Crossrail 2 Wimbledon station options
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<strong>Crossrail</strong> 2<br />
<strong>Wimbledon</strong> <strong>station</strong><br />
<strong>options</strong><br />
November 2015<br />
1
<strong>Crossrail</strong> 2 – What is it?<br />
• A brand new railway line, serving south -west to north-east<br />
London through central London<br />
• It will run on existing and widened railway lines outside of the<br />
central core through a 37 km twin bore running tunnel<br />
• Cost: around £27bn<br />
• Very high capacity<br />
• Provides additional rail capacity for<br />
270,000 people to travel into<br />
central London, per 3 hour peak<br />
• Up to 30 trains per hour in each<br />
direction<br />
• Construction could start in the early<br />
2020s, with the scheme open around<br />
2030<br />
• Joint TfL/Network Rail partnership
<strong>Crossrail</strong> 2 – Why?<br />
• London will grow by 1.4million people by 2030 to<br />
10million people<br />
• This rate of growth will be the equivalent of 2 tube<br />
trains every week<br />
• London’s growth is important to the UK economy but<br />
transport and housing are key constraints
<strong>Crossrail</strong> 2 – Why?<br />
The scheme will address these constraints<br />
• Support economic growth and regeneration<br />
• Benefit all of the UK<br />
• Unlock up to 200,000 new homes<br />
• Supports up to 200,000 new jobs<br />
• Bring faster, better, more sustainable travel
<strong>Wimbledon</strong> –<strong>station</strong><br />
• Benefits of a <strong>station</strong> in <strong>Wimbledon</strong><br />
Journey Journey time today *Journey time with <strong>Crossrail</strong> 2<br />
Between <strong>Wimbledon</strong> and<br />
Alexandra Palace<br />
Between <strong>Wimbledon</strong> and<br />
Stansted Airport<br />
Between <strong>Wimbledon</strong><br />
Tottenham Court Road<br />
Between <strong>Wimbledon</strong> and<br />
Euston<br />
Between <strong>Wimbledon</strong> and<br />
Seven Sisters<br />
50 - 55 minutes 35 – 40 minutes<br />
85 - 95 minutes 70 – 75 minutes<br />
35 minutes 20 minutes<br />
30 - 35 minutes 20 – 25 minutes<br />
40 - 45 minutes 30 - 35 minutes<br />
• Key to providing the required 30 trains per hour service and reliability<br />
to the service; all of these trains will call at <strong>Wimbledon</strong>. The <strong>station</strong><br />
will require 4 <strong>Crossrail</strong> platforms to achieve this which is a new<br />
requirement.
<strong>Wimbledon</strong> – operational requirements<br />
<strong>Crossrail</strong> 2 Requirements:<br />
• Operate 30 trains per hour in the Central Operating Section (COS)<br />
• Ability to run a 20 trains per hour service in the COS during disruption on NR<br />
network<br />
• Ability to start the service at TCR at 5.45 AM<br />
• Maintain trains efficiently<br />
• Serve Kingston, Epsom and Chessington Branch Lines<br />
• Keep existing railways operational throughout the construction works<br />
• Provide a <strong>station</strong> at <strong>Wimbledon</strong> and Raynes Park<br />
These requirements give rise to the following<br />
• Turn back sidings for 10 trains per hour near the south end of the COS<br />
• Train maintenance depot and stabling near the south end of the COS<br />
• Four platforms at the end of the COS (currently <strong>Wimbledon</strong>)<br />
• 6-tracking between New Malden and the 6 end of the COS
March 2015 safeguarding<br />
7
The proposed scheme would involve<br />
• Four platforms at <strong>Wimbledon</strong><br />
• A new bridge to the north of the <strong>station</strong><br />
• A new northern entrance onto Queen’s Road<br />
• An expanded ticket hall and concourse<br />
• Tramlink services relocated to street level<br />
• 6-tracking the existing railway between New Malden and Dundonald Road<br />
• Re-modelling Raynes Park <strong>station</strong><br />
• A dedicated depot and stabling facility at Weir Road, with potential for OSD<br />
• A tunnel portal site at Gap Road , with potential for OSD<br />
• 3 x Turnback sidings at Dundonald Road , with potential for OSD<br />
• Acquiring Centre Court and other retail units in <strong>Wimbledon</strong> town centre<br />
2
<strong>Wimbledon</strong> – stages of assessment<br />
• Phase 1 - Initial assessment undertaken to<br />
a) Establish objectives and constraints<br />
b) Consider all possible <strong>options</strong> for a CR2 <strong>station</strong> at <strong>Wimbledon</strong> [four broad<br />
categories]<br />
c) Establish how each option could meet <strong>Crossrail</strong> 2 objectives<br />
d) Determine a shortlist of <strong>options</strong> for further development<br />
• Phase 2 – Further assessment undertaken to<br />
a) Reduce shortlist to two <strong>options</strong><br />
b) Rule out <strong>options</strong> using detailed multi-criteria analysis<br />
• Phase 3 - Assessment undertaken to identify preferred option<br />
• Phase 4 – Further option assessment (now)<br />
1. Portal south of Raynes Park<br />
2. Phased construction of preferred option<br />
9
<strong>Wimbledon</strong> – alignments considered<br />
Factors considered in<br />
developing alignment<br />
• Speed restrictions /<br />
maintenance risk<br />
• Noise / vibration risk<br />
• Tunnel portal<br />
location<br />
• Piled buildings<br />
• Physical constraints<br />
(LU lines / sewers<br />
etc.)<br />
Green and Yellow<br />
alignments ruled out<br />
due to tight curvature<br />
and unsuitable portal<br />
location<br />
10
<strong>Wimbledon</strong> – <strong>station</strong> <strong>options</strong> considered<br />
Key<br />
A = within existing <strong>station</strong><br />
B = shallow box (south)<br />
c<br />
d<br />
a<br />
b<br />
C = shallow box (north)<br />
D = deep, bored option<br />
Network Rail have also<br />
explored <strong>options</strong> for<br />
<strong>station</strong> on Raynes Park<br />
11
<strong>Wimbledon</strong> – Option a - within existing <strong>station</strong><br />
Pros<br />
Cons<br />
Limited land take<br />
Cross platform<br />
interchange<br />
Huge disruption to<br />
existing <strong>station</strong><br />
Requires Tramlink<br />
services to relocate<br />
Flexibility to<br />
accommodate CR2<br />
within existing 10<br />
platforms<br />
Reduce District line<br />
platforms to 3<br />
Does not provide<br />
sufficient CR2<br />
platform capacity<br />
Option a<br />
12
<strong>Wimbledon</strong> – Option b - within shallow box - south<br />
Pros<br />
Cons<br />
Entirely separate<br />
from existing <strong>station</strong><br />
– minimal impact<br />
Allows 4 CR2<br />
platforms to be<br />
constructed<br />
Retains 4 District<br />
line platforms<br />
Excellent interface<br />
with depot and<br />
stabling facilities<br />
Requires Centre<br />
Court and other<br />
property to south<br />
Longer<br />
interchange<br />
Requires Tramlink<br />
services to<br />
relocate (to street)<br />
Option b<br />
13
<strong>Wimbledon</strong> – Option c - within shallow box – north<br />
Pros<br />
Cons<br />
Entirely separate<br />
from existing <strong>station</strong><br />
– minimal impact<br />
Allows 4 CR2<br />
platforms to be<br />
constructed<br />
Retains 4 District<br />
line platforms<br />
Avoids relocating<br />
Tramlink services<br />
Requires<br />
substantial<br />
residential / retail<br />
land<br />
Longer<br />
interchange<br />
Station falls<br />
outside of town<br />
centre<br />
Difficult access to<br />
depot / stabling<br />
Option c<br />
Option c<br />
14
<strong>Wimbledon</strong> – Option d – deep box beneath <strong>station</strong><br />
Pros<br />
Cons<br />
Entirely separate from<br />
existing <strong>station</strong> –<br />
minimal impact<br />
Allows 4 CR2 platforms<br />
to be constructed<br />
Retains 4 District line<br />
platforms<br />
Minimal surface land -<br />
only requires property<br />
for vent shafts<br />
Requires longer<br />
tunnel beyond<br />
Raynes Park along<br />
two branches<br />
Long, convoluted<br />
interchange route<br />
Requires Tramlink<br />
services to relocate<br />
(to street)<br />
Land required for<br />
interchange route and<br />
ticket hall<br />
15
Option D continued – deep <strong>station</strong> at <strong>Wimbledon</strong><br />
In theory, a deep <strong>station</strong> at <strong>Wimbledon</strong> could be<br />
constructed, removing the need to acquire Centre<br />
Court. However, this would involve the following:<br />
• <strong>Crossrail</strong> 2 <strong>station</strong> deep underground at WIM<br />
(>30m below ground)<br />
Key<br />
Tunnel<br />
Surface<br />
Land required for portal at Raynes Park<br />
• Tunnel portal between WIM and Raynes Park<br />
• Challenges due to :<br />
• Gradient constraints<br />
• Significant Disruption / residential<br />
land take (>125 units)<br />
• This option was further reviewed in<br />
October 2015<br />
Raynes Park<br />
Station<br />
Up to 125 residential<br />
properties<br />
Conclusion: scheme would involve new portal<br />
sites immediately north of Raynes Park. It would<br />
lead to substantially more residential land, and<br />
cost in the order of £1.3bn more than the preferred<br />
scheme<br />
16
Option B - Preferred Sites Station Option Summary<br />
<strong>Wimbledon</strong> Station – Sites
Preferred <strong>station</strong> Option summary<br />
New CR2 platforms in cut and cover box<br />
Existing Centre<br />
Court boundary<br />
Potential OSD<br />
Existing buildings<br />
Tram relocated here<br />
Queen’s Road<br />
18
Weir Road depot and shaft<br />
A depot at Weir Road has been identified as best meeting the operational requirements. The site is currently<br />
occupied by several large industrial units. The depot would be designed to allow oversite development above<br />
Weir Road – Sidings and Depot<br />
CR2 running tunnels (>20m below ground)<br />
Vent shaft<br />
19
Portal location – Gap Road<br />
A portal at Gap Road has been identified as best meeting the operational requirements. The site is currently<br />
occupied by several large industrial units. The portal would be designed to allow oversite development above. Most<br />
of the land shown below would be handed back (post construction)<br />
Gap Road –<br />
Portal<br />
20
Option B - Turnback Sites sidings – Dundonald Road<br />
In order to turn trains around, 3 x sidings are required at Dundonald Road<br />
Dive Under<br />
Dundonald Road –<br />
Turnbacks
<strong>Wimbledon</strong> – Construction phasing<br />
year<br />
1<br />
2<br />
PHASE 0 - new bridge<br />
0<br />
3<br />
4<br />
5<br />
6<br />
7<br />
8<br />
9<br />
10<br />
• Construct new bridge<br />
Note: Existing bridge is retained<br />
22<br />
0<br />
1 year
<strong>Wimbledon</strong> – Construction phasing<br />
year<br />
PHASE 0 – SW works<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
7<br />
8<br />
2<br />
3<br />
• New deck over railway and<br />
tram relocation<br />
• Construction of alternative<br />
retail provision<br />
• New box for CR2 <strong>station</strong><br />
works<br />
2<br />
2<br />
3<br />
2.5 years<br />
1 year<br />
9<br />
10<br />
23
<strong>Wimbledon</strong> – Construction phasing option<br />
year<br />
PHASE 1-3 – Demolition of Centre Court and CR2 box construction<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
Demolition of western part of Centre<br />
Court (Site 4)<br />
4<br />
5<br />
~40% of Centre Court retained<br />
7<br />
8<br />
• Demolish (part of) shopping<br />
centre<br />
• Construct CR2 box<br />
4<br />
4<br />
2.5 years<br />
9<br />
10<br />
24
<strong>Wimbledon</strong> – Construction phasing option<br />
year<br />
PHASE 4-6 – <strong>station</strong> fit out and OSD construction<br />
1<br />
2<br />
3<br />
Site 4 OSD opens<br />
4<br />
5<br />
4<br />
5<br />
Part of Centre Court demolished<br />
once new OSD opens in Site 4<br />
6<br />
7<br />
8<br />
9<br />
10<br />
• Construct new shopping centre<br />
• Station fit out and track<br />
installation 4 5<br />
25<br />
2.5 years
Questions?