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Multi-modal railway interchange hubs

A comparison of experiences !om China and the United Kingdom

1: Introduction 3

1.1: The components of an interchange ...............................................................................................3

2: Railway systems compared 5

2.1: Comparison of railway usage ......................................................................................................5

2.2: Spatial scope of systems ................................................................................................................6

3: Station case studies 8

3.1: Passenger statistics ........................................................................................................................8

3.2: Modes served ................................................................................................................................9

3.3: Interior layout ............................................................................................................................10

3.4: Wayfinding and signage .............................................................................................................12

3.5: Surrounding development ..........................................................................................................15

4: Improvements and conclusions 20

4.1: Redevelopment and improvement.............................................................................................20

4.2: Recommendations and conclusions ............................................................................................21

5: Bibliography 22

Word count excluding contents, diagrams, etc: 2,771 words 


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1: Introduction

1.1: The components of an interchange

Figure 1: The components of an multi-modal interchange hub

Source: Chen et al. (2014).

A multi-modal interchange hub connects various public transportation networks with private

vehicles and onward connections seamlessly, whilst providing information and facilities for

entertainment and productivity. They are a crucial feature of urban developments and new city

areas. The quality of the hub will determine the present and future usage of public

transportation and the sustainability of travel. To form a hub, there should be at least two

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modes of transportation, and modes may include intercity rail, regional rail, tram-trains, metros,

long-haul coaches, buses, and airplanes. It is often the centre-point of the wider

neighbourhood, and there is usually a connection with ‘feeder modes’ such as walking

networks, bicycles, and private automobiles.

An interchange hub has two purposes, namely:

• Internal: Acting as a key piece in a multi-modal public transportation journey.

• External: Providing the focal for the development of an area (transit oriented development)

consisting of high-density buildings which can improve the experience of the station and

improve its patronage.

Chen et al. (2014) state that “the interchange hub can be important in economic, social, and

environmental terms. If well designed, it provides an important catalyst for a city’s

competitiveness, as well as improved quality of life and well-being for residents. The

institutional dimension is particularly relevant, with multilevel interventions required, across

national and local transport and planning departments, to ensure the development of effective

interchange hubs”. These dimensions are shown in Figure 1. Their project studies a number of

interchange hubs in China, and Steer Davies Gleave (2011) describe a number of projects in

other countries around the world.


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2: Railway systems compared

2.1: Comparison of railway usage

Figure 2: Rail passenger numbers in the China and the United Kingdom

China United Kingdom

3,000

China
United Kingdom 2,500

Annual passengers (millions)

2,000

1,500

1,000

500

0
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016

Sources: Data for China (Babones, 2018) and data for United Kingdom (Office of Rail and Road,

2018).

Looking at railway passenger numbers for China and the United Kingdom shown in Figure 2, it

can be seen that they were surprisingly similar in 1997, with both making a similar increase

until the mid-2000s. This is despite the population of China being many times greater than that

of the UK, showing that rail has a much lower national modal share within China. The

development of rail transport in China and the United Kingdom has varied since the

mid-2000s, with this leading passenger numbers to become increasingly further apart.

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The first high speed railway line in China opened in 2008 to connect Tianjin and Beijing, and

since this line opened the Chinese Government have spent over US $360 billion to build over

22 thousand kilometres of high speed railways, more than every other country in the world

combined (Marx, 2018). The development of railways is a main priority and the network has

been modernised and development within just one decade. This has helped support economic

growth, urbanisation, and development of industries within China, and increased demand for

other connecting modes of transportation. In comparison, the UK has only added fifty-three

stations to existing lines since 2008 (Trundle, 2018), and these are not major interchange hubs.

2.2: Spatial scope of systems

Figure 3 shows the spatial scope of the two systems. In China, the high speed railway network

is spread out across the entire country, with a system of eight horizontal and eight vertical

railway lines (Wang, 2016). Chen et al. (2014) say that as China “is a very large country, the

railway journey is often very lengthy. Cities also have varying cultures, economies, and climates,

hence interchange hub designs have to be very different from one another”. In the United

Kingdom, the railway lines are focussed around the capital London, in the south east of

England. Whilst most of the lines focus on serving cities within sixty minutes commute from

London, they all extend further with express services sharing the track, running to cities as far

away as in Scotland and the North (up to six hours). The main hub stations for all of these

routes are located on the outskirts of the central urban area of London. These hubs within

London are linked by the Circle line of the London Underground, one of the eleven lines of the

city’s metro system.

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Figure 3: Large and medium railway interchange hubs within the two countries

China

Not all lines shown

Large railway hub

Large railway hub

Medium railway hub

Medium railway hub

London, United Kingdom

Underground
Circle line
Underground
Circle line

Not all lines shown

Source: Created by the author.

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3: Station case studies

3.1: Passenger statistics

Figure 4: Comparison of two case studies from China and the United Kingdom

China United Kingdom

Case study Shenzhen North King’s Cross St. Pancras

National railway passenger 44,500,000 King’s Cross 33,816,000

numbers St. Pancras 33,492,000

Metro passenger numbers 26,307,740 95,030,000

City population 12,528,300 8,787,892

Year opened 2011 1852

Sources: Office of Rail and Road (2017), Transport for London (2017), Kone (2018), and

Shenzhen Institute of Advance Technology (2015).

The King’s Cross St. Pancras railway hub in London consists of the two neighbouring national

railway stations of King’s Cross and St. Pancras International. King’s Cross station was opened in

1852, making it over 160 years old. In comparison, Shenzhen North station was opened in

2011, making it just seven years old. As the railway hubs in China are much newer, pre-existing

development has prevented them from being located in the current city centre areas, and they

are instead located on the edge of the city. In London, this was also the case to some extent,

although the railway terminuses are less far away than in China. At King’s Cross St. Pancras,

numbers of metro passengers are much higher than the number of national railway

passengers, showing that surrounding residents are business workers also use the station. At

Shenzhen North, the number of metro passengers is lower than the number of national railway

users, suggesting there are not as many developments around the station, and that many rail

users continue their journey by a mode other than the Shenzhen Metro.

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3.2: Modes served

Figure 5: Position of the two stations within their relative city metro systems

Shenzhen North King’s Cross St. Pancras

Sources: Travel China Guide (2017) and Transport for London (2018a).

Nevertheless, looking at the passenger numbers and regional purpose of various transport

hubs, it was determined these were very similar examples to study. They are both located at

similar positions within the city and their metro systems, at the northerly interchange point

between north-south and ring lines, and they both have recently gained or will gain cross-

border services, with St. Pancras recently gaining the Eurostar to France and Belgium, and

Shenzhen North gaining the Vibrant Express to West Kowloon in Hong Kong this year.

Shenzhen North is the interchange between Line 4 and Line 5 of the Shenzhen Metro, and

King’s Cross St. Pancras is the interchange between the Northern, Piccadilly, and Victoria lines

as well as the sub-surface lines of the London Underground. Both stations also serve a large

number of urban and regional bus routes. National railway services at Shenzhen North are

operated by a variety of divisions such as China Railway Guangzhou Group and China Railway

Shanghai Group, and metro services operated are operated by both Shenzhen Metro and

Hong Kong MTR’s Shenzhen subsidiary. National railway services at King’s Cross and St.

Pancras consist of various operators including Virgin Trains East Coast, Thameslink,

Southeastern, and metro services are operated by London Underground.

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3.3: Interior layout

Figure 6: Interior layouts of the two multi-modal interchange hubs

Shenzhen North King’s Cross St. Pancras

King’s Cross

St. Pancras

Sources: Travel China Guide (2017) and Network Rail (2017).

The interior layout of Shenzhen North and King’s Cross St. Pancras vary considerable from one

another. At Shenzhen North, a layered approach is used with train services running from the

middle level, with arrivals on the level below this, and the departures hall on the level above

this. At King’s Cross St. Pancras arriving and departing passengers are not separated, and ticket

checks take place on the train rather than at the station. The exception is Eurostar services

where a security check is conducted and passengers must travel on a specific train, as is the

case with China Railway Highspeed (CRH) services. King’s Cross station has shops and

restaurants positioned alongside the platforms, and St. Pancras station has these positioned on

the lower level, with train services above. At Shenzhen North, shops and restaurants are

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provided on the third floor but are only accessible to departing passengers. In London, local

residents and workers can also make use of the shops and restaurants. Connections are good

at both stations to buses and taxis with these being integrated into the station concourses. In

London, the Santander Cycles bicycle hire is provided at King’s Cross St. Pancras, and in

Shenzhen people can make use of app-based bicycle hire schemes such as Mobike and Ofo.

Studies were conducted of the experience at each railway station, with additional information

being referenced. At Shenzhen North, it was found to be confusing have an airport-style design

with inability to access certain areas of the station, for example shops and restaurants in the

departures concourse when in arriving at the station. There are issues with the required waiting

time for the security and ticket checks, with passengers having to allow up to 2 hours at peak

times. Transfers between trains take much longer with this design as passengers have to pass

through checkpoints multiple times. There is a lack of through ticketing between China

Railways and other transport modes, and interchange is indirect and takes a long time. There is

a lack of entertainment available at the stations with Wi-Fi being unreliable, and shops being

limited in variety, meaning there is little to do whilst waiting. The hub can experience extreme

congestion levels. Due to the queues, passengers have to sit in areas without proper seating.

Passengers have to arrive early as they are aware of the queues, which causes even more

congestion. Information and signage is lacking, and some is incorrect. Although the station is

comparatively very new, cleanliness and maintenance has fallen behind giving an outdated feel

to the station.

At King’s Cross St. Pancras, the layout of the station was much clearer representing natural

desire lines, although would not be acceptable in China where they believe it necessary to

security scan all passengers and their baggage. There are mixed-use spaces with clear decision

points, and arriving and departing passengers are not segregated. Movement around the

station was much easier with wide and clear passageways. Some minor issues where

passengers crowd around information monitors causing natural pathways to be blocked. There

was also issues with people blocking access to the metro due to overcrowding around ticket

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machines. Lifts were not clearly marked and passengers still had to use steps to access them

due to the age of the station. Signs across the interchange hub are very inconsistent. Steer

Davies Gleave (2010) found that the “Eurostar gateway to ‘The Street’ regularly causes severe

obstruction / bottlenecks and pedestrian collisions” with no specific area for meeting people or

signs immediately visible. Transport for London (2018b) says that “the open, bright design,

general cleanliness and high-end retail outlets of St. Pancras International create a positive

sense of arrival for passengers and have resulted in the station acting as a destination in its

own right”.



3.4: Wayfinding and signage

Figure 7: Signage issues in the stations

Shenzhen North King’s Cross St. Pancras

Source: All these photos were taken by the author.

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Figure 8: Standard signage and signage guidelines from the two cities

Shenzhen North

Sources: Photo taken by the author and layouts from Asian Development Bank (2015).

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King’s Cross St. Pancras

Sources: Photo taken by Wright (2013) and layouts from Network Rail (2011).

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Figure 8 shows the standard signage seen and the signage guidelines from the two cities. In

China, “signage in new interchange hubs is subject to national design standards, making these

places easy to negotiate for passengers” (Asian Development Bank, 2015). However, issues

were present in both cities as seen in Figure 7. At Shenzhen North, there were many issues with

signs being spelt incorrectly in English or where the English translation varied from the Chinese

translation (e.g. Chinese saying North and English saying South) making navigation very

confusing. Some signs were outdated, for example referring to the Longhua metro line when it

has been known as Line 4 since 2010. At King’s Cross St. Pancras, there were also issues with

electronics not working, and private operators such as Thameslink not following the standards.

3.5: Surrounding development

Figure 9: Public transport corridor

Source: London Borough of Hillingdon (2006).

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Figure 9 shows the maximum desired walking time from various kinds of stations along a

public transport corridor. At a multi-modal interchange hub, passengers would expect to walk

10 minutes or a radius of 800 metres. This would be the catchment area of a transit oriented

development (TOD) linked to the hub. High density housing and businesses should be

provided to both improve the vibrancy of the interchange, as well as improving its viability by

providing more passengers. There should be a mix of land uses and variation of attractions and

type of business in order to attract people throughout the day, and make the area more

liveable and sustainable. Multi-modal hubs have a higher degree of accessibility meaning they

will attract a wide variety of trips within the 800 metre catchment radius. In this area,

comfortable and safe facilities to move around and connect with the public transportation

should be provided, including for cyclists and pedestrians. This will increase the number of

people using the hub and the public transportation provided. Routes should be provided “that

follow desire lines to encourage walking and cycling, by providing well overlooked routes

bordered by active frontages (i.e. rather than back streets and passages), good paving, lighting

and signing. Street layouts should form a well connected hierarchy and avoid cul-de-sacs for all

but the very smallest developments within the Transport Development Zone” (London Borough

of Hillingdon, 2006).

The interchange hub design principles are shown in Figure 10, demonstrating these features

which should be provided, such as segregated bus and bicycle lanes, signalised crossings,

well-lit streets, bus stops with shelters and real-time information, signage and wayfinding, trees,

bicycle racks, and covered areas to wait for taxis and vehicle drop-offs. Point 7 in the Figure

shows a large public space, as is commonly found at large multi-modal interchange hubs within

China. This allows space to wait outside, as well as providing a sense of place and identity.

Direct sight lines are visible around the area, and pedestrian connections are attractive and

wide.

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Figure 10: Interchange hub design principles

Source: London Borough of Hillingdon (2006).

Figure 11 shows the East Square located at Shenzhen North railway station. The designers

(AUBE, 2017) say that it helps passengers “feel the spirit of Shenzhen and have a unique and

unforgettable impression about the city”. It combines the transportation hub with "urban

recreational space, commercial leisure space, and ecological forest space” creating a multi-

dimensional space instead of a more simple station square, allowing it to become a popular

open space and centre for the surrounding developments. The design is humanised and

promotes efficient access to transportation through shade corridors, and “a wide expanse of

forests which echo the climate in Shenzhen”. It is divided into the east and west with miniature

landmarks to create a sense of belonging for people from throughout China. A large rock

forms a sculpture, and forests are placed in a sunken courtyard representing a traditional

Chinese garden.

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Figure 11: Shenzhen North station East Square

Figure 12: King’s Cross station Western Concourse

Source: Photos taken by AUBE (2017) and Frearson (2012).

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Figure 12 shows the Western Concourse at King’s Cross station in London. It was added later to

provide extra space to the existing station, improve waiting facilities, and link King’s Cross

station to St. Pancras station (Chen et al., 2014). It also has social benefits providing the feel of

a gateway to the city from the train services. The original brick design of the station which was

originally hidden has been uncovered, providing historical interest. Five buildings have also

been restored and linked into the station contrasting with the unique glass and steel roof, of

which the design is modelled on the canopy of tree providing shade to the passengers.

Passengers can choose to access platforms from the existing entrances to the station, or enter

and wait in the new concourse. It is located directly about the London Underground station,

allowing much faster links to metro services, as well as to trains, taxis, and buses from St.

Pancras station. It also serves as an architectural access to the new transit oriented

developments around the station, as an addition to the new plaza at King’s Cross Square

(Frearson, 2012).

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4: Improvements and conclusions

4.1: Redevelopment and improvement

Case Study ① 〜Omiya station〜
Figure 13: Omiya station – before renovation
■JR East’s TOD

Before Renovation
Problems to be solved
Too narrow concourse
Ticket Gate
１ for high passenger
traffic
passage

Insufficient
２ number of toilets
4
１ Ticket Gate
３ No elevator & escalator

3 Concourse Not enough commercial

４ space
Apporox.4,500㎡

Toilets
2

We can resolve these problems

by extending concourse area
over the rail track
Case Study ① 〜Omiya station〜
Figure 14: Omiya station – after renovation
■JR East’s TOD
After Renovation

Ticket Gate 3
New Elevators

Efforts for solution

Building new passage
4
New １ way
commercial Ticket Gate
New Toilets
space
2
Increasing the multi-
2 purpose toilets
Concourse

Installing new elevators

１ 3
3 & escalators
New Escalators
Creating new
4
New Toilets 2 commercial space

Sources: JR East (2018).

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Figure 15: Omiya station before and after renovation

Sources: JR East (2018).

Whilst the example of the Western Concourse at King’s Cross station shows improvements that

can be achieved with space available, I have decided to add a final example of Omiya station

in Japan to show changes that can made without taking any additional land. This station has

concourses that were too narrow for the passenger traffic, no elevators or escalators, and an

insufficient amount of toilets and commercial space. By decking over more of the railway track,

the concourse was made 4,500 square metres larger, and these crucial facilities could be

added to the existing station.

4.2: Recommendations and conclusions

Other improvements that could be made at a lower cost to the hubs studied include for

Shenzhen North providing incentives to develop the land around the station so it is no longer

so isolated, updating signage so it is no longer outdated and work with the metro operators to

ensure future changes are known in advance, and improve the quality and consistence of

English language translations. At King’s Cross St. Pancras, operators should work to increase

the reliability of electronic information, and private operators should ensure their signage

meets the consistent format agreed by Network Rail. In the future, China should consider not

segregating levels of the station so facilities can be enjoyed by the wider community, although

this would come at the expense of some negation to the security of the hub.

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5: Bibliography

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multimodal interchange hub development in the People’s Republic of China. Mandaluyong

City, Philippines: Asian Development Bank.

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content_552.html.

Babones, S. 2018. China's High-Speed Trains Are Taking On More Passengers In Chinese New

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more-passengers-in-chinese-new-year-massive-migration/#5ba68ad9423f.

Chen, C.-L., Hickman, R. and Saxena, S. 2014. Improving Interchanges: Toward Better

Multimodal Railway Hubs in the People’s Republic of China. Manila, Philippines: Asian

Development Bank.

Frearson, A. 2012. Western Concourse at King’s Cross by John McAslan + Partners. [Online].

[Accessed 20 April 2018]. Available from: https://www.dezeen.com/2012/03/14/western-

concourse-at-kings-cross-by-john-mcaslan-partners/.

JR East. 2018. TOD: Change the station from Transportation hub to Lifestyle hub. 20th March

2018. East Japan Railway Co. Asia Pacific Rail 2018.

Kone. 2018. Shenzhen North railway station. Solving Shenzhen's transit puzzle. [Online].

[Accessed 20 April 2018]. Available from: https://www.kone.in/news-and-references/

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London Borough of Hillingdon. 2006. Hillingdon Design and Accessiblity Statement (HDAS).

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Marx, P. 2018. China’s High-Speed Train Map Puts U.S. Transportation to Shame. But the U.S. can

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shame-272e6694c04d.

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e n - G B / B r a n d K n o w l e d g e D o w n l o a d Fi l e s / D o w n l o a d G u i d e l i n e Pa g e A t t a c h m e n t ?

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Shenzhen Institute of Advanced Technology. 2015. The number of traffic. Top 10 Shenzhen

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Transport for London. 2018b. Urban planning & construction: Interchange: Framework: Case

studies: King's Cross St. Pancras. [Online]. [Accessed 20 April 2018]. Available from: https://

tfl.gov.uk/info-for/urban-planning-and-construction/king-s-cross-st-pancras.

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trains/shenzhen-north-station.htm.

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from: http://trundleage.co.uk/about/reopened-railway-stations/.

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