Railway Stations Adapting to Future Society Railway Stations Adapting to Future Society

contents

3 Foreword by uic Director-General

5 UIC Station Managers Global Group

7 HISTORY OF STATIONS: EVOLUTION OF THE CONCEPT

03 model of station concept

11 Operation facelift: major projects Station renovation policies, trends and challenges

60 a quick look at some stations around the world...

70 BIBLIOGRAPHY Railway Stations Adapting to Future Society

foreword by uic director-general Jean-pierre loubinoux

tations emerged alongside railways, as the Stations have gradually become organised, transfor- In the visual representations you will see the chan- staging-posts of this new industrial era. med and developed to host all those passing through ging relationships between station stakeholders. They increased in number as railways deve­ – whether travellers or not – and to offer board, lod- As well as a depiction of how the concept of a “sta- loped into networks that, in turn, could only ging, or other everyday services. And since we must tion” has changed over time and the interaction Sdevelop alongside stations. From the outset, stations always go via somewhere in order to go anywhere, between stations and their urban environment, two 3 have been essential to the departure, the passage stations have become an interface between all the slides explain complex phenomena which vary ac- and the arrival of trains, and to the ebb and flow of various modes of mobility – trains, metro, buses, cars cording to the context and reality of each country all the travellers they carry. A railway network can and bicycles. They have thus become mediators and and even each station, all focusing on a complex web be seen as lines irrigating a geographical area in the organisers of daily mobility. of stakeholders and spatial interaction between sta- same way as a network of arteries nourish and keep tions and cities. This moves from the most simplistic alive a body and living being. Stations are the no- This Next Station congress in Moscow – following vision of an “introverted” station and builds up to a des and beating hearts of this network, and sustain it that of Brussels – aims to highlight this evolution of complex model showing all the scenarios of change by injecting and managing the movements of all the stations in cities and the way in which they manage in station governance, taking into account the de- travellers which are its lifeblood and raison d’être. the ebb and flow of mobility in daily life. gree to which stations are open to the surrounding Stations portend future change in society, and as city, as illustrated by a model of an “open” station. Stations are places of life and emotion: goodbyes the role of UIC is to anticipate change, this topic is as people depart for far-off destinations, on holiday of particular importance to our organisation, to help Let us not forget a brief history of how the concept or to war; of reunions, shared moments and daily serve our members as always. of “a station” developed between the 19th and 20th commutes between home and work; and of child- This brochure contains a variety of content, notably centuries, documenting how stations grew from ren’s everlasting admiration for the beautiful steam significant work undertaken by the UIC Passenger modest­ buildings – in some cases – to symbols of engines or high speed trains which whisk them away. Department in consultation with the Station Mana- architectural achievement, a snapshot of railway Stations are centres of transit, a “breather” between gers Global Group (SMGG). The work focuses on large stations around the world ; and finally a bibliography. the city, its surroundings and other cities and places station renovation projects around the world through So plenty of material! The UIC editorial team hopes further away. various examples illustrating this phenomenon. that you enjoy reading this issue!

Railway Stations Adapting to Future Society

UIC Station Managers Global Group

assenger activity represents an increa- Improving the functionality of stations (as a stra­ sing business for UIC at global level. tegic element of railway passenger transport), Whether on short or long distances, improving the business concept and opportu- 5 regional, mass transit or high speed, nities for centres which attract on a daily basis Pthe transport of passengers by rail is an activity a large volume of potential customers (other with positive expectations for the future. than travel purposes) and strengthening the re- lationship between railway systems and society Among all the necessary aspects needed to (increasingly complex) are the main objectives de­velop passenger transport (technology, of the UIC Station Managers Global Group. marketing,­ ticketing, financing, etc.), the most important­ common point for rail companies, Chaired by Mr Carlos Ventura, Director of custo­mers and society are stations. Passen­ger Stations at ADIF (Spanish Infrastruc- ture Manager), and in conjunction with other Stations represent a key element in all passen- UIC activities (Passenger Department and also ger transport: for customers, the station is the the Rail System Department, Sustainable Deve- only gateway to railway systems; for railways, lopment, Security, etc.) and all the UIC regions, they are sometimes the key to acquiring (or this working group is open to all UIC members not acquiring) customers. But other than their interested in passenger transport. strategic value for railway systems and for customers, stations represent an important The benefits of this cooperation for members

Kazansky business element and are essential element in and for the railway system at global level are a Railway Station. city development. good example of UIC’s philosophy and activities. 6 Railway Stations Adapting to Future Society

HISTORY OF STATIONS EVOLUTION OF THE CONCEPT

n the earliest days of railways, nobody knew how a station a railway’s façade to the city (the station) had to be more im- should be or what it should look like; it was simply to accom- pressive in order to build investor confidence and attract more modate staff and passengers waiting for trains. Sometimes money to finance this mode of transport which would change old buildings were used for station purposes. the world.

I th Even the first names given to stations did not clearly indicate In the second half of the 19 century large, iconic buildings started their function. In some countries (such as France or Spain), to emerge in big (and smaller) cities and the names of architects 7 stations were initially called “pier” where people board ships. began to appear alongside those of railway companies. Similarly with airplanes, the word “airport” derived its name from ships as “the port for air traffic”. Intermediate stations were simply The first dilemma regarding the functional design of stations known as “halts”. (and railway operations in general) in big cities was whether they should be the terminus or a through-station. In big cities it was The first stations were often modest, functional buildings. In thought that stations should represent the end of the railway line, many cases, stations also served other purposes of the railway and consequently tracks should end at the station terminal. company such as main offices, sometimes headquarters or main- tenance workshops, etc. In America, where trains (locomotives and carriages) became bigger much earlier than in Europe, large locomotives were not Stations were systematically located out of the city centre. There allowed inside station terminals because they released a great was no question of disrupting or destroying the cities at that deal of smoke. For this reason it was quite common in the US for View of Budapest time – in some cases that would come later. In the early days of trains to enter the station by switching back, with the locomotive Nyugaty Railway railways the train was considered impressive and futuristic but pushing the train and consequently keeping it out of the passen- Station, Hungary. The station, which not a clean mode of transport. ger waiting area. was planned by August de Serres When the growth of passenger and freight traffic began to Large stations required large train sheds. These needed to be a and built by the Eiffel Company, opened structure countries and society, railway companies became in- certain size due to the large battery rails and platforms and of a on 28 October 1877. creasingly important and needed more financing. Consequently, certain height in order to evacuate smoke from the locomotives. While railways were developing, metallic structures became from road and then air made rail transport decline and adapt in increasingly popular (something Mr Eiffel knew a thing or two order to survive (where possible). about), and consequently large and rich railway companies At the same time, railways were adjusting to a new life. As far started to build big train sheds. In some cases they were so as they were obliged to compete, they became more and more proud of these structures that they incorporated them into the specialised in the areas where they were more competitive. One main façade of the station, facing the city. Budapest Nyugaty of the consequences was the development of mass transport, and Madrid Delicias stations are two examples of this. which required a particular type of station that was quite diffe-

Picture 1: Pennsylvania Railway Station rent to the big and solemn terminals. in New York City in 1911, view from the The shape of the main building was also conditioned by the evo- northeast. Most of the buildings in the lution of traffic. As train stations and particularly train tracks moved more towar- 8 scene are no longer standing, and have been replaced with taller buildings and The first station terminals included three main buildings or parts ds the city centre, this sometimes caused disruption to the city. skyscrapers. The original Pennsylvania of buildings, in the shape of a “U”. The solution was to build an underground or viaduct, which Station was considered a masterpiece of the Beaux-Arts style and one of the archi- Soon, however, as traffic increased, the “U” become too small to resulted in different kind of station. tectural jewels of New York City. Today, meet the increasing traffic needs which were growing – some- the Penn Station is one of the busiest th passenger transportation facilities in times unexpectedly, and the “U” shape did not allow the possibi- During the second half of the 20 century, train stations were the United States and in North America. lity for extension. presented with new visions and options. Business opportunities

Picture 2: Saint Germain-en-Laye Railway The best solution for this was to build stations in an “L” shape, were generated by stations in privileged parts of the city as well Station, France, at the start of the with more important buildings in the front (or main façade) as as large volumes of people attracted by the stations themselves. th 20 century, on the railway line to Paris well as on the “departure” side and giving the “arrivals” section a Saint-Lazare Station. Inaugurated in 1837 between Paris and Le Pecq, this was the less important building, which was later rebuilt and enabled the In some cases, these opportunities represented the end of station first railway line to be built out of Paris, station to be extended. buildings, such as with Penn Station in New York City. The station as well as the first in France designed to carry passengers only. The Pereire bro- still exists but now hidden in the middle of a business district and thers wanted a loading dock – the name For many decades railway stations were some of the most impor- the well-known Madison Square Garden. given to stations at the time – at Place de la Madeleine in Paris. Following protests tant neuralgic points in the city. Everybody coming in or going Its famous sister station, Grand Central, was saved at the last from local residents, however, the loading out of the city needed to use the station. The first half of the moment and has just celebrated its centenary. dock was eventually moved further down th to Place de l’Europe. At Saint Germain- 20 century was a period of mythical trains as well as impressive en-Laye the terminus was constructed in a and mythical stations. Good examples of how stations can be magnets for business, trench in the castle gardens, interrupting shopping, leisure centres and restaurants are Tokyo Central the symmetry of the flowerbeds in the gardens designed by Le Nôtre. However almost nothing in life escapes change. Competition (known as “Tokyo Station” or even “Tokyo”), and Seoul, etc. history of stations

9

In other cases both the train and the railway have been removed will survive, probably with some important differences, and will Project of Wuhan from the station, as is the case in Manila, in the Philippines. In be increasingly important for society. Train stations of the future Railway Station, China. cases such as these, the station is no longer a station but beco- will be large or small, aboveground or underground, iconic or mes something else. anodyne, discrete places or places of reference, historical or mo- dern buildings, only with railways or multimodal transport, with The political and social interest derived from these iconic buil- good business or little business. None of this is important as long dings serving city centres presents another opportunity for as there is a train and it serves a purpose. famous architects who have launched the rediscovery of these “cathedrals of the 20th (or 21st) centuries” such as Liège-Guille- What is most important is that the railway stations of the future mins, Lisbon, Shanghai South and Beijing South. There are stations will continue to be (good) railway stations. that even have a tropical garden in the middle of the city, such as Madrid (which is not exactly located in a tropical climate).

And what about the future? Ignacio Barrón de Angoiti UIC Director of the Passenger Department Train stations will survive as long as railways survive. And railways 10 Railway Stations Adapting to Future Society

model of station concept

The following two models are just one way of simplifying the complex

phenomena of the interaction between stations and their environment, 11 because station models differ depending on the context and reality of each country, and of course each station.

The aim is to highlight the evolution of governance and spatial interac- tion (station/city): starting from the most simplistic vision of an intro- verted station to a more complex model involving all scenarios of pos- sible changes in the governance of stations, and the degree of openness of the station towards the city through an open station model. The “Introverted” model station/city interaction

j Reduced interaction between the station and the city.

j P hysical imperviousness , The of the station. station Rail governance , j L ack of communication between station stakeholders and those of the city. Infrastructure Manager Station Operator j Mono-functionality and spatial zoning.

j Reduced operating urban 12 station has potential.

j Station as an isolated object Railway in the city. transport Service Business activities activities activities

Travellers Visitors

Travellers Inhabitants

T he ,city Public Operators of Urban transport governance public parking operators Railway Stations Adapting to Future Society

The “Open station” model station/city interaction

j Increased interaction: • City/Station. • Public/Private. , The station j Spatial, economic and decision-making between , Rail governance the station and urban permeability.

private companies j E xpand the intermodal transport hub trade centre station into a transport hub.

Functional mixity in the Service j activities station. 13

Station as a link to a global Railway j network: transport Travellers Visitors customers

public governance activities • Urban “urban square

, in the city”. Business • Commercial “a Business activities hub in the city”. • Transport “Transport hub in the city”. activities urban commercial j Removing station limits: Urban transport Travellers Inhabitants the station as part of the city. operators

Operators of public parking T he ,city

Railway Stations Adapting to Future Society

Operation facelift: major projects Station renovation policies, trends and challenges 15

Belgium , Brussels Central and South Stations 16 Denmark , Copenhagen Central Station 21 France , Paris Saint-Lazare and paris Gare du Nord 24 Germany , Stuttgart Station 30 Italy , Rome Termini Station 34 Japan , Tokyo Main Station 38 The Netherlands , Amsterdam Central Station 42 Spain , Madrid Puerta de Atocha Station 46 Switzerland , Zurich Central Station 50 Russia , Moscow Kazansky Station 54 South Korea , Seoul Station 57 Operation facelift: major projects Station renovation policies, trends and challenges

brussels central and south stations / Belgium

Belgian railway network Belgian railway system j Densest network in the world 3518 km (2003) Organisation j Standard gauge track (1435 mm) Recent years have seen major structural j 2631 km of the network are reform in the Belgian railways, with a shift electrified (direct current, 3000 in 2005 from an integrated model to a volts) group model under a holding company. j Four international HSLs, alterna- This model still exists in 2013, with a split ting current, 25 kV: one running between the incumbent operator SNCB to Paris, two to Germany and one to the Netherlands and the infrastructure manager Infrabel j Hub-and-spokes network with due to take place in 2014. Brussels at the centre The state remains the majority sharehol- 16 j Due to the small size of the der of SNCB Holding as a company under network, there is no distinction public law, and is thus the owner of the between long-distance / subur- Belgian network. ban / urban transport All Belgian rail traffic traverses one Governance and financing junction: Photo Mr.Guigon UIC 2013. of Belgian stations j the Brussels node, which is expe- riencing congestion problems SNCB, the Federal Government, Infrabel p Category A: Over 70 000 passengers/week. j Infrabel owns and manages the Governance and public-private partnerships. track, electrical signals and ac- p Ownership: The 213 stations in the net­ p Operating costs of stations: Operating p Category B: cess areas to stations work are owned by SNCB Holding. Infra­ costs are covered by two sources, SNCB 20 000 to 70 000 passengers/week. j The network is open to competi- bel owns the access platforms. Holding and SNCB, depending on the tion in international traffic. SNCB p Category C: Management: SNCB Holding manages type of station and commercial revenue. has a monopoly over domes- p 5 000 to 20 000 passengers/week. tic traffic. In 2011 charges for the 37 major stations in which mixed or p Category D1: infrastructure use ranged from international traffic is operated. SNCB ma- General organisation of stations in Belgium 2 500 to 5 000 passengers/week. €0.54-6.95/train-km, depending nages the 176 other stations. Belgian stations are classified according on the train type. to traffic volume (number of passengers) p Category D2: In the European context, the j Financing in six categories (figures provided are 700 to 2 500 passengers/week. network is at a strategic cross- roads between north and south. p Financing of construction and renova- based on number of passengers taking the p Category D3: tion of Belgian stations: SNCB Holding, train per week): Under 700 passengers/week. brussels central and south stations / Belgium

Renovation policy for stations Case study, Brussels Central station in Belgium A new strategy aimed at defining stations of the future has been implemented. Geographical context Brussels Central, Description of station key figures and accessibility It has three main objectives: j Brussels is a densely populated renovation project 1/ Boost intermodality in stations city with 1 300 000 inhabitants. j Construction year: 1952 j It is the economic capital Situation j Year of last renovation: 2012 of Belgium. The Belgian network is one of the den­ Total station surface area: p Urban context: central. j j Information not provided sest in the world. Within Europe it lies at j At the heart of a dense urban by SNCB a crossroads and traffic is on a constant fabric. j Number of passengers/year: increase. The distance between Brussels j 51 million per year p The station is old, built in the ‘50s, and Central station and the city Number of visitors/day: airport is 14 km – 15 minutes j originally designed to accommodate 10% of the passenger/day by suburban train. 70 000 travellers. Travellers now number j Retail space: twice that figure and traffic is expected 2/ Increase station size: SNCB Holding has Information not provided title deeds, and traffic is set to increase Station’s position to increase by 20% by 2020. on railway networks j Number of retail outlets: according to forecasts. Information not provided 17 3/ Open stations up to the cities and towns j International hub at the heart Objectives of the European network. j Restaurant space in station: around them by multiplying services Information not provided p Increase the station’s capacity by increa- and improving their integration: sing its size. A major modernisation project for Belgian j Infrastructure manager: Restore the station’s historical building. stations, due to be completed by 2020, Infrabel p was launched in 2010: j Operator: SNCB Holding p Modernise the station by reorganising The recent drive to renovate Belgian stations surface areas. j Number of tracks in station: 6 is a response to a need for modernisation due to the risk of serious congestion. j Number of trains/day: 950 Renovation work (description) Emphasis has been laid on improving j Number of metro lines: 2 intermodality in stations, currently The station and more specifically its faça­ j Number of bus routes: 6 considered to be largely insufficient. des, the ticket office and the building j Number of metro stations with structure have been classified since 1995 direct services from station: 27 as historically significant by the Royal Number of public car parks/ j Commission for monuments and sites in parking spaces: 950 the Brussels-Capital region. The body in j Cost of parking near station: 21 euros/day question will be closely overseeing the transformation process of the edifice. j Presence of checkpoints in station: No The station is being modernised as part of j Transfer time in station: a large-scale project, STAR 21, for moder- 8 minutes nising the domestic railway network. Operation facelift: major projects Station renovation policies, trends and challenges

Since August 2001, the marked by a lack of space and a compli- ticket office area has been cated structure. reorganised, with the retail Works also brought improvements to ac- area being moved from cessibility on these floors, by means of the centre to either side of additional escalators and lifts which give the main staircase leading persons with reduced mobility full access to the platforms (no. 1 on to the platforms. the map). A new central corridor was created at The travel centre is a new this level, with retail areas on either side Belgian concept that SNCB and waiting rooms offering high levels of Map of Brussels Central station. Source, SNCB website - UIC 2013 is aiming to roll out in seve- comfort. The platforms were also comple- ral stations, including Brus- tely renovated. sels Central station. 4. Modification of signage: The plan includes The travel centre has six open ticket desks Station renovation work provided the Renovation of Brussels Central station p At station level: and serves to provide travel information opportunity­ to modernise the signage in - Better use of available space. and ticket sales for international travel the station. The improved signage is now 18 Progress status: completed j - Easier transit for travellers and more (no. 2 on the map). suitable for persons with cognitive impair- j Duration: 2001 -2012 functional use of space in the station. This area at the centre of the station ments. j Phases: - Installation of more user-friendly signage. is accessible to persons with reduced 2001-2003: Exterior facade restoration. - Improved customer information. mobility­ and it improves interoperabil­ Expected outcome of renovation 2003 -2012: Refurbishment - Improved safety. ity in the station by ensuring easier p Improve station accessibility for persons of passenger building. p At city level: access to information and thus to other with reduced mobility. Financing: j - Reorganisation of roads around the sta- modes. This phase was completed in 2003. p Increase station capacity. Holding (via state subsidy) and Infrabel for all platform tion to improve its accessibility. Considerable improvements were also and access related costs. made to the main hall in terms of spatial Financing of renovation work j Stakeholders: 1. Renovation work has been organised in quality (lighting, noise insulation, etc.), in With investments amounting to over - State four phases:- Clean-up of façades: line with the aim of improving service qua- 30 mill­ion­ euros, this is one of SNCB’s - Infrabel - SNCB Holding Façade restoration work was launched lity in the station. The retail area has been most ambitious projects. in May 2000. Two methods were used: brought to the fore and has a place of These investments form part of the non-abrasive cleaning to remove the dirt choice in the new set-up. twelve-year plan for 2001 2012 (which re- Conclusion/expected outcome and specific treatment of the façade so it presented over 17 billion euros of invest- could regain its original aspect. 3. Organisation of the mezzanine and plat- ments for the Belgian railways). j Improve station accessibility for persons with reduced mobility. forms: 2. Renovation of the ticket office and crea­ The lower levels of the station, in particu- j Increase station capacity. tion of a travel centre: lar the mezzanine and the platforms, were brussels central and south stations / Belgium

Case study, Brussels South station History of Brussels Central station The idea of a central station Geographical context Brussels-South, Description of station th key figures and accessibility dates back to the late 19 century, j Brussels is a densely populated renovation project : with a project aimed at creating city with 1 300 000 inhabitants. j Construction year: 1952 planned for 2014 a so-called North-South junction j It is the economic capital j Date of last renovation: between two terminus stations, of Belgium. 1990-1995, project for 2014 In 2008 Brussels-North and Brussels- j Urban context: central. 2 An initial stage of minor renovation work South. j Station surface area: 51 500 m j At the heart of a dense urban involved the opening of «Midi Village», The project took a long time j Number of passengers/year: fabric. 50 million a new retail area in Brussels-South sta- to be completed: the architect The distance between Brussels- Victor Horta was entrusted with j j Number of visitors/day: 70 000 tion, by STIB, the Brussels Intercommu- South station and the city airport 2 nal Transport Company, before the retail the design in the 1930s, the tunnel is 18 km – 20 minutes by subur- j Retail space: 7 200 m between Brussels-North and outlets leading up to Tour du Midi (South ban train. j Number of retail outlets: 34 Brussels-South took 15 years Tower) were renovated. j Restaurant space in station: to build and construction work 2 «Midi Village» is a new retail area set to Station’s position 2 710 m on the building itself only began on railway networks open by the end of 2013, before a final in 1947. The station was officially j Infrastructure manager: Infrabel 19 Principal stations on the Thalys phase of works is undertaken, including opened in 1952. j j Operator: SNCB and Eurostar European mainline. the renovation of retail outlets leading Due to a rapid increase in traffic, j Number of trains/day: up to Tour du Midi (South Tower). A retail by the end of the 1980s the sta- 1 220, of which 684 long-dis- tance (dom.: 570, int.: 114), 2 tion’s capacity was already in need area of over 450 m has been renovated 277 regional, 259 suburban of a boost. However it took until since 2008, the aim being to make it a 2001-2012 for the station to j Number of metro lines: 2 «genuine village» where the 30 000 tra- undergo a significant renovation. j Number of tram lines: 8 vellers passing through the station daily To meet new demands, important j Number of bus routes: 5 will enjoy a «modern, welcoming and and painstaking readjustments j Number of public car parks: were needed to allow additional 1650 parking spaces and lifts and escalators to be installed. 256 bike spaces Finally, the underground platforms j Cost of parking near station: were lengthened to adapt to new 21 euros/day train lengths, especially as with the j Presence of checkpoints new junction, HSTs and intercity in station: yes trains can pass through Brussels j Transfer time in station: and connect it to other Belgian 6 minutes cities and foreign capitals without Mode of access: any stopovers. j 10% taxi, 15% metro, 35% train, 40% pedestrian/bike Operation facelift: major projects Station renovation policies, trends and challenges

light» space. «It is a major challenge for the façade of the V-shaped building. The shareholders: SNCB Holding and Tuc Rail). Renovation of Brussels-South station STIB to provide travellers with a pleasant building will essentially house offices, as This project for renovating the station environment and a variety of services». well as a congress centre and a restaurant forms part of a wide-scale plan to reno- j Progress status: plans for 2014, latest work with a panoramic view open to the public. vate the Brussels-South neighbourhood in 1995 Project as of 2014 Jean Nouvel’s plans will see the station in- by creating an «extrovert» station which 2 j Duration: Brussels-South station will soon be reno- clude 250 000 m of offices, a conference is more visible and accessible. The station Reconstruction project due vated by Jean Nouvel. It is the largest sta- centre and several retail outlets. Here is a becomes an urban signal. to be launched in 2014 tion in Belgium. This is an innovative and view of the project from the Europe es- j Stages: astonishing project, combining transparen- planade. The preliminary project was sub- - Work on the station itself - Work on the immediate cy with height, for one of the busiest sta- mitted at the end of 2011. surroundings of the station tions in Europe. The overall project ties in with the Brus- History of j Financing: This project, imagined by Jean Nou- sels-Capital regional authority’s «Interna- Brussels-South station Holding (via state subsidy) vel and the fruit of two years of study, tional development plan for Brussels». The Originally built as the terminus and Infrabel for all platform and access related costs. is based on the construction of a 120 plan involves promoting Brussels-South for the «Midi» (south) line created m-high V-shaped structure rising above station and its surrounding area as a mo- in 1939 to connect Brussels to the j Stakeholders: French border, the initial wooden - State the railway tracks. This V-shaped building dern and innovative development hub wit- structure was at a different loca- - Infrabel will reflect trains and the city like a mirror. hin a move to promote the international tion from the current station. 20 - SNCB Holding Passengers will see «the city reflected on role of the Brussels-Capital region. SNCB The success of the railway sector one side of the façade, and on the other has tasked Euro Immo Star with studying brought rapid growth to the Conclusion/expected Belgian railway network, and soon side the place they have travelled from». and constructing a public building. A pri- outcome it became one of the densest Passers-by will see trains moving along vate group (composed of 99.9 % of public networks on the continent. j Increase number of tracks In the face of such success, the and platforms. idea of linking Brussels-North j Increase public and retail station to Brussels-South station surface area. had already surfaced in 1869, j Improve visibility and ultimately coming to fruition with accessibility in station. a north-south link in 1952 and a much bigger station being built j Increase retail surface area. where Brussels-South now stands. j Improve intermodality. Most of the existing buildings, j Improve comfort and designed by the architect Auguste service quality. Payen, were built between 1939 and 1954. Only one building, j Improve station integration within city. designed by the architect Marc de Vreese, was built more recently (1992) on Victor Horta square. The next major changes came with the arrival of high speed in 1993. A modern, 550m-long façade and a transparent V-shaped building. Copenhagen Central Station / Denmark

Copenhagen Central Station / Denmark

Danish railway system Geographical context j Copenhagen is a densely populated city Organisation (7 300 inhabitants/km2). DSB was created in 1885 following a mer- j Economic capital of Denmark. ger between Zealand Railways (state com­­ j Urban context: central. pany) and the companies from Funen and j At the heart of a dense urban Jutland. On 1 January 1999, DSB was reor- fabric. ganised into four business units: p DSB Intercity (mainline passenger Station’s position trans­port) on railway network p DSB Regio (regional trains) The journey from the central j p DSB S-tog (suburban services in the station to Copenhagen airport 21 Copenhagen area) takes 11 minutes by direct link. p DSB Gods (freight) Situation within Copenhagen transport network In the passenger sector DSB faces compe­ j The station is not connected tition from Arriva, a British transport com­­ to the city’s metro network, pany [and subsidiary of Deutsche Bahn]. but a project has been launched Freight services, operated in the past by to build a circular metro line by 2018. DSB Gods, were taken over on 1 January 2001 by a subsidiary of Deutsche Bahn,

Railion, following a political move to libe­ Main entrance of Copenhagen station. Source: UIC ralise the Danish railways in 1999. DSB thus now operates as a profit-making company, although it still provides certain p Freight traffic is fully privatised and public services on the basis of contracts operated by a subsidiary of DB. with the Ministry of Transport and Energy. p Length of the network: 2 667 km in 2007, of which 640 km are electrified. Danish railway network p The tracks are standard-gauge (1 435 mm) p The network is mainly used by passenger and all electrified lines are alternating cur- operators, and there is no high speed traffic. rent, 15 kV / 16.67 Hz Operation facelift: major projects Station renovation policies, trends and challenges

Copenhagen station, Governance and financing key figures and accessibility of Danish stations

j Date of construction: 1911 Governance j Date of last renovation: 2008 Ownership: DSB: buildings and passenger j Total station surface area: 35 000 m2 areas. BaneDanmark: platforms, tracks and ac- j Number of passengers/year: 120,000 cess ramps. j Number of visitors/day: 10% of the number of passengers Financing (estimate) Construction and renovation of Danish Retail space: 5 200 m2 j stations is mainly government-financed, Source: Frank Bach - Dreamstime j Number of retail outlets: 40 via the Ministry of Transport. j Infrastructure manager: Financing of operating costs of stations: tions, and measures to reorganise com- several possible configurations, including BaneDanmark DSB and commercial revenue. mercial areas have thus been planned for increasing the number of tracks and plat- j Operator: DSB, DSB S-tog, l’ORD son, Deutsche Bahn, SJ many stations on the network. forms, or creating a satellite station or a Renovation policy new terminal. 22 j Number of tracks in station: 13 (including 4 for S-tog for stations in Denmark Efforts are also being made to reduce Some of the works proposed for the ex- [suburban] services) staff numbers in stations by increasing pansion of the main station would opti- j Number of metro lines: 0 Latest trends the level of automation, in particular for mise connections to the bus, metro and j Number of suburban lines: 6 One of the main preconditions to be met ticket sales (target: 100% within the next S-tog networks, while others would en- j Number of bus routes: 15 before launching a station renovation pro- 10 years), which will bring the dual benefit sure better connections with Copenhagen j Existence of checkpoints ject in Denmark is achieving a consensus of generating free space in stations and airport. in station: no among stakeholders, especially concer- ensuring they have longer opening hours. j Transfer time in station: 5 minutes ning financing for the project. p Creation of a new intermodal terminal: Project at station level The most likely location is above the sta- At present many major stations in Den- p Increase of station capacity: tion platforms, on a bridge at a right angle mark need renovating, mainly to improve The central station has a capacity of 17 to the tracks. Among other purposes, this intermodality, for example with bicycles. incoming trains per hour from the west. configuration would ensure better inte- Danish stations are completely overrun In a context of proposals for developing gration of the station within the city. by bicycles, making it necessary to re- infrastructure in and around Copenhagen, Financing problems currently appear to configure the urban area surrounding the the need to increase capacity has been be the main hindrance to station develop- station by adding suitable parking spaces mentioned on several occasions, in par- ment; the only works to have begun so far and improving station accessibility. ticular by the infrastructure commission. are on the circular metro line. The projects Commercial activities are currently taking Proposals involving the central station, may have to change, but the issues remain up more and more space in Danish sta- which remain to be discussed, suggest the same. Copenhagen Central Station / Denmark

Renovation of Copenhagen station History of Copenhagen Central Station j Progress status: ongoing The station as it currently stands j Duration: 2010 -? was completed on 1 December 1911. It was the third station built Stages: j on the site; the two previous - Construction work for the structures had been wooden. station on the circular metro line. The station was completely - Reconfiguration of urban renovated in 1980; escalators areas around the station. - Construction of a new and lifts were installed to access intermodal terminal. the platforms and the main hall of the station was divided into j Financing: Danish government, arrivals, departures and freight and SDB, BaneDanmark completely refurbished. Further The first three sections of Copenhagen metro were opened in 2002 and 2003. Stakeholders: renovation work was carried out j The success of these initial phases led to the decision to pursue work with the construction - Government between 2004 and 2008: the roof of a fourth section: a circle line around the city (the Cityringen), due to open in 2018. - SDB was replaced and platforms 3 and - BaneDanmark The Cityringen will measure roughly 15.5 km and connect the major neighbourhoods in 6 were lowered in order to comply 23 - City of Copenhagen Copenhagen, in particular the Danish parliament, the central station, the city hall, existing with international standards. major stations with metro and suburban connections and the principal national monuments. The towers and the bridge over Services will operate at intervals of 100 s, with a total of 28 trains (3 coaches, 39 m) running the platforms, on which the main Conclusion/expected at 90 km/h. In total the Cityringen project is expected to cost 15 billion Danish crowns building of the station is located, outcome (2 billion euros). were refurbished. j Improvement of station accessibility in relation to Key dates its urban environment and • October 2007/April 2008: design study greater intermodality. • May 2008/April 2009: preparation of the tender j Solutions to the problem of • May 2009/April 2010: negotiation of the contract insufficient cycle parking space. • May 2010/2018: construction Operation facelift: major projects Station renovation policies, trends and challenges

Paris Saint-Lazare and Paris Gare du Nord / france

Geographical context j Paris is a densely populated city with 2 243 833 inhabitants. j Economic capital of France. j Urban context: central. j At the heart of a dense urban fabric, next to another main Paris 24 train station, Paris Est, forming a major rail hub in the capital. j Distance between Saint Lazare station and Charles de Gaulle (CDG) airport 15km – 20 minutes by suburban train. j Time on suburban trains from Paris Saint-Lazare station. Paris Gare du Nord station. Paris to Orly airport - 30 minutes.

Station’s position The French railway system Structure of the French railway network gauge (1 437 mm). The star-shape configu- on railway network It is one of the most extensive networks ration of the network­ with Paris at its hub j Regional gateway to North-West Organisation in Europe, with a high-speed sector deve- is highly centralised, and this layout is one France The French railways operate on a double- loped since the beginning of the 1980s and of the current issues for the system, as it j Part of the ‘Parisian Hub’ system headed system: the owner of the network now 2 000 km long, and on which there is tends to make the towns and cities served made up of 6 main stations. is RFF (Réseau Ferré de France – the rail a predominance of passenger traffic over by the high-speed lines more competitive infrastructure manager), while operations a declining freight sector, with 1 013 million while excluding those which do not have Situation within Paris transport system are run by a public industrial and com- passengers in 2006 and 10 billion tonnes- the benefit of this service. This has led to mercial institution (EPIC), SNCF (Société km of freight the same year. the establishment of new intercity services. j The main Paris station in the new Greater Paris network. Nationale des Chemins de Fer Français), The network has a total length of 29 273 km j 5 metro lines and line E of the which has different divisions for freight, (2006) including 15 687 km of electrified RER suburban rail service. high speed and stations. track (2006), most of which is standard Paris Saint-Lazare and paris Gare du Nord / france

paris Saint Lazare station Renovation policy for French key figures and accessibility stations - new trends j Date of construction: 1846 j Date of last renovation: 2002-2012 Following the Keller report in 2009 (a j Total station surface area: report by French Senator Keller on the 2 30 000 m « station of the future » or modern sta- j Number of travellers/year: tions), a major programme to renovate 100 million the main French stations was undertaken j Number of visitors/day: 450 000 by Gares et Connexions, with the aim of: j Retail space: 10 000 m2 1/ modernising stations, after an assess- j Number of retail outlets: 80 ment of the state of disrepair; j Restaurant space in station: 2 2/ preparing stations to be ready for the 1 300 m SMGG Study « Stations » - Bipolar model of the organisation of French railways. UIC 2013 arrival of high speed; j Infrastructure manager: RFF 3/ extending certain stations, to offer j Operator: SNCF more services; j Number of tracks in the station: 27, no dedicated HS tracks. 4/ encouraging intermodality; 25 j Number of trains/day: 1 600 (95% Governance and financing Financing 5/ reducing the amount of public funding; Île de France suburban trains) of French stations Financing the construction and renova- 6/ meeting the challenge of sustainable j Number of metro lines: 5 tion of French stations: funds come from development. j Number of RER suburban lines: 1 Governance the French State and from local authori- Number of bus routes: 27 j p Ownership: SNCF - the buildings and ties, but examples of public-private station To achieve this, SNCF has doubled its fun- j Number of metro stations with passenger areas. RFF: the platforms, track renovation partnerships exist in the form ding, but has also considered new forms direct services from station: 111 and access ramps. of PPP contracts. of financing or of partnerships for sta- j Number of public parking spaces: 250 for cars and 50 for p Management: Gares et connexions, an tions, which would significantly influence motorcycles SNCF subsidiary is in charge of the reno- Financing the operation of stations: funds the way stations were governed. j Cost of parking near station: vation and development of the network’s come from SNCF through its Gares et €30 euros/day 3 029 railway stations, from where 2 billion connexions subsidiary, and from commer- Extract from the Keller report of 2009 j Cost of cycle hire: journeys are made, and which have a sur- cial revenue and station access fees. ‘Propositions on the modernisation of Vélib rental card €1.70/day face area of 2 million m2, with 180 000m2 French stations’: j Presence of checkpoints in station: yes of commercial premises. The 2009 Keller report advised increasing p Assert the status of the station as the j Transfer time in station: AREP, Parvis and A2C are subsidiaries of the level of services and commercial op- centre of the town – a public area conti- 10 minutes Gares et connexions, in charge respec- portunities in stations, and reflecting on guous with its surroundings. j Mode of access: tively of design and project management, ways of reducing the proportion of sta- p Develop ‘soft’ or active transport modes 10% taxi, 30 % metro, the management of commercial premises tion operation financing that comes from in stations – the station as a parking area 45% suburban trains, 15% pedestrian/cycle and of real estate transactions. SNCF and from subsidies. for sustainable intermodal transport. Operation facelift: major projects Station renovation policies, trends and challenges

Create the post of station manager, a The paris Saint-Lazare station p to improve the quality of service and Renovation of paris p Saint-Lazare station single contact for all carriers, station ope- renovation project increase what is on offer commercially in rators and local councillors. the station j Duration: Make substantial investment (between Following a call to tender by SNCF in to create a new, French style, replicable 10 years (2002 -2012) p p € 380 and €500 million/year by 2020) 1998, which was won the same year by a model of station Stages: j Set up Gares et connexions, clearly se- consortium comprising Klépierre and Spie - 2003- 2007: work on the p transverse platform parated from SNCF. Batignolles Immobilier, it took 15 years to Assessment of renovation - 2006-2008 : work on the urban prepare and complete the project, inclu- of Paris Saint-Lazare Station (1 year on) area around the station The challenges of renovation ding 3 years for construction site prepa- p Expected results of this renovation work: - 2009-2012 : work on the passenger building p Urban: more effective integration in the ration work. This was a major construc- increased station capacity (financed by city. tion project fraught with difficulties due retail services), to improve visitor access j Financing: public-private partnership (PPP) p Sustainable: improve the energy effi- to the nature of the building (a heritage to, and flow through, the station. ciency of stations. site with numerous technical constraints), j Stakeholders: - SNCF /Gares et connexions p Financial: reduce the amount of public as well as the daily passage of more than - RFF funding. 450 000 people through the station. - Local authorities - City of Paris French problems and difficulties First stage 2003-2007 26 - A private property developer, Klépierre p Level of services provided in stations Work focused on the transverse platform, very outdated. creating a single-level, homogenous floor Difficulties in financing renovation pro- for the whole platform. The architectural Conclusion/expected p outcome jects. heritage was preserved and enhanced by restoring the building and installing new New opening hours: j The aim information display screens. shops open until 10pm p To modernise French stations. j New visitor capacity: 450 000 per day p To extend stations in danger of excee- Second stage 2006-2008 ding capacity following the opening up to Widening the passage from the station to Third stage 2009-March 2012 j New surface area: 30 000 m2 competition and the increase in traffic. Rue d’Amsterdam and creating a genuine Improved pedestrian flow in the station and j New retail surface area: constitution of an interchange on the level side entrance improved access to the sta- 80 retail outlets and 10 000 m2 of the metro. Creation of 250 underground A new economic model for financing re- tion and made it safer. A new mainline 2 j New situation within the city: parking spaces, as well as 10 000 m of retail creation of new access points novation programmes, leading to a new sales outlet was also created. and service space. More than 80 shops, into Rue d’Amsterdam. concept of French-style, highly commer- service outlets and restaurants were opened on 21 March 2012. The retail space in the j Level of automation in station: cialised station. Aims of the project station provides travellers and visitors with 50% p to rethink the intermodality of the pre- improved service and convenience. j New facilities: mises, and to simplify movement through - Outlet of a major retail chain Cross section Paris Saint-Lazare Station Metro. the stations Source Level “Transport April 2013” - UIC 2013 - New shopping centre Paris Saint-Lazare and paris Gare du Nord / france

History of paris Saint-Lazare station A first provisional wooden station, called the ‘Embarcadère de l’Ouest’ was built in 1837 when the Paris Saint-Germain railway line was ope- ned, followed by a second provisional Cross section Paris Saint-Lazare Station Metro. but more solid structure in 1841. Source Level “Transport April”. A third station was built by the archi- tect Alfred Armand and the engineer Eugène Flachat on the present site, Rue Saint Lazare, with a new layout p Financing station renovation work: which separated suburban and main- total cost €250 million, including €160 line traffic. million­ of private funding (from Klé- By 1867, it had become the leading Paris station, with 25 million passen- pierre), through a PPP (public-private gers per year, making it necessary to partnership) agreement, which gives the carry out work to extend the station. private developer a 40-year franchise. This proved to be the first in a long 27 series of enlargement projects carried Paris Saint-Lazare Station Shopping Arcades. UIC 2013 out up to 1971 when it was declared p New commercial opportunities: a National Heritage site. increa­sed retail capacity in the station of During the 1970s, the station was mo- over 10 000 m2, and 80 retail and service After renovation: 22 minutes. by working hard to improve the quality dernised to a limited extent: a shop- outlets. The refurbishment has also made it pos- of service provided in the station, exam­ ping arcade was created in 1974 in the sible to reduce by a quarter the time ples being Gares et connexions’ idea basement of the concourse, remote display screens were installed, as were Turnover of retail area before and after taken by passengers to reach their trains, of setting up nursery facilities in Saint p escalators leading to the platforms to renovation: and to provide a better information ser- Lazare, as well as a gourmet restaurant, improve connections with the metro. Before (2007): €1 680/m2/year. After vice to travellers on 300 information a business centre, etc. Since 1970, in spite of the RER A renovation: €14 000/m2/year and rental screens and boards in the station. suburban railway taking over two of returns up by 8.2% The economic model used to finance its branch lines, traffic has increased in the station. However, unlike the other Opening of large retail outlets such as a Future plans Paris Saint Lazare station is considered main stations in Paris, no underground 550-m2 Carrefour City (convenience sto­ Having established a reliable source of now by Gares et connexions to be a suburban station has been built with re), a 965-m2 Virgin store and a 1 130-m2 funding by exploiting the retail potential “transferable” one, as stressed by mana- corresponding major modernisa- Flagship store. of the station, the next stage which be- ger Rachel Picard (See Ville et transports tion work, as has been carried out at the Paris-Austerlitz, Paris-Nord or gan in 2010, is to increase and improve interview, 09/04/2013). Paris-Gare de Lyon stations, nor have p Average time spent by visitors in the the integration of the station into the ur- “We have 80 station renovation projects any infrastructure improvements been station before and after renovation: ban environment. This will be achieved all over France in which we will increa- made linked to the arrival of HS trains. Before (2007): less than 15 minutes. by refurbishing the forecourts, but also singly offer new retail space”. Operation facelift: major projects Station renovation policies, trends and challenges

The Paris Gare du Nord - reclassifying the various zones in the Description and stages renovation project station; of the renovation project - increasing the retail surface area, adding p The Eurostar terminal: on the mezza- The challenges of renovation up to 800m2 of useable space. nine level (+1) of the station, with 500 m2 Paris Gare du Nord has the distinction of of retail outlets at present, but accounting being a listed building, making any res- The challenge of increasing the retail ca- for 20% of rental income, this is a part toration work a delicate operation, but it pacity of the station involves redefining of the station with great potential and is also has problems arising from the exis- the supply of commercial services. In this the scene of lively competition between ting space becoming congested while any way it will not just be a question of increa- businesses, fighting for these few square expansion is limited by the lack of avai- sing the area in square metres but above metres of highly-prized retail space. lable real estate. The possibility of exten- all of defining a new operating strategy in ding the station over the tracks, or some the station. Space is very cramped, with issues of flow other architecturally challenging schemes management linked to safety and border to enlarge the station have been judged Services provided will be adapted to the controls with Great Britain. An average of as needing very considerable financial in- target customer type, and the station sub- 10 minutes is taken to pass through the vestment. Station managers have told us divided into zones, each corresponding to three control bottlenecks before reaching 28 Geographical context that the question of funding this type of a different commercial ethos: the waiting areas in the terminal, where j Paris is a densely populated city project has been discussed but it is not p The Eurostar terminal, with exclusively once again the space currently available with 2 243 833 inhabitants. currently possible. It seems the challenge international passengers and potential is very limited. Work to upgrade this com- j Economic capital of France. can be summed up as being how to in- tourist and business customers, has been mercial space will take place between j Urban context: central. crease station capacity and commercial designed like an airport with top-of-the- now and the end of 2013, moving upmar- j At the heart of a dense retail and profitability within the limits of the space range retail premises; ket with the arrival of prestigious retailers service urban fabric (Neighbou- available. The city level: access to Thalys, subur- such as Ladurée. rhood of Gare du Nord) p ban and regional trains, with specific ser- j Distance between Gare du Nord and Charles de Gaulle (CDG) The current project vice needs such as restaurants and shops p The city level (platforms): there is a plan airport 26km – 30 minutes by Pending any future enlargement projects, for impulse buying; to reorganize the access area to the plat- suburban train. work will begin at the end of 2013 to re- p The first basement (-1) level of the sta- forms to improve spatial legibility by: j Time on suburban train from design the interior of the station, with the tion: a transit area with very limited poten- - redefining routes and concentrating Paris to Orly airport - 45 minutes. aim of optimising its use by improving tial space; rou­tes into precise pathways; flow management and organising the p The second basement (-2) level of the - improving the visibility of retail spaces Station’s position retail and service areas more efficiently, station: essentially suburban and com- by removing physical obstacles; on railway network maximising returns by making the most muter traffic, requiring in-depth work to restructuring the retail area by realigning j International hub for Thalys trains and the Eurostar line to London. of the space currently available in the sta- define exactly which retail and other ser- the shops and marking the different areas j Part of the “Parisian hub” made tion. The work should take 2 to 3 years, vices are suitable for consumers passing on the ground; up of 6 main stations. and will be carried out in two stages: through daily. - simplifying visual display boards in the Paris Saint-Lazare and paris Gare du Nord / france

station and reducing their spatial foot- Paris Gare du Nord Renovation of History of Paris Gare du Nord key figures and accessibility Paris Gare du Nord print; The station was opened on January 25 1846 - and finally the idea of gaining 800 2m of when the first stretch of the Paris-Nord j Date of construction: 1837 j Progress status: complete extra retail space was raised, achieved by to Lille line, the section between Paris and j Date of last renovation: 2013-2015 Duration: 10 years (2002 -2012) j optimising the use of space but also by Clermont, was inaugurated and the company j Total station surface area: j Stages: took possession of the station. On June 14 105 840 m2 - 2003- 2007: work on the reducing ticket-office type retail space in 1846 the Paris-Nord to Lille line and the sta- transverse platform the station and increasing the proportion tion were inaugurated. From 1861 to 1865 the j Number of travellers/year: 190 millions - 2006-2008: work on the urban of sales from automated ticket machines. Gare du Nord was rebuilt under the architect area around the station Jacques Hittorff. The station was renovated j Number of visitors/day: 450 000 This would gain 250 m2 of useable space. - 2009-2012 : work on the but above all extended over the years, with 2 j Retail space: 8 584 m passenger building Simply realigning the retail outlets could a change in the track layout in 1877, taking j Number of retail outlets: 85 j Financing: public-private free up a further 150m2 in an area which it from eight to thirteen tracks, then from partnership (PPP) j Restaurant space in station: generates 40% of the rental income of the thirteen to eighteen tracks in 1889, and finally 2 3 433 m j Stakeholders: station at present. up to 28 tracks in 1900. The underground sta- - SNCF/Gares et connexions. tion was developed between 1977 and 1982 , j Infrastructure manager: RFF - RFF followed by a major change with the opening Operator: SNCF j - Local authorities p The first basement level (-1): this tran- of the northern HS line and the launching j Number of tracks in station: - City of Paris sit area, renovated in 2012 with new retail of the TGV Nord (northern high-speed train) 44, no dedicated HS tracks - A private property developer, 29 2 in 1993, and then the inauguration in 1999 of Klépierre. outlets covering 200m , remains for Gares j Number of trains/day: 1 900 the Magenta station on the RER line. trains including 200 long distance et connexions at present mainly a space One of the key features of the station since j Number of metro lines: 2 Conclusion/ where everyday services, such as medical the arrival of high-speed rail is track speciali- expected outcome laboratories and nurseries, can be found. j Number of RER suburban lines: 6 sation: Number of bus routes: 10 j j New opening hours: - track 1: serves mainly as a siding for engines j Number of metro stations with shops open until 10 pm Use should be made of the transit potential awaiting departure or arriving from the yard direct services from station: 46 - track 2: used when there are problems j New visitor capacity: of the area by relocating the waiting areas for trains to get into the station, as well as j Number of public parking spaces: 450 000/day that were removed from the city level. to hold trains awaiting departure 250 places for cars and 50 places New surface area: j p The second basement (-2): with heavy - tracks 3 to 6: terminal for Eurostar trains for motorcycles 30 000 m2 suburban traffic but also a third of the ren- to London via the Channel Tunnel Cost of parking near station: j j New retail surface area: €25/day tal income of the station and two thirds - tracks 7 and 8: for Thalys trains to Belgium, 80 retail outlets and the Netherlands and Germany Cost of cycle hire: 10 000 m2 of the station’s retail space. For this area, j - tracks 9 to 18: TGV Nord (northern HS train), Vélib rental card €1.70/day j New situation within the city: reclassification will consist simply of rede- mainline trains, some TER regional trains j Presence of checkpoints creation of new access signing the commercial services, focusing to Picardy in station: yes to streets more on major retail outlets. - tracks 16 to 21: TER regional trains to Picardy j Transfer time in station: 8 minutes j Level of automation in station: - tracks 30 to 36: station for Île de France 50% j Mode of access: suburban lines 15% taxi, 32 % metro, j New facilities: - tracks 41 to 44 (underground): station 45% suburban trains, - Outlet of a major retail chain for RER suburban lines 10% pedestrian/cycle - New shopping centre Operation facelift: major projects Station renovation policies, trends and challenges

STUTTGART STATION / Germany

German railway network p Organised hierarchically, dense, and extensive - one of the largest networks in Europe. Geographical context p 41 315 km (2005): 19 857 km of the net­ j Stuttgart is a densely populated work are electrified (alternating current, city with 613 392 inhabitants 15 kV), 1 468 km are double track. (twice the size of Zurich). p 3 000 km of privately-operated se- j Urban context: central. condary lines, representing 280 networks. j At the heart of a dense urban The railway network is open to compe- fabric. tition from railway undertakings with a The distance between Stuttgart j European licence. In 2011, network access central station and Stuttgart charges for other companies amounted to 30 airport is 20 km – 27 minutes by suburban train. € 2.64 - 14.45 / train-km. The federal government owns the network Station’s position infrastructure via DB AG, but only subsi- on railway network dises regional transport. Long-distance j International hub (less than services do not receive any subsidy. 3h from France and 4h from Brussels), with connections that could be improved by the new Governance and financing Stuttgart - Ulm HSL. Project for renovating Stuttgart station. Source: wikipedia website of German stations

Situation within Stuttgart Governance transport network Organisational structure comply with the rules set by the parent Ownership: DB AG: buildings and passen- j Central station of a regional of the German railways com­pany. Deutsche Bahn AG is a public ger areas. express network: ICE (InterCity com­pany currently in the process of pri- DB Netz AG: platforms, tracks and access Express), RE (Regional Express) and RB (Regional Bahn) trains, Organisation vatisation. ramps. and of a mainline and internatio- Deutsche Bahn AG is structured as a hol- Management: Since 1999, DB Station & nal network. This network is ding company. The different subsidiaries To ensure a maximum degree of neutra- Service, a subsidiary of DB AG, has been of great structural importance under the responsibility of Deutsche Bahn lity on a network open to competition, a in charge of the operational and commer- to the region, making the station the hub of a conurbation total- AG have independent accounts, although regulatory office was set up in 2006, the cial management of the 5 400 stations on ling 5.5 million inhabitants. the managers of each subsidiary have to Bundesnetzagentur. the German network. STUTTGART STATION / Germany

Stuttgart station, Project description key figures and accessibility A new station design, with a sub-surface station connected by means of tunnels j Construction year: 1922 to the airport and the main regional and j Date of latest renovation: international transport routes. currently in project phase This is more than a mere station renovation, j Number of travellers/year: it is an truly urban project on a national 87.6 million scale with international ambitions. It is also ambitious in financial terms, but j Number of visitors/day: 200 000 visitors the idea was sold thanks to the extra income due to be generated by the 100 ha of land j Number of retail outlets: 40 made available in the city centre by the j Infrastructure manager: DB relocation of the station underground. j Operator: DB j Number of tracks in station: 17 j Number of trains/day: SMGG «stations» study - Holding-type organisation of German railways. UIC 2013 600 trains (35% urban, 40% regional, 30% long-distance) j Number of metro lines: 7 31 j Number of regional lines: 6 Financing controversial «Stuttgart 21» project. These Stuttgart 21 project: La vie du rail. j Presence of checkpoints Construction and renovation of German projects are extremely costly and the eco- October 2010. UIC 2013. in station: yes stations are financed by: the federal nomic climate is very difficult for DB. j One of the specific features gover­­nment, DB AG Holding, local autho- Current station renovation projects in Ger- of the station is that it is situated in a declivity with a difference rities and public-private partnerships. many are above all urban projects with a most significant station projects of the in height of 150 m. Financing of operating costs of stations. variety of goals: using the station project early 21st century in Europe. to regenerate a neighbourhood, revitalise The key priority of the project is to trans- Renovation policy a city, recover usable land or introduce form Stuttgart station from a cul-de-sac for stations in Germany high speed. into an underground through station.

Latest trends Description of station Purposes of renovation In Germany, most stations are terminuses, renovation project Urban: recover usable land in the city cul-de-sacs, which is not the optimum centre, an increasingly rare resource. configuration for traffic. In addition to va- Stuttgart 21 is a rail and urban project Regional: give the station international rious projects aimed at renovating and in- aimed at completely reorganising and significance by improving access to the creasing the size of certain stations around upgrading the Stuttgart railway hub. city airport, providing new direct services the country, DB is focusing first of all on and making the station a central connec- mammoth operations involving complete Due to its urban scope, cost and contro- ting point on the line between Paris and 7 light rail (S-Bahn) lines. station reconfiguration, such as the highly versial nature, the project is one of the Bratislava. Operation facelift: major projects Station renovation policies, trends and challenges

Renovation of Stuttgart station Renovation project at station level j Progress status: ongoing Station entirely transferred underground j Duration: 2010 -? and 100 ha (size of a small district j Stages: in Paris) of land made available. Aside - Underground work to change from Monaco, there has never been from a cul-de-sac configuration a railway project on this scale before. to a through-station configuration. - Refurbishment of station A whole urban project is centred around interior. this transformation: the creation of the j Financing: Europe quarter (new business district DB, local authorities, of the city). German government The network and the station are being and Stuttgart airport. upgraded, the latter of which has seen j Stakeholders: little redevelopment work since its - DB 32 - Government construction in 1922. - Local authorities (Land, Renovation work will spare the historic Region, and city of Stuttgart) station building, effectively the passenger part of the station, which over 200 000 Conclusion/expected passenger pass through every year and Patrick Poendl - Dreamstime. outcome which includes 40 retail outlets. Project at urban level Project in figures j New situation within city: through-station configuration The project to renovate Stuttgart station For the Stuttgart 21 project: is just one part of a much more extensive 57 km of new railway lines. j New station underground. p project: p 30 km of high speed lines. j Increased surface area and commercial capacity. p A new station, Fiderbahnhof, is due to p Removal of 157 km of overground track. j Recovery of 100 ha of land be built near Stuttgart airport. p 16 new tunnels. in the city centre. p A new direct service to the central sta- p 18 bridges. tion will depart from the international air-

port, passing through the station of Fider- A controversial project Stuttgart 21 project: La vie du rail. bahnhof. Since the project was launched in 2010, it October 2010 - UIC 2013. p Stuttgart-Untertürkheim (name of sta- has been faced with fierce public opposi- tion neighbourhood) will be opened to tion. The cost of the project, 2/3 of which S-Bahn services. will be offset by tax revenue, is partly to p New line towards Ulm. blame, but environmental concerns have STUTTGART STATION / Germany

also undermined the legitimacy of this Questions huge project, as works would be set to The Stuttgart project currently appears to History of Stuttgart station last over ten years and have an extremely be very compromised. Although its aims Construction began in 1914 and negative energy balance. were highly praiseworthy, it has not been the station was opened in 1922. met with unanimous approval. One could In addition to its great architectural p Ecology: ask what the reasons are for the controver- value, the new building fitted in The worksite itself would produce adverse sy surrounding this project, which seems very well with the other structures ecological effects in proportion with the to be a perfect response to new demands in the city centre. This massive scale of the project, not to mention use of of the railway sector, and whether it could building is almost imperceptibly tailored to its precipitous surroun- «agricultural» land by the new high speed be given a better image. dings - the distance from highest lines. to lowest point is 5 m. The number one source of controversy During the Second World War it p Project cost: appears to be the cost. However, the issue was seriously damaged on several Figures given in 2010: total cost of € should not be couched in such terms, as occasions. Reconstruction work took place several years after 33 4.088 billion, with € 1.469 billion financed the project in itself seems to justify such the war. On 20 August 1987 the by DB, € 1.229 billion by the Federal Repu- expenditure; the main issue should rather building was listed as a cultural blic of Germany, € 824 million by the Land be seen as the sources of financing! Pri- monument of special significance. of Baden-Württemberg, € 239 million by vate or perhaps European financing could In response to the Stuttgart the city of Stuttgart, € 227 million by the perhaps be sought. 21 project, which involved demoli- airport and € 100 million by the Region of shing part of the station, on 25 November 2009 UNESCO Stuttgart. Regarding the environmental issue, would conservationists proposed that the Figures in 2013: additional costs of € 2 the impact not be offset by greater use of building be classified as a World billion,­­ project authorities questioning its the railway mode in the future? If so, may- Heritage site, forcing city autho- feasibility and alternatives currently being be a balance can be achieved. rities and Deutsche Bahn give up considered. plans to partially demolish the building. But beyond issues of style or scale, the p Heritage: fundamental question raised by a project Stuttgart central station is one of the few of this nature concerns the new role of the stations that survived the Second World station and the challenges raised by rei- War. Half of this listed building would have magining that role at the scale of the city to be demolished, a prospect that has - is Stuttgart presently a major hub? If so, been completely rejected by the people for which network? of Stuttgart. Operation facelift: major projects Station renovation policies, trends and challenges

Rome Termini station / Italy

Italian railway system Geographical context j Rome is a densely populated city with 2 614 263 inhabitants. Organisation The Italian railways are managed by a hol- j Economic capital of Italy. ding company, Ferrovie dello stato (FS), j Urban context: central. which is 100% publicly-owned. In addition j At the heart of a dense urban fabric. to managing the infrastructure, this body j The distance between Rome is in charge of operating most passenger Termini station and the city trains and many goods trains. airport, Leonardo, is 35 km – The infrastructure manager, Rete Ferrovia­ 30 minutes using the dedicated ria Italiana (RFI), a publicly-owned subsi- rail service (shuttle). diary of FS, is in charge of maintenance, 34 traffic management, allocation of train Station’s position on railway network paths and access to the network. RFI ma- j In geographical terms Rome nages all the stations on the network, in Termini station is relatively some­­ cases through small local infrastruc- distant from the main European ture managers. stations (11h from Paris, including In Italy, the incumbent operator for pas­ one stopover). senger­ transport is Trenitalia, also a sub- including 10 688 km of electrified lines Governance and financing j Rome Termini is also one of the stops on the high speed line run- sidiary of FS. Following the opening up to with 3 000 V direct current. of Italian stations ning from the north to the south competition, other operators can use the The narrow-gauge network represents of Italy and connected to the Italian network, albeit under the watchful roughly 1 300 km, including 1 211 km with Governance French network right up to Paris. eye of the Uficio per la Regolazione dei a gauge of 0.95 m and 112 km of metre- The stations are currently owned and ma- Servizi Ferroviari (URSF) since 2003. gauge track. The network is sparse, espe- naged by RFI (the infrastructure mana- Situation within Rome cially in the south of the country. ger), Grandi Stazioni and Centostazioni. transport network Italian railway network In 2011 operating charges were between RFI manages the strictly rail-related ele- j 5 out of 8 regional lines (Ferrovie Regionali) The main railway network comprises €1.40 and €6.99 per train-km, depending ments of all stations. Grandi Stazioni and 19 394 km of standard-gauge lines (track on the type of train. Centostazioni are in charge of maintaining j 2 metro lines. gauge of 1.435 m), Sardinia and Sicily and redeveloping the station buildings as j 3 tram lines. included. Ferrovie dello Stato operate well as renting and managing retail areas 16 178 km of standard-gauge lines in total, in stations. Rome Termini station / Italy

Centostazioni SA is in charge of redeve- Rome Termini station, loping 103 stations on the Italian railway key figures and accessibility network. Since its creation in 2002, the j Construction year: 1862 aim of the company has been to develop j Date of last renovation: and manage the real estate owned by FS 2012-2015 Holding. The company is a partnership j Total station surface area: between FS (60%) and Archimède (40%), 225 000 m2 a company belonging to SAVE Group, Ma- j Number of travellers/year: 170 million nutencoop, Banco Popolare and Pulitori ed Affini. j Number of visitors/day: 1 000 000 visitors RFI is in charge of the operational side of The Grandi Stazioni project was developed in view of transforming and renovating the major j Retail space: 34 000 m2 business, while Grandi Stazioni and Cen- Italian stations (classified according to the aforementioned criteria): Turin Porta Nuova tostazioni focus on commercial and real j Number of retail outlets: 128 (TOPN), Milan Centrale (MIC), Genoa Brignole (GEB), Genoa Porta Principe (GEPP), Venice estate aspects; the main objective is to j Infrastructure manager: RFI S. Lucia (VESL), Venice Mestre (VEM), Verona Porta Nuova (VRPN), Bologna Centrale (BOC), optimise the value of facilities in terms of j Operator: Trenitalia Florence S. Maria Novella (FISMN), Rome Termini (RMT), Naples Centrale (NAC), Bari Centrale (BAC) and Palermo Centrale (PAC). The deciding factor in this selection was the exceptional commercial activity, real estate value and j Number of tracks in station: commercial potential of these stations. The project consists in: attractiveness to investors. 31, including 8 dedicated to 35 HS traffic • Turning 13 of the largest stations into multimodal transport hubs. • Improving service quality in the stations and enhancing the range of commercial services. j Number of trains/day: Financing 900 trains (140 high speed) • Improving accessibility in the stations. • Improving security in the stations with the implementation of a new «surveillance and moni- p Financing of construction and renova- Number of metro lines: 2 j toring system for the general facilities». tion of stations: Italian government, RFI Number of regional lines: 9 and Grandi Stazioni. Number of bus routes: 80 p Financing of operating costs of stations: j Number of metro stations with Grandi Stazioni SA is owned by FS Holding rental income, station access fees. direct services from station: 49 (60%) and EuroStazioni (40%), the latter j Number of public car parks: being a European company (Pirelli, Edi- 1 300 parking spaces zione, Vianini Lavori and SNCF). Grandi Station category description Cost of parking near station: j Stazioni SA manages 13 major railway sta- Platinum Major stations with large passenger flows. 18 euros/day tions in Italy. Grandi Stazioni’s obligations High-quality services provided. Stations which are also shopping j Presence of checkpoints centres, providing services to people who are not travelling by rail. in station: Yes are set out in 40-year concession contracts Gold Major stations with large passengers flows and appropriate services. j Transfer time in station: with RFI that were signed in 2000 (after 8 minutes the first renovation of Rome Termini). Silver Stations for all passenger categories or for regional or suburban j Mode of access: These contracts include obligations for services with large passenger flows. 12% taxi, 25% metro, Grandi Stazioni to renovate the stations 35% suburban trains, Bronze Small stations that can be categorised as stops, with small passenger 20% regional trains, it manages (Grandi Stazioni pays 40% of flows and no building serving as a station open to passengers. 10% pedestrian/bikes rental income back to RFI every year). Operation facelift: major projects Station renovation policies, trends and challenges

Classification of Italian stations Financing the «Grandi Stazioni» project stations, with a very visual approach (sta- Renovation of Rome Termini station According to the following criteria: The cost of renovating the railway stations tions as architectural objects). p Touristic / architectural / cultural value was numbered at € 369 million, € 200 p Increase the commercial capacity of Progress status: ongoing j of the station. million of which were to be financed by Italian stations: Project Carta Bianca, a j Duration: 42 months, Number of different train types (high Grandi Stazioni S.p.A. funds (€ 150 million marketing-based approach to commer- works carried out in 2013-2015 p speed, intercity, regional, local). financial agreement with the European cialising stations, has allowed the rental j Stakeholders: - Trenitalia p Connections with other transport modes. Investment Bank). Additional costs for contracts to be renegotiated (better defi- - RFI p Presence of retail areas. renovating other infrastructure at station ning supply compared to demand in each - Italian government Number of platforms for passenger trains. level will amount to roughly € 21.56 mil- station). - City of Rome p p Number of tracks for passenger trains. lion, of which € 20.66 million will be cove- The recent trend in renovating major Ita- red by mixed funds and € 0.90 million by lian stations is to define station models Conclusion/expected outcome Renovation policy the state. according to station categories, with a for stations in Italy model that can be reproduced from one j New capacity: Aims station to another within a given category. 800 000 visitors/day This is an ambitious project, initially set to p Capitalise on the potential of certain New model of «Italian-style» major stations: j New surface area: 230 000 m2 last 3 years (starting in 2009) but some­ major Italian stations. architectural gems, accessible combina- j New retail surface area: 2 what extended subsequently. Improve the image of Italian railway tion of stations and shopping centres. 36 40 000 m p j New situation within city: the station as a component of the city in increasing interaction with its environment. j Level of automation in station: 50% j Level of outsourcing: 50% j New equipment: - New car park. - New passenger services. - New lifts and access ramps.

The central concourse has also been renovated with an increase in New services in the station: service quality in Rome Termini station retail space, now covering an area 220 m long. There is a wide variety has been greatly improved by the modernisation of ticket sales, of retail outlets and restaurants. The underground levels of the sta- the enhancement of information structures, and the introduction tion have become an actual shopping centre, «Forum Termini», with of automatic ticket machines, new luggage lockers and a better 14 000 m2 of retail outlets and millions of customers, many of which surveillance system. are not travellers. Rome Termini station. Source : Grandi Stazioni - UIC 2013 Rome Termini station. Source : Grandi Stazioni - UIC 2013 Rome Termini station / Italy

History of Rome Termini station Rome Termini station has been re- novated and seen its size increase several times since its construction in 1867 by the architect Salvatore Bianchi. Although at the time the station seemed too large for the needs of the Pontifical State (180 000 inhabitants), 15 years later it was already saturated. The size of Rome Termini station has thus been increased on several occasions, with additional tracks and halls. However, up to 1905 the building had kept its original dimensions. Six years later a temporary woo- den structure had to be built in haste for ticket sales, and tracks 37 Description of station Make maximum use of the potential space available in the station: had to be added for passenger • The new arcade will contain the passenger services in an area covering roughly 6 000 m2 renovation project trains. It was only in 1939, after on a single floor above the railway tracks that enter the station. more than 10 years of studies and • Four new panoramic lifts will connect the three levels of the station: the shopping «forum», The station has undergone two major re- a bid by the architect Mazzoni shopping arcade and metro access floor. Angiolo, that work could begin. novations in the past 15 years: one of the New services in the arcade: A monumental and emblematic major renovation operations for Rome • 10 600 m2 of floor space • 2 800 m2 for passenger services • 8 escalators façade was to be added, as was Termini station took place in 2000, with • 14 CCTV cameras • 3 entry and 3 exit points to the level • 30 automatic ticket machines a vast entrance hall measuring 2 a project based on four courses of action: Rome Termini station. Source: Grandi Stazioni - UIC 2013 1 200 m . It would be completely empty, with rail and other travel Reorganising and managing flows. p services relegated to the sides p Modernising passenger services. of the station. Works were inter- p Introducing a certain number of primary tion of a new car park with 1 300 spaces Like the shopping arcade, the multi-storey rupted by the Second World War and secondary services by promoting the and a new, «floating» shopping arcade. car park, also above the tracks, is an inno- before resuming in 1947. The station consisted of 4 distinct creation of optimised multipurpose spaces. Work is underway, and will bring two ma- vative solution to the lack of available land buildings covering a surface area p Improving quality and comfort in the sta- jor benefits: in the city centre. of 14 000 m2. The striking feature tion, as well as observing safety standards. p Improve the modal shift to rail at Termi- The car park will include 1 337 parking spa­ of the entrance was an imposing ni station. ces and 85 motorbike spaces over 3 floors, and emblematic station roof, nick- named «the dinosaur». By the end The latest «facelift» Rome Termini sta- Improve the commercial opportunities and will be accessible via mechanical p of works in 1950 the station had tion has been given are the major works provided by the station, in accordance with ramps. The cost of the project is € 85 mil- acquired the form it has at present. launched in 2013 involving the construc- the specifications of «Grandi Stazioni». lion, with work scheduled to end in 2015. Operation facelift: major projects Station renovation policies, trends and challenges

Tokyo Main Station / Japan

The Japanese railway system

History of Japanese railways and introduction to the major private railway companies in Japan Railways in Japan date back to 1872. It was in that year that the Meiji government decided to establish a transport sector. The aim at the time was to replicate a railway system similar to those found in the West. The lack of public funds meant that this task was entrusted to the private 38 sector, and these foundations became the backbone of Japan’s railway network.

1906 however saw a change in events with the enactment of the law on nationalisa- tion which brought 17 private railway com- panies under the umbrella of the Imperial entity called the “Imperial Government Railways”. This nationalisation however Japanese railways was not exhaustive. Around twenty private which railway business became a minority into 1361 billion Yen in 1986. This unsus­ j Very dense and efficient. companies were left to continue opera- 40% of their overall turnover. tainable situation prompted the govern- j Main mode of transport ting on their often small networks (one In the case of the other companies natio- ment to take radical action and JNR was (modal share is four times hundred Kms at most) which had very nalised in 1906, the railway boom which privatised in 1987, splitting the group that of Europe). little traffic, since they were deemed lasted until 1945 helped the JNR group into regional railway companies. Out of j Mostly metric gauge, i.e. 1 067 mm, except for the unviable or simply of no strategic impor- (Japan National railways) prosper. The this action came: JR East (operating in high speed lines. tance. These companies which were never advent of the motorcar and subsequent the Tokyo area and eastern part of the j Total length of the network nationalised not only survived but went fall in modal share meant however that Honshu Island network, including the is 23 670 km of which 7 000 km on (after consolidation and mergers) to by 1964 the group was experiencing Tokyo-Niigata Shinkansen line, the Joet- in UIC gauge. become large national scale entities for losses of 30 billion Yen, which ballooned­ su Shinkansen and the Tokyo-Morioka- Tokyo Main Station / Japan

around the station, where it may in certain Tokyo Main station key Tohoku Shinkansen); JR West (operating Financing and governance figures and access in Osaka and across the western part of stations in Japan cases have located a part of its railway of the Honshu Island network including related business. j Built in: 1914 Kobe, Kyoto and the Sanyo Shinkansen Governance Last renovated: 2012 j line between Osaka and Fukuoka, plus a The breakup of the Japanese railway mar- Station financing 2 j Total surface area: 182 000 m small part of the network on the Island of ket into private undertakings led to the • For day to day operations, building and j Pax/year: 450 million Kyushu); JR Central (covering the central splitting of station management between renovation: funding is drawn on railway j Visitors/day: 2 000 000 part of the Island of Honshu, Nagoya, as the railway companies, in particular the operating revenue, station access charges j Commercial floor space: 127 000 m2 well as part of the Tokaido Shinkansen line larger stations, reflecting the number of levied on other railway companies and (the largest line in terms of passenger vo- companies operating in and out of it, such rental income from the commercial floor j Number of trading outlets: 173 lume) which runs between Tokyo and Osa- as Tokyo station which is divided up into space. However, private Japanese compa- j Catering surface area: 10 500 m2 ka and accounts for 85% of the company’s five parts. nies also rely on private bank loans for the j Infrastructure Manager: JR group revenue); JR HOKKAIDO, JR SHIKO­KU, JR The split is not only between tracks used construction of new stations or for major j Operators: JRE + JRC KYUSHU (each of these three companies by each company but also between wai- renovation work. j Number of tracks in station: operating on the eponymous island); and ting areas, and commercial floor space • For work deemed to be in the public 28, of which 10 HS finally JR Freight, which is the sole com- in the station. There are clear and easily interest, the state or local municipalities j Number of trains/day: pany for transport of goods following the identifiable divisions of space in the sta- may contribute to its funding. 3900 trains (1012 regional 39 and 1990 urban trains) breakup of JNR for the whole of Japan. tion. Each railway company is owner of a This split was the most notable part of pri- share of the floor space, the building and The way in which stations are generally j Number of underground lines: 13 vatisation. in some cases even of some of the land organised in Japan: j Number of Regional lines : 7 j Number of bus lines: 21 j Underground stations which can Location Connection with transport networks – international scale be reached without change: 26 j Number of public parking spaces: 1 397 j Parking fees around the station: 65.60 euros/day j Luggage check points in station: Yes j Time required for transfer in station: 5-15 minutes j Accessibility per mode: 10% taxi, 21 % underground, 20% suburban train, 39% Regional train, 11% on foot/bike Operation facelift: major projects Station renovation policies, trends and challenges

Stations in Japan are categorised according Japanese experts have coined these Renovation of Tokyo Central Station to traffic volume, with the largest hand- stations as being the transitional deve- ling over a million passengers per day in lopment towards “station cities”. Major j Current state: In progress large cities such as Osaka and Tokyo. The Japanese­ stations therefore grow into the j Duration of work: categories are ranked in descending order available space around them before inves- 7 Years (2007 -2013) down to minor stops which have no com- ting directly into the city. Tokyo Station j Stages: Up until 2007: work on Yaesu mercial services. is a classic example of this phenomenon. side. These categories depend not only on ser- After a series of extensions, which prac- 2007-2011 : Restoration of the old vices and size of the station but also on tically filled the space around it, the sta- station building 2011-2013: 2nd phase of work the size of its payroll. tion began investing into the urban space Yaesu side. directly beyond this perimeter. j Funding: JR Group Renovation policies The challenge for station renovation in j Owners of the project: in Japanese stations Japan today is to reinvent the concept JR Group. JRE+JRC. of urban spaces; i.e. to build something j Finance and banking groups: Japan is quite unique in the sense that which goes beyond the current notion of expand and has forced private Japanese City of Tokyo. the main purpose of private railway com- a railway station or even the modern sta- companies to invest in areas around the panies is to break even with no state aid, tion-cum-shopping mall of today and ins- station in order to set up new business as 40 while being subject to state control on the tead develop entirely new swathes of over part of their diversification strategy aimed Outcome/expected results number of train tickets being sold. equipped, urban space offering high-end at broadening their revenue source. j New opening times : For this reason, these companies were services and shops. Tokyo Central station today is made up of 21 to 22h out of 24h soon driven to diversify their businesses the original old building and surrounding j New capacity: 2 million pax/jour. and generate as much revenue as pos- Description of the station buildings which belong to the JR group j New floor space: 182 000 m2 sible from mass commercialisation of floor renovation project and house various railway related and j New trading capacity: 127 000 space in and around stations, saturating other types of business. j New incorporation into the land around stations. Developing the new concept Tokyo Central station is a latest generation surrounding city fabric: This effect of this policy is visible through of a “Tokyo Station City” station. After multiple over-track and un- The station becomes an integral part of the city with easier and the fact that stations in Japan have often “Tokyo station city” is a phrase which was der-track transformations it has become a more seamless access. evolved into vast shopping malls spilling coined to conjure up the image of a rail­ model for stations in urban settings. j Level of station autonomy: 60% out and saturating the land around sta- way complex which was unique in the j Externalisation: 40% tions. In Japan, following this logic of ever world. Mr. Atsushi Kaise JR-HQ. A chunk of Renovation stages j New facilities : greater expansion of commercial space, city, where culture, shopping, entertain- , Until 2007: Work on the Yaesu side : - New ticketing offices. depending on the amount of nearby avai- ment and business thrive – literally a hive Construction of “GranRoof” a concrete slab - Extension to station hotel. lable space, stations have therefore grown of activity! A place where the station both concourse between two towers covering - New elevated walkway between the station and skyscrapers on large underground shopping areas (where shapes the city around it and becomes part of the station; the structure is 234 m Yaesu side. possible) or added several floors to a sta- part of it. The cost of real estate has li- long and 27 m wide and represents the tion covering the tracks and platforms. mited the extent to which networks can foundation of a new world scale business Tokyo Main Station / Japan

comprises 80 shops, cafes and restau- rants which offer direct access to the plat- History of Tokyo Main Station forms, allowing passengers to enjoy the Tokyo Central station was built in 1914 and facilities while being able to keep an eye designed by King Tatsuno, who was the on their train. father of modern Japanese architecture. , 2007-2011 : The old building was res- Tokyo station was one of the first train tored over a period of five years, at a cost stations in Japan to have a purposely of 50 billion yen to JR East. The old red- aesthetic design, and was drawn to reflect the glory of Japanese Railway Companies. brick building was therefore restored with The present building has undergone a the addition of a third floor and a shop- j Share of land occupied number of transformations in relation by Old station in relation ping floor, as well as two basement levels to its original form, following its partial to Tokyo Main Station City to house technical equipment and car (43%) as a whole. destruction during the Second World War, where it was deprived of its southern parking. New ticketing offices were ope- j Graph showing distribution and northern most domes as well as its ned and 150 rooms were added to the sta- of business activity between the old part of the station roof and interior ornamental decorations. tion hotel. complex and new construc- Although restoration work was carried out hub. The two towers, named ”Gran Tokyo , 2011-2013: second phase of work Yae- tions since 2007. after the war, a new renovation project North” to the north is 205 m high with 43 su side : Construction of a second tower Concentration of trading was launched in 2007 with a view to j 41 floors of which the first is connected to backing onto “Gran Tokyo North” and activity in the old part of the restoring it to its original elegance while station. Business services the old station building via an array of un- reconstruction of part of the middle of extending its practical use and reinfor- and tourism in the remainder cing its resistance to future large scale derground and elevated shop-lined pas- “GranRoof” with a hotel offices and shops. of the railway city. earthquakes. The technical aspects of sages. The first few upper floors are home this work were extremely complex given to the well-known JR Group “Daimaru de- that the main outside shell and structures partment store”. “Gran Tokyo South” has of the building had to be preserved. The 42 floors with one level exclusively occu- Marunouchi Building in Central station, the Tokyo Station Hotel and Tokyo station pied by large chain stores, while the rest is Gallery opened together. Over the years, mainly for businesses and services the station has expanded downwards The following 13 floors have been rented into basement levels and stretched across by the JR Group, while the remainder of and over the tracks running into it, while floors are occupied by restaurants and being tightly woven in with the surroun- various businesses related to tourism, ding urban fabric through a close-knit web of tunnels and shop-lined passages. culture, executive services, public depart- A succession of extensions to the station ments, etc. and its gnawing into surrounding real , 2007 saw the opening of “Gransta Eki- estate have transformed the station into a naka facility” at the heart of the old station unique construction which blends almost building. Based on the Japanese notion seamlessly into its surrounding landscape. Two phases of the project on the Yaesu-Side. Phase II of the Yaesu-Side project. of station services or Ekinaka, this set up Japan Railways and transport review. Dec. 2010. Japan Railways and transport review. Dec. 2010. Operation facelift: major projects Station renovation policies, trends and challenges

Amsterdam Central Station / The Netherlands

The Dutch railway system

Organisation Prorail, a body governed by private law, is the infrastructure manager and owner of the national rail network of the Nether- lands. It is granted a concession by the Mi- nister of Transport. NS is a private company, whose main shareholder is the Ministry of Finance. It is Geographic location a holding company with five subsidiaries: j Amsterdam is a dense city NS Hispeed – For the operation of the 42 p with 810,000 inhabitants. high speed network. Municipality: 220 km2 j p NS Reizigers – For the operation of (15 districts). passenger trains. j Economic capital of the Netherlands. p Abellio – NS international. NedTrain – For the maintenance of rol- j Location in the city: central. p Peter Lovás- Dreamstime. ling stock. j Characteristics: - Urban sprawl around a network p NS Vastgoed – Property manager. Structure of Dutch railways run between France, Belgium, Germa­ny of semicircular canals. The competition regulator is NMa (The Given its strategic position the Dutch net­ and the Netherlands around the Paris- - The river Amstel runs through Nederlandse Mededingingsautoriteit), one work is a crossroad on a European and Brussels route; however other endeavours the city and empties into the of the exclusive agencies of the Ministry world level, even if there is no distinction to extend the network have not yet been IJ Lake. - Amsterdam Central station of Economic Affairs, for a Dutch network between regional and long-distance traffic. completed. is located in Central District which is open to competition. The Dutch railway network comprises (the most touristy and most One of the major features of the organisa- 2809 km of lines, all with standard track Governance and financing populated). tion of railways in the Netherlands is that gauge (1.435 m) and 2061 km of electrified of Dutch railway stations j Distance from Amsterdam the Dutch state is the sole shareholder. lines (1.5 kV DC), which constitutes an in- Central station to Schiphol airport is 20 km – 15 minutes The Ministry of Transport owns the whole teroperable link in the European network. Governance by train. of the national rail network and finances NS Holding is the owner of all railway j The terminus of the important the major part of the maintenance and A high speed service operated by Thalys stations in the Netherlands, while Prorail Thalys high speed line. construction of the railway. International was recently introduced to is responsible for managing stations and Amsterdam Central Station / The Netherlands

transfer facilities, which include tracks, • Stations with over 25,000 passengers In the city of Amsterdam the main sta- Amsterdam Central Station key figures and access platforms, underground passageways, (up-bound/down-bound) per day. tions also serve different types of urban lifts, escalators, bike racks, signs and sup- • Basic stations with 10,000 passengers centres such as the stations of Amstel Year of construction: 1889 j plying passenger information. The station (up-bound/down-bound) per day. and Zuid which are business hubs, while j Date of latest renovation work: buildings belong to NS-Poort (subsidiary • Stops with under 1000 passengers (up- Arena railway station which is also a ma- 2002 – 2017 of NS Holding), also the manager. bound/down-bound) per day. jor station that responds to the rhythm of j Number of passengers/year: 70 million Etude SMGG « Gares » - Modèle de gouvernance the city’s sports district and the crowds in des gares aux Pays-Bas -UIC 2013 Policy for renovating Dutch the city’s main stadium, while Amsterdam j Number of visitors/day: 250,000 railway stations Central in the tourist area plays a vital role j Retail space: 5000 m2 Financing in the management of international flows. j Number of shops: 30 p Construction and renovation of sta- In the Netherlands a case-by-case policy All stations either have been or are to be tions: funds are allocated by the Ministry has always been adopted as no operation upgraded to specifically meet the needs j Restaurant space in the station: 1300 m2 of Finance, NS, Prorail and station access is undertaken without discussion between of the area where they are located and j Infrastructure manager: charges. the various stakeholders to agree on the the flows that they manage, with slight Prorail p For the running of stations: funds come needs and projects to adopt, focusing first re-scoping, but also and most importantly, j Operator: NS from train path allocation charges and and foremost on land planning in order significantly improving the quality of ser- j Number of tracks in the station: rental income from the letting of business to ensure station layouts meet planning vice in stations remains the key challenge 43 11, no dedicated high speed lines space. NS has relatively recently intro- needs. among all the renovation projects. j Number of metro lines: 4 duced a policy to diversify these activi- In 2013 five to six new stations have been j Number of tram lines: 10 ties, and thus also manages property, with built and five others have been extended. j Number of bus lines: 33 an annual turnover of 350 million euros. Access to the station from within the urban area j Number of metro stations served Around Amsterdam Central station, NS Challenges of upgrade projects without transfer: 12 The station is part of a network of the city’s four owns hotels (the IBIS) and intends to main stations: Zuid, Arena, Centraal and Amstel. p Urban: incorporation and interaction of j Number of public car parks: 2 convert its premises into tourist hotels. At city level the station is poorly served by stations with their environment. the metro system with only one line, but can j Parking fee in the station area: NS-Poort also runs a mini chain of super- p Sustainability: responding to new Euro- 24.60 euros/day be easily accessed by bus and tram. markets in stations. pean standards j Cost of bike hire: free The scale of business activity of each sta- p Transport: strengthening inter-modality j C heckpoints in the station: tion depends on its status in the classifica- at station level, and the quality of service none tion system of Dutch railway stations and in stations. j T ransfer time in station: 8 minutes in accordance with the number of passen- gers per day. There are 360 stations in the Problems and difficulties j D egree of access using the following modes: Netherlands, classified into five categories: p Soil and risk of flooding. 10% taxi, • Cathedral: with over 75,000 passengers p Sinking of some stations, notably in 15% metro, 19% suburban train, (up-bound/down-bound) per day. Amsterdam. 56% walking/bike • MegaA: with over 75,000 passengers p Increase in traffic and risk of saturation. (up-bound/down-bound) per day. Operation facelift: major projects Station renovation policies, trends and challenges

Renovation of Amsterdam Central Station

j State of progress: ongoing j Duration: 15 years (2002-2017) j Stages: - 2002-2011: Work on structure and foundations - 2011-2017: Work on the station’s passenger areas

j Financing: Dutch government The aim carried out on the station’s foundations The new transit terminal is an extension of Stakeholders: j p Upgrade some stations by strengthe- (pilings), in order to strengthen the foun- the station to Lake IJ, a multimodal hub - NS and NS station - Prorail ning their foundations, particularly in ci- dations and create the necessary routes with a bus station, access to the under- - The Dutch government through ties such as Amsterdam where sinking has for the underground project crossing the ground and waterway shuttle service. An the Ministry of Transport been observed. city from north to south. impressive roof will cover it all while the ur- 44 - The city of Amsterdam p Improve station inter-modality and in- Such radical renovation of the station fol- ban level will become pedestrianised with corporation into the urban environment. lows the prediction that the station will the filling in of roads along the banks. The Outcome/expected results p Increase station capacity. reach saturation point by 2020, as well a work being conducted on the terminal will desire to improve the quality of service in be completed by 2017 and the multimodal j New times: 24/7 (currently closed between 5am and 1am) The new trend in upgrading major Dutch Amsterdam Central station. platform is currently 50% operational. stations is to define a model: With this phase of the project completed, j New capacity: 350,000 visitors/day The new model of modern highly servi- this will be followed by an important stage This renovation project also aims to im- j New retail capacity: 100 shops ceable stations, with a made in Nether- of transforming the visible part of the sta- prove the quality of service in the station, and triple the surface area lands label guaranteeing the quality of tion, extensive work which was difficult to the leitmotiv of NS for all layout changes j New urban integration: service and a new European standard. conduct whilst keeping the station run- that have been made to the station since Making the station part of an ning with over 70 million passengers a 2010. This is based on the premise that urban course within the Central district along the banks of the IJ Outline of the station’s year. Among the changes to the station 38% of station users are tourists, with ex- j Degrees of automation renovation project layout: penditure of up to 3.8 million euros for in the station: 50% -Increase in the total surface area of the international tourists and 4 million for na- j Level of outsourcing: 50% The station is currently being totally trans- station with the new transit terminal tional users. j New equipment: formed in one of the largest renovation -Increase in retail space within the station The decision-makers have therefore op- - New inter-change hub projects it has ever known. Set to take 15 -Filling in roads around the station ted for a temporary spatial organisation - New shopping arcade - New services: care centre, years and costing 20 million euros, the -Changing the main entrance on the North of the station, and a targeted business crèche project started in 2002 with major work and South sides strategy has been developed. Amsterdam Central Station / The Netherlands

Each part of the station has been redeveloped to hold a number of businesses and services to match the targeted customers, the time they spend in the station and their consumer history of Amsterdam Central Station habits. The station is thus organised into three temporary sections: Built between 1881 – 1889 based 1. Lifestyle (fashion, media, health, beauty and accessories) on a design by architect Pierre J.H Cuypers and engineer Adolf Leo- nard Van Gendt. Building the sta- tion and laying the tracks required cutting Amsterdam off from its own waterfront, which avoided railway lines being built across the old city. The station was built on three man-made islands in the IJ lake connected by the filling-in of the canals that separated them. The sand that was used came from the North Sea Canal. Like many 2. Day (grocer, fast food, food products, hand-made products, little Amsterdam) other buildings in Amsterdam, the station is built on 8687 wooden piles. Subsidence occurred when it 45 was first being built, which led to several years’ delay on the project, before the inauguration of the building which took place on 15 October 1889. The station’s roof, consisting of a 45m roof span arch of cast iron, was built in 1889. A narrower extension of this roof was carried out in 1935, but since this did not cover a number of tracks, a third 3. Work (Meetings and traditional catering) rood was then built in 1999.

j On an urban scale Amsterdam Central Station wishes to reconnect with its city with a new pedestrian walkway and better access to the station by filling in roads around the Work on the main part of the station over a period station and redevelopment of the of two years between 2014 and 2015, where the squares on the north and south sides station will be kept open. of the station. Operation facelift: major projects Station renovation policies, trends and challenges

MADRID PUERTA DE ATOCHA STATION / Spain

The Spanish railway system

Organisation The Spanish railway system is run at pre- sent by the following organisations: Ministerio Fomento (Ministry of Transport); the regulator; Geographical context ADIF (the only Infrastructure Manager in j Madrid is a densely populated Spain); city with 3 233 527 inhabitants. railway undertakings, RENFE being the j Economic capital of Spain. sole passenger transporter. j Urban context: 2 km from the All these are public agencies. 46 city centre. At the heart of a dense urban j The Spanish rail network fabric. The distinctive features of the Spanish rail j Distance from Madrid Atocha station to Madrid airport is network are: 25 km – 30 minutes by suburban train. 1. The existence of different rail gauges: four gauge types on the 15 233 km net­ Station’s position work, including 8 791 km of electrified track Madrid Puerto De Atocha Station. Source: Adif on railway network (2004). Madrid Antocha station’s geo- j - Broad gauge (1 668 mm): 11 829 km to facilitate international rail links with graphical location in southern Europe makes it relatively distant (6 950 km electrified at 3kV CC) neighbouring countries, in particular from the main European stations, - Standard gauge (1 435 mm): 1 450 km France, including through the use of dual but it is the hub of the Spanish (all electrified at 25 kV DC) gauge track. network. - Metre gauge (1 000 mm): 1 926 km (815 km electrified) and 914 mm gauge on 2. The expansion of the high speed Location within Madrid transport system just 28 km (all electrified) network in Spain, thanks to the European Since the 1980s, Spain has nevertheless programme, with corresponding altera- j 5 of the 8 regional lines. j 2 metro lines. applied a general policy of converting tions to the stations with the arrival of j 3 tram lines. its network to standard gauge in order high speed. MADRID PUERTA DE ATOCHA STATION / Spain

Governance and financing of each station: ADIF itself operates some Description of the station MADRID PUERTA DE ATOCHA STATION key figures of Spanish stations of the retail space in the larger stations renovation project and accessibility (around 50 shops per station) under the Governance trade name Vialia, which is 40% owned by Madrid Puerto De Atocha station has been j Date of construction: 1857 ADIF owns and manages a total of 1648 ADIF and 60% by Riofiosa, a commercial altered many times since it was opened, in j Date of last renovation: 2010 stations and other logistics equipment in property developer; and in stations with 5 order to adapt to the growing need to in- j Total station surface area: 104 195 m2 its network. Some suburban stations, 482 to 10 shops under the trade name “tien- crease capacity. in number, are run by RENFE Operadora dras de la estaciÓn” (station shops), 100% One of these first renovation projects j Number of travellers/year: 46 million which does not have a specific stations owned by ADIF. This constitutes a signifi- consisted of increasing the number of j Number of visitors/day: department. cant diversification of the business and an tracks to cope with higher traffic levels, 94 000 Of the stations operated by ADIF, the lar- important source of funding, in addition leading to the building of tracks outside j Retail space: 7 400 m2 gest, national ones have commercial and to access fees and rental income. the centre of the station, which then be- j Number of retail outlets: 47 retail premises on site and are run by a came vacant. This is the area now occu- j Infrastructure manager: ADIF specific department of ADIF, the “Direc- pied by the nature park at the heart of the j Operator: Renfe ción de Estaciones de Viajeros” (Passenger historic building. Stations Management), which is respon­ j Number of tracks in station: 15, including 11 dedicated sible for 99 stations used by 170 million 47 to HS traffic passengers a year. These stations contain: j Number of trains/day: 91 000 m2 of retail space 700 trains (209 high speed/day) 35 820 m2 of restaurant space j Number of metro lines: 2 14 605 car parking places j Number of regional lines: 7 j Number of bus routes: 9 Financing j Number of regional stations Financing of construction and renovation with direct services: 99 is by the Spanish government, Adif and j Number of public parking spaces: Renfe. 617 Financing the operation of stations de- j Cost of parking near the station: €27.95/day pends on the category, of which there are three in Spain: j Presence of checkpoints in the station: yes 1. Mainline stations j Transfer time in station: 2. Suburban stations 12 minutes 3. Other stations j Mode of access: 26.9% taxi, Besides the fact that this classification de- 13.6% metro, 12% suburban trains, fines the type of station governance, it also 8.9% pedestrian/cycles provides the basis for the funding policy The various renovation projects at Madrid Atocha station since 1892. Source: ADIF. Operation facelift: major projects Station renovation policies, trends and challenges

Renovation of MADRID PUERTA DE ATOCHA STATION

j Renovation: 2010 j Duration: 2004-2010 j Stages: - Construction of the new arrivals terminal - Reorganisation of the flow of arrivals and departures in the station j Financing: government, railway undertakings j Stakeholders: - City of Madrid - Transport Ministry Site coverage of station extension in 2010. Views of the new arrivals terminal in the station. Source: Adif. - Railway undertakings From left to right: Project to expand Atocha Railway Station for tertiary purposes: a total of 3,500 parking spaces and other commercial purposes (in green); Project to expand the station for rail purposes (in blue); Existing railway complex Conclusion/expected (in yellow). Source : Adif. 48 outcome

j Reorganisation of flows through Later, in 1990, major renovation work was This need to expand the station was again the station Key project data carried out, to separate traffic flows in the behind the latest renovation project, da- Preventing the risk of the - Total surface area: 2708 m2 j station, reduce transit time and manage ting from 2010, to build a new arrivals ter- historical mainline terminal - New retail area: 408 m2 becoming overly congested flows in the station. This was achieved by minal. - Number of new retail outlets: 8 j Construction of a dedicated the construction of a new terminal for ur- The new retail space is relatively small arrivals terminal ban and regional traffic, a significant reor- Challenges of the renovation project compared to the potential space in the new ganisation that prepared the way for the With the increasing risk of seeing the terminal and to the 105 000m2 total surface area of the station, which has total retail arrival of high speed in Atocha station in station congested, there was a need to space of 7500 m2. However, this renovation 1992, when very large-scale construction extend the station on the basis of the project was centred on transport issues, work was carried out to adapt the station available real estate around the historic to find solutions to the problems of flow to the demands of this new traffic. The station building. management experienced in Madrid Atocha question of restructuring the layout of station. - 210 m of arcades between the pre-existing Madrid Atocha station has often been lin- The project terminals and the new one ked to issues of flow management, since As there was sufficient land available - 6 new lifts the station’s geographical location has around the station, the project consisted - 12 mechanical ramps always placed it at the heart of the Spani- of extending it on a free area parallel to Madrid Atocha station has focused on impro- ving accessibility, and fluidity of movement sh network, giving it the primary vocation the mainline tracks. in the open spaces of the station, in its bid to of being a national and international hub. attract increasing numbers of passengers. MADRID PUERTA DE ATOCHA STATION / Spain

History of the station The original building was constructed by MZA railways for the Madrid Alicante line, and was opened in 1851 with the name ‘Estacion de Mediodía’ (Southern Station). It was Madrid’s first station. A fire in 1856 destroyed a large proportion of the station, which was then rebuilt with a metal structure in 1892. The station has undergone several renovations, the most recent work being carried out for the arrival of high speed in 1992, when the architect Raphael Moneo had a 4 000 m2 park constructed in 49 the middle of the station with 7 000 trees and plants, and a wide variety of tropical birds.

Station Plan between 2004 and 2010. Source: ADIF

A new arrivals terminal is planned, as well as a new car park, both connected to the original two terminals by a whole network of ramps, escalators and lifts. By comparing flows in Atocha station in 2004 and in 2010, it can be seen that there has been a complete reorganisation of the station, with separate, dedicated terminals, and this has facilitated access to the platforms. This project has also included updating the sta- tion, with an ultra-modern terminal and innovative facilities. The focus has been placed on improving access for people with

disabilities, by increasing vertical and horizontal mechanical links. D reamstime. Marcovarro- Operation facelift: major projects Station renovation policies, trends and challenges

ZURICH CENTRAL STATION / Switzerland

Swiss railway system

Organisation The Swiss railways are organised within an integrated structure, with specialised subsidiaries. Several railway undertakings operate on the Swiss network, their size Geographic location depending on the network area they co- j Zurich is a densely populated city with 372 047 inhabitants ver and the amount of passenger traffic (similar to a medium-sized they manage. The Swiss Federal Railways French city such as Toulouse). (SBB-CFF-FFS), a state company super- j Economic capital of Switzerland. vised by the federal government, are the 50 j Urban context: central. leading company in terms of traffic. The j At the heart of a dense urban fa- second major Swiss company is a private bric with commercial and service one, BLS. There are also more than 80 pri- activities (Bahnhofstrasse area). vate companies operating on small sec- Distance between Zurich Central j tions of the network, some covering less Station and Zurich airport: 15 km – 10 minutes by train. than 30 km. two through lines (Lötschberg base tun- vices) at regular intervals, stations located nel and Saint Gotthard tunnel). close to one another and specific tariffs. Station’s position on railway Swiss railway network: East-west: Geneva to St. Gall, domestic Good interconnections and through traffic network The Swiss network has a very specific passenger and freight traffic. in town and city centres. j International hub system configuration, which explains in part how 2/ Main lines: intercity trains, ICE, TGV, j Part of the main national route the railways are organised: Euro-city. The specificities of the network are the (highest amount of traffic), Dense and not very centralised, satura­ Includes high speed lines and freight traf- presence of several track gauges and 2h30min from Geneva. p ted in certain parts, total length 5 129 km fic representing over 2 million tonne-kilo- diffe­rent voltages depending on the line (2008), 80% standard-gauge track (1 435 metres per year. section, effectively forming several net­ Situation within Zurich transport network: mm). 3/ Regional lines: Regio and Regio Express works of varying sizes. There are two main Organised hierarchically according to trains. Mainly in the north of Switzerland net-works (SBB and BLS) and the small j Zurich Central Station is served p by 8 out of 13 tram lines. traffic flows: and on the plateau. private companies operate small and very j Zurich Central Station is served 1/ Major routes: two 4/ Urban and suburban lines: S-Bahn trains small networks, some of which are no lon- by 6 S-Bahn [suburban] lines. North-south: international transport, with (suburban to short-distance regional ser- ger than a dozen kilometres. ZURICH CENTRAL STATION / Switzerland

Zurich Central Station Governance and financing key figures and access of Swiss stations j Year of construction: 1847 Governance Ownership: CFF Immobilier: an indepen­ j Date of last renovation: 2011-2014 dent real estate company on a competi- j Total station surface area: tive market which manages the 800 sta- 105 000 m2 tions on the CFF network as well as 3 500 j Number of travellers/year: buildings and 4 000 land plots throughout 130 million Switzerland. CFF Infra: platforms, tracks j Number of visitors/day: and access ramps. 400 000 visitors Management: CFF Infra and CFF Immo- j Retail space: 18 000 m2 bilier: governance is organised based on Number of retail outlets: 122 j the nature of the station, with a hierarchi- Infrastructure manager: j cal classification of stations on the Swiss SBB-CFF railway network. j Operator: SBB-CFF SMGG «stations» study - Organisational structure of the Swiss railways. UIC 2013 CFF Immobilier (independent real estate j Number of tracks in station: 51 26, including 16 dedicated company which includes station manage- to HS traffic ment among its responsibilities), signed j Number of trains/day: 30 000 station lease contracts in 2012. 3000 trains (42% urban, 28% regional, 20% long- distance) Financing Financing the construction and renovation j Number of tram lines: 8 SMGG «Stations» study - Governance of Swiss stations. UIC 2013 of Swiss stations: CFF, CFF Immobilier, j Number of regional lines: 6 the federal government and CFF Infra fi- j Number of bus routes: 46 nance renovation work in stations. Public- j Cost of parking near station: 4.2 Swiss francs/h private partnerships also exist for the construction of new stations. j Presence of checkpoints in station: yes Station operating costs are covered throu­ j Transfer time in station: gh market segmentation and diversifica- 6 minutes tion of the railway undertakings’ activities within the stations, with a focus on sales and services. With regard to financing station opera- ting costs, improvements to services and

SMGG «Stations» study - Financing model for Swiss stations. UIC 2013 commercial improvements as a source of Operation facelift: major projects Station renovation policies, trends and challenges

funds depend on the nature of the station Swiss problems and difficulties figures which are set to rise by 45% by and its significance on the Swiss network; p Scarcity of available land around the 2030 (national estimate), Zurich station the more a station is considered signifi- stations. reached saturation point in the mid-2000s cant, the more support activities will be p Historical significance of station buil- due to: provided in the station. dings (listed). p Timetables with regular intervals between­ p Increase of traffic and risk of serious trains. Renovation of Zurich Renovation policy congestion. p Development of the suburban network. Central Station for stations in Switzerland p Commercialisation of the station. j Progress status: ongoing Aims j Duration: 2011-2014 Latest trends p Generalise the new concept for Swiss Objectives j Stages: The new policy for station renovation was stations and establish the right image by The project is aimed at expanding and - Sub-surface work to change effectively launched after the 2011 CFF re- improving services. reorganising flows and activities within from a cul-de-sac to a port on the risk of serious congestion in Integrate stations into their environ- the station by grouping them and alloca- through-station configuration. p Swiss stations by 2040. In the 70 major ment and improve the image of stations ting sectors. - Reorganisation of space within the station. Swiss stations, the number of passengers (as architectural objects). Renovation work j Financing: CFF Immobilier is set to increase by 40 to 140% by 2040. p Increase the capacity of the Swiss sta- and federal government. In the medium term, twelve stations will tions that are highly congested. The lack The station will become a more visible ele- 52 j Stakeholders: need resizing, including Morges and Rolle of available land around the stations, ment of the urban landscape, better inte- - CFF (VD) in French-speaking Switzerland. which often lie at the centre of towns and grated with other transport infrastructure. - Government - Local authorities cities has led to the development of un- p From a cul-de-sac to a through station: Redeveloping these 12 stations will require derground stations in Switzerland. the current configuration of the station

Conclusion/expected 200 million Swiss francs of short-term fi- The recent trend in renovating major Swiss makes trains have to stop for longer in the outcome nancing. In the long term, 2 to 3.5 billion stations is to define a new model of «Swiss- station. By way of an example, travelling Swiss francs will be needed. The Gene- style» major stations: service-oriented from Berne to Zurich takes 56 minutes j New capacity: 500 000 visitors/day va-Lausanne line, which is the most vulne- components of cities, commercially effi- by train. No other transport mode co- j New surface area: 105 000 m2 rable part of the network, will be the top cient and perfectly connected. Concen- mes close to matching that journey time. priority. trating passenger activities underground However, before leaving again in the other j New retail surface area: 18 000 m2 appears to be one of the preferred solu- direction towards the airport and St. Gall, j New situation within city: Purposes of renovation tions in Switzerland. the train has to wait at the platform for nine through-station configuration p Urban: stations in harmony and interac- minutes due to Zurich central station being j Level of automation in station: ting with their environment. Description of station a cul-de-sac. Renovation is centred around 60% p Sustainable: in line with new European renovation project a new cross-city line which will save time j Level of outsourcing: 70% standards. for intercity and regional services. New facilities: j p Financial: increased station cost-effec- Observations The line will include three major civil en- - New car park. - New passenger services. tiveness. With over 3 000 trains / day (884 main- gineering structures: Weinberg tunnel, - New shopping arcade. line trains) and 400 000 passengers / day, which will allow trains to reach Oerlikon ZURICH CENTRAL STATION / Switzerland

activities, with movements of people orga­nised into optimised, planned and smaller flows.

Expected outcome of renovation Increase station capacity (including com- mercial capacity to offset financial cost), shorten train stopover times and optimise flows.

Financing of station renovation work: The total cost is 2 billion Swiss francs. Financing is shared between CFF Immo- bilier and the federal government. History of Zurich Central Station Project for cross-city line to Zurich station. UIC 2013 Outcome of renovation work In 1847, the city’s first station, New commercial possibilities: increase in simply named Bahnhof Zürich p 53 directly by an underground route, a new services in the station should that increase station’s commercial capacity of 2 500m2 [Zurich station], was officially opened. It had been designed through station 16 metres under the tracks not be thought out intelligently: p Layout (2012 merchandising) by the architect Gustav Albert of the central station and, to the west, two Zurich station has always been used for A commercial area consisting of 3 levels Wegmann. It was to serve as bridges which will pass over the tracks pa- many purposes: its main hall, emptied (main hall, intermediate basement, under- the terminus for the Schweize- rallel to the central station and cross the of all clutter following renovation work ground shopping centre) with 122 retail rische Nordbahn [Swiss northern road bridges at right angles. Culminating in 1997, now hosts commercial activities outlets, including: railway] line starting in Basel. at a height of 20 metres and supported (market, sales exhibitions, etc.). In addition - 19 retail outlets on the main platform at In 1871 the station was extended by 30 pillars over a distance of more than the station includes several retail outlets, a street level (in historic building around and renovated to meet ever-in- creasing traffic demands. Its main one and a half kilometres, the two bridges post office, an opera house, an exhibition Wannerhalle hall, 1 800 m2) entrance was rebuilt in the style will have a major impact on the urban room, a police station, a church, a dental - 2 retail outlets on the intermediate un- of a triumphal arch. landscape. clinic, a doctor’s surgery and a shopping derground level. The station used to be a cul-de- centre (in the basement, the 4th largest in 101 retail outlets in the underground shop- sac, with trains having to leave whence they came. Since then p Optimisation of station space: the fac- the country). ping centre. a tunnel has been built, allowing tors identified as causes of congestion in- The renovation project was aimed at Average time spent by users in the sta- p trains to continue on to Zurich cluded a lack of flow management and an consolidating this configuration by grou- tion before and after renovation: Stadelhofen station. Originally excessive number of different uses, mul- ping together activities of the same type. Before (2007): 15 to 20 minutes. After: used solely by the city’s S-Bahn tiplying the number of journeys and the The basement thus saw an increase in 30 minutes (making it one of the Euro- service, the tunnel is now open to need for space. This situation could be commercial activity whereas at street level pean stations with the highest amount of InterCity Express services. worsened by the increase in commercial the station was rearranged around service time devoted to shopping). Operation facelift: major projects Station renovation policies, trends and challenges

moscow KAZANSKY STATION / Russia

Geographical context j Moscow is a densely populated city (4 500 inhabitants/km2). j Economic capital of Russia. j Urban context: central. j At the heart of a dense urban fabric.

54 Station’s position on railway network j Many international services depart from Moscow Kazansky Station to ex-USSR countries: Kirghizstan, Kazakhstan and Uzbekistan j The station is part of an inter- Russian railway system The company has an integrated vertical are electrified with alternating current national hub consisting of three holding structure, and is distinguished by (25 500 volts, 50 Hz) and 18 800 km are in stations located around a square, Organisation its significant international presence. It direct current (3 000 volts). «Komsomolskaya Square», Russian Railways are a public limited has a subsidiary specialised in internatio- Some of the distinctive features of the also known as the three-station square. company (100% of shares are held by the nal business which represents RZD on fo- network are its size, the importance of Russian state). Following the collapse of reign markets, RZD Trading Company. For long-distance traffic and the international Situation within Moscow the Soviet Union, the company inherited example RZD will be operating the Arme- trans-European or trans-Asian lines such transport network the entire Soviet network, which totalled nian railway network until 2038. as the Trans-Siberian Railway, the Mos- j Having these three stations on a 85 200 km (2nd largest in the world), and cow Express, etc. There is no distinction single square represents a major 987 of the 2046 companies that had been Russian railway network between regional and urban traffic. urban asset. Unfortunately metro formed after the collapse. It operates 80% It covers 85 500 km with a track gauge services are poor, although a circular line connects the square of the network, serving 1.3 billion passen- of 1 520 mm (Russian gauge present in all to the rest of the network. gers per year. ex-USSR countries). 22 000 km of lines moscow KAZANSKY STATION / Russia

moscow Kazansky Station, Organisation in 16 regional key figures and accessibility sections (subsidiaries) of RZD (Russian Railways). Source: RZD. j Construction year: 1940 j Total station surface area: 64 641 m2 programme also involves modernisation j Number of passengers/year: and renovation of many stations across 1 400 passengers/hour the network. j Retail space: 10 290 m2 j Number of retail outlets: 71 The objectives of the programme for sta- j Infrastructure manager: RZD tions include: j Operator: RZD 1. Improving the organisation of flows of j Number of tracks in station: 17 travellers in stations. 2. Improving safety in stations. j Number of trains/day: 416 trains (116 long distance) 3. Improving station accessibility, particu- j Number of metro lines: 2 larly for persons with reduced mobility. 4. Bringing better responses to environ- j Presence of checkpoints 55 in station: yes mental issues by reducing the energy im- j Station manager: Governance and financing Financing of operating costs of stations: pact of stations. RV, subsidiary of RZD of Russian stations RZD and commercial revenue. 5. Increasing the economic efficiency of stations in order to achieve financial auto- Governance Renovation policy nomy in terms of operating costs. p Ownership: RZD: buildings and passen- for stations in Russia ger areas. Different types of station in Russia p RZD: platforms, tracks and access Latest trends Divided into four classes according to the ramps. As part of a large-scale project launched type of traffic: p Management: RV, a subsidiary of RZD, in 2008 with the purpose of upgrading p Highest class: in major conurbations is in charge of developing and managing the Russian railway network, an invest- such as Moscow, with over 1 500 passen- the stations. ment programme running up to 2030 and gers/day. representing 600 billion roubles (roughly p Class I station: 1 200 to 1 5000 passen- Financing € 20 billion) provides for the construction gers/day The construction and renovation of Rus- of new lines and renewal of the rolling p Class II station: 500 to 900 passengers/ sian stations is fully financed by RZD, in stock fleet. RZD is set to finance 40% of day some cases with participation from pri- this modernisation programme, with the p Class III station: 300 passengers/day vate investors or in 50/50 partnerships rest of the investment sums to be covered p Class IV station: size < 500 m2 and fewer Moscow metro scheme with regional authorities. by the federal and regional budgets. The than 300 passengers/day. Operation facelift: major projects Station renovation policies, trends and challenges

Renovation of moscow Kazansky Station

j Progress status: ongoing j Duration: 2011-2013 j Stages: - Redevelopment of the passenger area. - Opening in 2012 of the Kazansky Station trade centre. - Rearrangement of station interior for Next Station 2013. j Financing: RZD, Russian government and private funds for the parking areas. Reorganisation plan for Kazansky Station in view of the International View of one of the rooms provided for the International Next Station j Stakeholders: Next Station Conference. Source: UIC 2013. Conference 2013. Source: RZD - RZD - Government - Local and city authorities Description of station commercial surface area in the station is 56 renovation project set to increase further. History of moscow Conclusion/expected Kazansky Station outcome p Improvements made to the station as Kazansky Station is the station with the hi- part of the project include: Kazansky Station, formerly known j Improve service quality as Ryazansky station, is a passenger ghest amount of traffic in the Russian ca- p Improved security in the station, with and modernise the station. terminal. It is one of nine railway pital, and serious congestion is a genuine the installation of a CCTV system. j Achieve financial autonomy terminals in Moscow. for the station. risk considering that the station has seen p Optimised passenger flows in the station The station building was j Increase the surface area very few upgrades since its construction to reduce travel time. constructed in 1862-1864 for the and commercial capacity. in 1940. Ryazanska­ya railways, becoming th Kazansky Station in 1894. j Transform the station into Two main objectives of renovation: Reorganisation of certain areas for the 4 a modern hub. The first train from Moscow to p Increase the financial autonomy of the Next Station international conference: Kolomna departed from Rya- station. In October 2013, Kazansky Station is hos- zansky Station on 20 July 1862. p Modernise the station and improve ser- ting the 4th edition of one of the most Construction of the modern buil- vice quality. important conferences on the subject of ding of Kazansky Station began in stations, Next Station. This edition is being 1913 and was completed in 1940. The project has involved the opening in organised by RZD (Russian Railways) and Kazansky Station is now the station with the most traffic in the city. 2012 of a trade centre in the station, in- UIC (International Union of Railways). It creasing retail space to 10 290 m2 and the will provide an opportunity for certain number of outlets to 71, with space for areas in Kazansky Station to be rear- Historic photograph of Kazansky Station. Source: Moscow city website. restaurants amounting to 4 367 m2. The ranged. Seoul Station / South Korea

Seoul Station / South Korea

Geographical context The South Korean rail system j Seoul is a densely populated city with 10,464,061 inhabitants. Organisation j It is the economic capital 2013 reform: On 26 June 2013, the Korean of South Korea. government announced that the Korean j Urban context: central. rail system was to be restructured and a j At the heart of a dense urban holding company formed, with three sub- fabric. sidiaries: j Regional train: Incheon International Airport – KTX for high speed services from 2014. Seoul station: 53 minutes A freight subsidiary in 2015. A maintenance subsidiary in 2015. Station’s position The restructuring includes the part-pri- 57 on railway network vatisation (51 %) of the South Korean j The station is the gateway railways. to South Korea, and the major point of entry to the high speed network. Governance and financing of South Korean stations The South Korean rail network Governance j The South Korean rail network Ownership of station buildings: Korail. comprises a total of 3378 route Ownership of tracks, platforms, escala- Renovation policy for stations The initial budget was 636 millions of dol- km; 39 % of lines are double- track, though only 49.5% are tors, etc.: KR. in South Korea lars, an amount which increased by 81 % electrified. The network is built Work building the South Korean high the following year. The network grew gra- to standard gauge. Financing speed network began in 1992 with the dually, only culminating in 2004, when the j High speed rail is a relatively Financing of construction and renovation line from Seoul to Busan; the Korean KTX ran in revenue service for the first recent appearance on the South Korean rail network, services of stations: South Korean government High Speed Rail Construction Authority time. having launched in 2004. and private sector. (KHSRCA) was founded the same year to There have been many projects to reno- j The history of the railways has Financing of operating costs of stations: manage infrastructure construction pro- vate South Korean stations, for example been dominated by the private subsidies, station access charges, and re- jects, but also to renovate the major ter- Busan, Daejon, Mokpo and Seoul. sector, and most of the network was built under the Japanese tail activity. mini which would in future be served by occupation. high speed services. Operation facelift: major projects Station renovation policies, trends and challenges

Description of station renovation project

The station has been renovated in two major stages:

1. Station renovated in preparation for the Seoul Station, key figures and accessibility arrival of high speed services. Changes were made converting the station from a conven- Construction year: 1922 j tional terminus to a high speed station. j Date of last renovation: 2004 This stage split the railway section into two j Total station surface area: parts. 240,023 m2 p Old part: including the old station building, j Number of passengers/day: this part would henceforth host customer ser- 100,000 passengers/day Sean Pavone - Dreamstime. vice, ticket sales, and other services. j Number of visitors/day: 1,000,000 visitors p Dedicated high speed part: the rest of the Boost intermodality at the station by impro- station would receive high speed services, ving access to other modes of transport. 58 j Retail space: 31,854 m2 History of and the space would be redesigned to cope Align the station renovation project with wi- Seoul Station j Number of retail outlets: 52 with greater passenger numbers. der urban planning aims, improving the sta- The first station was a 33 2m j Infrastructure manager: KR This renovation significantly boosted the tion’s integration into the surrounding urban wooden building built in 1900 Operator: Korail j station’s capacity and introduced a tailored environment. to coincide with the opening of j Number of tracks in station: range of new services and retail activities. The station’s conversion is part of an urban the northern extension of the 14, including 7 dedicated Gyeongin line. to HS traffic renewal project centring on the area north 2. The second stage of renovation concen- of the station. The locus of this project is the The building was later destroyed j Number of trains/day: - trains (106 high speed) trated more on the old part of the station. renovation of the central station, which now and was replaced by what is now This renovation had various goals: forms the focal point of this area. considered the «historical» part of j Number of metro lines: 1 Restore the historic station building, which The new urban complex will comprise an in- Seoul Station. The newest part of j Number of regional lines: 1 had not undergone any renovation since ternational congress centre, hotels, housing, this building is much more modern j Number of bus routes: 6 than the old, and was completed being built. offices, public space, etc. j Number of metro stations with in 1957 by merging all the annexes direct services from station: 27 of the old part. j Number of public car parks: Year name of station Service area parking surface area retail space For the 1988 Seoul Olympics, 600 parking spaces 1989- Seoul Railway Station private investors funded an 9,448.40 5,173.00 16,612.81 j Cost of parking near station: 2004 (privately-funded) extension of the station, building 6.6 euros/day the first purely private terminal. 2004- Seoul High Speed Presence of checkpoints 15,910.74 20,499.15 55,832.91 j present Railway Station in station: yes Seoul Station / South Korea

The renovation of the old Renovation of Seoul Station station building, which no j Progress status: ongoing longer served its original purpose since the construc- j Duration: 2004- 2014 tion of the new high speed Stages: j terminus in 2004. 2004: Station redesigned for the arrival of high speed services. Starting in 2009, renovation 2009-2014: Renovation of old work has transformed it into part of station. a cultural centre comprising Make the station an urban and a multi-purpose exhibition commercial hub. and performance venue. j Financing: South Korean government and private sector. j Stakeholders: - Korail. - KR. - South Korean government. - City of Seoul. 59 - Private investors.

Conclusion/expected outcome j New opening hours: 05:10 – 23:00 j New capacity j New surface area: 240,023 m2 j New retail surface area: 55,832 m2 j New situation within city: better connections with other urban transport networks. j Level of automation in station: 50% j New equipment: - New high speed terminal. - Modernisation of old part of station. Better integrate station into the Urban regeneration project around Seoul Station. urban environment. Source: High Speed and the City, UIC final report 2010. Railway Stations Adapting to Future Society

60 a quick look at some stations around the world... Guangzhou South Railway Station, China. Moscow Kazansky Railway Station, Russia. London Saint Pancras Railway Station, U.K. Tokyo Railway Station, Japan. Moscow Kazansky Railway Station, Russia. Moscow Leningradsky Railway Station, Russia. Meeting point in London Saint Pancras. Tokyo Railway station, Japan. Fes Railway Station, Morocco. Railway Stations Adapting to Future Society

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Published by: UIC Passenger and High Speed Department Director: Ignacio Barron de Angoiti With the participation of Sabrina Beniddir, Marc Guigon and Hervé Aubert Managing Editor: Marie Plaud, UIC Communications Department English Editing: Helen Slaney, UIC Communications Department

Graphic Design: M. Desmoulin / La Belle Equipe Print: M. Fauvelle / ACINNOV Photographs: We thank UIC Members for their contributions

UIC would like to thank its Members for their contributions (pictures). Particular thanks go to the Members of the Station Managers Global Group (SMGG) for their comments and advice.

Reproduction of the content is only authorised with specific mention of the source (UIC). ISBN 978-2-7461-2220-8

Warning No part of this publication may be copied, reproduced or distributed by any means whatsoever, including electronic, except for private and individual use, without the express permission of the International Union of Railways (UIC). The same applies for translation, adaptation or transformation, arrangement or reproduction by any method or procedure whatsoever. The sole exceptions – noting the author’s name and the source – are «analyses and brief quotations justified by the critical, argumentative, educational, scientific or informative nature of the publication into which they are incorporated» (Articles L 122-4 and L122-5 of the French Intellectual Property Code). International Union of Railways (UIC) - Paris, 2013

Printed by International Union of Railways 16, rue Jean Rey 75015 Paris - France October 2013 Legal deposit October 2013 ISBN 978-2-7461-2220-8 www.uic.org Railway Stations Adapting to Future Society