Spanish solution

From the Spanish solution is when a railway underground or S-Bahn to both sides on platforms, so-called twin platforms, has to separate from or boarding. Supposedly, this principle was first used in the 1930s in the Barcelona Metro (previously but already in New York, see below). Its goal is to handle and alighting on separate platforms, thus the capacity of the stations to enlarge and to shorten the holding time of the trains. The central platform is used often for boarding, the side platforms that are built narrower, to alight (or vice versa).

• 3.1 Germany 3.1.1 Munich
• 3.1.2 Stuttgart
• 3.1.3 Cologne
• 3.1.4 Dusseldorf
• 3.1.5 Frankfurt am Main
• 3.1.6 Norderstedt

• 3.2.1 Vienna

• 3.3.1 Guangzhou
• 3.3.2 Shenzhen

• 3.4.1 London

• 3.5.1 Paris

• 3.6.1 New York

• 4.1 Two-sided switch
• 4.2 luggage platform
• 4.3 platforms for different vehicle types

Principle

The Spanish solution is not actually implemented in all twin platforms:

• Spanish solution in the classical sense: with separation of boarding and alighting passengers, for example, S- Bahn München, Guangzhou Metro
• Spanish solution unused: without separation of boarding and alighting passengers, for example Barcelona Metro, light rail Stuttgart

Of the preliminary or final termini Spanish platforms with separation of the entering and exiting can be done in different ways:

• Changing direction on the platform: Separation of boarding and alighting as stopover, for example Shenzhen metro or pendant cable cars
• Change of direction in turn conditioning: training and entry to and from each of the two platforms of the twin platforms

Criticism

Benefits

The Spanish solution in the classical sense of isolation of boarding and alighting passengers excels at otherwise constant conditions mainly due to the following advantages:

• Unbundling of passenger flows of entering and exiting; transit passengers are dropouts on one track and beginner on the other route (see Metro Guangzhou)

• Narrower entry and exit routes to and from the platforms possible

• Shorter holding time by speeding up the exchange of passenger

Disadvantages

• Broader structural cross section

• Separate dispatching trains on both sides of the platform (minimal increase in clearance time )

• Optional offset door opening and closing the door

• Connecting passengers on the same track must, without changing the platform, at least once violate the entry into or exit rule.

• For completely barrier-free access and egress at least one each lift equipment is required on all platforms; alternatively, is with only one elevator on the middle platform entry rule or the exit rule is violated ( " please step out right, lift left in the direction of travel " - default announcement in the Munich S-Bahn ).

Alternative

As an alternative we recommend is that line tracks in the platform area in two platform tracks to introduce them to a common central platform, which allows no lower hold times and no unbundling of passenger flows, but the headways reduced by alternate operation of the two platform tracks. For example, this alternative is used in the S-Bahn Zurich in Zurich main station.

Assessment

The decision for or against the Spanish solution is system specific and depends largely on the physical and operational requirements; at the Munich S-Bahn especially the minimization of headway was crucial, while usually the separation of customs related passenger flows are crucial in the airport area. The separation of the entering and exiting of twin platforms can in principle be introduced at any time or repealed.

Use

Germany

Munich

Using this method is of inter alia in the Munich S-Bahn in the three busiest tunnel stations München Hauptbahnhof, Karlsplatz (Stachus ) and Marienplatz, in the persons currents in the passenger change after training and beginners are to be separated. Passengers are asked to announcements in German and English, get out only in the direction right. All signs in the station are aware of this principle as well as the direction of travel of the escalator. For cost reasons, only one elevator system to the platform level of the S -Bahn was built so that users of the elevator have to get left on the middle platform, contrary to the principle direction of travel ( Exception: Marienplatz, direction Central Station, because of superimposed twin platforms ).

Stuttgart

In Stuttgart, there are two light rail stations with platforms on both sides. It is towards the city center to the station Pragsattel in both directions and around the station mineral baths. Here, however, the passengers can get on and off on both sides. This design was chosen in order both to have the central platform for connecting passengers and also the tram in legal transactions - to be hold - which has just the right doors. On Pragsattel half the former foreign platform with low platform height has been replaced ( because of the lower entry height tram) through a high platform, thus creating a true capacity -enhancing double platform. Here was formerly a transition between the tram and light-rail trains full without a change of the platform stairs and elevators not possible, even if both trains stopped on the same track.

Cologne

In Cologne there were at Ebert Square U-Bahn stop a similar situation as in Stuttgart, but only on two of the four tracks. Again, however, were able to get on and off on both sides of the passengers on these tracks. The station Ebert square was reconstructed, with the side platforms were demolished and the outer tracks were laid in the space of the former platforms.

Dusseldorf

At the terminus of the Airport Station Skytrain access from the central platform takes place, the exit to the outside. There is a corresponding bilingual announcement, the doors open to a time delay. At ESPRIT arena / Messe Nord metro station there is the Spanish solution for a track of three.

Frankfurt am Main

All stations of the Airport Metro " SkyLine " have a central and two side platforms. The different sides are not used to separate entry and exit. The individual platforms are either part of the public or part of the transit area ( non-Schengen ). The two -car trains can be as non-contact transport passengers of both groups simultaneously.

Norderstedt

In Schleswig -Holstein there are in Norderstedt Norderstedt Mitte station on a Spanish solution, outside the trains run on the U1 and from Hamburg, while leaves in the middle of the DMU A2 direction Ulzburg South / cold churches. A separation of access and egress direction is, however, not made ​​here. Completion of construction of this project was in 1996.

Austria

Vienna

Two-sided entry and exit opportunities at the Vienna city railway and subway there was indeed, but without isolation to entry and exit side.

After the complete conversion of Wiental on underground operation ended in 1981-1985, the trains of the lines G and GD in the station Meidling main street with the opportunity to get out on both sides to the direction of the line's platforms U4. Then the two central platforms were connected to a still existing over large middle platform.

Between 1985 and 1989, located on a bend station Gumpendorferstraße was the temporary terminus for the belt line of the light rail. The western track was covered at this time with a wooden platform, so that a passenger change could take place on both sides.

In the course of the construction work to extend the line U2 to the stadium, the same solution as in the station Meidling was chosen for the main street station Scots ring between 2004 and 2008. During the single-track operation between Schottentor and Scots ring could be got out of the U2 on both sides to the direction of the line's platforms U4. Following closure of this route section operating rooms were built in the area of ​​the former U2 platforms, the two U4 platforms are connected only at the north end.

To allow for major events faster passenger check-in, there is in the U2 station stadium an arrangement with two central platforms and three tracks. Since the extension of the U2 Aspernstrasse in October 2010, the average track is no longer used with the two-sided platforms in normal operation; even before the doors were only released to a page outside of event times.

China

Guangzhou

A classic platform twin - tower station with "Spanish solution " is located in the southern city of Guangzhou Metro network at the station " Gongyuanqian ". In the plane -3 Opened in 2002, the Metro Line 2, which opened in 1999 Metro line crosses at right angles 1 ( level -2 ). Both levels are equipped with twin platforms with boarding on the central platform and exit at the respective side platforms; also open the train and platform doors to the side platform by a few seconds before those to the middle platform. The stairs between the two levels only lead of the side platforms (exit) of a line corresponding to the middle platform (entry) of the other line, so that all Umsteigeströme are fully unbundled height freely. To and from two platform levels with lead fixed and escalators in the pedestrian level ( level -1). From there exists exactly one elevator system to two platform levels, in the middle of both central platforms; this elevator is but staff served, so that a direct free change between two entry-level platforms only on request by platform personnel is possible.

Shenzhen

When the Metro Shenzhen, the " Spanish solution " to the two terminal stations Luohu and Futian Checkpoint is the strict separation of boarding and alighting passengers used; change at both stations, the trains their direction of travel on a train station.

Great Britain

London

The Docklands Light Railway, there are some stations also an opportunity to both sides of the trains exit (Station Canary Wharf ).

France

Paris

The platforms of the line 6 of the metro at the station Charles de Gaulle - Étoile performed in Spanish solution.

United States of America

New York

The very first line of the metro New York in 1904 had at some stations two platforms for a track. However, these were still used for the transition from strollers on express trains. The enhancements in the wake of double contracts (Dual Contracts) of 1913, however, saw some stations before the real Spanish solution. The first representative was the Chambers Street station on the BMT Nassau Street Line, which went into operation on 14 March 1913. Today, no platforms for the Spanish solution longer in operation. However, they are usually still preserved and turned into a part to storage rooms.

The Spanish solution is applied by PATH in the 33rd Street station at the World Trade Center and the Hoboken Terminal.

Other areas of application

The Spanish solution is also used primarily for the train stations of airport railways, so the Aero Train in the airport of Kuala Lumpur or Hong Kong International Airport.

Similar concepts

Both Sides transition

In addition to the acceleration of the passenger change the Spanish solution has possibly the advantage of being able to transfer without any platform change to two tracks, namely if both platforms are central platforms and is not divided by entry and exit. Such an improvement of the Umsteigekomforts may be the only purpose of a two-sided exit, then at the two termini of the Alster Northern Railway north of Hamburg. You can reach there Platform same Endgleise both the U1 line in Norderstedt Mitte and turn both tracks of the line A1 in Ulzburg Süd station.

Luggage platform

Especially on large stations there are sometimes on both sides of platforms, of which only one is provided for passengers. The other platform, called luggage platform was built for loading luggage and mail. In Germany, the baggage and mail loading was set, Luggage platforms used today sometimes other operational purposes.

Platforms for different vehicle types

At the stop Stresemannallee / Garden Street tram Frankfurt open at the track the track Niederrad - South Station, the cars, the doors on the left. There is a platform that enables barrier-free entry into the low-floor cars ( on the other edge of the platform for the route Niederrad - Hauptbahnhof). Since after the construction of this platform operated on the line 19 initially high-floor facility wagons have doors only on the right side, this the old scale at street level access was further used. Meanwhile no more setting cars are in regular service. Access to the right is therefore no longer used, but is still accessible.

A permanent solution of this type is located on the South Park station in Dusseldorf: Keep At this stop both high-floor light rail vehicles, as well as low-floor trams. In order to allow both types of vehicle barrier-free access, there is both a high central platform and two low- side platform. Since the tram lines which today stop South Park operate, be managed in the future through the equipped for low-floor vehicles Wehrhahnlinie be held at South Park durable high - and low-floor trams.