A cross-platform interchange is a type of interchange between different lines at a metro (or other railway) station. The term originates with the London Underground;[1] such layouts exist in other networks but are not commonly so named. In the United States and Canada, it is often referred to as a cross-platform transfer.
This configuration occurs at a station with island platforms, with a single platform in between the tracks allocated to two directions of travel, or two side platforms between the tracks, connected by level corridors. The benefit of this design is that passengers do not need to use stairs to another platform level for transfer. A cross-platform interchange arrangement may be costly to build due to the complexity of rail alignment, especially if the railway designers also arrange the track with flyovers (which is typically done to increase efficiency).
A typical bidirectional cross-platform interchange configuration consists of two outbound directions of two different lines sharing an island platform, and the respective return directions of both lines sharing a different island platform in the same station complex. Less common is a cross-platform interchange to transfer onto a continuation of same single line served by that station, for example in Kirkby, Ormskirk, and Pittsburg/Bay Point.
Types
The four cross-platform interchange stations in Taipei Metro, showing the tripartite-interchange system on the right
Between different lines
Common cross-platform interchanges allow passengers to change trains without changing to another platform. This applies at places where trains of different directions meet in minor and major hubs, but this arrangement is only found at some interchange stations in metro and other rail networks worldwide.
Between different train categories
Some railway lines, usually in more congested areas, also offer cross-platform interchanges between different categories of trains, for example between express and stopping ("local") trains. For instance, this kind of interchange is used at many European railway minor hubs to connect fast trains to local feeder services, as well as surface sections of suburban lines like the RER E in Paris or the Metro North Hudson Line in New York State. However, local–express interchanges are found in only a few metro networks, such as Chicago, Chengdu, London (as in the case of Stratford discussed below),[2]New York City, and Philadelphia.[citation needed] The New York City Subway system has numerous stations facilitating cross-platform transfers between local and express trains, typically using pairs of island platforms, each serving express trains on one side, and local trains on the other side, with both alternatives headed in the same direction.[3][4][self-published source?]
As express and stopping trains usually head for different directions, cross-platform interchange between different train categories (e.g. interchanges between metros and railways) is commonly combined with cross-platform interchanges between different lines.
Some stations offer cross-platform transfers between different modes, such as tram and bus, such as at Madeleine station in Charleroi, where two island platforms sit between a central bus lane and tram line on the outside. Similarly, light rail–bus connections can be found at Juniors Kingsford and Haymarket light rail stations in Sydney.
Another peculiar configuration exists at Pittsburg/Bay Point station on the BART system in the San Francisco Bay area, California, United States. Mainline BART trains terminate at that station, but onward service is available via an eBART diesel multiple unit (DMU) train. At this station, eBART trains are only accessible through a cross-platform transfer at a dedicated platform 0.6 miles (0.97 km) east of the main station platform. Despite this transfer, the Yellow Line is mapped and signed as one continuous route.
Zhongli railway station in Taoyuan, Taiwan has a proposed cross-platform terminal plan for both Taoyuan Airport MRT and Green line of Taoyuan Metro. The station layout will be composed of two island platform, between which a connecting zone set to integrated the two into a single "large platform". Buffer stops will also be placed back-to back between Airport-bound trains and Green Line trains. The scheme is scheduled to complete in 2031.[5]
Service levels of connections
Double cross platform interchange looking from one train through another train (which has its doors open on both sides) to reveal a third train at Barking in London
In some, but not all, cases, the trains are coordinated in the timetable.
Noncoordinated
In this case, the cross-platform infrastructure offers the possibility of easily changing trains, independently from the waiting time for the second train. In metro systems with short headways, typical waiting time is small, but such a noncoordinated approach could reduce the advantages of stairless cross-platform interchange in railway networks with sparser train traffic.
Coordinated
A more-advanced approach involves the coordination of the lines' timetables to reduce the scheduled changing time, either from one line to the other, or ideally bidirectionally, between both trains simultaneously. Coordinated interchange is widely used in Dutch, German, and Swiss railway networks, where trains of different lines meet at the same platforms in numerous hubs all over the country.
Optimised, with connection guarantee
Most advanced are coordinated cross-platform interchanges wherein interconnected trains also wait for each other, to "guarantee" scheduled interchanges even in the event of modest delays. To limit schedule disruption propagation throughout the entire network, additional waiting time for trains is usually limited to a certain period of time, depending on general network performance, further connections to be guaranteed, train category, train line, and a balanced consideration of other factors.
In practice, most railways coordinating cross-platform interchanges define a certain waiting time window for each guaranteed interchange. Some railway operators will briefly delay train departure signals to allow imminently arriving passengers time to interchange. For example, the Vienna U-Bahn metro signals train drivers to wait briefly, by operating a special white light signal triggered by the approach of an interchange train on another track.
Example interchanges
In most cases, only cross-platform interchanges used for both directions of travel are listed, with some exceptions.[6][7][8][9][10][11]
Asia
Bangkok
The upper-level platforms (2 and 4) of Siam Station serving westbound trains
Siam Station allows for a cross-platform transfer between the Sukhumvit line and the Silom line, both operated by the BTS, for trains heading in the same direction. Eastbound trains use the lower-level island platform, while the westbound trains depart from the upper-level platforms.
Aside from these, Min'an Ave. between Loop line and Line 4 is an exception. Due to the fact that Line 4 only uses one side of the platforms at this station, there formed a half cross-platform interchange.
A diagram showing the directions and cross-platform interchange stations between the Tsuen Wan line and the Kwun Tong line
In the Mass Transit Railway (MTR) system, cross-platform interchange stations first appeared at Mong Kok and Prince Edward stations in Kowloon when Tsuen Wan line was opened and took over the southern half of the Modified Initial System. The interchange is two platforms in sequence, with an opposite-direction cross-platform interchange assigned to Prince Edward and a same-direction interchange to Mong Kok, as large volumes of traffic had been anticipated in both modes.
Popular with passengers, this design was repeated on Admiralty station when the Island line in Victoria was opened to deal with anticipated heavy opposite-direction interchange ridership. Years later, another interchange spanning Tiu Keng Leng station (same direction) in the New Territories and Yau Tong station (opposite direction) in New Kowloon was built to the same configuration as the earlier Mong Kok and Prince Edward interchanges.
The Ma On Shan line is specifically designed to follow right-hand traffic rules (unlike other railway lines in Hong Kong), to enable a same-direction cross-platform interchange at Tai Wai station to the East Rail line while keeping the two southbound platforms connected via ramps.
Another configuration found in Lai King station makes commuting in both directions more convenient by aligning both tracks leading towards the city next to each other on one level, and both tracks leading away from city next to each other on another level. The configuration for North Point station is similar, to provide convenience for passengers traveling inbound, although the distance between the two platforms is longer compared to other stations.
Before the MTR–KCR merger in 2007, Nam Cheong station was served by MTR's Tung Chung line and KCR's West Rail line. Due to the different fare systems, platforms of southbound Tung Chung Line and northbound West Rail were separated by barriers despite being at the same elevation, and interconnecting passageways were regulated with one instead of two sets of ticketing barriers. After the merger, some sections of the barrier were demolished in order to provide free cross-platform interchange between southbound Tung Chung Line and northbound West Rail line trains. However, this arrangement does not serve the dominant rush hour passenger flows, which are between New Territories and Hong Kong Island, as well as between Lantau Island and Tsim Sha Tsui.
To connect East Rail and West Rail lines at Hung Hom without through-running, both lines were in the past terminated in the south there, alternating on both East/West Rail platforms to offer cross-platform interchanges.
At Sunny Bay, passengers on the Tung Chung line from the city can make a cross-platform interchange to a Disneyland Resort line train. However, the inverse is not the case, so passengers returning to the city from Hong Kong Disneyland need to use an overpass to catch a Hong Kong-bound train.
Jurong East MRT station has a less complicated arrangement, with the terminating rail for the North–South Line aligned between that of the East–West Line, allowing commuters to alight and board simultaneously on either side, with an additional rail for the North–South Line used during peak hours. Tanah Merah MRT station also has a similar arrangement, with the terminating rail for the East West line Changi Airport Extension aligned between the two the East West line platforms, allowing commuters to alight and board simultaneously on either side too.
The Bayfront MRT station is also a cross-platform interchange with double underground island platforms between the Marina Bay branch of the Circle Line and Downtown Line. The original plans for Promenade MRT station contained a similar arrangement but the existing Circle Line tracks to and from Dhoby Ghaut need to be crossed at the same levels by Downtown Line trains. Thus, Bayfront MRT station is the only station on the MRT system which offers cross-platform interchange between two different operators' MRT lines (SBS Transit operates the Downtown Line whilst SMRT operates the Circle Line).
Tehran
Sadeghieh metro station of Tehran metro offers cross-platform interchanges between both terminating metro lines 2 and 5; while suburban line 5 uses the outer tail tracks of each platform, metro line 2 uses one platform for alighting and the other for boarding. Line 2 uses platforms 2 and 3, and Line 5 uses platforms 1 and 4. Eram-e Sabz metro station also has a cross-platform interchange. It has a cross platform interchange between Lines 4 and 5. Line 4 uses platforms 1 and 4, and Line 5 uses platforms 2 and 3.
Jungfernheide metro station was built for cross-platform interchanges between line U7 and an extended line U5 towards Tegel Airport; the extension plan was abandoned following the decision to replace Tegel Airport with Berlin Brandenburg Airport. A part of one of the U5 tunnels is used by Berlin firefighters for fire and rescue training in a metro tunnel with an original train taken out-of-service. Similar provisions were also made at Schloßstraße metro station for cross-platform interchanges between line U9 and a never realised line U10.
Bochum
In Bochum's light rail and tram network (operated by Bogestra), a cross-platform interchange is offered at Bochum Hauptbahnhof (Bochum Main Railway Station) between light rail line U35 and sub-surface tram lines 302 and 310 on the lower level of the underground light rail station complex. U35 and 302/310 services to the south and southeast, and to the north and north-east stop at the same platforms.
Brussels
Brussels South railway station offers an interesting example of double-level cross-platform interchange, where the goal is to make it easier for passengers to "double back". The metro and premetro lines interweave so that, for example, one can arrive on the metro 2 or 6 from the north-east, walk across the island platform, and catch a tram 3 or 4 going south-east. Passengers making this journey in the opposite direction use the level below. Similar cross-platform interchanges offers Beekkant station between metro lines 1/5 and 2/6; in this area, lines 1/5 run on the right while lines 2/6 run on the left due to historical layout when formerly line 1B between Herrmann Debroux and Roi Baudoin stations branched off line 1B (running between Stockel and Erasme stations) and line 1A needed to change driving direction at Beekkant station. At Brussels North premetro station cross platform interchange is offered between tram lines 25 and 55 coming from Schaerbeek to the premetro lines 3 and 4 towards the city center.
Bucharest
Basarab station of metro lines M1 and M4 is the only cross-platform interchange in the Bucharest metro network where lines cross each other.
Charleroi
Charleroi premetro includes two stations, Beaux-Arts and Waterloo, with possible cross-platform interchanges.
Cologne
The only cross-platform interchange of the Cologne premetro network is Ebertplatz station, where passengers can change easily between high and low floor lines sharing an island platform for each direction.
Essen premetro network includes two stations with cross-platform interchange on two parallel island platforms at Essen Hauptbahnhof (Essen Main Railway Station) and Essen Rathaus station; cross-platform connections at Essen Hauptbahnhof are between standard-gauge premetro lines and metre-gauge sub-surface tram lines.
Hamburg metro offers cross-platform interchanges at Barmbek (between circle and branch of metro line U3), Berliner Tor (between metro lines U2/U4 and U3), Kellinghusenstraße (between metro lines U1 and U3) and Wandsbek-Gartenstadt (between metro lines U1 and U3) metro stations; all cross-platform interchanges are also timetable coordinated to make it as easy and convenient for the passengers as possible.
Another cross-platform interchange is used at the northwestern terminus of metro line U1 at Norderstedt Mitte station where metros use the outer tracks and interconnect with the non-electrified suburban line A2 of AKN private railway company terminating on the center track in between the two island platforms.
In London's deep-level tube network, these usually occur in pairs for both directions of two lines. This allows for extremely quick and convenient interchange. The effect is that the two lines, despite having completely separate operation, can be treated by passengers as branches of a single network.
For the deep-level interchanges the term "same level interchange" is sometimes preferred as there is invariably an intermediate circulating area between the platforms. Convenient same level interchanges feature at various Victoria line stations, including Stockwell with the Northern line and Euston with the Bank branch of the Northern line; Oxford Circus with the Bakerloo line; Finsbury Park with the Piccadilly line; and Highbury and Islington with the Northern City Line. There is also a cross platform interchange at Baker Street between the Bakerloo and Jubilee lines, and a cross platform interchange at Kennington between the Charing Cross and Bank branches of the Northern line, which during normal service times operates as two separate branches south of Camden Town.
Lisbon
The Lisbon Metro has two stations with an island platform and two side platforms (with the island platform being used for same-direction cross-platform interchanges between lines entering downtown Lisbon): Baixa-Chiado (Lisbon Metro) (which has an inbound cross-platform transfer between the Green Line and the Blue Line) and Campo Grande (which has an inbound cross-platform transfer between the Green Line and the Yellow Line). Transfers between trains leaving downtown Lisbon require passengers to change platforms.
Lisbon regional rail has cross-platform interchanges on the belt line within Lisbon as well as on the Sintra line, where Sintra line trains connect with Azambuja line trains.
Madrid Metro uses cross-platform interchanges mainly for easy transfer between urban and suburban sections operated separately on metro lines 7 (Estadio Olimpico), 9 (Puerta de Arganda) and 10 (Tres Olivos). At Casa de Campo station, metro lines 5 and 10 are interconnected cross-platform with line 5 terminating on center track in between the island platforms shared with line 10. At Principe Pio station, metro lines 6 and 10 share an island platform for each direction. Further applications of cross-platform interchanges connect only one direction of each line, for example at Pinar de Chamartín station between metro lines 1 and 4.
Milan
Cadorna FN station on Milan Metro serves as interchange between M1 and M2 lines (the other one is Loreto). Each line is served by a couple of side platforms located on the same level. This provides a direct link between M1 northbound platform (towards Sesto 1° Maggio) and M2 southbound platform (towards Abbiategrasso or Assago Milanofiori Forum).[19] All the other connections have to be done through the upper level mezzanine.
Munich metro offers coordinated cross-platform connections at both Scheidplatz (metro lines U2/U3) and Innsbrucker Ring (metro lines U2/U5) metro stations; all same-direction connections are optimised, so that usually U2 and U3 respectively U5 trains of the same direction arrive, stop and depart at the same time.
Neuperlach Süd is a combined station for Munich metro and Munich suburban rail. Original plans intended cross-platform interchanges in both directions at parallel island platforms. However, Munich suburban rail is still single-track there, and offers therefore only cross-platform interchange in the outbound direction and from outbound (terminating) Munich metro U5 services to inbound Munich suburban rail S7 services. Although possible, the arrival and departure times of both lines are not matched together.
Within the Munich S-Bahn (suburban rail) network, Westkreuz, Giesing, Berg am Laim and Besucherpark junction stations offer cross-platform interchanges for transfers between both branches. Under discussion are cross-platform interchanges in the same running direction for connecting the central bypass to the existing trunk route at least at Laim and Leuchtenbergring stations.
At Donnersbergerbrücke suburban station, cross-platform interchanges can be made in the same running direction between the S-Bahn lines along the trunk route and lines S7, S27, BOB; although not interconnected by timetables. However, the S-Bahn lines along the trunk route run frequently during most of the day: every 2 to 6 minutes on lines except S7, and every 2 to 4 minutes including the S7.
Nuremberg metro includes one cross-platform interchange between metro lines U1/U11 and U2/U21/U3 at underground Plärrer metro station where the outbound metro platform is located above the inbound.
Nizhny Novgorod
Nizhny Novgorod metro's Moskovskaya station is prepared to offer cross-platform interchanges at a later point of time between both metro lines; before 2012, both lines terminate there and are connected to through running operation eliminating any needs to change trains. After an extension was completed for Line 1 beyond Moskovskaya station, cross-platform interchange was put in use to transfer between both lines.
Vienna metro optimised cross-platform connections at Längenfeldgasse station between lines U4 and U6 by demanding trains to wait as soon as the connecting train is approaching in case of delays or during different train intervals operated; this additional functionality is carried out by a special white light signal demanding the driver to wait. Before line U2 was extended from Schottenring further east, U2 trains terminated at (upper) U4 platform level on a center track sharing platforms with U4 trains on both sides; originally, this station level had been used for merging U2 and U4 lines and consisted of 4 tracks with 2 island platforms, but both platforms were merged to a single island platform after U2 extension opened.
Weesp
The Weesp railway station railway lines towards Amsterdam Centraal station and Schiphol railway station to the west and Hilversum and Flevoland to the east come together, and offer a cross-platform transfer in the same cardinal directions, with train arrival times coördinated. Because local trains are overtaken by intercity trains (who do not stop here), local trains stand at the station a long time (sometimes 11 minutes scheduled, on trains with a 15mn headway).
North America
Boston
An inbound-only cross-platform transfer is provided between the MBTAOrange Line and Green Line at North Station. Outbound transfers must be done by changing levels. There is another cross-platform interchange at Kenmore so riders can transfer among the different Green Line branches.
Two transfer stations in Montreal feature cross-platform interchange. At the Lionel-Groulx station, the upper platforms serve Henri-Bourassa or Montmorency (Orange Line 2) and Honoré-Beaugrand (Green Line 1) trains, entering downtown; the lower platforms serve Côte-Vertu (Orange Line 2) and Angrignon (Green Line 1) trains, leaving downtown. Since most transferring passengers are either entering or leaving downtown, most transfers at this station are cross-platform.
At the Snowdon station, however, the outbound Orange Line platforms are at the same level as the Blue Line terminal platform, with the inbound Orange Line platforms linked to the Blue Line departure platform, reducing efficiency. This is explained because the Blue Line was originally planned to be continued west of the station, in which case this arrangement would have provided the same benefit as the arrangement at Lionel-Groulx.
New York City
2F
3F
Conceptual platform diagrams for Queensboro Plaza station (pictured at top)
Platform diagram of Hoyt–Schermerhorn Streets station, showing a cross-platform interchange between A and C trains and G train
The New York City Subway has many three- or four-track lines with local and express service. Cross-platform interchanges are located in numerous locations throughout the system to allow for convenient transfers between express and local trains. In general, express trains run on the inner pair of tracks and bypass local-only stations, while local trains run on the outer pair of tracks and stop at every station. Express stations typically have island platforms between the express and local tracks, allowing passengers to quickly switch between trains heading in the same direction simply by crossing a platform.[20]
In addition to the very common express-local interchanges, the New York City Subway also has several cross-platform interchanges between lines that do not share a three- or four-track right-of-way:
At the Seventh Avenue–53rd Street station, there is a feature unique to the system, as anti-directional cross-platform interchanges can be made here (albeit between trains heading in the same general cardinal direction, due to the track layout near the station).
The Jamaica hub station of the Long Island Rail Road (LIRR) features cross-platform interchanges among the many services that stop there.
The LIRR's electrified Ronkonkoma Branch extends over non-electrified tracks to Greenport station with diesel trains, requiring a transfer. At Ronkonkoma, the two tracks are served by side platforms for passengers wanting to get off at this station, and an island platform for passengers transferring between trains. Trains use the spanish solution, opening doors on both sides.
A cross-platform transfer also exists at Millbrae between the northbound Caltrain platform and one of the BART platforms. East of Pittsburg/Bay Point, there is a dedicated transfer platform between the main BART system and eBART, for continuation of travel inbound or outbound.
Vancouver
In December 2016, Lougheed Town Centre station on the Vancouver SkyTrain was expanded to a 3-track, 2-platform station in preparation for the beginning of service on the Evergreen Extension. For the first 18 months of service on the Evergreen Extension, the third platform served eastbound trains while the southern half of the island platform served westbound trains (with Millennium Line trains running left-handed through the station); this measure allowed a same-direction cross-platform transfer between Millennium Line trains headed to VCC–Clark and Expo Line trains headed to Waterfront (via Columbia). On 25 June 2018, normal right-hand running of Millennium Line trains through the station resumed, making it possible to do an anti-directional cross-platform transfer between Expo Line trains headed for Production Way–University and Millennium Line trains headed to Lafarge Lake–Douglas.[21]
Oceania
Auckland
At Newmarket Station, there are three lines serving two island platforms. Western Line services use the centre line (which can serve both platforms) allowing cross-platform interchange with Southern Line services which use the outer lines.
Melbourne's suburban railway offers cross-platform interchanges along the City Loop according to the operation concept, and depending on time and day. All three underground stations consist of four tracks and two island platforms one above each other.
Burnley Group passengers can change between Flinders Street direct and City Loop services at Richmond station on weekday mornings, and between stopping and limited express services at Burnley station.
Camberwell station operates as a partial cross-platform interchange off-peak, when Alamein services operate as shuttles from Camberwell. During the day, terminating trains from Alamein drop passengers off (before proceeding to a reversing track west of the station) on platform 2, which connects to a city-bound Belgrave/Lilydale line train on platform 1. At night, trains from Alamein terminate and reverse on platform 1, allowing cross-platform transfers for passengers from the city arriving on platform 2 on a Belgrave/Lilydale service.
Perth
The Transperth Trains network offers cross-platform interchanges between
the Midland line and
the Armadale/Thornlie lines at both
McIver and
Claisebrook stations,
but only when transferring from the Midland line to the Armadale/Thornlie lines.
There is no cross-platform interchange in the opposite direction.
Plaza Miserere provided cross transfer interchange between subway line A and suburban railroad line Sarmiento. There is a never used cross-platform interchange between lines A and D at Plaza de Mayo station and three abandoned cross-platform interchanges: at Primera Junta station between line A and the former tram service towards Lacarra avenue and at San José station on line E between the branch going to Bolívar station and the closed branch to Constitución station where another cross-platform interchange was provided between lines C and E.
Suburban lines Sarmiento, San Martín and Roca offers many cross-platform interchanges between express and local services on their 4 track stretches.
Santiago de Chile
Vicuña Mackenna metro station is the only in the metro network of Santiago de Chile offering cross-platform transfer; the through-running line 4 and its shuttle line 4A are interconnected cross-platform here. Line 4A uses the center track between both island platforms, with line 4 stopping on the outer tracks.
São Paulo
Four stations of São Paulo metro and train network offer cross-platform interchange: Paraíso, between lines 1 (towards Jabaquara) and 2 (towards Vila Madalena), Brás, between lines 10 (towards Rio Grande da Serra) and 11 (towards Luz), Osasco, where line 9 terminates at a center track between two islands platforms serving line 8, and Presidente Altino, also between lines 8 and 9 where the latter uses the inner tracks, the northernmost island platform serves westbound trains (to Itapevi and Osasco), and the southernmost island platform serves eastbound trains (to Júlio Prestes and Grajaú).
At Luz, when "Service 710" is running (through service between lines 7 and 10), cross-platform interchange is also available between alighting-only line 11's trains (which terminates here before relaying) and southbound trains to Rio Grande da Serra. When "Service 710" is not running, cross-platform interchange is done with line 7 southbound trains to Brás, which is also served by line 11 eastbound trains to Estudantes.
^Press Liaison Section, Department of Public Information, Taoyuan City Government (桃園市政府新聞處新聞聯繫科) (27 November 2023). "中壢車站「三鐵共構」預計120年通車 「大月台」方案達成同一月台轉乘" ["Tri-Rail Interchange" at Zhongli Station, scheduled to open in 2031, with a "Large Platform" scheme to achieve cross-platform transfer]. 桃園市政府 (in Chinese (Taiwan)). Taoyuan City Government. Archived from the original on 24 July 2024. Retrieved 24 July 2024.{{cite web}}: CS1 maint: multiple names: authors list (link)
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