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'It is important for any metro system to attract the maximum number of passengers, and this is particularly true in Hong Kong where the system was required by Government to meet the whole capital and operating costs out of fare revenue '. Edward, Coulson, Pearce. 1981 MIS Designer
The Initial Hong Kong Mass Transport Study Consultancy Works
The Initial Hong Kong Mass Transport Study Consultancy Works
Fig. The Hong Kong Mass Transit Study 1967. Retail in red colour.
The volumetric DNA of the Hong Kong Metro station design is similar, yet different than most of the systems around the world.
Firstly, the one box typology, where the platform is on the lower level, and the large concourse hall above has been challenging for underground stations design due to the construction challenges stemming from the ground conditions in many cities. Hence in these cities the underground spaces are minimised and larger ticket halls are designed at ground level, where architectural expressions are exhibited. Many traditional railway stations do aspire to a large concourse space, due to its inherent architectural spatial qualities. So, locating the large concourse above the platform ground already excavated makes engineering sense, if the ground conditions permit (As Grand Central Station image to right shows). Which the designers of the first Hong Kong & later Bangkok MTR, DRU has proposed.
So, let's move to the original design study.
The original Hong Kong Mass Transport Study report's plan shows limitation as well as promised for the planned system, led by Freeman, Fox, Wilber, Smith & Associated. Here are some commentaries on the concourse level plans above, that was part of the report.
Positive:
The large concourse over platform, with all the ticketing, passenger congregating functions have been proposed early in this report. Partly due to the cut and cover station box engineering, partly due to building in a relatively dense urban area. this typology allows minimal entrances at the street, (all ticketing functions consolidated in the large concourse hall).
Both the typology, particularly the central / island platform shows 4 to 6 adit connections from the concourse level to the ground. This is partly why the early Transport Oriented Development (ToD) developed in Hong Kong is so successful. More later.
Station shows only stairs as Vertical Transport (VT) element. This was potentially to save money as self-financing the system was thought to be challenging.
Two hub concourse, ticketing control zone is shown on the left and right area. Potentially not desirable from station planning point of view as more fare collection gates, operational maintenance, etc required.
Interesting, that a toilet facility has been designed in the centre of the concourse. Something that was never implemented in the MTR, until the late 1990's.
There is very limited area for concession in the original study
The large unpaid concourse hall is designed.
Remember: There is no NFPA 130 at this time. So, design was based on empirical planning assumptions in the UK
@ Kikuo Johnson. NYC Grand Central Station
The Modified Initial Station Design
The Modified Initial Station Design
Fig. Hong Kong Mass Transit Railway Modified Initial System: Edward, Coulson, Pearce. 1981
By the early 1970's, when Freeman Fox / DRU were designing the modified stations designs for the Kwun Tong Line, the design parameters had changed.
Some of these are as follows:
Concourse:
The earlier patronage figure used during the feasibility study, had changed substantially. These new capacity numbers had to be designed in the new system.
Hence, the layout demanded new escalators. The escalator capacity study shown on the right, was an empirical figure, which was needed to address the capacity in the system.
Whilst the 8 car trains have been retained, now the rolling stock were enhanced to carry around 3000 passengers. To enable such large numbers, seating was reduced, more standing passengers were introduced, all the rolling stocks cars were now interconnected, allowing passengers to move along the car to make the train more efficient.
The above plan does not show a typical arrangement, as the disposition of the VT is not uniform, and the concourse level still has two hub concourses.
The overall size/volume of the station box is still relatively small. Despite the plants required then. The latest station in the MTR has substantially increased in size, due to plants become more nuanced, design requirement more stringent, statutory wise more onerous, etc.
The consultant's team studied existing escalator capacity around the world, found to be 150 people per minutes (circa 1972). This was downgraded to the above VT figures. Which are still in use today, as maximum practical capacity, and operational capacity.
The capacity figure is substantially larger than what is used in other systems around the world. Both a blessing and a curse.
Blessing as the original system designed can be more economical, efficient, and space is highly optimised.
Curse as this does not allow or limits organic growth above its planned capacity. Whilst system like the LuL will allow more growth.
The Modified Initial System (MIS) Layout (Revised)
The Modified Initial System (MIS) Layout (Revised)
Fig. Adapted MIS station model. Concourse top, platform below.
The above MIS layout has been adapted to inform a more typical station typology, some of which are as follows:
VT from platform more streamlined, however in dense cities like HK, it is possible to have an even more modular arrangement of VT as follows; Stair + Escalator, Up/Dn Escalators, mirrored around two lifts, in the centre of the platform. The six escalators will carry you more than 42,000-48,000 passenger net, per hour, which is more than most system around the world will need, plus give you a higher level of service to meet the passenger's expectation. (Sketch shown below)
The 3m wide platform has stood the test of time/sizing (Most), the introduction of the Platform Screen Door has made the spaces to be much more efficient for the passenger sizing & Level of Service (LoS) requirements.
The disposition of the VT discussed above, gives a much more balanced arrangement at the concourse level, where a simpler wayfinding is possible.
A paid and unpaid link along the concourse is possible, where new retails are introduced, which helps to create ~25% of the revenue for MTR.
Another key element is that the ~150m long concourse now allows you to connect to multiple points of exit from the station box, one of the key ToD designs in HK.
A Modular Layout of the MTR station
A Modular Layout of the MTR station
Concourse top
Platform middle,
Longitudinal section bottom.
Commentary on the modular Layout:
Commentary on the modular Layout:
I will start with a key caveat.
That the numbers that I have stared is approximate, illustrated for information only.
Detail review of the Design Standard & Other manual verification is required.
Station Width & Length
Width (Say)= (4.5m(Track, Nom) + 3.3m(Plat)) X 2 + 1(Col _+ Clad) + 2 + 2 (2 Esc, or 1 St) + 1(Col _+ Clad)
Width (Say) = Round 22m (Inside clear)
Length= The length will be a derivative of the number of cars and the plants on both ends. Each car is ~23m. So, 8 Car =
Length = Say, 185m. Plants at ends will vary, let's say ~40m long. Hence:
Length = 185 + 40 + 40 = ~265m Long
Station VT Capacity
Escalator Capacity 1= Total 6 Escalator = 6 X 8000 (Say, ppl/Hr)=48,000 Ppl / Hr
Escalator Capacity 2= Say, Four Esc up and two Esc dn = 4 x 8000 (Up), 2 X 8000 (Dn)
Escalator Capacity 2= Say 32,000 Ppl/Hr (Up), & 16,000 Ppl/Hr (Dn).
Orientation of the escalator can be reversed as required.
Stair capacity is not taken into consideration. Which is quite substantial.
Before we go any further, let's look at another Hong Kong success. The Hong Kong International Airport (HKIA) at Chap Lap Kok. It first opened in 1998. When Foster + Partners first designed this, the design for this had much to emulate from the airport that he designed at Stanstead, UK. Stanstead changed airport design thereafter, & it had a sizable commercial facility. So when the Chap Lap Kok airport was designed and constructed, it also had many of the innovations and a relatively large commercial cabin.
Let's not move to the financial statement from the HKIA, two figures have been extracted below for reference. One for 2000, a couple year after opening, and for 2020, twenty years after. What was remarkable, was that the HKIA immediately realised that the airport commercial revenues from retail and advertisement (Plus allied services) was making a huge impact in their bottom line. That the potential to increase this substantially more than the core airline charges were possible. This is also true globally, however nothing compared to Hong Kong. I was also fortunate to take part in the many upgrades & increase of the commercial/retail and allied revenue to the system in the past 20+ years.
So, please review the below figures, that begins to give us another business case justification for transport buildings.
2000 Figures.
Airport charges HK$ 2,2B
Commercial revenue HK$1,8B
2020 Figures.
Airport charges HK$4.7B
Retail licences, ad revenue HK$5.9B
Terminal commercial revenue HK$1.4B
As you can see from the above numbers. The early years of retail spaces return from the airport operation were impressive, making almost as much money as their flying side. However the 2020 retail figures substantially exceeds its airport operation. Which is remarkable!
The Hong Kong MTR DNA
The Hong Kong MTR DNA
So, that now brings us to the Hong Kong MTR financial figures. The below shows a bottom line of the MTR system, where there is a consistent +20% revenue generated by the station commercial business (The covid numbers are lower, however it is still fantastic, if you consider that other street side retail were completely in the red at that time).
The below charts shows the amazing story of the MTR DNA progression, where stations were designed as a transit system. Which then began to append in more retails, as substantial revenue growth from this hitherto unassuming stream, grew. This was also supported via substantial life safety strategies being developed for these retail spaces, as shops were not designed to be a vital part of the stations.
So, are MTR stations a commercial centre?
Not really! In a time where online shopping is increasing, retail in our street side is suffering. The daily necessities that are being served in the MTR stations are doing well, supporting the communities via keeping enabling a reasonably priced ticket price.
Retail in stations is like a pit stop, passengers can pick up some daily necessity between their travels. Retails in the MTR, like elsewhere are also undergoing substantial innovation and changes.
Fig. Section through a typical MTR ToD linkages
The Hong Kong MTR DNA
The Hong Kong MTR DNA
The MTR DNA is a mixture of many things, amongst which are:
The station box that enables a large hall over the platform. Allowing a sizable retail to be incorporated, which allows a better ROI and OPEX.
The MTR in turn fire engineered and mitigated the risk of these retail units catching fire, creating potentially the most advanced cabin concept strategy for their shops, that you could find globally.
The density of Hong Kong, and the general topography of mountains & plains, allowed for a super high-capacity transit system, that requires less stations and railway track length to serve the same number of passengers, than any other systems in the world.
The life safety and operating systems incorporated into the MTR system is more extensive, than similar systems globally.
The railway operation team is one of the best in its class. They in turn govern and direct how the system architecture and finishes are highly tuned, to be 'fit for purpose', where excesses are trimmed off. Less maintenance, and highly dependable materials are demanded, specified.
The DNA of the Hong Kong station planning does not allow for a huge Architectural expression, or distinction. Something that could be considered to be based on 'System Design' & modular in its implementation.
The design standard manuals, specification for each and every aspect of the system is understood, written down, value engineered to a great extent. These standards are also a Bible for station consultants, where deviating too far from these well tested paths is not desired.
The system is also successful as it is fully integrated into the new town development by the cities planners and designers. Even existing areas with new stations, leads to a redevelopment & rejuvenation of the surrounding areas, where new transit system is able to bring a higher value to the surrounding old building commercial values and increase connectivities.
DRU in particular, also designed the Bangkok metro, where they provided a similar typology of design as the HK MTR stations, with limited innovation that HK MTR was able to deliver.
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