate in overall support of the railway service

9 12 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 John J Fruin Ph.D. 1 in the early 1970 s. 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 Figure Visualisation of Level of Service and colour code (SPSG, v4 of March 1998) Figure Visualisation of Level of Service and colour code (SPSG, v4 of March 1998) 1 John 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 subsequent building design and planning operations. References to Fruin have been universally accepted.

10 13 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 the station, 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.

11 Application of this Guidance The 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. heavilyused large stations or smaller franchised stations. There are many applications for station capacity assessments but the most common usage would be on projects 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 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 be used 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, at a more detailed level, the requisite number of, for instance, revenue protection gates.

12 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 within existing 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 Categories 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).

13 Planning Criteria Further guidance on the general objectives for station planning can be found in Network Rail s 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 to surges 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 station sizing; however this is not considered in this document. Similarly this document does not contemplate the implications on size requirements for servicing of the station s 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 station access 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 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 of this document. Where forecast data is not readily available or clear, Network Rail s 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):

14 17 For flows towards a platform, the Peak Minute Flow can be estimated by dividing the observed peak 15 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 by using 50% of the maximum alighting load from the maximum number of concurrent train arrivals (in most 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 station 4. 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. Analysis should 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 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 during the 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. 2 For stations with a significant number of terminating platforms, this may underestimate Peak Minute Flow, however this is compensated for in the relevant calculations. 3 The 50% assumes that it takes approximately 2 minutes to alight a train and clear an immediate platform area. 4 The 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 recommends using the maximum number of concurrent arrivals that could take place during the busiest fifteen minute period.

15 18 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 well as 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 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 relaxation needs to be sought against the requirements depending on which requirement can t 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 failure 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.

16 Station Capacity Planning Guidelines Normal Operations 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 , stairways - see Section , or escalators - see Section ), 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) Revenue Protection Gatelines Gatelines - Introduction A number of stations across the network include revenue protection gatelines or Automatic Ticket Gatelines (ATGs). It is acknowledged that a number of different types of ATG exist across the network,

17 20 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 gate 5 is used throughout. For flow rates of Wide Aisle Gates please refer to section 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 alighter arriving 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 much greater gap between train arrivals allowing more time to clear the gatelines Gatelines for through platforms 6 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 the gateline The second part calculates the number of gates needed to accommodate the EXIT flow through the gateline The third part of the formula adds either one or two additional gates to the combined number of ENTRY 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 gateline 7 is as follows: 5min EntryFlow TotalNumberofExitingPassengers roundup roundup X 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 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 5 As per RIS-7701-INS Rail Industry Standard for Automatic Ticket Gates at Stations; Issue One Draft 3d; November 2010; Section The section is based primarily on the London Underground station planning standard Many 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 account for servicing

18 21 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 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 the gateline The second part calculates the number of gates needed to accommodate the EXIT flow through the gateline The third part of the formula adds either one or two additional gates to the combined number of ENTRY 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 AM peak, 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 gateline 8 is as follows: TotalNumberofEnteringPassengers TotalNumberofExitingPassengers roundup roundup X During calculations the entry and exit flows from the same time period should be used. The inputs for the ATG formula are: Total number of entering passengers terminating stations typically function such that passengers wait in a concourse area before being called to their train service. If this is the case the total number of entering passengers should be as defined in Section above. The formula assumes that all boarding passengers should be able to pass through the gateline in five minutes. For terminating stations that do not function with a concourse accumulation area (in other words, where passengers wait on the platforms), the total number of entering passengers should be assumed to be the peak 5 minute entry demand for that gateline Total number of exiting passengers as defined in Section The formula assumes that all exiting passengers should be able to pass through the gateline in four minutes 9 8 As comment 3 above.

19 22 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 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 accommodate passengers waiting to pass through. This should be designed to accommodate the maximum number of queuing passengers at a density of 0.45m² 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 Other Gateline Considerations Where Wide Aisle Gates (WAGs) are installed and used in bi-directional or first-come-first served mode the throughput of the gate should be reduced to 7 passengers per minute to reflect the significantly 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: 9 A 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 % 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 all exiting passengers to pass through within four minutes

20 23 Gateline Attendant s Point (GLAP), or other place of safety for the gateline staff A control unit to facilitate remote operation of the gateline and to allow for all gates to be opened in an emergency Smart card readers Concourse Activities For the purposes of this document a concourse is defined as a space within a station away from platforms and circulation routes where a range of station activities take place. It is generally regarded as the heart of a station and as such provides access to a wide range of facilities and other station areas. A station concourse is an enclosed area that can usually be secured outside operating hours. A number of different activities take place in a station concourse although this is likely to vary depending on the category and size of the station: Information gathering (enquiry desks/leaflet displays/timetables/departure boards) Ticket selling Waiting for trains Retail and refreshment outlets Exhibitions/displays Passenger toilets Platform access Station egress The station concourse, probably more than any other area of the station, fosters and defines the overall impression of the station. The concourse should be perceived as welcoming and helpful in respect of the passenger s needs. Table below summarises the recommended spatial requirements for concourse area provision. The space requirements are general and site specific circumstances mean that the requirements can be adjusted if a good explanation can be provided: Table Recommended Concourse Space Requirements Concourse Element Timetable board Customer Information Screens Passenger Information Point Concourse Accumulation When is the element required? All stations, without exception Generally Category A-C stations (through stations) Generally Category A and B stations Concourse Accumulation Area Space Requirement if element is present 2.0m clear space in front of timetable or information boards should be provided Where customer information screens are provided sufficient clear space needs to be provided in front of the screens for passengers to digest the information and determine their next course of action. These areas should be designed to be large enough to accommodate 10% of the peak 15 minute station entry and exit 11 demand at a density of 1.0m² per person (LoS B). 2.0m clear space in front of the passenger information point should be provided Where customers wait for trains in the concourse (typically at termini stations), accumulation areas should be provided. These should be designed to be large enough to accommodate 100% 12 of the peak 15 minute Total 11 10% of the exit demand is incorporated within this calculation to reflect the fact that space needs to be provided for people waiting to collect people from arriving train services. 12 This depends on what kind of station it is. London Cannon Street is a commuter station and may therefore not require a big accumulation area. It should be observed as part of the survey how CIS is used currently at the station and a different percentage can be suggested.

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