Crossrail A4 NEW Document a/w… · 2015. 1. 27. · Crossrail line 2 as shown in figure 2. Freight Crossrail 1 cannot be considered in isolation from the Government’s target to

Crossrail line 1: Stakeholder Consultation

May 2002

Foreword

Consultation

The Crossrail ProjectTransport needs How can Crossrail help?Crossrail as part of an Integrated Rail NetworkThe Case for Crossrail

The Current PositionThe Core Route Broad Corridors Considered in the Preliminary Sifting ProcessThe Sifting ProcessCorridor Selection The Short List

The Short Listed CorridorsCorridor 1: The Watford Junction LineCorridor 2: The Aylesbury LineCorridor 3: The Great Western Main LineCorridor 4: The Great Eastern Main LineCorridor 5a: The North Kent Line via the Royal DocksCorridor 5b: The North Kent Line via Charlton

The Way ForwardRefining the Short List Option Assessment The Final Selection Process

We need your views

Contents

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2

3

6

14

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24

1

Foreword

Efficient, direct rail links are essential to safeguard and promote the long-termeconomic prosperity of London and theSouth East. Cross London Rail Links Limited(Crossrail) is a new company established todevelop and promote these links to meet theneeds of people and businesses. It is a50/50 joint venture between Transport forLondon (TfL) and the Strategic Rail Authority(SRA). The company aims to ensure thatLondon continues in its role as Europe’sleading financial and business centre, andto provide benefits to the wider South Eastregion. It is tasked to develop two newrailway lines across Central London.Crossrail line 1 would run on an east-westaxis and is to be planned and taken forwardto implementation, Crossrail line 2 would run northeast-southwest across the city andis to be planned in principle. Consultation on Crossrail line 2 will be undertaken aroundthe end of this year.

TfL and the SRA aim to provide a fullyintegrated and comprehensive rail networkfor London and its surrounding areas.Included are major projects to expand thecapacity of the current system. The Mayor’sTransport Strategy has highlighted Crossraillines 1 and 2, Thameslink 2000 and the EastLondon line extensions as priority projects to help achieve this aim. Preparatory workshave begun on the northern extension of the East London line, with consent now also granted for the southern extension.The Thameslink 2000 upgrade is currently

waiting for final approval. These schemeswill mean that London will be well servedfrom north to south. Crossrail line 1 is nowbeing developed to supplement the heavilyovercrowded east-west services. Togetherwith Crossrail line 2 it would increase thecapacity of the existing network making animportant contribution to congestion relief.

Both lines would also provide new links andadditional capacity to support economicdevelopment and boost regeneration areas.In particular Crossrail line 1 would underpinthe growth of London’s key financial andbusiness service sector.

Crossrail aims to introduce schemes that are feasible, practical and likely to achieveprivate sector partner funding. The companyhas been allocated a budget of £154m byCentral Government (through the SRA andTfL) to carry out feasibility work on bothlines and secure the statutory approvalsneeded to build line 1. This representssignificant investment by CentralGovernment in the development of new rail infrastructure for London. If the projectsare to proceed however, they will need toclearly demonstrate value for money, secureprivate and public funding and obtain thenecessary statutory planning approvals.

Our first priority is line 1 (Crossrail 1).The overall objective of this project is to improve rail transport for London.We are in the process of determining

the optimum route, stations and servicepatterns. There are choices to be made on the routes to be followed in both east and west London and on how far servicesshould run along each corridor.

We recognise that it is important to involvelocal authorities and other key stakeholdersat the earliest opportunity. We also welcometheir support in building the transport andwider economic case for the project.We have therefore prepared this documentto explain the shortlisted route corridors forCrossrail line 1, and to seek stakeholders’input to selection of the preferred scheme inAutumn 2002 for wider public consultation.We welcome your comments.

2

Consultation will play an important role inthe decision process. Crossrail 1 will haveimplications for a wide range of businesses,residents and local communities in Londonand the South-East. We have now identifieda short-list of route corridors and are keento seek the views of key stakeholders andlocal authorities. These views will becarefully considered in the route and serviceselection process. They may also providesupport in making the case for Crossrail 1.

The purpose of this document is to:

set out the agreed economic andplanning objectives for the project;

provide information on the process and timescale for decisions;

inform key stakeholders and localauthorities on the corridors short-listedfor Crossrail 1;

seek views on which route should beadopted and what kind of servicesshould run; and

set out the criteria by which the finalscheme will be judged.

It is intended that the preferred route forCrossrail 1 will be selected in Autumn 2002 after which there will be wider publicconsultation. This will be followed in 2003 by consultation with those directly affectedby the construction and operation of therailway (Figure 1). The views expressedduring the consultation process will then be carefully considered in the preparation of an application for statutory consent(possibly using a Hybrid Parliamentary Bill).

Consultation

Stakeholderdiscussions

Preliminaryappraisal

Shortlist ofproposals

Stakeholderconsultation

Fullappraisal

Preferredproject

Publicconsultation

Decisionon project

Statutoryapproval

January 2002 December 2002

Figure 1 Consultation Process

The main objectives of CrossLondon Rail Links are tosupport the continuingdevelopment of London as aWorld City, and its role as thekey financial centre of the UKand Europe, to support itseconomic growth and itsregeneration areas by tacklingthe lack of capacity andcongestion on the existingnetwork, and to improve railaccess into and within London.

Crossrail as part of anIntegrated Rail Network

Crossrail 1 would form part of a moreefficient and integrated network of railservices for London. It is one of a packageof proposed railway schemes that wouldwork towards achieving this network ofservices. These schemes include investmentin the London Underground and NationalRail Networks and the major projects:Thameslink 2000, the northern and southernextensions of the East London line, andCrossrail line 2 as shown in figure 2.

Freight

Crossrail 1 cannot be considered in isolation from the Government’s target to increase rail freight.

In the west Crossrail 1 could adverselyaffect freight (and possibly longer distancepassenger) capacity on the Great Westerncorridor which may only be avoided byproviding additional tracks. In the east therewould be interactions with freight services in the Stratford area and on the North Kentline. As it will be highly desirable to separateCrossrail from freight and longer distanceservices these issues will require attentionduring the development of the project.

The Strategy anticipates that the capacity of London’s rail network will need toincrease by around 50% over the next 15 years to meet these needs. At the sametime the Government’s Ten Year Plan has atarget to increase passenger usage of theNational Rail Network by 50%. The major rail projects are expected to make asignificant contribution to both capacity and usage increases.

How can Crossrail 1 help?

Extension of suburban services in tunnel,into and across the central area, willincrease capacity and bring people directly into the centre without the need for interchanges at National Rail termini.This is a similar principle to the Paris Réseau Express Régional (RER),constructed over the past 25 years to link suburban residential areas to and across the city centre.

Crossrail 1 would provide a new highcapacity east-west rail link across Londonserving Heathrow, the West End, the Cityand Docklands. This would create newjourney opportunities, increase capacity andreduce crowding on several Undergroundlines. It would also reduce the need forinterchanges with National Rail services at Paddington and Liverpool Street stations.

3

Transport needs

Large parts of London’s public transportsystem, in particular a number of keyUnderground and National Rail lines,are running at capacity. Passenger use of the Underground is at record levels and passenger growth on the National Rail Network has also increasedsignificantly with steadily rising numbers of commuters into London. As a result many rail and Underground services are seriously overcrowded.

The provision of rail services is also uneven.Some areas of London, particularly in theeast, have relatively poor access by rail.There are a number of major regenerationinitiatives to stimulate the provision of newhomes and jobs in these areas.

London and the surrounding area are also growing. Greater London Authorityforecasts suggest that the population of London will grow from its current level of 7.4 million to over 8.1 million by 2016.It is anticipated that 600,000 new jobs will be created over a similar period.The Thames Gateway, both within andoutside the Greater London boundary is expected to see a major increase in bothpopulation and employment opportunities.

The Mayor’s Transport Strategy aims todevelop the transport system to support thefuture development of London. Central tothe Strategy are the major projects that willdevelop new infrastructure to significantlyexpand the system.

The Crossrail Project

King's CrossSt Pancras

Highbury& Islington

Victoria

HackneyCentral

ClaphamJunction

WestHampstead

EalingBroadway

Heathrow

Stratford

LiverpoolStreet

Elephant& Castle

Isle ofDogs

Paddington LondonBridge

Shenfield

Watford

Aylesbury

WoolwichArsenal

IlfordRomford

Harrow-on-the-Hill

EastCroydon

Wimbledon

FinsburyPark

NewCross

CrystalPalace

Reading

Crossrail line 1 and potential corridorsCrossrail line 2 and potential corridorsThameslink 2000East London line extensions

Crossrail line 1 and potential corridorsCrossrail line 2 and potential corridorsThameslink 2000East London line extensions

4

Figure 2 Proposed major rail schemes for LondonThe objectives for Crossrail have beenagreed between the Minister,the Mayor andthe Chairman of the Strategic Rail Authority.

Specifically Crossrail needs to:

support the wider transport, planning,social and environmental objectives of the Government’s 10 Year Plan,the Mayor’s Strategies for London,the Strategic Rail Authority’s StrategicPlan and Regional Planning Guidance;

relieve congestion and overcrowding on the existing National Rail andUnderground networks and support the development of a network of strategic interchanges;

facilitate the continued development ofLondon’s primary finance and businessservice activities, which are now locatedin both the City and Docklands;

facilitate the improvement of London’sinternational links, including Heathrow;

facilitate the regeneration of priorityareas, such as the Thames Gateway and the Lea Valley; and

provide improved east-west rail accessinto and across London from the Eastand South East regions.

To meet these objectives Crossrail needs to be feasible from both operational andengineering points of view, environmentallyacceptable and value for money.

‘© Crown copyright.All rights reserved’ (GLA) (100032379) (2002)

5

The Case for Crossrail

Our initial work demonstrates a good case for building Crossrail 1. We will bedeveloping the case for the project basedon these objectives and the following 12benefits for London and the South-East.

1 Support for the Development ofLondon’s Core Central Functions Capacity and accessibility would beimproved to London’s primary financeand business service sectors located in the city and Docklands. It would alsoprovide wider benefits across the centralarea including key retail and servicelocations such as Oxford Street andTottenham Court Road.

2 Improvement of InternationalConnections New and improvedconnections would be provided toLondon airports and European railservices. These include a new service to Heathrow from Central London, theCity and Docklands, an interchange at Farringdon with services to Gatwick and Luton Airports, a potentialinterchange at Stratford for Stansted,and an interchange with the ChannelTunnel Rail Link at Stratford (andpossibly Ebbsfleet).

3 Support for the Development ofLondon’s Town Centres It wouldsupport national planning policy, whichseeks to strengthen the role of towncentres, both within and outside London,by improving access between centresand into Central London.

4 Support for the Development of EastLondon and the Thames Gateway It would play a vital role in the stimulationof development and urban regenerationin East London and the ThamesGateway. This would be achievedthrough improved transport connectionslinking these areas with Central London,and interchanges with other servicesproviding connections north and south.

5 Support for other Regeneration Areasand Sites It would support theregeneration of key areas highlighted by the ‘Initial Proposals for the Mayor’sSpatial Development Strategy (2001)’including Key Opportunity Areas such as Park Royal and the Lea Valley.

6 Encouragement of Social Inclusion New links from deprived urban areas to jobs and services in Central Londonand Docklands would improve socialinclusion. An example being theproposed interchange at Whitechapelwith the extended East London line.

7 Support for areas outside London Rail use would be encouraged by providing more capacity anddecreased congestion on journeys to and from Greater London.High quality interchanges would help maximise such benefits.

8 Improved Integration of London’sTransport Networks Crossrail wouldform part of an integrated transportnetwork including increased multi-modaltransport interchanges, feeder services,park-and-ride facilities and new railservices. Crossrail would complementthe other major projects proposed by TfL and the SRA.

9 Improvement of National RailConnections Crossrail would provide an alternative to the use of Paddingtonand Liverpool Street for those travellingeast-west. In addition, key connectionssuch as those proposed at Farringdonand Whitechapel would provide a widerange of alternative routes.

10 Generation of EmploymentCrossrail would help reduce costs and so support economic growth.It could help stimulate employment in London’s regeneration priority areasand would also generate substantialemployment opportunities during theconstruction phase.

11 Support for the Environment Crossrail would promote a modal shiftfrom car to rail. This would help reduceemissions and energy consumption.

12 Improvement of Accessibility All newstations would incorporate full access for the mobility impaired. Access withinexisting stations would also be improved,where practicable, during remodelling.

6

The Core Route

In order to meet the project objectives allselected corridors provide new services to link Heathrow, Stratford and the Isle ofDogs. This is termed the core route and is shown in Figure 3. This report addressesroute options outside the centre of London.Work is currently taking place to refine thealignment between Westbourne Park to thewest and Liverpool Street to the east.The Current Position

Figure 3 Core Route

Northolt Aerodrome

T2

RICHMOND

TEDDINGTON

KINGSTONUPON

THAMES

TWICKENHAM

FELTHAM

STAINESASHFORD

STANWELL

BRENTFORD

ACTON

HOUNSLOW

SOUTHALL

HAYES

YIEWSLEY

WESTDRAYTON

ISLEWORTH

UXBRIDGE

HILLINGDON

RUISLIP

PINNER HARROW

GREENFORD

NORTHOLT

KENTON

WEMBLEY

EALING

NEWDENHAM

ICKENHAM

DENHAM

DENHAMGREEN

HAREFIELD

POYLE

HEATHROWAIRPORT

Heathrow

EalingBroadway

Hayes

ELTHAM

STREATHAM

PENGE

CATFORD

CHISLEHURST

SIDCUP

PUTNEY

WIMBLEDON

HENDON

FINCHLEY

PADDINGTON

WILLESDEN HAMPSTEAD

HAMMERSMITH

BARNES

FULHAM

N

MARYLEBONE

BATTERSEA

CHISWICK

CAMDEN TOWN

WESTMINSTER

KENSINGTON

CHELSEA

HACKNEY

STOKENEWINGTON

LEYTON

ISLINGTON

FINSBURY

SHOREDITCHBETHNAL

GREEN

BOW

LAMBETH

BERMONDSEY

STEPNEY

ISLE OFDOGS

POPLAR

STRATFORD

WEST HAM EAST HAM

WOOLWICH

ILFORD

WANSTEAD

CAMBERWELL

BRIXTON

GREENWICH

WALTHAMSTOW

DAGENHAM

BARKING

BEXLEY

DEPTFORD

TOTTENHAMWOODGREEN

HORNSEY

LEWISHAM

King’sCross

Victoria

ClaphamJunction

Dalston

Stratford

POPLAR

Isle ofDogs

LiverpoolStreet

PaddingtonWhitechapel


Northolt Aerodrome

T2

Maidenhead

BurnhamTaplow

Twyford

To Newbury

To Oxford

To Aylesbury

Harrow-on-the-Hill

Wembley

Amersham

Slough

Great Missenden

Northwood Hills

Northwood

Moor Park

Rickmansworth

Chorleywood

Chalfont &Latimer

Chesham

NorthHarrow

Pinner

IverLangley West Drayton

Southall

Hanwell

WestEaling

ActoL

T5T1, T2, T3

GerrardsCross

High Wycombe

Seer GreenBeaconsfield

NortActo

West Ruislip

SouthRuislip

Greenford

Denham

DenhamGolf Club

WatfordJunction

Croxley

Uxbridge

Ickenham

Hillingdon

Ruislip

Eastcote

RaynersLaneRuislip

Manor

WestHarrow NorthwickPark

Preston Road

Harrow &Wealdstone

Harlesden

StonebridgePark

North Wembley

South Kenton

Kenton

WatfordHigh Street

Bushey

Carpenders Park

Hatch End

Headstone Lane

WembleyCentral

Hayes

EalingBroadway

Heathrow

Reading West

Reading

Watford

WembleyStadium

NortholtPark

SudburyHill Harrow

Sudbury &Harrow Road

Western corridor optionsGreat Western Line via Acton Main Line

Aylesbury Line

Uxbridge and Watford (Met Line)

Watford Jct via DC Lines

High Wycombe Line

Possible new station

Possible portal

8

Broad Corridors Considered inthe Preliminary Sifting Process

In Autumn 2001 the Crossrail Board agreedon broad corridors in east and west Londonas the starting point for the option selectionprocess (building on the core route).These broad corridors reflect the Crossrail project objectives.

In order to assess their feasibility andimpact a total of 19 indicative serviceoptions were derived for these corridors,8 in the west and 11 in the east.The corridors are shown in Figure 4.

Figure 4 Potential Route Options

Biggin HillAirport

PaddingtonLiverpool

Street

y Park

on MainLine

thon

WillesdenJunction

TottenhamCourt Road

BondStreet

Farringdon

Stone Crossing

Isle ofDogs

WoolwichDockyard

WoolwichArsenal

Slade Green

Plumstead

Abbey Wood Belvedere

ErithCharlton

Whitechapel

Grays

Shenfield

Ilford

Romford

Dartford

GallionsReach

BarkingReach

Ebbsfleet

Royals

Stratford

WestThurrock

RippleLane

Barking

To Southminster

Wickford

Rayleigh

Hockley

Rochford

Prittlewell

TilburyTown

SouthendCentral

SouthendVictoria

EastTilbury

Stanford le Hope

Pitsea

Benfleet Leigh on Sea Chalkwell

Westcliff

Ingatestone

Woodham Ferrers Fambridge

Swanscombe

Greenhithe

ForestGate

Maryland

ManorPark

SevenKings

ChadwellHeath

Gidea Park

Harold Wood

Goodmayes

WoodgrangePark

Purfleet

Rainham

DagenhamDock

Eastern corridor options

Great Eastern Lines

Tilbury Line via Forest Gate Junction

Tilbury Line via Royal Docks

North Kent Line

Possible new station

Possible portal

To Chelmsford, Colchester,Ipswich, Clacton, Walton

and Braintree

To Southminster

BillericayBattlesbridge

Ingatestone

Brentwood


10

The Sifting Process

Over the period between October 2001 and February 2002 these corridors weresubject to discussion with a wide range ofkey stakeholders and to a comprehensiveassessment and sifting process.This focussed on six criteria:

cost (operating and capital);

benefits (impact on economicdevelopment and growth, capacity,congestion relief, time savings,international connections,regeneration, social exclusion,town centre regeneration, regionalaccess, and strategic interchanges)

environmental effects;

required statutory consents (railway industry and construction);

engineering feasibility; and

operational feasibility.

The corridors were considered against each criterion using a combination ofdesk top studies, modelling and site visits.The priority was to provide a consistent andobjective basis for selection of a short list of options. It was important that the selectedoptions met the Crossrail project objectives.It was also important that they wereoperationally feasible, could be successfullyconstructed, were environmentally optimaland would potentially achieve value formoney. This information was then fed into an evaluation and sifting process.

Emphasis was placed on the benefitsderived from each option and the extent to which these contributed to meeting theCrossrail objectives. TfL’s Railplan modelwas run for all the options to give initialestimates of passenger demand, timesavings and the effects on congestion.TfL’s CAPITAL model was also used toexamine the effects of the options onaccessibility to key areas and locations.Capital cost estimates were establishedbased on available information withallowances for risk and compensation.Operating costs were assessed on the basis of incremental costs to the railwaysystem as a whole.

Options in the west were compared againsteach other, whilst keeping a single optionconstant in the east. Options in the eastwere then compared keeping a single option constant in the west.

Corridor Selection

The route and service options wereevaluated against each other using the six criteria above. The evaluation wasquantified where possible and professionaljudgement was used where appropriate.Although this process assessed a range of service patterns on different routes,the prime objective of this stage was to select the corridors to take forward.The next stage will include selection of the most appropriate service patterns to run on the shortlisted corridors

11

Following this preliminary evaluation theCrossrail Board agreed that, taking intoaccount rolling stock and other issuesassociated with refranchising, the maximumextent of services on Crossrail should beAylesbury, Watford Junction, Reading,Shenfield and Ebbsfleet, complemented byhigh quality interchanges with longerdistance services. This means that longerdistance services, for instance beyondReading to Oxford, will not be pursued. Inthe central area, Crossrail will be used muchlike the Underground, as part of the centralarea distribution network. This will influencethe type of rolling stock, with the need forgreater door capacity and interior standingspace. These trains are not suitable forlonger distance operations.

The Board also agreed that four corridorswould not be taken forward to the next stageof project development. These were thecorridors to High Wycombe and Uxbridge /Watford in the west; and to Grays via ForestGate Junction and Grays via the RoyalDocks in the east. These were rejected forthe following reasons:

High Wycombe Corridor:the population that would be served by this route is low when compared to other corridors. It follows that levels of improved access and congestionrelief would be comparatively small.There would also be operabilityconstraints, with a potential conflictbetween future Crossrail services andexisting Chiltern line services to HighWycombe and beyond.

Uxbridge and Watford Corridor:Crossrail would directly replicate theexisting Metropolitan line services which already provide a relatively highfrequency cross-London service.The benefits to passengers are therefore lower when compared to other options where there is noexisting direct ‘through’ service.

Grays Corridor via Stratford:It is important to serve the Shenfield line to secure the congestion relief benefitson the Underground and to increasecapacity into Liverpool Street station(allowing improvement of services in the Lea Valley). The need to maintainservice capacity on the Shenfield Linemeans that it would only be possible to serve one other route in the east(without the construction of majorinfrastructure works with significant landand property implications). This meantthat a choice had to be made between a route to Grays via Stratford and one via the Isle of Dogs. Following analysis of economic development, regenerationand transport needs, it was concludedthat to serve the Isle of Dogs wouldprovide greater benefits. The Grayscorridor via Stratford was therefore notrecommended for further assessment.

Grays Corridor via Royal Docks:The text above explains the reasons whya route via the Isle of Dogs was chosen.It then follows that a decision needed to be made between continuing to Graysor connecting to the North Kent line.A corridor to Grays would run mainly in tunnel through the area between theRoyal Docks and Barking Creek wherethere is limited scope for further urbanregeneration initiatives and developmentopportunities. This corridor would notprovide a service to Barking town centre,and in addition the extensive tunnellingrequired would make construction veryexpensive. It was therefore concludedthat the North Kent line corridor shouldbe pursued instead.

T2

HILLINGDON

BUCKINGHAMSHIRE

BERKSHIRE

To Aylesbury

Amersham

Slough

Great Missenden

Northwo

Moor Park

Rickmansworth

Chorleywood

Chalfont &Latimer

Chesham

IverLangleyWest Drayton

WatfJunc

Hayes

Reading

Maidenhead

Twyford

Heathrow

12

The Short List

The Crossrail Board concluded that fivecorridors should be taken forward to thenext stage of appraisal, three in the westand two in the east. Each corridor has a range of potential service options.

To the west:

the Watford Junction line corridor;

the Aylesbury line corridor; and

the Great Western line corridor.

To the east:

the Great Eastern line corridor; and

the North Kent line corridor through the Isle of Dogs (via either the RoyalDocks or Charlton).

These are shown in Figure 5 and describedin more detail on the following pages.

Figure 5 Short listed corridors

C AMDEN

BRENT

EALING

HARROW

HOUNSLOW

HAVERING

BARKING AND DAGENHAM

REDBRIDGE

NEWHAM

WALTHAM FOREST

TOWER HAMLETS

HACKNEY

CITY OF LONDON

SOUTHWARK

ENFIELD

HARINGEY

ISLING TON

WANDSWORTH

MERTON

KINGSTON UPON THAMES

RICHMOND UPON THAMESLEWISHAM

GREENWICH

BEXLEY

L AMBETH

CITY OF WESTMINSTER

BARNET

HAMMERSMITHAND FULHAM

KENSING TONAND CHELSEA

HERTFORDSHIRE

ESSEX

Paddington LiverpoolStreet

Harrow-on-the-Hill

Wembley Park

ood

Southall

Hanwell

WestEaling

Acton MainLine

fordction

Harrow &Wealdstone

WillesdenJunction

Harlesden

StonebridgePark

North Wembley

South Kenton

Kenton

WatfordHigh Street

Bushey

Carpenders Park

Hatch End

Headstone Lane

Wembley Central

EalingBroadway

TottenhamCourt Road

BondStreet

Farringdon

WoolwichArsenal

WoolwichDockyard

Slade Green

Plumstead

Abbey Wood Belvedere

ErithCharlton

Whitechapel

Ilford

Romford

Dartford Ebbsfleet

Royals

Stratford

Isle ofDogs

SwanscombeStone Crossing

Greenhithe

ForestGate

Maryland

ManorPark

SevenKings

ChadwellHeath

Gidea Park

Harold Wood

Goodmayes

ShenfieldBrentwood

Alternativeroutes


Wille

sden

Junc

tion

Harle

sden

Ston

ebrid

ge Pa

rk

Wem

bley

Cen

tral

North

Wem

bley

Sout

h Ke

nton

Kent

on

Harro

w &

Wea

ldsto

ne

Head

stone

Lane

Hatch

End

Carp

ende

rs Pa

rk

Bush

ey

Wat

ford

Hig

h St

Wat

ford

Junc

tion

Padd

ingt

on

Major interchange

Possible servicetermination stations

Gradeseparatedjunction

Approximately 1kmof new tunnel

Major station reconstruction includingnew stabling and maintenance depotfor LUL Bakerloo line

14

The Short Listed Corridors

Key Areas ServedThe corridor would start at the proposedGrand Union Junction (to the west ofPaddington station near Ladbroke Grove)and terminate at Watford Junction station.It would serve all existing stations betweenWillesden and Watford Junctions. This wouldinclude stops at Wembley Central,Stonebridge Park and Harlesden.

Corridor 1: Watford Junction line

Key Interchanges Interchanges with longer distance suburbanservices would be possible at WatfordJunction (where there are also inter-cityconnections), Harrow & Wealdstone andWillesden Junction (subject to theconstruction of new platforms). This woulddeliver significant congestion relief toLondon Euston. There would also beconnections at Willesden Junction withservices on the North London line towardsHighbury & Islington and Richmond, and onthe West London line to Clapham Junction.In addition, the Bakerloo line would providedirect links to the West End from WillesdenJunction. There would also be convenientinterchanges with buses at many stations.

Impact on Other Services The introduction of Crossrail 1 services onthis corridor would require the withdrawal ofBakerloo line services between WillesdenJunction and Harrow & Wealdstone andSilverlink Metro services to Watford Junction.

Engineering This corridor would require approximately1km of new tunnel between Grand UnionJunction and Willesden Junction.There would also be a number of otherengineering works required including:a grade-separated junction at Kensal Green, major works to selected stations(including new platforms), and extensivesignalling and overhead electrificationworks. In addition, a new depot would berequired in the Willesden Junction area,

with more train stabling sidings at Queen’sPark for the Bakerloo line. The existing depot at Stonebridge Park would also need to be reconfigured.

Benefits This corridor would provide significant timesavings to the West End, City andDocklands from areas along the route toWatford, and for passengers interchangingfrom other services. It would directly servethe deprived areas of Willesden, Neasdenand Carpenders Park, and would serve thePark Royal regeneration area. It would alsoprovide congestion relief to the Jubilee andMetropolitan lines at Baker Street byproviding additional services on the Harrowand Wembley corridor.


15

Key Areas Served The corridor would serve the county townand regional centre of Aylesbury, with a branch to Chesham. It would start atGrand Union Junction (to the west ofPaddington station near Ladbroke Grove)and terminate at Aylesbury. It would serve all stations currently served by Chiltern andMetropolitan ‘fast’ trains, and Wembley Parkand Northwood stations. Crossrail 1 serviceswould join the Chiltern line north of NeasdenJunction. The route would serve the

Corridor 2: Aylesbury line

Wembley Key Opportunity Area, HarrowMetropolitan Town Centre, and numerousresidential areas.

Key Interchanges There would be interchanges with theJubilee and Metropolitan lines at WembleyPark, the Uxbridge branch of theMetropolitan line at Harrow-on-the-Hill,the Watford branch of the Metropolitan lineat Moor Park and the Princes Risboroughservice at Aylesbury. There would also beconvenient interchanges with buses at manystations (particularly Harrow-on-the-Hill).

Impact on Other Services The introduction of Crossrail 1 services onthis corridor would result in fewer Chilternline and Metropolitan line trains operating

into Marylebone and Baker Street/Aldgate,respectively. It is possible that the pathsreleased by substitution of the Chiltern lineservice would enable a more frequentservice on the High Wycombe route,while those released on the Metropolitan line may permit an increased frequency of Underground services between Watfordand Uxbridge to Central London.

Engineering A new two-track railway would beconstructed either through Old OakCommon depot linking up with the freight-only Dudding Hill Line or via a new tunnel to Neasden. There would be a number ofother engineering works including a grade-separated junction at Kensal Green, majorstation works at Harrow-on-the-Hill, Moor

Park and Rickmansworth, and new platformsat Wembley Park and Northwood Stations.The corridor would also require overheadelectrification from Grand Union Junction toAylesbury (including the Chesham Branch).

Benefits This corridor would provide significant time savings to the West End, City andDocklands from areas along the route toAylesbury, and for passengers interchangingfrom other services. It would serve deprivedareas in Aylesbury, Willesden and Neasden,provide congestion relief for the Jubilee and Metropolitan lines through provision of services on the Harrow-on-the-Hill andWembley Park corridor and relief for theCircle line through provision of alternativeservices direct to the City.

Wem

bley

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Ayles

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Wen

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Stok

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Padd

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on

Major interchange

New station


New two track railway at gradeor via a new tunnel

Grade separatedjunction

Station rebuiltat different location


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Key Areas ServedServices on the Great Western line corridor could terminate at Heathrow,Ealing Broadway, Slough or Reading.The Heathrow service could serve terminals1,2,3 and 5 at Heathrow Airport, providing a stopping service to complement HeathrowExpress to Paddington. One variant on thiscorridor would involve a limited service toHeathrow with all other Crossrail trains onthis corridor terminating at Ealing Broadway,where a new high-quality interchange could

Corridor 3: Great Western line

be provided. An alternative, with services to Slough and/or Reading would provideimproved service and frequencies to centralLondon for stations between Slough andPaddington. Both variants would providelonger and more frequent trains relievingovercrowding and enabling more regularstopping patterns.

Key Interchanges There would be interchanges with theCentral and District lines at EalingBroadway; with Thames Trains at Slough;Maidenhead and Twyford; and with inter-cityand local services at Reading. There wouldalso be good interchanges with buses atmany stations, especially Ealing Broadway,Slough and Reading; and with the proposedWest London Transit Intermediate Modescheme at Ealing Broadway.

Impact on Other Services Widening of the track layout between GrandUnion Junction and Airport Junction wouldcreate additional capacity on the GreatWestern line for the benefit of a number of passenger and freight operators.

Engineering The limited service to Heathrow with allother trains terminating at Ealing Broadwaywould require the remodelling of AirportJunction (the junction of the Great Westernline with the branch to Heathrow Airport),and widening of the track layout from four to six tracks as far as Ealing Broadway.Services to Heathrow and Slough wouldrequire more extensive widening of therailway to six tracks beyond Ealing to AirportJunction and the electrification of the linefrom Airport Junction to Slough and/or

Reading. All options will require major worksat most stations, including reconstruction of Ealing Broadway.

Benefits This corridor would provide significant time savings to the West End, City andDocklands from areas along the route to Reading, and from surrounding towns(through interchanges with Crossrailservices). It would also serve deprivedareas along the corridor and improveaccessibility to Heathrow for areas acrossthe entire South East region. Crossrailservices on the Great Western line would increase service frequencies on this corridor and attract passengers from the adjacent Central and Piccadillylines. This would provide congestion reliefon these Underground services.

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ain Li

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Lang

ley

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t Dra

yton

Heat

hrow

Burn

ham

Tapl

ow

Maid

enhe

ad

Twyf

ord

Read

ing

Major interchange

Possible service terminationstations

Track widened from four to six tracks.Extent of widening west of Ealing Broadwaydepends on adopted service patterns

Major junctionremodeling

Major station reconstructionaffecting both LUL andRailtrack infrastructure


17

Key Areas ServedThe corridor would extend east from a tunnel portal at Bow, terminating at Shenfield. It would provide services to Gidea Park and Shenfield using the Great Eastern line (via Ilford and RomfordMetropolitan Town Centres).

Key Interchanges It would serve the Stratford Key OpportunityArea providing an interchange with theChannel Tunnel Rail Link. It would alsoprovide an interchange with the District line, Hammersmith & City line and the East London line at Whitechapel. The EastLondon line connection would provide a link south to New Cross and, once theEast London line extensions are complete,

Corridor 4: Great Eastern line

links north to Highbury and south toWimbledon and West Croydon.The corridor would provide interchangeswith Docklands Light Rail, Jubilee line andCentral line at Stratford; and good businterchanges at many stations, especially at Stratford, Ilford and Romford. Links to theproposed East London Transit IntermediateMode scheme at Ilford and Romford wouldalso be possible.

Impact on Other Services The additional capacity created by Crossrail 1 between Stratford and LiverpoolStreet would enable additional National Railservices to operate between the Lea Valleyand Liverpool Street.

Engineering This corridor would require extensiveconstruction works for the tunnel portal,major remodelling of Stratford Station and the lengthening of existing platforms at most stations.

Benefits This corridor would provide time savings to the West End, City and Docklands fromareas along the route to Shenfield, and fromsome town centres beyond. It would improveaccess to Stratford (particularly from thewest). It would also serve deprived areas in east London, provide additional trainpaths into Liverpool Street and providesignificant congestion relief for the Central,District and Circle lines.

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Rom

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Bren

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ood

Man

or Pa

rk

Stra

tford

Shen

field

Mar

yland

Fore

st Ga

te

Whi

tech

apel

Major interchange

Possible service terminationstations

Major construction worksat tunnel portal


18

Key Areas ServedThe corridor would run in new tunnel fromStepney Green through the Isle of Dogs tothe Royal Docks and on to the North Kentlines. The tunnel portal would be locatedbetween Woolwich Arsenal and Plumsteadstations. The route would then extend toPlumstead, Dartford and/or Ebbsfleet andcould terminate at any of these threelocations. It would provide new stations at Isle of Dogs, Royal Docks, and possiblySilvertown (providing access to London CityAirport), and a new underground station atWoolwich Arsenal.

Corridor 5a: North Kent line via the Royal Docks

Key Interchanges There would be interchanges with theJubilee line and Docklands Light Rail at theIsle of Dogs station. The station at WoolwichArsenal would provide a connection with the proposed Docklands Light Rail stationand National Rail services to Lewisham and London Bridge. There would be aninterchange at Dartford with National Railservices to Gravesend and the Medwaytowns, and an extension to Ebbsfleet wouldcreate a second interchange with theChannel Tunnel Rail Link. There would alsobe good interchanges with buses at manystations (especially Woolwich Arsenal and Dartford), and there would be aninterchange with the proposed WaterfrontTransit Intermediate Mode Scheme at Woolwich Arsenal and Abbey Wood.

Impact on Other Services The introduction of Crossrail 1 services onthis corridor would require the substitution of existing National Rail services on theNorth Kent line between Plumstead andSlade Green. Existing National Rail servicesto and beyond Dartford would be divertedvia either the Sidcup or Bexleyheathbranches, while new metro-style shuttleservices would be introduced betweenPlumstead and central London via bothGreenwich and Blackheath.

Engineering The corridor would require a new tunnelfrom Stepney Green to Custom House(Royal Docks). It would use the NorthLondon Line to Silvertown and then continue in new tunnel surfacing onto the North Kent lines between WoolwichArsenal and Plumstead. This corridor

would require approximately twice the length of tunnel than the alternative Charlton route (Corridor 5b). The route to Dartford would require an additional set of tracks (four-tracking) betweenCrayford Creek Junction and DartfordJunction. The extension out to Ebbsfleetwould require 4km of new track fromSwanscombe to Ebbsfleet to accommodateboth Crossrail services and existingservices on the North Kent lines.

BenefitsThis corridor would provide time savings to the West End and City, and significanttime savings to Docklands from all areasalong the route including town centresbeyond Dartford. It would provide improvedaccessibility to regeneration areas in thesouth Thames Gateway area, Woolwich town centre and the Royal Docks.

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Plum

stead

Abbe

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Belve

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Erith

Slade

Gre

en

Dartf

ord

Ebbs

fleet

Major interchange

New station


New tunnel New trackTrack wideningto four tracks

Major works forgrade separatedjunction in tunnel

New tunnel


19

Key Areas ServedThis corridor would run in new tunnel fromStepney Green through the Isle of Dogs to Charlton and on to the North Kent lines.The tunnel portal would be located north of Charlton on the Greenwich Peninsula.A new surface railway would be requiredfrom the portal to Charlton, with theprovision of a new Charlton station.The route could either terminate at Charltonor extend to Dartford and/or Ebbsfleet.There would also be a new station at the Isle of Dogs.

Corridor 5b: North Kent line via Charlton

Key InterchangesThere would be interchanges with theJubilee line and Docklands Light Rail at the Isle of Dogs. The station at WoolwichArsenal would provide an interchange withthe proposed Docklands Light Rail stationand with National Rail services to LondonBridge and Lewisham. There would also be an interchange at Dartford with NationalRail services to Gravesend and the Medwaytowns. An extension to Ebbsfleet wouldcreate an interchange with the ChannelTunnel Rail Link. There would also be good interchanges with buses at manystations, especially Woolwich Arsenal and Dartford, and interchanges with theproposed Waterfront Transit IntermediateMode Scheme at Charlton, WoolwichArsenal and Abbey Wood.

Impact on Other Services The introduction of Crossrail 1 services on this corridor would substitute someexisting National Rail services on the North Kent line between Charlton and Slade Green. Existing National Rail servicesbeyond Dartford would be diverted viaeither the Sidcup or Bexleyheath branches,while new metro-style shuttle services wouldbe introduced between Charlton and CentralLondon via both Greenwich and Blackheath.

EngineeringThere would be a new tunnel from StepneyGreen to the Greenwich Peninsula (includingthe construction of a new station at the Isle of Dogs). The tunnel portal would belocated north of Charlton with new trackrunning to Charlton station. The route from

Plumstead to Dartford would require a new set of tracks (four-tracking) between Crayford Creek Junction andDartford Junction. The extension out to Ebbsfleet would require 4km of new track from Swanscombe to Ebbsfleet.The new track is required to create enoughcapacity to accommodate both Crossrailservices and existing services on the North Kent lines.

BenefitsThis corridor would provide time savings tothe West End and City and significant timesavings to Docklands from all areas alongthe route and town centres beyond Dartford.It would provide improved accessibility toregeneration areas in the south ThamesGateway area, and to Woolwich town centre.

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Char

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Abbe

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Belve

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Erith

Slade

Gre

en

Dartf

ord

Ebbs

fleet

Major interchange

New station


New trackTrack wideningto four tracks

New tunnelMajor works forgrade separatedtunnel junction


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The Way Forward

The short-listing process has identified fivepotential Crossrail 1 corridors, three in thewest and two in the east. The task is now to appraise these corridors and possibleservice patterns in more detail. On the basisof this appraisal a recommendation for thepreferred Crossrail 1 alignment will be madelater this year. Implementation of the chosenscheme will then be dependent on securingthe necessary statutory powers.

On the five short-listed corridors there are several possible end and intermediatedestinations for services giving a range of service pattern combinations.

The potential end destinations for services are:

In the west: In the east:Watford Shenfield Aylesbury (and Chesham) PlumsteadEaling Broadway DartfordHeathrow EbbsfleetSloughReading

Refining the Short-List

In refining the short-list it will be necessaryto consider the remaining alternative routesin the eastern and western corridors anddetermine optimal service patterns on thevarious branches. In the west it is mostunlikely that services on both the Aylesburyand Watford Junction routes will be possible,so a choice between these two routes willneed to be made. In the east there is achoice between the route via Charlton andthe route via the Royal Docks on to theNorth Kent line.

A comparison between choices in the eastand choices in the west will be made in a similar manner to the initial short-listing.The options in the west will be comparedagainst each other whilst keeping a singleoption constant in the east. This principlewill also apply to the appraisal of theeastern options.

To determine optimal service patterns,it will be necessary to develop and test arange of service patterns on all branches.Many service pattern permutations arepossible. The assessment will examinedifferent stopping patterns and frequenciesand test how services in the east will linkwith those in the west. This is important as it will determine issues such as whichlocations in the east could benefit from a direct service to Heathrow.

21

Option Assessment

The main focus of the assessment will be the Crossrail objectives and the extent to which they are met. Key considerationswill also be the degree of operational andconstruction feasibility, environmental effectsand value for money. The assessment willtherefore combine these issues into onemulti-criteria appraisal process. This will be based on the five criteria: environment,safety, economy, accessibility andintegration introduced in the ”New Deal for Transport (DTLR 1998)”.

The topics to be addressed and the keymeasures to be used in the appraisal are shown in the table. The work will take into account:

Current HM Treasury and DTLRguidance on appraisals

DTLR ‘Guidance on the Methodology for Multi-modal studies (GOMMS)

The national perspective - thus the net contribution to the UK economy and employment will be assessed, aswell as the contribution to other Ten Year Plan targets

A range of sensitivity and value formoney tests on the key assumptions

The Final Selection Process

A recommendation for the preferredCrossrail 1 route will be made to theCrossrail Board towards the end of 2002.This will be based on an analysis using the multi-criteria framework, results ofparallel work considering funding andprocurement options, and the views ofkey stakeholders. In reaching the decisionthe Board will also assess the affordability of the project. This will be stronglyinfluenced by the potential degree of private sector involvement.

ImpactNoise

Local air quality

Global emissions

LandscapeTownscapeHeritageBiodiversityWater EnvironmentIn-vehicle qualityLand / propertyAccidents SecurityEmployment

Housing supplyRegenerationProperty ValuesCosts

Transport Benefits

Proposed MeasurementEffect of noise and vibration from construction of the schemeEffect of rail noise in the corridors, of station facilities and of changes to road traffic flows andother construction activitiesEffects of reduction in car use on key highwaysEffect on local air quality as a result of extracting and transporting spoil, and effects of modal shiftduring operationEffect on CO2 emissions (as a key indicator) and hence the global environment as a result ofchanges in car and rail useEffect on the landscape of temporary and permanent works in rural areasEffect on the townscape of temporary and permanent works in suburban and urban areasEffect on heritage resources (including archaeology) of temporary and permanent worksEffect on species and habitats of temporary and permanent worksEffect on the water environment of temporary and permanent worksImprovements in journey quality attributesPermanent and temporary land and property requirementsChanges in accidents by all modes, particularly as a result of transfer from carChanges in security on the transport network and the number of people affectedChanges in accessibility and transport capacity to major employment areas, particularly the keyfinance and business sector locations, town centres and central London Direct and indirect impact on employment levels particularly in the key finance and business sectorlocated in the City and the Isle of DogsJob creation during constructionEffect on local economies around stationsEffect on unemployment Effect on the wider UK economyAM peak period transport benefits by destinationAM peak period transport benefits by originChanges in accessibility to key regeneration areasChange in property supply and valuesCapital cost of land and propertyCapital costs of constructionCapital cost of signalling and systemsCapital/lease costs of rolling stockAnnual maintenance costsAnnual operating costsAccess and compensation chargesTime saving benefits to existing and new usersReliability improvementsBenefits from relief of congestion on existing rail servicesBenefits from relief of congestion at stationsHighway operating cost savings and congestion relief benefits

CriteriaEnvironment

Safety

Economy

Crossrail Project line 1 Draft Appraisal FrameworkContextCrossrail aims to improve theenvironment, at the same timeminimising any adverse impacts ofconstruction and operations

Crossrail aims to improve the safetyof travelCrossrail aims to support theLondon Plan and Regional policies

Crossrail aims to provide value formoney in design and operation andbe financeable

Crossrail aims to provide significanttransport benefits

22

ContextCrossrail aims to generatesignificant surplus over its operating costsCrossrail aims to minimise the public sector cash requirement

Crossrail aims to identify, quantifyand minimise the key risks for the projectCrossrail aims to provide good value for money

Crossrail aims to improve access to and from the regions into andacross London; and Crossrail aims to improve accessibility within LondonCrossrail aims to be accessible to all

Crossrail aims to support planning,social and environmental objectives

Crossrail aims to improve London’sinternational connectionsCrossrail aims to support thedevelopment of strategicinterchanges and town centresCrossrail aims to integrate withother projects and proposals

ImpactRevenue

Finance

Risks

Value for money

Travel times

Access for mobility impairedpassengers Social inclusionLand use policy

AirRailInterchange Strategy

Transport Integration

CriteriaEconomy(continued)

Accessibility

Integration

Crossrail Project line 1 Draft Appraisal Framework (continued)Proposed MeasurementGross and net revenue generated from fares on Crossrail 1Other income (advertising etc)Impact on other operatorsOverall cash flow for the projectCash flows assuming private sector involvementEstimates of developer contributionsOther indirect cash flows (e.g. exchequer income via increased business rates)Identification of key statutory consent, engineering, operational, financial and economic risks andlikelihood of occurrenceSensitivity tests of the major risks to the financial and economic caseNet Present Financial Cost of the Project Net Present Benefits of the projectNet Present Value and Internal Rate of Return Conventional cost : benefit ratio including transport benefits and accident savings but excluding wider benefitsCost : benefit ratio taking into account the wider effects on the London and UK economySensitivity testsChanges in travel times between selected origins and destinations

Change in the number of stations with provision for the mobility impaired and interconnections withother accessible servicesChange in accessibility to areas of high deprivationExtent to which the project supports the integration of transport and land use planning within theobjectives of the Government’s 10 year Plan, the Mayor’s Spatial Development Strategy andRegional Planning GuidanceImpact on accessibility to London’s airportsImpact on accessibility to the international stations (St Pancras, Waterloo, Stratford and Ebbsfleet)Changes in the number and quality of interchangesImpact on the connectivity of the transport network

Extent to which the project complements other transport projects, proposals and policies e.g. Crossrail line 2, Thameslink 2000 and ORBIT proposals

23

24

We need your views

There are choices to be made on the routes for the Crossrail Line 1 project, andon issues such as the extent of services and the key interchanges. We would likeyour views on the options presented in this document.

Key choices that need to be made at thisstage include the selection of routes in the west – whether to serve Watford orAylesbury, and in the east – whether to runvia Charlton or the Royal Docks. There arethen choices to be made about how far andhow many services should run, particularlyon the Great Western and North Kent line corridors.

Our aim is to provide the Crossrail line 1scheme which represents best value formoney, is feasible in both engineering andoperational terms, and for which funding is possible. To achieve this we will need to justify why the project is necessary and to demonstrate its impact over a wide range of issues and areas.

We would therefore welcome your views onthe Crossrail Line 1 project as a whole, howimportant you think it is for London and theSouth East and what impact you think it will

have on your particular area of interest.You may also wish to comment on ourproposed appraisal framework.

We will use your responses in the selectionprocess to help determine the preferredroute, and support the general case for the project.

Please provide your response by Friday 26th July 2002 to:

The Consultation ManagerCrossrail1 Butler PlaceLondon SW1H OPT

Telephone 020 7941 7600Facsimile 020 7941 7703Email [email protected]

www.crossrail.co.uk

Cross London Rail Links Limited1 Butler PlaceLondon SW1H OPT

Telephone 020 7941 7600Facsimile 020 7941 7703Email [email protected]

www.crossrail.co.uk

Documents

Crossrail A4 NEW Document a/w… · 2015. 1. 27. · Crossrail line 2 as shown in figure 2. Freight Crossrail 1 cannot be considered in isolation from the Government’s target to