Post on 07-Aug-2015
Rapid Transit Implementation Program
Interchange Station Passenger Transfer
Comparative Examples Published 25 February 2013
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Authorization
Prepared by:
Robert Keenan
Owner Representative, Facilities and Stations
Reviewed by:
David Ellis
OE Representative
Approved by:
Richard Moore
CH2M HILL Project Manager
Approved by:
[name]
[RTI title]
Version Purpose of Submittal Date Comments
1
Executive Summary Introduction Metrolinx Rapid Transit Implementation (RTI) Management has requested international examples to help make the case for longer passenger transfers for the Eglinton Scarborough Corridor Light Rail Transit (ESCLRT) and Toronto Transit
Commission (TTC) interchange stations, which comprise Eglinton West (Allen), Eglinton-‐Yonge and Kennedy Stations. Following is an Executive Summary comparison of international interchange station examples, their configuration, how they
function, and their passenger transfer modes and times.
Interchange Stations USA:
Washington Metropolitan Area Transit Authority
• Gallery Place
• Metro Center
• L’Enfant Plaza
Massachusetts Bay Transportation Authority (Boston)
• Back Bay Station
Los Angeles County Metro Rail
• 7th Street / Metro Center
UK:
London Transport
• Tottenham Court Road Station
• Bond Street Station
• Woolwich Arsenal Station
Athens Greece:
Attiko Metro / Athens to Piraeus Electric Railway (ISAP)
• Omonia Station
Hong Kong:
Mass Transit Railway
• Nam Cheong Station
Singapore:
Land Transport Authority
• Raffles Place MRT Station
• City Hall MRT Station
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General Comparisons Of the stations listed, WMATA Gallery Place is the most like Eglinton West and Eglinton-‐Yonge on the ESCLRT. Direct comparisons to ESCLRT Kennedy Station are not so readily made, given its unique character not to mention the planned
complexity of six intermodal transfers at that site. Perhaps London Woolwich Arsenal, with two underground and two above ground platforms, most closely resembles the existing TTC / SRT configuration at Kennedy, but the comparison ends
there once ESCLRT, TTC Subway, GO Rail, TTC Bus and commuter vehicle parking interchanges are added into consideration on site.
Specific Comparisons For specific comparisons, stations closest in similarity to the ESCLRT interchange stations are described first. Following that, since configurations vary widely, specific stations will proceed in order of passenger transfers from longest to
shortest times.
WMATA Gallery Place
As stated above, WMATA Gallery Place is the closest in configuration and passenger transfer times to the planned ESCLRT / TTC Eglinton West and Eglinton-‐Yonge interchange stations. Unlike the other WMATA interchange stations, which are
symmetrical cross-‐shaped two-‐level underground stations, Gallery Place is an asymmetrical “T”-‐shaped two-‐level underground station very similar to Eglinton West and Eglinton-‐Yonge.
With the WMATA Red Line above, running East-‐West between 7th and 9th Streets, and the Green and Yellow Lines below, running North-‐South between F and H Streets, passengers at the East (9th Street) end of Red Line trains transferring to
Green or Yellow Line trains must walk approximately 200m and down one level. This yields a transfer time of approximately two minutes using 100m per minute as the general rule for average pedestrian walking time.
It must be realized that unlike Eglinton West and Eglinton-‐Yonge, which are adding a 21st Century LRT station to an already congested mid-‐20th Century TTC Subway station, WMATA Gallery Place was planned, designed and built all of a piece
to later 20th Century Metro criteria and standards. So while Gallery Place may in the end yield more efficient passenger transfer times than Eglinton West and Eglinton-‐Yonge may be able to achieve, it nonetheless remains the closest in
comparison to them with regard to configuration and transfer times.
London Woolwich Arsenal
Located in Woolwich in the Greater London Royal Borough of Greenwich, Woolwich Arsenal dates back to 1849 serving the National Rail North Kent Line with two platforms underground and was expanded in 2009 to accommodate the
London City Airport Docklands Light Railway with two platforms above ground. Current plans in progress are to include a transfer to the ongoing Crossrail Project with a passenger connection approximately 200m north of the station. That
would put the passenger transfer time at around two minutes, and the complexity of the interchange makes it roughly, but by no means directly, comparable to ESCLRT Kennedy Station. Woolwich Arsenal currently serves some 9.5 million
passengers per year.
Athens Greece Omonoia Station
Omonoia Station brings together the Athens to Piraeus Electric Railway (ISAP) built in 1895 and the Athens Metro opened in 2000. With two side and two island underground ISAP platforms below and two side Metro platforms above in a
symmetrical cross-‐shaped configuration, passenger transfers of approximately 75m and 45 seconds are longer than some other underground crossing stations owing to the complexities and inefficiencies of accommodating an old and
antiquated station below with a new and modern station above.
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Hong Kong Kowloon Nam Cheong Station
Nam Cheong Station joins Mass Transit Railway Tung Chung and West Rail Lines in an underground station with one island and two side platforms in parallel in addition to two Airport Express tracks without a station stop at this location
running in parallel between them and a “Grand Concourse” the full width of the station below them. Because of the complexity and scale of this station, passenger transfers are longer than usual in some other underground interchange
stations, but thanks to the “Grand Concourse” are also relatively efficient and limited to about 75m or 45 seconds.
Boston Back Bay Station
Originally opened in 1899, Back Bay Station was rebuilt in 1987 to accommodate AMTRAK, MBTA Orange and Commuter Rail Lines in a symmetrical stacked station with one side and three island below-‐grade platforms and a “Grand
Concourse” at grade above yielding efficient passenger transfers in the 50m/30 second range.
WMATA Metro Center and L’Enfant Plaza Stations
Similar in configuration and passenger transfer characteristics, Metro Center and L’Enfant Plaza are both underground symmetrical cross-‐shaped stations with side platforms above and an island platform below providing efficient passenger
transfers between lines in the 50m/30 second range.
Los Angeles 7th Street / Metro Center Station
Also similar in configuration to the typical WMATA interchange stations, 7th Street/Metro Center is an underground symmetrical cross-‐shaped station with LRT side platforms above and a Metro island platform below for efficient passenger
transfers in the 50m/30 second range.
London Tottenham Court Road Station
Opened in 1900 serving Central London and modified extensively over the years to add new lines and relieve congestion, Tottenham Road is an interchange station between the Central and Charing Cross Northern Lines with connections to
Crossrail Lines 1 and 2 in progress. Actual transfer times to the Crossrail connection are not known, but between the four underground multi-‐level platforms they can be expected to be in the usual 50m/30 second range. Tottenham Court is a
high volume station serving approximately 35 million passengers per year.
London Bond Street Station
Also opened in 1900 serving Central London, Jubilee Line service was added to Bond Street Station in 1979 and Crossrail Line 1 service is due to commence in 2018. Currently with four underground multi-‐level platforms, passenger transfers
can be expected to be in the 50m/30 second range although transfer times to the new Crossrail connection are not known. Bond Street is also a high volume station serving approximately 37 million passengers per year.
Singapore Raffles Place and City Hall Stations
These two adjacent underground stacked stations at the heart of the Singapore downtown business core are unique in that they are connected by interwoven or “braided” four-‐bore tunnels that provide extremely efficient interchanges
between the two lines in any direction, north south east or west, allowing direct cross-‐platform passenger transfers of under 10m/10 seconds, with automatic train control synchronization reducing transfer times even further to about five
seconds. It should be noted, however, that this configuration could only be achieved by the simultaneous development of two adjacent underground stacked stations connecting two crossing lines.
Conclusions There are many good examples of passenger transfer stations to use as a comparison basis for the ESCLRT interchange stations, some of which have been explored above. Attached is a summary table of the stations included in this report.