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