Network Rail station capacity planning guidance

STATION CAPACITY PLANNING GUIDANCE
Network Rail
November 2016
CONTENTS
1 THE OVERVIEW ............................................................................................................................................ 5

2 UNDERTAKING CAPACITY ASSESSMENTS ............................................................................................... 7
2.1 Identifying the need for an assessment .............................................................................................................................................................................. 7
2.2 Remits ................................................................................................................................................................................................................................. 7
2.3 Proposals ............................................................................................................................................................................................................................ 8
2.4 Demand forecasts ............................................................................................................................................................................................................... 8
2.5 Data requirement and collection ......................................................................................................................................................................................... 9
3 SPACE REQUIREMENTS FOR NORMAL OPERATION ............................................................................. 10

3.1 Passenger demand concepts ........................................................................................................................................................................................... 10
3.2 Revenue protection ........................................................................................................................................................................................................... 12
3.3 Platforms ........................................................................................................................................................................................................................... 16
3.4 Canopies ........................................................................................................................................................................................................................... 20
3.5 Concourses ....................................................................................................................................................................................................................... 22
3.6 Access and interchange .................................................................................................................................................................................................... 25
4 PLANNING FOR ABNORMAL CONDITIONS ............................................................................................... 34

4.1 Perturbation ....................................................................................................................................................................................................................... 34
4.2 Construction ...................................................................................................................................................................................................................... 36
4.3 Special events ................................................................................................................................................................................................................... 36
4.4 Emergency evacuation...................................................................................................................................................................................................... 36
5 STATION PERFORMANCE CATEGORISATION ......................................................................................... 39

5.1 Station performance categorisation .................................................................................................................................................................................. 39
November 2016 Network Rail Station Capacity Planning Guidance
In the past decade, the number of rail With significant investment plans for stations
Foreword passengers has grown by 50 percent and across the nation, it is important that the
stations like London Waterloo and London industry adopts a consistent approach for
Victoria now handle more people per day planning and design of station environments.
With significant investment planned than the UK’s busiest airports. However, until
for stations across the network, it is recent years, there has not been any new This document provides a series of best
practice guidelines for the design and
important that the industry adopts a major infrastructure and many of our stations
are busier than ever. planning of railway stations to guarantee that
consistent approach to the planning we continue to deliver value for money and
and design of our stations. Since Victorian times, our railway hasn’t just excellent passenger experience across the
moved passengers and freight; it has network.
generated, and spread, prosperity. That is
why we are continuously investing in our
network with several high profile schemes
such as Thameslink, Crossrail, Edinburgh
Glasgow Improvement Programme and
Northern Hub. Station upgrades and new Isabelle Milford
facilities will play a key role in delivering
these schemes and helping to increase Station Capacity Manager
capacity, safety and passenger comfort. The
importance of stations in delivering a better
railway is clearer than ever.
Modern stations are the shop windows of our

railway. In addition to providing access to
train services our stations are used as
meeting places and provide opportunities for
retail and leisure. Passengers expect, and
deserve, a positive experience at stations as
part of their overall journey on the railway.
Ease of access, readily available travel
information and ambient station space will
improve passenger satisfaction and the
attractiveness of rail as a mode.
3
The guidance shall be used by all parties This document supersedes the previous
Executive Summary involved in the station design process version published in May 2011. The guidance
including, but not exclusive to, Network Rail will be periodically updated to reflect ongoing
staff, architects, train operating companies research, consultation and changes in
This document provides guidance (TOC) and engineering and planning legislation and shall be read in conjunction
for undertaking capacity consultants. with;
assessments for stations across
The application of this guidance ensures  Station Design Principles for Network Rail
the network. It stipulates the station design supports the Industry and Guide, March 2015
thresholds for planning and design Network Rail’s objectives, namely:
of passenger areas with a  Spaces and Places for Everyone, Network
 Develop and maintain consistently high Rail Inclusive Design Strategy, 2015
consideration for ‘value for money’. performing stations that support safe
movement of passengers and customer  Design Standards for Accessible Railway
satisfaction Stations, Department for Transport and
Transport Scotland, March 2015
 Deliver station improvements and
designs that are fit for purpose, cost  Other Rail Industry Standards and
effective and sustainable. Building codes referred to in Appendix F
This guidance provides the information Queries or comments regarding this

required by architects and designers to document are welcomed and should be sent
produce an outline station design focussing to: stationcapacity@networkrail.co.uk.
on public areas. It includes all calculations
required to assess whether a station meets
Network Rail’s aspirations regarding
passenger comfort and safety in the station
environments, during normal operations and
emergency/perturbation situations.
It also provides a good practice guide for

undertaking capacity assessments. This
information is relevant for those responsible
for station capacity assessment studies and
contains the Network Rail requirements with
regards to analysis and deliverables.
4
This guidance applies to the spatial aspects The following chapters provide methods for
1 The Overview of station planning for public areas during sizing public areas that have sufficient space
normal operations and abnormal conditions. to allow unimpeded circulation of
Introduction to the basic Requirements for staff accommodation and passengers, and also for reasonable comfort
principles of spatial planning for areas that are only used by tenants are not in waiting areas.
public areas and Network Rail’s covered in this guidance.
The Fruin levels of Service (LoS) specified
planning criteria. It is important to understand that the capacity here relate to Network Rail’s aspirations of
requirements included here shall be treated providing adequate level of comfort without
as a minimum. Depending on the project making stations uneconomically large. These
aspirations it may be desirable to deliberately guidelines are applicable to existing and new
design public areas in excess of the spatial stations. Station layouts shall always be
requirements outlined here. assessed in relation to the peak usage that is
either based on a survey or predicted future
demand.
5
Passengers have different needs and behave Leisure travellers are infrequent users of
differently within any given station the railway; may require assistance in terms
environment (see Figure 1-2). They walk at of wayfinding and train information. They
different speeds on flat and stepped generally tend to arrive at the station earlier,
surfaces. For example, most passengers and hence dwell longer in comparison with
walk at speeds between 0.6 to 2.0m/s on flat regular commuters. At some stations, a large
surfaces in free-flow conditions. An average proportion of users can be of this type on a
adult may walk at a speed of 1.5m/s or above Friday afternoon and at weekends or during
on flat surfaces in normal conditions1. In special events. They may also carry some
crowded conditions however, the walk form of luggage.
speeds are significantly lower.
Passengers in wheelchairs need step free
Passenger demand shall be classified into access and may require assistance in
the following categories. Analysts shall accessing train services or other facilities at a
consider site specific factors that may affect station.
passenger demand and diversity e.g.
availability of step-free access, stations Passengers with reduced mobility may
connecting to airports or stations near have a physical or cognitive condition which
hospitals. Such assumptions shall be agreed affects their ability to navigate within a station
with the Network Rail’s Station Capacity environment. Such passengers require more
Team (NR SCT). space, time or even staff assistance.
Commuters are normally travelling to and Passengers with luggage require more
from work or place of study and are familiar space depending upon the size and shape of
with the station layout and train services. At luggage they are carrying. This includes
most stations, a large proportion of passengers carrying small rucksacks, large
passengers during the peak periods are shopping bags, large musical instruments,
regular commuters. regular or fold-up bikes and large suitcases.
Passengers with young children and
infants in pushchairs may be slow-moving
1
The passenger walk speeds quoted here are based on and prefer to remain in groups.
anecdotal evidence gathered from various stations on the
National Rail network. These are consistent with the
passenger walk speeds observed by Transport for London at
London Underground stations.
6
2.1 Identifying the need for an  Evaluate the impact on passengers due
2 Undertaking Capacity assessment to changes in timetables, introduction of
Assessments new services or rolling stock
Station capacity assessments shall be
Guidance for analysts and other undertaken for the design and planning of all NR SCT shall be consulted at the earliest
new railway stations and for schemes that opportunity in order to identify the need of an
parties involved in scoping and affect the usage and flow of passengers in assessment and to help define a remit.
producing capacity station environments. For any scheme,
assessments studies. consideration shall be given to the station 2.2 Remits
layout, volume of passengers and complexity
A remit shall clearly set out the following with
of movement, GRIP (Governance for Railway
respect to the assessment that is required:
Investment Projects) stage and the level of
intervention. Particular consideration shall be  Context, the strategic fit and the problem
given to station category2, strategic statement
importance along the Route or within the
local area.  Objectives of the study3, scope,
interdependencies
The objectives of an assessment may
typically include:  Indicates any gaps in availability of
passenger and train information
 Benchmark existing station performance
 Operational and other assumptions
 Optimise station layouts
 Programme milestones and deadlines.
 Option selection and design
development Remits shall be developed by the Client,
Sponsor or Manager in conjunction with, or
 Evidence for a business case reviewed by, the NR SCT. Following on from
this, a proposal will be provided by the NR
 Test crowd management, construction
impact and evacuation plans SCT or an external consultant.
3
Clearly set out what is expected from the assessment i.e.
2
Better Rail Stations, November 2009. what are the questions that need answering.
7
2.3 Proposals 2.4 Demand forecasts

The NR SCT or an external consultant shall A vast majority of station users are rail
respond to the remit with a project proposal. passengers, but some stations also offer a
This proposal shall be sent to the Client, variety of retail, attracting a significant
Sponsor or Manager and reviewed by the NR number of visitors who are not rail users.
SCT. Some stations may also provide access to
other transport modes, such as trams or
It is important that respondents understand metro services. A station may also generate
the objectives and various stages of an footfall by offering a short-cut between two
assessment to develop a comprehensive external locations and hence it may be
proposal. necessary to include such non-rail
Each proposal shall demonstrate: background demand; e.g. the new concourse
at Birmingham New Street station connect
 Good understanding of the remit, the two sides of the city centre.
context, ability to identify key areas that
need to be analysed and any Capacity assessments shall at least consider
constraints. an interim and future year scenario. Any
profiling of passenger demand across the
 Strong capability in the discipline and peak in relation to train loadings shall be
selection of an appropriate method for agreed with NR SCT.
analysis based on site complexity.
Network Rail Economic Planners can provide
 Detailed cost and resource breakdown demand forecasts based on Route Studies
demonstrating value for money. and other forecasting tools used in the
industry. Forecasts developed by a
 Project plan showing alignment with consultant or another organisation will need
wider NR delivery programme. agreement with the Network Rail Economic
Planners at the start of any assessment
 Allowance for review and feedback from project.
NR SCT throughout the project.
The Client, Sponsor or Manager will approve
and initiate an assessment project once the
NR SCT has completed a technical and
capability review of the proposals.
8
2.5 Data requirement and collection 2.5.1 Passenger and train data
Wherever possible, surveys shall be A survey shall cover two morning and
commissioned to establish a good afternoon weekday peaks (e.g. 0700 – 1000
understanding of passenger numbers in and and 1600 to 1900hrs) and any other times
around stations and any station specific when passenger volumes are known to be
characteristics in relation to train services, high. Validation counts and observations
interchange and operational controls. Data shall be made to ensure consistency in the
requirements may vary based on the scope data that is collected. At some stations it may
of the assessment and project objectives. be necessary to include other times during
weekdays and weekends depending on the
Network Rail Project Managers shall review project objectives and station usage.
the checklist in Appendix A, to identify if the
required data is readily available and start For new stations, demand data may come
sourcing this information from Network Rail from forecasting models and the suitability of
studies, train operating companies, Local such forecasts and underlying assumptions
Authorities, Transport for London, Merseyrail shall be discussed with the NR SCT.
or other third party developers.
2.5.2 Station layout and operations
Any gaps in the data shall be clearly defined
in the remit. In all cases, NR SCT shall be All assessments require an accurate
consulted to determine the suitability of using definition of the physical layout of the station
existing data. Appendix A includes a brief being assessed; typically this information
description of the different datasets required shall be in electronic CAD format.
and suggested methods of data collection. The configuration of existing infrastructure
NR SCT can organise surveys if required. such as escalators, ticket barriers and station
Where surveys are being commissioned by entry gates shall be observed and included in
consultants the proposed methodology and the analysis.
scope will require approval from the NR SCT Passenger behaviour in relation to concourse
and the Station Manager. It is important that dwelling, train announcements, location and
careful consideration is given to the planning format of CIS (customer information
and safe operations during any survey. screens), wayfinding and crowd management
measures such as ‘keep left / right’, one-way
routes shall be considered in assessments.
9
3 Space Requirements 3.1 Passenger demand concepts Total number of entering passengers shall
be derived using the boarding loads for the
for Normal Operation Station capacity assessments shall be based maximum possible number of trains
on passenger demand from the busiest time departing during the peak 5-minute period on
The space requirements periods. At most stations the busiest times a typical day. The busiest train shall have its
are normally the morning and afternoon departure load increased by 25% to factor in
specified in this section are peaks as passengers travel to and return delays to the service.
based on specific planning from work.
criteria for each type of station Non-rail demand shall be included for
In some cases a separate assessment for stations where this may be appropriate. This
element for normal operating weekends and special events may be may be driven by retail footfall, access to
conditions. The methods required. Special events require other transport modes and thorough fare.
described here ensure that management controls and may involve
adequate level of comfort is queuing passengers in a safe environment. Peak minute flow shall be derived from
This can have a direct impact on space count data collected at the station being
achieved in public areas of requirements in and around stations. assessed. Where data of this resolution is
stations without making them not available, a reasonable assumption shall
uneconomically large. Non-rail users shall be included where be made regarding the spread of passenger
applicable i.e. demand associated with demand based on the following:
station retail and thoroughfare.
For entry flows the peak minute flow shall be
The passenger demand used in estimated by applying a factor of 0.2 to the
assessments shall be based on survey data observed peak 5-minute flow.
and relevant forecasts. Network Rail
Economic Planners shall be consulted For exit flows; i.e. flows away from platforms
regarding demand forecasts. the peak minute flow shall be based on
observations made on site. In most cases the
The following concepts of demand data are concentration of alighting passengers will
used in this document: depend on the length of trains, stock
formation and the station layout. A
Total number of exiting passengers shall
reasonable percentage shall be applied to
be derived using the alighting loads from the
the peak alighting load from the maximum
maximum possible number of trains that
number of trains that arrive concurrently
arrive during the busiest 5-minute period on a
within the busiest 15 minutes.
typical day. The busiest train shall have its
alighting load increased by 25% to factor in
delays to the service.
10
The following ranges in Table 3-1 can be Adjustments to peak minute flows
used as a guide to make an assumption
about the concentration of demand within the At some stations passenger flows may be
peak minute. This method is useful to ensure constrained by the physical capacity of one
that station elements are not over-designed or more circulation elements. For example,
unnecessarily e.g. calculating the width of an escalator would regulate the flow of
stairs connecting the platforms with a passenger into a connected walkway. In such
footbridge. situations it is important that these flow-rate
constraints are considered in determining the
Nb: These values differ for every station and peak minute entry and exit flows to avoid
shall be derived from site observations. unnecessary overdesigning of station
Platform furniture and other constraints may elements.
further limit the flow of passengers away from
some platforms. Nb: Such adjustments based on train length
(Table 3-1) and circulation constraints shall
only be used for access and interchange
infrastructure. Refer to exceptions in Section
3.2.1 for such adjustments specifically
included for gateline calculations.
11
3.2 Revenue protection Table 3-3 Minimum WAG provision in each array
Number of ATGs Minimum additional WAGs
Different types of ticket gates are used at
stations across the network, varying by Up to 12 gates 2 WAG
manufacturer and dimensions. Table 3-2 lists 13 to 18 gates 3 WAG
the recommended throughputs by type of More than 18 gates 4 WAG
gate and operation for calculating the number In constrained layouts with less than twelve ATG, one ATG can be
swapped for two WAG.
of ticket barriers.
More WAGs are required at some stations
Table 3-2 Ticket gates used at station
depending on passenger demographics,
Gate Type Method of Recommended
Operation Throughput location of gateline in relation to step-free
(f value) access routes and destinations served by a
Standard ATG Uni-directional 25 per minute station (e.g. airports and long distance rail
Wide Aisle Gate Uni-directional 12 per minute travel).
Wide Aisle Gate Bi-directional 7 per minute
In case WAG usage is known then the
Note: Check with NR SCT if a non-standard throughput is more
appropriate based manufacturer information or observations from following calculation shall be used with an
an existing gateline4.
appropriate f-value as per Table 3-2.
Each gateline array shall be capable of 3.2.1 Calculating the number of ticket gates
accommodating the forecast passenger
demand and shall include wide aisle gates The formula for calculating the required
(WAG) to allow passenger with luggage or number of gates in a gateline is split into
reduced mobility to pass through. three parts. An appropriate f-value shall be
applied from Table 3-2 to calculate
Where WAG usage forecasts are is not
requirement for each type of ticket gate.
available the number of WAGs shall be
apportioned based on the number of 1. First part calculates the number of gates
standard ATGs provided in each gateline needed for the entry flow.
array as shown in Table 3-3. 2. Second part calculates the number of
gates needed for the exit flow.
3. Third part of the formula adds either one
4
Gateline throughput data may be requested from the TOC to or two additional gates to the combined
make further checks regarding throughput rate of different number of entry and exit gates calculated
types of gates. Note, at some stations, gates may be left open in parts one and two.
during off-peak times and this may skew the automatic record
of throughput.
12
concurrently during peak periods. A mark-up of 25%

Calculating the required number of ticket gates in a gateline
shall be applied to the busiest train alighting load as
per Section 3.1.
All calculations shall use the entry and exit flows from
the same 5-minute time period. If the forecast entry and
Where: exit flows are not available, it is recommended that at
Peak 5-minute entry flow is the maximum number of least 20% increase is applied to the current demand.
passengers entering the station to board one or more
n-value for stations with through platforms shall not be
train services departing within the peak 5-minute
greater than 2 minutes and a value up to 4 minutes can
period. This shall be based on survey data and forecast
be used for gates located at the head of terminating
growth including a 25% mark-up applied to the busiest 5
platforms . This value is only used in static calculation
train boarding load as per Section 3.1. At stations
to spread the total number of exiting passengers over a
where headways are typically less than or equal to 5
reasonable period of time to avoid over-specifying the
minutes, all passengers boarding trains departing in the
number of exit gates. The recommended thresholds for
peak 5-minute period shall be assumed to pass
the n-value are a function of the desirable platform
through the gates in the same 5 minutes.
clearance time at stations. The n-value shall be agreed
It must be noted however, at stations where trains with the NR SCT on a case by case basis.
dwell longer (e.g. at termini), a reasonable assumption
X = 1 if the total (without X) is less than or equal to 10
shall be made regarding the spread of passengers
gates, or X = 2 if the total (without X) is greater than 10
passing through ticket gates at peak times to board one
gates. This is to take account for redundancy of gates
or more trains. This is because some passengers may
due to fault or maintenance.
choose to pass through the gates more than five
If the total number of ticket gates (including X)
minutes before their train departs. This generally
calculated using this formula in a single gateline is less
depends on the anticipated transfer time from the
than 3 ATGs, then at least 3 ATGs shall be provided
gateline to a specific location on platforms, time when
with additional WAGs as per Table 3-3.
train doors close and specific passenger characteristics
(e.g. some long distance trains have long turnaround
times).
Total number of exiting passengers shall be derived
using the maximum number of passengers exiting a
station from one or more train arrivals. This shall be
5
based on individual train alighting survey data or At termini the gap between arrivals on multiple platforms are
forecasts numbers, and the maximum possible number generally longer, whereas at some through stations the
of trains that can possibly arrive at a station headways can be as small as 2 minutes.
13
The formula shall be used twice, once to 3.2.2 Paid and unpaid run-off areas
calculate the number of gates needed in the
AM peak and then again to calculate the Clear space is needed on either side of gates
number of gates required in the PM peak. If a to accommodate the momentary gathering of
station has a high number of leisure passengers at ticket gates. The calculation is
travellers (i.e. tourists and shoppers) then the based on a space provision of 0.45m2 per
busiest period of gateline activity may be person (queuing LoS D). This is to ensure
outside the AM and PM weekday peak times, that entering and exiting passengers do not
in which case a third calculation for the impede circulating and interchange
number of gates shall be undertaken. The movements on either paid or unpaid sides of
highest figure from all calculations shall be the gateline.
used as the required number of ticket gates. If the clear run-off value based on this
Exceptions to the use of this formula calculation is less than recommendations in
Table 3-8 then the higher value shall be
If a gateline is separated from the platforms used.
by any kind of intermediate constraint6; e.g.
an escalator, staircase, footbridge or Maximum queuing passengers in the formula
passageway, the flow of exiting passengers shall be derived using:
will be limited by the capacity of this element 1. 60% of the average peak exit flow based on the
of infrastructure. In such cases the total 5-minute exit flow and n-value (minutes) used in
number of exiting passengers used in the exit gateline calculations
7
above formula shall be adjusted to represent 2. 60% of the average 1 minute entry flow based on
the maximum number of passengers that the 5-minute entry flow used in the gateline
could possibly arrive per minute at the exit calculations.
gates in a constrained flow scenario. For Nb: the above shall include a 25% mark-up as
calculations based on this method, the n- described in Section 3.1.
value shall be set to 1 minute.
Calculating the run-off area on paid and unpaid sides
6 7
This is only applicable when using peak minute exit flows The use of 60% exit flow is based on the assumption that
recorded in dynamic simulations to replace ‘total exiting alighting passengers will at least take two minutes to pass
passengers’ in the formula. along the platform and arrive at the gates
14
Nb: These percentage values may be 3.2.4 Gateline equipment and other
adjusted based on station layout, passenger considerations
behaviour and type of train service.
There are other pieces of equipment,
Where ticket gates are separated from the relevant to some stations, see below. The
platforms by an intermediate constraint; e.g. installation requirement of such equipment
a staircase, maximum possible entry and exit shall be assessed on a station by station
movements per minute based on the basis.
capacity of circulation infrastructure and train
arrivals/departures shall be calculated.  An equipment gate to allow mobility
buggies, machinery or servicing vehicles
3.2.3 Gateline orientation to pass through between paid and unpaid
sides
Gatelines shall be sited such that all gates  Gateline Attendant’s Point (GLAP), or
are readily accessible, and entry or exit gates other place of safety for the gateline staff
shall be grouped in larger arrays, to minimise  A control unit to facilitate remote
cross flows. For large gatelines serving operation of the gateline and to allow for
multiple terminating platforms, it may be all gates to be opened in an emergency
more appropriate to alternate such clusters of  Smart card readers
entry and exit gates along the length of the
gateline. In such cases it is beneficial to The gateline position, number of barriers and
clearly mark the clusters with dynamic run-offs shall be assessed for emergency
overhead signage that can change when the evacuation scenarios (see section 4.4) to
directional setup gates is reversed. ensure there is no impediment to passenger
egress. A throughput of 40 passengers per
Ticket gates shall not be placed on platforms. gate per minute shall be used to calculate
Gatelines located on platforms may increase one-way egress capacity. It shall be
platform clearance times and result in assumed that all gates will remain open
queues as passengers wait to pass through during emergency conditions. Note that the
the gates. In many cases this may severely evacuation plan may require certain arrays to
impede platform circulation, forcing remain closed to assist staff in preventing
passengers to pass closer to the platform passengers from entering zones that are
edge, potentially posing a safety risk. If a being evacuated.
feasible alternative cannot be found, a risk
assessment shall be undertaken.
15
3.3 Platforms Platforms shall be long enough to

accommodate the full length of trains that call
Platforms have to accommodate passengers at the station. Additionally, at all stations a
transferring to and from train services as well 5.0m allowance must be added onto the
as those using the area as a route to access minimum platform length to cater for
other parts of the station building. It is variances in train stopping. Exceptions may
therefore important that they are designed to be made at stations where selective door
allow free circulation whilst also preserving opening is in place.
good lines of sight.
All platforms shall meet the recommended
minimum widths listed in Table 3-48.
8
Table 3-4 is based on Railway Safety Principles and
Guidance, Part 2b, ORR and the Railway Group Standard
GI/RT/7016, RSSB.
16
Calculating the required platform width A. Yellow Line Zone is a safety requirement
to mitigate the risks of aerodynamic
To ensure correct sizing of platforms one of effect from passing trains at some
the two methods described below shall be stations and commonly used in dispatch
used to calculate the required width operations.
depending on station operation and platform
usage. If it is not possible to deliver the B. Boarding and Alighting Zone shall
required width based on this guidance, a risk accommodate all boarding and alighting
assessment shall be undertaken. passengers at a density of 0.93m2 per
In case of island platform the same person (queuing LoS B/C).
calculation needs to be repeated for both
C. Circulation Zone shall allow circulating
operating sides of the platform.
passengers to walk through un-impeded
Stations where passengers wait on platforms at a maximum flow rate of 40
passengers per minute (walkways LoS
Passengers are likely to proceed directly to a C).
platform and wait there for their train at
stations with dedicated platforms for trains to D. Activity Zone accounts for platform
different destinations or routes. furniture, footprint of vertical circulation
infrastructure, station buildings and
For such platforms the required width shall
retail.
be determined by combining individual widths
for the following zones:
17
The positioning of passengers on a platform Zone A: Yellow line zone

is not always uniform and is influenced by;
A ‘yellow line zone’ shall be provided based
 Location of platform entrances on the minimum requirements listed in Table
 Any shelters or canopies 3-4. For stations where a yellow line zone is
 Preferred carriage based on exit point at not provided, a minimum 0.5m shall be
the destination station added to the calculated width.
 Location of CIS (customer information
screen) displays Zone B: Boarding / Alighting zone
 Knowledge of busiest carriages The zone used by boarders and alighters can
 Seat reservations in some cases be calculated by the following formula
separately for each carriage block:
To account for this uneven platform loading
the calculations for zones A – D shall be
Calculating size of boarding and alighting zone
carried out by dividing the platform length
into ‘carriage blocks’ which correspond to
individual train cars. The required width shall
then be calculated for each ‘carriage block’
separately using the formulas for zones A – Where:
D; e.g. for an eight car train eight separate
The block length is the length of each carriage based
platform widths would be defined. on the appropriate rolling stock.
Ideally platforms shall have a uniform width Block loading is the maximum number of passengers
and the maximum width calculated for the that board and alight the individual train car located
busiest carriage block shall be used. Where within the ‘carriage block’. Distribution of boarding and
alighting passengers along the length of a platform
this is not the case a risk assessment shall
shall be based on a survey of the number of boarders
be undertaken, with supporting calculations, and alighters for each train car.
to demonstrate that any risks are as low as
reasonably practicable. In case platform spreading information is not
available a reasonable assumption shall be
The following calculations shall be carried out
agreed with the NR SCT.
for the busiest periods and for all different
train lengths that call at the platform; e.g.
some rolling stock formations may result in
higher concentration of passengers within a
relatively small part of the platform.
18
Zone C: Circulation zone Stations where passengers wait on the

concourse
The space required for other circulating
passengers to pass along the platform shall The space requirements are different for
be based on the following formula: stations where passengers normally dwell in
a concourse area until their train gets
Width of circulation zone announced.
Platform width where passenger wait on concourse
Where:
The peak 5-minute flow refers to passengers using the
platform that are not accounted for in the boarding and Where:
alighting demand when calculating Zone B. This shall Peak minute flow is the maximum two-way flow
be based on survey data but if this information is not passing along the busiest section of the platform
available a reasonable assumption shall be made. At including any circulation demand to other areas. A
stations where such circulating movements do not minimum edge-effect of 0.5m is included. This value
occur, a circulation zone is not required. shall be increased as per Table 3-4 for platforms where
a ‘Yellow Line’ zone is required for safety reasons.
Zone D: Activity zone
If detailed demand data is not available, 60%
A minimum allowance of 0.3m shall be added of the maximum alighting load9 from the
to the calculated platform width for an longest arriving train(s), plus 20% of the
‘activity zone’. The width of this zone shall be maximum boarding demand shall be used in
increased to take into account platform the formula as the peak minute flow.
furniture, footprint of vertical circulation
infrastructure, any station buildings and retail
located within each individual ‘carriage
block’. 9
The use of 60% of the alighting load is based on the
assumption that alighting passengers will at least take two
All four calculated widths shall be added
minutes to pass along the platform. It shall be assumed that
together to calculate required widths for each
the boarding load is evenly spread over 5 minutes unless
‘carriage block’. These shall be adhered to
evident otherwise.
when designing, or making amendments to,
the station.
19
3.4 Canopies Where a canopy is provided it shall give

adequate cover on platforms so that boarding
Canopies shall be provided over platforms and alighting operations are not
and other public areas within a station to compromised during inclement weather
provide weather protected route to and from conditions.
train services. This is to ensure safety and
improve passenger comfort during inclement
weather conditions. Insufficient shelter
results in congestion as passengers
congregate in covered areas. This slows
boarding and alighting and has a negative
impact on train performance.
It may not always be possible to provide
sufficient canopy cover due to heritage
issues, physical constraints on-site or very
low station usage. In such cases the
possibility of installing separate sheltered
waiting areas shall be explored as shown in
Figure 3-2.
20
3.4.1 Calculating canopy size 2. The second calculation is for the space
(m2) that is required on a platform to
The recommended area covered by a accommodate the maximum number
canopy shall be calculated by taking the boarders at a reasonable density level.
maximum value from one of the two One shall then derive the canopy length
approaches below. (metres) by considering the usable width
1. The first calculation is based on the along the platform.
number of doors that are needed to be Platform dwelling area under cover
under canopy cover to meet the train
dwell time requirement. One shall then
relate this to the rolling stock that is used
to calculate the length of canopy cover in
metres. Where:
The maximum boarding load use here is for the single
Number of carriage doors under cover busiest train where headways are longer than
5minutes. In case of shorter headways all boarders for
the first train and those waiting for subsequent trains
shall be used in the calculation.
Where: 2
A passenger density of 0.65m per person (queuing
The maximum boarding load is for the single busiest LoS C/D) is used in this calculation and a lower density
train service on each platform. The train dwell time level can be used if deemed appropriate for a given
used here refers to the time when train doors remain site.
open in ‘normal’ running.
Any station buildings or areas covered by
Note that doors and not always evenly spaced and platform furniture that cannot be used by
locations can vary by type of rolling stock. If door passengers waiting for trains shall be
widths vary on a single carriage then an average door excluded from both calculations.
width shall be used for the length of the train.
Other factors influencing the spreading of
A throughput of 40 passengers per minute per metre passengers on platforms shall be considered
width of train doors is assumed here in the formula and when designing canopies. These may
this value can be reduced if deemed appropriate for a include the location of platform access
given site. routes, passenger behaviour and train
loadings.
21
3.5 Concourses Where:

The peak 15-minute flow shall consist of all passengers
The main function of a station concourse is to moving through the unpaid concourse area; both
provide sufficient space for passengers entering and exiting passengers, plus non-rail users.
moving through and waiting within it. These
capacity requirements provide guidance on Area A
how to ensure the concourse size is At stations with dedicated platforms for each direction
appropriate for the level of passengers or service type, passengers are likely to wait on the
utilising the area. platforms rather than the concourse. At these stations
an allowance still needs to be made for those
3.5.1 Calculating concourse size passengers who stop to view CIS screens in the
concourse area. This area shall be large enough to
Concourses shall be large enough for
accommodate 10% of the peak 15-minute station entry
passengers to move through without
and exit demand at a density of 1.0m² per person
experiencing excessive congestion or
(queuing LoS B).
obstructions. Unpaid concourse areas shall
be designed to a density level no greater Area B
than walkway LoS C (1.8m2 per passenger), At stations where passengers predominantly wait in the
to account for the complex movements that concourse area and access the platforms only after
occur in these environments. This allowance their train has been announced, a larger accumulation
is over and above any space required for area is required for waiting passengers. This
run-off or queuing areas as shown in Figure accumulation area near the CIS shall be designed to
3-3 (see Table 3-4 and Table 3-7 for queuing be large enough to accommodate 100% of the peak
space and run-off requirements). 15-minute station entry demand at a density of 1.0m²
per person (queuing LoS B).
Concourse area is calculated by using the
following formula:
Calculating concourse size
22
3.5.2 Concourse configuration

Station concourses shall aim to It is important to consider these when
planning the layout of concourses so that as
 Provide clear sight lines well as having the correct amount of floor
 Be devoid of clutter and unnecessary space, the space that is provided promotes
obstacles ease of movement through the station.
 Have clear signage
 Provide CIS areas that compliment The space occupied by retail units, ticketing
overall station way-finding and information facilities and gatelines is not
 Avoid convoluted routing included in the calculated concourse space
 Keep passenger desire lines clear (see Figure 3.3).
23
3.5.3 Additional concourse space The sizing of entrances and forecourt areas
requirements is important and shall be discussed with the
NR SCT on a case by case basis. This needs
Table 3-5 sets out the queuing space consideration for normal and degraded
required for various elements that may modes of operation as well as strategic
feature in a station concourse in addition to placement of links to other travel modes such
the calculated concourse space based on as trams, metros, buses, taxis, car and cycle
formula stipulated in Section 3.5.1. parking.
3.5.4 Station entrances and approaches Any bottlenecks in the station periphery,
Station entrances and the curtilage shall be outside of railway land, shall be jointly
designed to accommodate station related addressed with the relevant local authorities
flows, other background movements in the and businesses.
urban realm and allow for future rail and Diversity Impact Assessments10 shall inform
background growth. Station entrances are the step-free access requirements. A
often meeting points and generous space consideration shall be made for weather
provision is required. protection and security.
10
Spaces and Places for Everyone, Network Rail Inclusive
Design Strategy, 2015
24
3.6 Access and interchange edge effect of 0.3m for the wall on one side.
No edge effect shall be associated with a
Access and interchange routes provide the central handrail; although the width of the rail
means for passengers to move around the itself shall be accounted for. E.g. a
station between the external, concourse and passageway measuring 3.8m with a 0.2m
platform zones. They consist of handrail would be below the minimum
passageways, escalators, passenger requirements.
conveyors, stairs, lifts and ramps. Access
and interchange routes shall be clear, safe, The above widths are only applicable in
direct and compliment the station way-finding cases where the calculated widths based on
strategy. passenger demand are lower than this
minimum standard requirement.
This section provides the recommended
requirements for access and interchange The formulae below shall be used to
infrastructure. It is recognised that at existing calculate the required passageway widths for
facilities or constrained sites it may not be one-way and two-way flows. One-way flows
possible to meet these specifications. Where are based on Fruin walkway LoS D and two-
this is the case, a site specific risk way flows are based on walkway LoS C.
assessment shall be undertaken.
An ‘edge effect’ of 0.3m is added to each
3.6.1 Passageways side of the passageway to account for the
space passengers leave to avoid touching
It is recommended that the minimum width the walls. No edge effect is applied to central
for any passageway is 2.2m. This takes into handrails.
account a minimum width of 1.6m between
wall finishes11 and an ‘edge effect’ of 0.3m for Calculating passageway widths
each side.
Where a central handrail is provided to
separate passenger flows, the minimum
width either side of this shall be 1.6m plus an
11
Design Standards for Accessible Railway Stations,
Department for Transport and Transport Scotland, March
2015.
25
3.6.2 Passenger conveyors Table 3-6 General principles for change in levels
Level Change Means
If it is commercially viable and beneficial to
Less than 0.5m Ramp
do so, passenger conveyors can be installed
0.5m to 3.0m Stairway
in a number of locations including along 3.0m to 5.0m Stairway or escalator if the benefits are
passageways. These can be considered justifiable
when station layouts have large walking More than 5.0m Escalators or lifts
distances. It shall be assumed that Note that this is only a guide and it may be
passenger conveyors or travelators have the appropriate at some stations to exceed these
same run-off requirements as escalators. minimums. For example, there may be
The manufacturer’s specification shall be capacity benefits and a business case to
used to determine a throughput rate for install escalators for a change in level of less
capacity calculations. than 5.0m.
3.6.3 Vertical circulation elements Generally, although not always possible, no
Notwithstanding the need to provide ‘step- single escalator or lift shall provide the sole
free’ access throughout station means of changing level. This is to take into
environments, all new station designs shall account resilience for routine servicing of
include at least one step-free route from asset and passenger accessibility.
street to concourse and from concourse to
Ramps
platforms. Diversity Impact Assessments
must be undertaken to determine the The width of a ramp shall be calculated using
appropriate step-free access solution for the following steps:
each station.
 Gradient less than 1 in 20, the same way
Different means of vertical circulation shall be as for a passageway
used in stations depending on the level
 Gradient greater than 1 in 20, the same
changes stipulated in Table 3-612. This is to
as for a passageway but with a 10%
improve passenger circulation and comfort.
reduction in the flow-rate shall be
assumed
12
The minimum clear width shall be 1.5m with
This table is based on Station Planning Standard 1-371,
sections that are 1.8m wide to allow two
TfL, London Underground
wheelchairs to pass each other. Where the
clear width exceeds 4.0m, ramps shall be
divided into two or more equal channels.
26
Public ramps shall comply with the gradients ‘edge effects’ are to be added when
stipulated in Table 3-7. calculating staircase widths as passengers
are assumed to walk up against the side
Table 3-7 Maximum ramp gradients handrails.
Going of flight (max length) Maximum gradient
10.0m 1:20 Where a central handrail is provided the
5.0m 1:15 minimum width on either side of this shall be
1.6m. For each central handrail 0.3m shall be
Ramps shall not be the only approach to added to the total width of the staircase. It is
stations. Where a change in level that is no recommended that an additional central
greater than 0.3m a ramp is acceptable, handrail is provided on stairways wider than
avoiding the need for a single step on station 4.0m14.
approach.
The above minimum widths only apply when
No individual flight of a ramp shall have a the widths based on capacity calculations
going of more than 10.0m or a rise of more below return values that are less than these
than 0.5m. Unless used as secondary means acceptable minimum widths.
of access, no series of ramps shall rise more
than 2.0m. Ramp flights shall have a The formulae below shall be used to
consistent gradient. calculate the required staircase widths
between handrails for one-way and two-way
The sizing and positioning of intermediate flows. One-way flows are based on Fruin
landings and change in direction shall be as stairways LoS D and two-way flows are
per stipulated in Design Standards for based on stairways LoS C.
Accessible Railway Stations, Department of
Transport and Transport Scotland, March Calculating staircase widths
2015.
Staircases
The minimum acceptable width of any
staircase is 1.6m between handrails13. No
13 14
Design Standards for Accessible Railway Stations, Design Standards for Accessible Railway Stations,
Department for Transport and Transport Scotland, March Department for Transport and Transport Scotland, March
2015. 2015.
27
Escalators At some stations, in addition to signage, it

may be appropriate to use barriers designed
Generally, the number of escalators required to deter passengers with luggage from using
at a station shall be calculated based on an escalators and encourage lift usage. Such
assumed maximum throughput rate of 100 barriers, depending on the design, can
passengers per minute. At some stations a reduce the escalator throughput and such
lower throughput rate may be appropriate reduction shall be considered in calculating
depending on passenger behaviour and this the number of escalators required.
shall be agreed with the NR SCT.
In complex layouts it is beneficial to have
The number of escalators required for any overhead escalator directional signage.
one direction with a standard throughput rate
shall be calculated as follows: Platform egress requirements
Calculating number of escalators Where escalators or stairs are provided as
the means of exiting a platform, there can be
surges of alighting passengers approaching
vertical circulation banks. These surges shall
The calculated number of escalators shall be be accounted for within the peak minute one-
rounded up to the next whole number if the way flow used in the above calculation.
first number after the decimal point is more However, station-specific flow patterns and
than two, and rounded down otherwise. For operations shall also be considered to ensure
example, 2.3 escalators would be rounded safe and quick platform clearance, whilst
up to three; 2.1 escalators would be rounded avoiding the over-design of infrastructure.
down to two.
Factors to evaluate include train lengths,
In layouts where escalators can be train stopping locations, associated walking
approached obliquely an extended guarding times to vertical circulation, the orientation of
shall be provided on the top and bottom of stairs and escalators, and the impact of
escalators in order to move the complex contra-flow and cross-flows.
crossing movements away from the
Platforms shall always be clear of alighting
escalators. The length of such extensions
passengers before the next train arrives.
shall be established based on site specific
Analysts shall consider that reduced
requirements and the desired run-off
headways are common place in day to day
protection required.
running of the train timetable.
28
Lifts The second formula shall be used to

calculate the size of lifts that are suitable for
Lifts can be provided as either the main a given station based on the demographics
method of vertical circulation, or as a step- of passengers using lifts.
free access route as per recommendations
from a Diversity Impact Assessment15. Calculating the number of lifts
Visibility and signage are important to
promote lift usage. Manufacturer’s plated capacity is often based
on the weight carrying capacity of the lift
Lift capacity is normally specified by the rather than the physical space available
manufacturer and stated on a plate installed inside the lift car. Where lifts are intended to
inside each lift cab (plated capacity). There be used primarily by unencumbered
may be a requirement to accommodate passengers, 70% of the plated capacity shall
passenger with luggage, trollies, peddle be used to determine the number of lifts
bikes and wheelchair user’s ability to turn required. Where the lift is intended to be
360 degrees. used by persons with reduced mobility
(including those with luggage), only 25% of
The following methods shall be used to the plated capacity shall be used.
calculate the number and size of lifts.
Through lifts are efficient for passenger It is acknowledged that in most cases lifts will
movements and shall be used wherever be used by a combination of customer types.
possible. Most passengers will not wait more Therefore the actual percentage capacity
than 2no lift cycles and hence provision shall ratio used shall be interpolated between
be such that lift use is encouraged to improve these two extremes. A survey, either at the
passenger safety at stations. station concerned or a similar alternative, will
help to determine an appropriate factor for
The first calculation is for the number of lifts the calculation.
to be included at a station and is based on
the transfer capacity of each lift and the The number of lifts required (based on a
passenger demand for lifts. known plated capacity) is calculated as
follows and the result shall always be
rounded up to the nearest whole lift.
Calculating number of lifts

15
Spaces and Places for Everyone, Network Rail Inclusive
Design Strategy, 2015
29
Where: Calculating the size of lifts

Peak Minute Passengers using Lifts is derived from the
peak minute flow in the busiest direction of flow along When calculating the required floor area of a
the route served by the lift, multiplied by the proportion
of people expected to use the lift. lift it is recommended that 0.45m2 per
unencumbered passenger is provided in the
Capacity of Lifts is derived from the plated capacity lift cab.
multiplied by capacity ratio (as defined above).
This space provision shall be increased
Lift Cycle Time is the time in minutes for the lift to travel
a complete cycle (including waiting time at each level).
proportionally for passengers with reduced
mobility, including those with luggage, up to
0.85m2 per passenger.
Figure 3.416 below shows the range of space

utilisation possible within a 16 person
capacity lift, between density values of 0.45
and 0.85m2 per passenger.
16
A standard wheelchair size of 0.8 x 1.2m has been
assumed here. The average passenger footprint of 0.4m x
0.6m (circa 0.3m2) is based on observations made at National
Rail stations and the average human ellipse as defined in
Pedestrian Planning and Design, John J. Fruin, Ph.D.
30
To calculate the required floor area of a lift, waiting passenger to queue at a density
the formula can be rearranged to the between 0.45 and 0.85m2 per passenger,
following: depending on the proportion of
passengers with reduced mobility and
Calculating size of lifts those with luggage.
2. For single door lifts, the waiting area
calculated above shall be doubled to
prevent the circulating passenger flows
Calculating waiting area requirements in adjoining areas from being disrupted.
As a minimum there shall be a clear space of Quarter turn or through lifts shall be used to
at least 1.5m x 1.5m outside the lifts.17 prevent discharging passengers directly
However this is likely to be insufficient at towards a platform edge. If this cannot be
many stations with higher passenger avoided due to site constraints, and the
volumes. doors are closer than 5.0m from the platform
edge, a barrier shall be provided between the
The lift waiting area requirement is based on lift and the platform edge.
the number of passengers waiting for the
lifts, which shall be calculated as follows: When a lift waiting area is located outside it
shall have a canopy cover to provide weather
Calculating passenger waiting area for lifts protection.
Using these passenger assumptions the

waiting area for a lift shall be calculated using
one of the two methods set out below
depending upon lift configuration:
1. For walk through lifts a clear area shall

be provided in front of the doors to allow
17
Design Standards for Accessible Railway Stations,
Department for Transport and Transport Scotland, March
2015.
31
3.6.4 Minimum run-off distances Table 3-8 provides a list of recommended

minimum run-off/run-on distances for various
It is important to provide run-off (and run-on) station elements. It also includes a number of
space in front of escalators, gatelines and variable length run-offs and run-ons.
staircases to pull passengers away and
provide a clear landing area for following These are dependent on the level of
passengers. These areas provide the passenger flow as follows:
following:
 Light flow: where the maximum peak
1. Orientation time to allow passengers to hour flow through the relevant area of the
move clear and decide where to go next. station is less than 1000 passengers, the
lowest minimum dimension shall be
2. Decision/action time to decide which adhered to.
gate/escalator to use or to get tickets  Heavy flow: where the maximum peak
out/put them away. hour flow through the relevant area of the
station is greater than 3000 passengers,
3. Queuing time where passengers can
the highest minimum dimension shall be
accumulate safely.
adhered to.
32
 Medium flow: where the maximum peak In cases where run-off distances cannot be
hour flow through the relevant area of the achieved a site specific risk assessment shall
station is between 1000 and 3000 be undertaken to ensure the appropriate
passengers the run off length shall be mitigation measures are in place and the
calculated using: residual risks are as low as reasonably
practicable (ALARP).
Calculating run-off for medium flow areas
Run-offs leading to passageways shall be

provided before any change in direction or
reduction in width, and before any junctions
with other passageways.
Queuing areas at gatelines and their
relationship with run-off distances are
discussed in more detail in Section 3.2.
33
The minimum space requirements outlined in opening automatic ticket gates, removing
4 Planning for Abnormal Section 3 relate to station performance retail seating areas, stopping or reversing
Conditions during “normal” conditions. However it is escalators and using police assistance.
important to ensure that a station continues
It is important to ensure that to function acceptably during various Scope and crowd control assumptions for
abnormal scenarios. The temporary nature of any perturbation analysis shall be agreed
stations continue to function with the NR SCT and station management
these scenarios lower the thresholds in terms
acceptably during planned and of acceptable density conditions and at the teams, as these will be unique to each
unplanned events affecting train same time ensure that passenger safety is individual station.
service, passenger demand or maintained (see Figure 1.1). Following any period of perturbation, the train
station layout. services enter into a recovery period before
4.1 Perturbation the running timetable is fully restored. The
Service perturbation is defined as a recovery period depends on a number of
significant delay to trains, leading to factors including the network performance
increased waiting in the station environment, and the displacement of trains. This recovery
either on the platforms or the concourses. period may put pressure on the station
The impact of service perturbation is different infrastructure and shall form part of any
for each station. perturbation analysis.
For termini and larger interchange stations, Points to consider include:

perturbation represents a 15-minute delay to  The backlog of trains and the frequency
one group of services (e.g. Main Line or with which they will arrive at the station
Relief Line), or in one direction (e.g. Up or following perturbation.
Down Line). For smaller stations perturbation  The capacity of the trains and the number
represents the cancellation of a train service. of boarders and alighters, taking into
For assessment purposes the busiest 15- account the impact of cancellations and
minute period and the busiest train service perturbation at preceding stations.
respectively shall be used.
During perturbation station management
follows the procedures outlined in station
crowd management plans, which detail a
number of controls in response to the level of
disruption. These include introducing
queueing systems, closing entrances,
34
4.1.1 Example levels of service observed at The images show different levels of service
stations observed during normal operations and an
example of high density observed during a
Figures 4.1 and 4.2 are images from London train service perturbation.
Waterloo station concourse.
35
4.2 Construction 4.4 Emergency evacuation

Careful planning and management of Emergency evacuations of all or part of a
construction phasing is required to complete station are required to meet standard escape
project works on time whilst maintaining safe time. Evacuation may occur due to fire,
and efficient station operations. The scope of security reasons or overcrowding. Any
construction phasing scenarios shall be station design shall consider the following
agreed with the NR SCT, the project and two emergency scenarios:
station management teams.
4.4.1 Train on fire scenario
Of particular importance during temporary
construction works is the safety of The evacuation load shall be assumed to
passengers during service perturbation and include the following:
emergency evacuation. During each  Station occupancy at time of evacuation
assessment the busiest time period for the shall be based on peak usage,
particular area in question shall be used. incorporating a five minute delay to the
scheduled train service in the busiest
4.3 Special events direction only.
Events taking place at or in the vicinity of
stations can lead to a temporary change in The assumed five minute delay shall
result in a build-up of passengers during
passenger flows at stations and their
the high peak, either on the concourse or
curtilage. A passenger count may need to be
platforms, depending on the station type.
carried out to estimate change in flows.
In this instance the busiest direction
During special events station management refers to the train service or platform that
follows the procedures outlined in the station is used by the greatest volume of
crowd management plans. This specifies a boarding passengers, so as to maximise
number of controls for ensuring passengers the accumulation load.
can pass through the station safely and
quickly. Scope of any special event analysis  In addition to the above all occupants of
carried out shall therefore be agreed with the a crush-loaded train (on fire), plus those
NR SCT, the project and station normally expected to alight from the next
management teams. train in the other direction or any other
lines, shall be evacuated.
36
A train service in its typical formation for boarding passengers, so as to maximise

the appropriate station or route shall be the accumulation.
assumed to arrive crush loaded at the
 The exit route with the greatest capacity
first platform. The next timetabled train
shall be discounted (as it could be
service shall arrive into the station at the
blocked by fire).
allocated platform. All passengers within
the station and alighting from these two
This route shall be calculated based on
trains shall be evacuated in accordance
the flow that can be achieved through
with the individual station fire evacuation
each exit route, which is based on the
plan.
width and flow rate per minute. Refer to
 All exit routes can be counted as Figure 1.1 for guidance on the flow rates
available for use and escalators continue to be used during evacuations.
to run as before the emergency.
 Passengers waiting to board plus those
 The analysis shall not assume normally alighting from the next train in
passengers passing along the platform each direction shall be evacuated.
or through the train past the source of a
fire. The next two timetabled train services,
4.4.2 Fire within the station structure during the peak 15-minute period, shall
be assumed to arrive into the station at
The evacuation load shall be assumed to their allocated platforms. All passengers
include the following: within the station and alighting from
 Occupancy at time of evacuation shall these two trains shall be evacuated in
accordance with the station fire
be based on peak usage with 5-minute
delay to the scheduled train service in evacuation plan.
the busiest direction only. It is recognised that in some cases the
timetable is unlikely to deliver two trains
This shall result in a build-up of simultaneously. As a worse-case
scenario it would be appropriate to
passengers during the peak 15-minute
period, either on the concourse or adjust the arrival time of one of the
platforms, depending on the station type. services to coincide with the arrival of
In this instance the busiest direction the other.
refers to the train service or platform that
is used by the greatest volume of
37
4.4.3 Emergency Evacuation Assessments Sub-surface platforms:

 4 minutes to evacuate platforms.
When carrying out emergency evacuation  Additional 2 minutes to reach protected
assessments it is advised that a number of route.
scenarios are considered to stress test
4.4.5 Fire Engineered Solution
various elements and areas of the station.
There may be instances where existing
This shall be done in collaboration with the
platforms cannot meet the evacuation times
project, station management team and the
given above because of existing architectural
Network Rail Fire Safety Engineer, in
constraints such as stairway and subway
accordance with the station fire evacuation
widths. In such cases the following guidance
plan.
is applicable.
4.4.4 Maximum Evacuation Times
Where any fire engineered approach is to be
Where modification or refurbishments are considered the evacuation assessment shall
planned for an existing surface and sub- be based on the Actual Safe Evacuation
surface railway station the following Time (ASET) against the Required Safe
maximum times shall be used to validate the Evacuation Time (RSET).
proposed design:
In most cases, it will be loss of visibility due
Surface platforms: to the spread of smoke that determines the
 8 minutes for non-rafted platforms. initial threat to life and consequently the
 5 minutes for rafted platforms. available safe egress time (ASET).
RSET represents the time taken (from
Additional evacuation time allowed through
station concourse or to final exit: ignition) for all of the occupants to reach a
place of safety.
 2 minutes for rafted concourse with
escape in one direction only. The tenability criteria used for this
 3 minutes for rafted concourse with assessment and the margin of safety must
escape in more than one direction. be agreed with the Network Rail Fire Safety
 3 minutes for non-rafted concourse with Engineer.
escape in one direction only.
 4 minutes for non-rafted concourse with
escape in more than one direction.
38
5 Station Performance 5.1 Station performance is not possible to improve the situation
categorisation through design then a risk assessment shall
Categorisation be undertaken to verify that the residual risks
In some cases one or more station elements are within ALARP level after implementing
All assessments shall rate the may impede the circulation of passengers if any mitigation measures.
the core requirements defined in this
performance of stations with document are not correctly met. This can Degraded – In cases where the sizing of
respect to the scenarios have a direct impact on public safety and station infrastructure is such that regular
analysed. train performance. These risks shall be management interventions fail to reduce the
articulated by the analysts using the analysis safety and train performance risks. Here,
outputs e.g. high passenger density near further disruptive measures are necessary.
platform edge or high density on stairs that These may include; changes to the train
may result in in slip, trips and falls. timetable, altering train lengths, diverting
passengers to other stations or partial station
Analysts shall rate the performance of a closures. In such cases immediate mitigation
station design based on the assumed measures are required to temporarily reduce
passenger demand scenarios and different the identified risks down to an ALARP level
train timetables, as relevant. The station until effective design and operational
design performance rating shall be based on interventions can be made to move into
the following categories: ‘normal’ or ‘abnormal’ categories.
Normal – Applicable where sizing of Emergency – This is a hypothetical situation
individual station elements is such that the where the safety and train performance risks
overall station is expected to operate with cannot be reduced even after introducing any
minimal management interventions and no reasonable mitigation measures. Such a
residual risks have been identified to situation should never be realised because
passenger safety or train performance. Network Rail’s Long Term Planning Process
will ensure a periodic review of station
Abnormal – If the sizing of individual station
environments and actively seek funding to
elements is such that parts of the station
deliver station enhancements.
regularly needs planned management
interventions to reduce the risks to
passenger safety and train performance. If it
39
Typically, the following passenger demand Station usage

Appendix A datasets are required depending on
complexity of the station layout and This data shall be collected for 5-minute
operations, and the type of analysis: intervals as a minimum during the peak
Data Requirement for periods, and shall include all station users.
Assessments Counts shall be classified using the
following categories -
The following checklist shall be included in
all remits to clearly identify gaps in data. i. Commuters e.g. carrying regular sized
rucksack, handbag or laptop bags
ii. Passengers with medium or large
luggage e.g. suitcase, large sports
bag or foldable cycle
iii. Passengers with full sized pedal
cycles
iv. Passengers with young children or
prams
v. Wheelchair passengers
Any deviation from the standard classified
counts shall be discussed with a member
of the NR SCT.
Automatic ticket barrier usage
This automatic counting data, if available,

can be used to validate the throughput of
individual gates, check counts recorded
using other methods, or as a proxy for
station usage counts.
40
Origin and destination pairing advanced methods such as video Train rolling stock
analytics or passengers tracking.
This data can be gathered by various At some stations, train services using
methods including: ‘colour card’ survey, Journey time different rolling stock may call at the same
interviews, ‘people following’, video platform and this may vary by time of day
analytics or by using more advanced These measurements shall be made (i.e. peak and off-peak services using
methods that rely on technology to track during free flow conditions in order to different rolling stock). Train stopping
devices that passengers carry with them benchmark unimpeded journey times locations shall be observed for different
i.e. mobile phones and tablet devices. experienced by passengers. This can be services and type of rolling stock. Note
used to calculate the delay caused by that the number of doors per carriage,
Peak one minute flow congestion and support business case width of each door, number of seats and
development. standing capacity may vary depending on
This shall be used to understand the the type of rolling stock.
concentration of flow in different areas of Passenger behaviour
station; e.g. flow on stairs, passageways Platform occupancy
and through ticket barriers. Video footage recorded at different
locations can be very useful to understand At many stations platforms can be used by
Counts at other key locations behavioural characteristics of passengers trains serving different routes. At such
that may be specific to a station stations passengers dwell on the platform
These shall be recorded for 5-minute environment. for the first, second or subsequent
intervals during peak times and can be services departing from the same platform.
used to validate routing of passengers Train operations At such stations platform occupancy shall
within stations; e.g. counts at stairs, be recorded to include in capacity
passageways, escalators and ticket gates. The actual train arrival, departure and calculations for platform width and canopy
dwell times shall be recorded. In case of sizing. This data can be collected by video
Train usage stations where passengers wait in a analysis with a count at set intervals or
concourse area away from the platforms, before and after every train departure.
Some platforms may be served by multiple the boarding announcement time shall
train services with different loadings. Alternatively passenger tracking can be
also be observed. Appendix E includes an used if deemed appropriate.
Furthermore, there may be a bias towards example of train timetable information that
the use of certain train carriages (e.g. car is available from the TOC or Network Rail.
5 could be more attractive due to the
position of stairs at the station).
This may vary by train service and time of
day. Boarding and alighting data can be
collected using manual survey or
41
The following reports shall be produced for this requirement shall be discussed and
Appendix B a station capacity assessment depending agreed with the NR SCT.
upon the method of analysis used.
A base year model shall always be
Documentation and  Baseline report including site visit validated when the microsimulation is
Deliverables notes and survey observations being undertaken for an existing station.
The microsimulation model is considered
 Model validation report in case of validated if the variations between
It is important that all microsimulation analysis simulated outputs and on-site
assumptions, demand data, observations (or survey) are less than
 Capacity assessment report
analysis, outputs and 10%. If the variations are greater than
recommendations are reported in  Audit report 10% then the reasons for this shall be
investigated and discussed with the NR
a clear and succinct manner. Baseline report SCT. If necessary, the base model shall
be revised to achieve the best validation
All observations and information gathered that is practically possible.
from the initial site visit and survey shall be
summarised in a Baseline report. The A validation study shall cover the
findings of this study may have an impact following:
on the type and scope of the assessment.
It is recommended for major station  Visual validation
redevelopment schemes, a standalone
This is the initial step where the animated
baseline study shall be undertaken.
videos from a microsimulation model are
Model validation report compared with real life video footage or
photographs. The animation of simulated
Validation is a process of confirming that a passenger movements is run to check for
microsimulation model accurately reflects any obvious inconsistencies in routing,
reality, and involves comparing simulated behaviour and passenger volumes.
outputs from the current situation or Base
Year with real life observations and other Passenger densities observed in real life
survey data. shall be compared against the simulated
congestion levels e.g. cumulative mean
Model validation is a default requirement density and corresponding Fruin LoS.
when undertaking microsimulation
analyses for Network Rail. Deviation from
42
 Origin-Destination and cordon count Capacity assessment report Audit report

checks
This is the main deliverable for a station The following items shall be covered within
The surveyed counts and input demand capacity assessment. This report shall an audit:
matrices shall be compared against the clearly explain the key assumptions,
output origin-destination matrix and cordon passenger demand, station layout and  Suitability of demand data and other
counts at specific locations. This is to operations being assessed. operational assumptions
confirm that the passenger volumes and  Accuracy of passenger and train data,
route choice have been accurately A good capacity assessment report shall
include the relevant analysis outputs (see and other modelling assumptions
simulated in the model.
Appendix C and D) and recommendations
 Compliance with general industry best
 Journey time comparison for the design and operations team for NR
practice methods for model
to pursue.
The simulated journey times on key routes development
shall be compared against the observed Station designs shall be categorised
 Check if relevant scenarios have been
journey times in free-flow and crowded based on Section 5.1 in relation to the
assessed
conditions. This is to ensure confidence in different passenger demand and train
the simulated passenger behaviour in the timetable scenarios considered in the  Accuracy and relevance of the range
model. analysis. of modelling outputs included in the
report
 Flow-rate comparison Any areas of non-compliances with
industry standards and planning criteria It is recommended that a structured audit
The simulated flow-rates on stairs and stipulated here shall be clearly highlighted checklist is used and shall be relevant to
along passageways shall be compared in reports and suitable design solutions the chosen method for capacity analysis.
with the on-site observations. This is to shall be implemented or recommended.
ensure confidence in simulated walk In some cases external audit of
speeds and passenger behaviour. Other operational mitigation measures microsimulation models and reports may
shall only be recommended where there is be necessary. The NR SCT will identify
no feasible design solution. In such cases when such an external audit is required.
longevity of operational controls and
residual risks shall be clearly stated.
43
Static analysis outputs  Platforms

Appendix C
Width of platforms and platform
The outputs that can be derived from a
extensions, density at peak times, location
spreadsheet based static analysis include:
of platform furniture, canopy length, and
Presentation of Outputs platform clearance time after peak train
 Gatelines
arrival.
Number of gates in a gateline,
The analysis requirements will be configuration of gates for various  Evacuation times
defined clearly in the remit. The scenarios (entry / exit), time to process
Using specified walking speeds and
peak demand and minimum run-off.
following outputs are generally evacuation flow-rates through different
useful depending upon the type  Concourse areas of the station.
of analysis undertaken. Sizing of concourse space and CIS
accumulation areas, density at peak times.
Microsimulation analysis outputs
 Stairs and passageways
Clear width required for peak passenger Typically the following outputs can be
demand, density and flow-rate at peak derived from a microsimulation model of
times, journey time along stair or passenger movement in addition to the
passageway for free-flow and crowded actual animation of passenger movement
conditions. in 2D or 3D format. Outputs that are most
relevant to a project or study shall be
 Lifts presented in a capacity assessment
Size of lifts and waiting area in front of report.
doors, number of lifts required based on
 Gatelines
passenger demand, lift capacity and cycle
time, average waiting times during peak Peak 5-minute maps showing mean
periods. density based on Fruin queuing LoS scale.
 Escalators Flow-rates during peak periods to show

the maximum and average throughput that
Number of escalators, minimum run-on is simulated in the models. In most cases,
and run-offs, operational configuration for the throughput of individual gates shall be
various scenarios (up / down) based on capped at 25ppm per gate (see section
passenger demand, peak flow-rate. 3.2 for different types of gates used on the
network).
44
Simulated gateline clearance times shall peak periods. Journey times may be  Emergency egress analysis
be presented as a histogram (see Figure presented as histograms. Evacuation maps showing the length of
C1). time taken by the last person to clear
 Lifts different areas of a station.
 Concourse
Peak 5-minute mean density maps
Peak 15-minute maps showing mean showing Fruin queuing LoS in the waiting
density based on Fruin walkways LoS area in front of the lift doors.
scale. A smaller time interval may be used
at some stations to assess performance in Maximum and average number of
greater detail. passenger queuing for the lifts in a
simulation.
Space utilisation maps to highlight the
heavily used areas and paths, and under- Maximum and average transfer time
utilised areas. between different levels including waiting
time.
Average and maximum journey times
between all different locations during the  Escalators
peak periods. Journey times presented as Maximum and average flow-rate simulated
histograms between each origin and on escalators.
destination pair.
 Platforms
 Stairs and passageways
Peak 5-minute mean density maps
Peak 5-minute maps showing mean showing Fruin walkway LoS over platforms
density based on Fruin stairway and and peak 15-minute mean density maps
walkway LoS, as applicable on the stairs showing queuing LoS.
and along passageways.
Maximum and average waiting times for
Peak 5-minute mean density maps passenger on platforms in a simulation.
showing Fruin queuing LoS at the top and This may be as a histogram for each train
bottom of stairs. service, if required.
Maximum and average flow-rate simulated Maximum and average platform clearance
on stairs and along passageways. time for alighting passengers in the
Average and maximum journey times on simulation. This shall be measured from
stairs and along passageways during the the train doors to the platform exit.
45
Presentation of outputs
Journey times can be recorded from a

microsimulation model and presented as
shown in the example below. This format
can be adopted for presenting gateline or
platform clearance times, journey times on
different routes, and evacuation times
through different exits. In some cases it
may be useful to present journey times
separately for different types of station
users i.e. commuters and tourists or
PRMs.
Simulated flow-rates through stairs,

escalators and passageways in different
areas of a station can be recorded from a
microsimulation model, and compared
against the planning criteria promoted by
this guidance.
Graphical outputs such as cumulative

mean or cumulative high density metrics,
space utilisation and evacuation times can
be exported from microsimulation models.
46
This table provides a summary of the It should be noted that different planning
Appendix D typical outputs that can be extracted from criteria apply to normal and abnormal
a microsimulation model and the conditions.
Interpretation of interpretation based on the relevant
Microsimulation Analysis planning criteria.
Outputs
47
48
49
Appendix E
Train Timetable Template
This table gives an example of

timetable information that may be
available from the TOC or
Network Rail.
50
Appendix F 1. Station Design Principles for Network Rail, March

2015
12. Interface between Station Platforms, Track and
Trains GI/RT7016, Mandatory Requirements,
Railway Safety and Standards Board, April 2010
2. Spaces and Places for Everyone, Network Rail
Other Relevant Reference Inclusive Design Strategy, 2015 13. Rail Safety Principals and Guidelines, Health and
Documents 3. Guide to Platform Extensions, Network Rail, April

Safety Executive
2009 14. Design Standards for Accessible Railway Stations:

Code of Practice Version 04, Department for
A range of Network Rail and 4. Developing Modern Facilities at Stations, Railtrack, Transport and Transport Scotland, March 2015
Industry documents have been November 1998
referred to compile this guidance. 5. Managed Stations Manual, Network Rail, August
15. Technical Specification for Interoperability :
Accessibility for Persons with Reduced Mobility for
2008 high Speed and – Conventional Lines on the Trans-
European Rail Network, PRM-TSI
6. National Control Instructions and Approved Code of
Practice Section 4.7 Station Overcrowding and
16. Equalities Act, Government Equalities Office, 2010
Special Events, Network Rail, June 2008
17. Station Planning Standards and Guidelines, TfL,
7. National Control Instructions and Approved Code of London Underground
Practice Section 4.6 Train Evacuation, Network Rail,
June 2008 18. Station Planning Standard 1-371, TfL, London
Underground
8. Company Fire Safety Handbook, Network Rail,
September 2010 19. Premises – Stairways and Ramps Standard 1-133,
London Underground, 2009
9. Fire Safety Policy – NR/L1/FIR/100
20. Architectural Design Criteria for Road and Rail
10. Voluntary Rail Industry Standard for Station Transit Systems, Land Transport Authority,
Infrastructure RIS-7700-INS, Railway Safety and
Singapore, July 2009
Standards Board, June 2010
21. Better Rail Stations, November 2009
11. Voluntary Rail Industry Standard for Automatic
Ticket Gates at Stations, RIS-7701-INS, Railway
Safety and Standards Board Limited, June 2011
51
DOCUMENT IDENTITY
Network Rail Station Capacity Planning
Guidance
AUTHORISATION CONTROL
Author Approver
Shravan Patel Isabelle Milford

Senior Station Capacity Planner Station Capacity Manager
REVISION CONTROL
Version Date Description of changes
1.0 May 2011 First Issue
Formulae updated for gatelines,

platforms, lifts and canopy lengths. Clarity
on other design considerations for
escalators, overhead signage, planning
thresholds, interpretation of dynamic
2.0 November 2016
analysis outputs and constrained flow
concepts to prevent over deign.
Updates relating to changes in industry
standards and codes of practice.
Re-write to improve usability.

Network Rail station capacity planning guidance

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STATION CAPACITY PLANNING GUIDANCE

1 THE OVERVIEW ............................................................................................................................................ 5

3 SPACE REQUIREMENTS FOR NORMAL OPERATION ............................................................................. 10

4 PLANNING FOR ABNORMAL CONDITIONS ............................................................................................... 34

5 STATION PERFORMANCE CATEGORISATION ......................................................................................... 39

Modern stations are the shop windows of our

This guidance provides the information Queries or comments regarding this

It also provides a good practice guide for

2.3 Proposals 2.4 Demand forecasts

concurrently during peak periods. A mark-up of 25%

3.3 Platforms Platforms shall be long enough to

The positioning of passengers on a platform Zone A: Yellow line zone

Zone C: Circulation zone Stations where passengers wait on the

Platform width where passenger wait on concourse

3.4 Canopies Where a canopy is provided it shall give

3.5 Concourses Where:

Calculating concourse size

3.5.2 Concourse configuration

Escalators At some stations, in addition to signage, it

Lifts The second formula shall be used to

Calculating number of lifts

Where: Calculating the size of lifts

Figure 3.416 below shows the range of space

Using these passenger assumptions the

1. For walk through lifts a clear area shall

3.6.4 Minimum run-off distances Table 3-8 provides a list of recommended

Run-offs leading to passageways shall be

For termini and larger interchange stations, Points to consider include:

4.2 Construction 4.4 Emergency evacuation

A train service in its typical formation for boarding passengers, so as to maximise

4.4.3 Emergency Evacuation Assessments Sub-surface platforms:

Typically, the following passenger demand Station usage

This automatic counting data, if available,

 Origin-Destination and cordon count Capacity assessment report Audit report

Static analysis outputs  Platforms

 Escalators Flow-rates during peak periods to show

Journey times can be recorded from a

Simulated flow-rates through stairs,

Graphical outputs such as cumulative

Train Timetable Template

This table gives an example of

Appendix F 1. Station Design Principles for Network Rail, March

Documents 3. Guide to Platform Extensions, Network Rail, April

2009 14. Design Standards for Accessible Railway Stations:

Shravan Patel Isabelle Milford

1.0 May 2011 First Issue

Formulae updated for gatelines,

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