Stage B+ Option Review

					London Underground Limited
VICTORIA STATION UPGRADE
Stage B+ Option Review




                           London Underground Limited

                           Victoria Station Upgrade

                           Stage B+ Option Review




                           Document Reference: 1159-GENL-REP-MDC-00001




                                                      July 2005




A011606                                                            PAGE 1   JULY 2005
    London Underground Limited
    VICTORIA STATION UPGRADE
    Stage B+ Option Review




                                                                                                  ISSUE/REVISION SCHEDULE




                                                                                                  Prepared By                                       Design Manager
                                                                                                  Tony Johnston                                     Date: 29 July 2005

                                                                                                  ……………………………………
                                                                                                  Checked by                                        Project Manager
                               In association with                                                Darren Brooke                                     Date: 29 July 2005

                                                                                                  ……………………………………
                                                Turner & Townsend                                 Approved on behalf of this project                Project Director
                                                                                                  Brian Hyland                                      Date: 29 July 2005
                                                Cost Management
                                                                                                  …………………………………..




                                                                                                  DATE            Issue     Revision                      Comments

                                                                                                  29 July 2005    DRAFT         A      First Draft for Review




Victoria Station Upgrade
Stage B+ Review Report
1159-GENL-REP-MDC-00001

July 2005                                                                Scott Wilson
                                                                    8 Greencoat Place
                                                                               London
                                                                           SW1P 1PL

                                                              Tel: +44 (020) 7798 5000




    A011606                                                                              PAGE 2                                                                          JULY 2005
London Underground Limited
VICTORIA STATION UPGRADE
Stage B+ Option Review



                                                                                                                                                       4.8     Systems Engineering..................................................................................................... 16

                                            TABLE OF CONTENTS                                                                                          4.9     Cost and Social Benefit ................................................................................................. 16
                                                                                                                                                       5       MINIMISED PROPERTY ACQUISITION OPTION ........................................................ 18
1         INTRODUCTION & PROJECT OBJECTIVES.................................................................4
                                                                                                                                                       5.1     Station Planning and Operations ................................................................................... 18
1.1       Project Objectives & Scope .............................................................................................4
                                                                                                                                                       5.2     Passenger Flows ........................................................................................................... 18
1.2       Measures of Success ......................................................................................................4
                                                                                                                                                       5.3     Compliance with Project Objectives .............................................................................. 20
1.3       Context ............................................................................................................................4
                                                                                                                                                       5.4     Construction Methodology ............................................................................................. 20
2         APPROACH ....................................................................................................................5
                                                                                                                                                       5.5     Compliance Issues ........................................................................................................ 20
2.1       Option Evaluation ............................................................................................................5
                                                                                                                                                       5.6     Environmental Impact .................................................................................................... 20
2.2       Peer Group Review .........................................................................................................5
                                                                                                                                                       5.7     Fire Engineering ............................................................................................................ 21
2.3       Passenger Flow ...............................................................................................................5
                                                                                                                                                       5.8     Systems Engineering..................................................................................................... 21
2.4       Cost Estimating ...............................................................................................................6
                                                                                                                                                       5.9     Cost and Social Benefit ................................................................................................. 21
2.4       Cost Estimating ...............................................................................................................7
                                                                                                                                                       6       ELLIOT HOUSE TICKET HALL OPTION ...................................................................... 23
2.5       Risk Management............................................................................................................7
                                                                                                                                                       6.1     Station Planning and Operations ................................................................................... 23
2.6       Cost Benefit Index ...........................................................................................................7
                                                                                                                                                       6.2     Passenger Flows ........................................................................................................... 24
3         BASELINE OPTION ........................................................................................................8
                                                                                                                                                       6.3     Compliance with Project Objectives .............................................................................. 26
3.1       Station Planning and Operations .....................................................................................8
                                                                                                                                                       6.4     Construction Methodology ............................................................................................. 26
3.2       Passenger Flows .............................................................................................................9
                                                                                                                                                       6.5     Compliance Issues ........................................................................................................ 26
3.3       Compliance with Project Objectives...............................................................................10
                                                                                                                                                       6.6     Environmental Impacts .................................................................................................. 26
3.4       Construction Methodology .............................................................................................10
                                                                                                                                                       6.7     Fire Engineering ............................................................................................................ 27
3.5       Compliance Issues ........................................................................................................11
                                                                                                                                                       6.8     Systems Engineering..................................................................................................... 27
3.6       Environmental Impacts ..................................................................................................11
                                                                                                                                                       6.9     Cost and Social Benefit ................................................................................................. 27
3.7       Fire Engineering ............................................................................................................11
                                                                                                                                                       7       CONCLUSIONS AND WAY FORWARD ....................................................................... 29
3.8       Systems Engineering.....................................................................................................12
                                                                                                                                                       7.1     Conclusions ................................................................................................................... 29
3.9       Cost and Social Benefit .................................................................................................12
                                                                                                                                                       7.2     Cost and Benefit Summary............................................................................................ 29
4         MODIFIED BASELINE OPTION....................................................................................13
                                                                                                                                                       7.3     Way Forward ................................................................................................................. 30
4.1       Station Planning and Operations ...................................................................................13
                                                                                                                                                       APPENDIX A STAGE I & 2 ASSESSMENT OF OPTION...................................................... 31
4.2       Passenger Flows ...........................................................................................................14
                                                                                                                                                       APPENDIX B COMPLIANCE ISSUES .................................................................................. 32
4.3       Compliance with Project Objectives...............................................................................15
                                                                                                                                                       APPENDIX C RISK REGISTER............................................................................................. 33
4.4       Construction Methodology .............................................................................................15
                                                                                                                                                       APPENDIX D A REVIEW OF KEY PLANNING POLICIES .................................................... 34
4.5       Compliance Issues ........................................................................................................16
4.6       Environmental Impact ....................................................................................................16
4.7       Fire Engineering ............................................................................................................16




A011606                                                                                                                                       PAGE 3                                                                                                                                 JULY 2005
London Underground Limited
VICTORIA STATION UPGRADE
Stage B+ Option Review



1     INTRODUCTION & PROJECT OBJECTIVES                                        1.2     Measures of Success

                                                                               The sponsor has also specified that the principal measures of success
Victoria Station is one of the busiest multi-modal transport interchanges
                                                                               will be:
in London and a principal National Rail gateway. Congestion of the
Underground station is already severe and will worsen with forecast
demand growth defined in the Mayor's London Plan.                                    A measured reduction on average AEI (access/egress/ interchange)
                                                                                     time for station users, both in free-flow and congested time elements
                                                                                     (PEDROUTE output in Stage C)
In particular the Victoria Line Northbound (NB) platform is extremely                A measured reduction in the number of unplanned station closures
congested during the AM peak. Station control and closures are common                caused by passenger congestion
every weekday morning. Passengers entering from the mainline station
                                                                                     An ability to achieve train service dwell-times at Victoria enabling
are regularly disrupted by gateline closures and entrance stair closures.
                                                                                     reliable operation of full enhanced peak hour timetable as soon as
                                                                                     practicable following completion of VLU Journey Time Capability
The gateline closure usually allows the trains to clear the platform in a
                                                                                     upgrade
few minutes and it is then reopened. Occasionally the incoming flow is so
                                                                                     Maximised use of step-free facilities by mobility-impaired and
heavy (possibly due to coincidental trains arriving on the mainline
                                                                                     encumbered passengers
platforms) that the ticket hall becomes overcrowded and the stairs have
to be closed. Although this is generally only for a few minutes a
                                                                               These objectives and measures of success are qualitative. Quantification
substantial number of people build up outside the entrances to the LU
                                                                               of these measures will be agreed with the Sponsor in Stage C..
station.
                                                                               1.3     Context
1.1     Project Objectives & Scope
                                                                               The station has been intensively studied over a number of years, the
The key objectives for the VSU Project are:
                                                                               most recent report, ‘Victoria Transport Interchange – LUL Phased
                                                                               Implementation – Final Report – July 2004’, identified a six phase
      To increase capacity of the station, particularly of the Victoria Line
                                                                               improvement to the station. This commission relates to the
      areas, so as to reduce congestion and equip the station to meet
                                                                               implementation of the initial 3 phases described in this report as the
      forecast growth in demand for 2016 +.35%, to the extent practicable
                                                                               Baseline Option.
      given the physical constraints of the site.
      To provide improved routes for access/egress, reducing customer          The Baseline Option proposes a new ticket hall at Bressenden Place/
      journey times.                                                           Victoria Street, with escalator and lift access to the Victoria line. Further
      To provide step-free access to all platforms, and for all key            escalators and lifts from the existing Victoria line ticket hall will provide
      interchange movements within the station.                                additional capacity to the Victoria line platforms and the Victoria/District
                                                                               line interchange.
      To enable the benefits of the PPP Victoria Line Upgrade (VLU), due
      for completion in 2013, to be maximised.
      To be delivered into service as early as practicable.
      To be good value for money, and affordable.
      To take into account the longer-term aims of the Victoria Transport
      Interchange (VTI) project.
      To make the station entrances/exits appropriate to a major ‘gateway’
      station, striking yet welcoming.
      To make customer routes within the station as legible and direct as
      practicable.

In addition to these objectives the scope also requires the following be
undertaken.

      Identify existing non-compliances with regulatory guidance, Railway
      Safety Principles and Guidance (RSPG), and LUL standards at the
      station.
      Propose solutions to relieve congestion, enhance station capacity
      and address non-compliances in order to make the station compliant
      with regulatory guidance (RSPG) and LUL engineering standards; in
      as far as practicable within the constraints of the site, existing
      infrastructure, cost, programme, impacts, buildability and risk.




A011606                                                                                                          PAGE 4                                        JULY 2005
London Underground Limited
VICTORIA STATION UPGRADE
Stage B+ Option Review



2      APPROACH                                                                                                                                             2.2   Peer Group Review
                                                                               Options assessed as not fully meeting the fundamental project objectives
In developing our understanding of the operation of the station and            have not been taken further. A record of these options is contained in       A Peer Group Review of the scheme development was held on 19 and
opportunities for improvement, we have reviewed the previous reports           Appendix B                                                                   20 July 2005 in the project office. Two of the nominated three person
and initiatives and have included in our assessment those ideas, which                                                                                      review group, namely Martin Nielsen of Director of Scott Wilson and Bob
appear to be valid in the current context.                                     Stage 2: Consider Buildability and Cost implications                         Mitchel of Hornagold & Hills attended a scheme presentation and then
                                                                                                                                                            withdrew to develop their understanding of the problem and take a fresh
To aid in the identification and assessment of options that met the key            An initial assessment of the scheme was undertaken to ensure that        independent view of the scheme options.
project objectives, option elements were categorised based on the                  the option was buildable taking into account the physical constraints
following modular components.                                                      of the site and the Sponsor objective for the scheme to be delivered     Further technical meetings were held with design team leaders and in
     Victoria line platforms;                                                      into service as early as practicable.                                    summary, the following comments were made:-
     Paid Area Link options including                                              The initial crude cost estimate prepared was compared against two
         western link between the northern ticket hall and Interchange             ranges                                                                           The design development to date seemed logical and the
         Concourse;                                                                     <£300M – where the social benefit was considered comparable                 development of a preferred design was in the correct direction.
         south eastern link from the southern ticket hall to the Interchange            to the baseline option                                                      The complexities of pedestrian movements could be better
         Concourse                                                                      <£350M – where the social benefit was considered to be                      shown with simple flow diagrams of isolated areas, such as the
         north eastern link from Interchange Concourse to North Ticket                  significantly greater than the baseline option                              interchange concourse and northern ticket hall. Such diagrams
         Hall.                                                                                                                                                      would make it clear which of the conflicting pedestrian routes
     Southern ticket hall and                                                  Options that were either considered unbuildable or did not fall within the           would be best changed.
     Northern ticket hall.                                                     cost ranges were not taken any further. A record of these options is                 The entrance from network Rail main line station was poor and
                                                                               contained in Appendix B                                                              consideration should be given to a scheme that considered new
This modular approach to the identification and assessment of elements                                                                                              entrances in the NWR station, via the undercroft, even if this
enables firstly a clearer understanding to be gained of which elements         Stage 3: Considered against the full range of assessment criteria                    necessitated negotiation with network Rail
are delivering the real benefits in terms of reduced congestion and                                                                                                 The precise definition of land ownership needs to be shown on
improved journey times. Secondly the cost of these elements can be                     Station architecture                                                         plans
estimated and a value management approach be adopted in terms of                       Passenger flow                                                               Schemes that depend upon derogations need to ensure there is
assessing each element.                                                                Operations                                                                   a satisfactory fall back solution
                                                                                       Urban design                                                                 The implications of property acquisition on scheme development
For stages 1 and 2 this approach has been adopted for the presentation                 Structure design                                                             and progress need to be considered.
of the various options including the reasons why they did not pass the                 Traffic impact                                                               There is a desirability of a below surface link to the Northern
assessment criteria. Whilst the same modular approach has been                         Utility diversion                                                            Ticket Hall from the east of Bressenden Place;
adopted for stage 3, these four components have been combined to                       System engineering inc fire                                                  A further
present three overall schemes. In addition the baseline scheme                         Environment & consents                                                       A scheme should be considered which is largely restricted to
presented in “Victoria Transport Interchange – LUL Phased                              Compliance                                                                   affecting the Theatre – the fact this is listed should not block the
Implementation – Final Report – July 2004’; has been considered to the                 Cost                                                                         potential benefits of station facilities under the theatre and
same level of detail to aid in the comparison and consideration of options.                                                                                         minimizing effect elsewhere.
                                                                                       Social benefit
                                                                                                                                                                    Research into existing foundation types/conditions where
                                                                               This process has resulted in four schemes being taken forward into the               possibly affected by proposed schemes must be undertaken
2.1     Option Evaluation                                                                                                                                           urgently and have a high degree of certainty.
                                                                               Stage 3 assessment:
In evaluating these options we have set up a staged acceptance process,                                                                                             Stakeholder consultation is essential for both the development of
whereby any option that fails one of the assessment criteria does not              The Baseline Option, as contained within the “Victoria Transport                 the preferred scheme and for the success of the consent
continue to the next stage.                                                        Interchange – LUL Phased Implementation – Final Report – July                    process.
                                                                                   2004’;
Stage 1: Considered against the key project objectives                             The Modfied Baseline Option, which seeks to address limitations of
                                                                                   the Baseline Option;                                                     2.3   Passenger Flow
      Reduced congestion;                                                          The Minimum Property Aquisition option, which seeks to construct         The sponsor supplied 2016 base demand matrix (June 2005, Table
      Improved Access, Egress and Interchange times;                               the ticket hall solely within the footprint of Bressenden Place road     21AD) has been increased by 35% in accordance with the brief. This has
      MIP access provision,                                                        and                                                                      been applied to assess the performance of key infrastructure elements in
                                                                                   The “Elliot House” option for the Northern Ticket Hall, which            delivering the key project objectives.
In addition, the client has advised that the following constraints also need       proposes a new surface ticket hall on the current site of Elliot House
to be complied with.                                                               and western link between the northern ticket hall and Interchange        Using LUL Station Planning Standards and Guidelines, minimum
                                                                                   Concourse                                                                provision of escalators, stair widths and concourse areas can be
      No significant line closures of either the D&C or Victoria Lines                                                                                      compared against the proposed design such that it can be judged on it’s
      Minimal impact on Network Rail                                                                                                                        ability to accommodate demand (Level of Service C is built into the static
      Minimal Impact on the Bus Terminus                                                                                                                    station for sizing elements).
      No impact on the D&C ticket hall (part of the VTI project)




A011606                                                                                                         PAGE 5                                                                                                        JULY 2005
London Underground Limited
VICTORIA STATION UPGRADE
Stage B+ Option Review



Using approximate distances between key nodal points for each scheme             1     Train capacity 840 persons x 33 TPH (sponsor)
and assumed walk speeds for different station elements as defined in the         2     RODS data as supplied by Sponsor
Pedroute pedestrian simulation software, it is possible to calculate             3     Station Planning Standards and Guidelines factor of 3 hr matrix
journey times for the key routes. It should be noted that these do not                 total
take into account the effects of congestion on walk times.

By applying weightings as defined in the Business Case Development
                                                                                 2.4
Manual (Table E3A), congested times have been calculated as a
separate exercise and used to compare the schemes on the basis of
congested walk times for key areas such as the Interchange Concourse.
                                                                                       Forecast Passenger Demand 2016 (+35%)
The assignment of passenger flows to each scheme has maintained
these global volumes by entry exit. Where new infrastructure supplies an                              Dist W/B Dist E/B Vic N/B Vic S/B Victoria St Terminus Pl Wilton Road Sussex Entry Kent Entry Bressenden Vic St North Cardinal Pl Total
alternative route choice within the station, then assumptions have been
made on routing. For example, All Stage 3 schemes offer an additional
escalator link down from the Victoria Ticket Hall towards the Victoria Line,
                                                                                  To
for the purposes of this static assessment it has been assumed that 70%
                                                                                  From                1        2       3        4       5          6           7           8             9          10          11          12
of southern ticket hall to Victoria line flow uses the existing escalator link
with 30% assigned to the new escalator link. Where route choice is                Dist W/B       1    0        0       521      678     2561       230         1206        781           420        0           0           0           6397
available at platform level, then the percentage splits have been made            DistE/B        2    0        0       3882     1223    3234       291         1523        986           531        0           0           0           11668
based on assigning the volume according to the number of carriages                Vic N/B        3    6728     2103    0        0       584        228         252         1160          474        443         172         1846        13990
nearest each route option (assuming an equal load throughout the train).          Vic S/B        4    5961     3402    0        0       2520       985         1085        5003          2043       1911        743         7962        31616
                                                                                  Victoria St    5    650      581     266      9       0          0           0           0             0          0           0           0           1505
This approach and the results provided for Stage B+ will be confirmed             Terminus Pl    6    342      306     2222     75      0          0           0           0             0          0           0           0           2944
using the PEDROUTE dynamic assignment model once this is made                     Wilton Road    7    550      492     638      32      0          0           0           0             0          0           0           0           1711
available by LUL. PEDROUTE calculates route choice automatically by
                                                                                  Sussex Entry   8    6889     6163    13173    654     0          0           0           0             0          0           0           0           26878
assuming economic man and therefore passenger knowledge on which
route is quicker in terms of relative walk distance and congested                 Kent Entry     9    3549     3175    8074     401     0          0           0           0             0          0           0           0           15198
conditions over time.                                                             Bressenden     10   0        0       255      13      0          0           0           0             0          0           0           0           267
                                                                                  Vic St North   11   0        0       99       5       0          0           0           0             0          0           0           0           104
The passenger flow analysis and the annotated passenger flow plans for            Cardinal Pl    12   0        0       1062     53      0          0           0           0             0          0           0           0           1114
each scheme have been used to assess the relative passenger flow                  Total               24667    16222   30190    3142    8898       1735        4065        7929          3468       2354        915         9808        113394
benefits between schemes.

A static assessment of train capacity based on 33 trains per hour and an
assumed demand derived from the Sponsor’s supplied spreadsheet
confirms that the trains can physically process the demand of 2016 +
35% and hence the 35% demand increase is not an unrealistic figure to
assume for future growth in terms of absolute train capacity. It should be
noted that the static calculation assumes that load is spread equally
within the carriages and on the platforms for boarding and alighting. In
Stage C a dynamic model (with variable carriage and platform loading,
passenger congestion and emerging train dwell times affects) will
validate these assumptions.

                                      Vic SB       Vic NB     Notes
          Train capacity per hour      27,720      27,720       1
          Incoming load                17,300      19,900       2
          Alighters (A)                14,227        6,296      3
          Boarders (B)                  1,414      13,585       3
          B&A Balance                 -12,813        7,290
          Outgoing load                 4,487      27,190
          Spare Capacity               23,233          530

Notes




A011606                                                                                                          PAGE 6                                                                                                        JULY 2005
London Underground Limited
VICTORIA STATION UPGRADE
Stage B+ Option Review



          Cost Estimating                                                      Consistent with our modularised approach to design and costing, the
                                                                               risks that were identified were aligned to the functional modules rather     Generalised Journey Times (Secs)     Do Minimum
At this stage the estimate has been produced to a tolerance of +/-40%,         than being option specific. The results of the risk workshop were included   Vic TH to Vic Line Plats (route 1)       404
and as such this should be considered in setting the budget. The base          in the Stage 3 cost estimate and as such risk was used to inform the
                                                                                                                                                            Vic TH to Vic Line Plats (route 2)       164
date for the estimates contained within this report is 2nd quarter 2005.       commercial decision on whether or not an option was accepted.
                                                                                                                                                            Vic Line Platforms to D&C EB*            296
                                                                               2.6   Cost Benefit Index                                                     D&C EB to Vic Line Platforms*            250
Our estimate has been based on benchmarked actual cost rates
including subcontractors quotations from similar schemes for London                                                                                         Vic Line Platforms to D&C WB             324
Underground. We have also included an estimate for works appertaining                                                                                       D&C WB to Vic Line Platforms             279
                                                                               The costs for each scheme have been generated as outlined above to
to the Victoria line platform upgrades, this estimate was provided by LUL                                                                                   Vic Plats to Elliot gateline
                                                                               GRIP stage 3.                                                                                                        671
and to date we have not undertaken any analysis of it.                         To complete a high level indexation of the design options, the relative      Elliot gateline to street
                                                                               social benefits are required. The monetised journey time savings
The costings contained within this report adopt the modular approach to        compared to the Do Minimum (existing) layout have been calculated by
identify the cost of “bolt on” sub options that can apply to either some or    Scott Wilson using the following approach: The Value of Time assumed
all schemes. This approach has facilitated a more informed decision            as a constant is £6.99 (supplied by LUL).
making and option selection process.
                                                                               The process is as follows:
The estimates include for some items that appear to have been omitted
                                                                                  Demand by route for 2016 (+35%) is derived
from the baseline breakdown previously provided by others. These are
                                                                                  AM period Generalised Journey time hours calculated by key routes
identified in the relevant sections of the report.
                                                                                  for each scheme (free flow plus assessment of GJT congested for
                                                                                  interchange Concourse)
2.5       Risk Management                                                         Total hours for one weekday, year (250 days) and 30 year period are
                                                                                  then derived
As an integral part of the preparation of the business case and the               30 year total hours then multiplied by demand (as a constant each
production of a realistic price for the works, we undertook a preliminary         year)
Risk Management workshop on the 20th July 2005. This forms the basis              Total hours are then multiplied by the Value of Time of £6.99
of our structured, auditable approach to the identification, assessment,          (supplied by LUL) to give the final monetised value.
analysis and ongoing management of risks.
                                                                               This calculation does not provide a definitive social benefit value, the
The purpose of such a workshop is to, as a Project Team, objectively:          PEDROUTE model is required for this exercise when it becomes
                                                                               available. This high level static social benefit has been undertaken to
           Identify major quantifiable risks both general to construction      demonstrate the relative benefit between the schemes based on common
           projects and specific to the modules in question.                   assessment criteria. Therefore no comparison to the Arup report social
                                                                               benefit figures can be made, which utilised PEDROUTE output and
           Assess the impact of each identified risk in terms of cost and
                                                                               different demand assumptions. If this demand is maintained for 30 years,
           programme.
                                                                               then the relative monetised social benefit above the Do Nothing for each
           Plan a way forward to mitigate the risks.
                                                                               scheme is gained.

The results from our Risk Workshop can be seen in Appendix B                   The following table outlines the Generalised Journey times calculated for
                                                                               each key route within the existing station. Generalised journey times
Whilst the risk register identifies and quantifies the risks that are known,   have a weighting for vertical circulation, travellators etc which has been
due to the nature of the estimating process and the level of information       incorporated. This assessment has been undertaken for each scheme.
available at stage B, means that in addition to the specific quantifiable
risks identified in the workshop, we have applied an allowance to account      It should be noted that these figures are for free flow journey time (not
for those un-quantifiable risks that can not yet be identified. These          taking into account congested time). The congested time calculation has
typically include;                                                             only been undertaken on the Interchange Concourse for each scheme.

      •    Items which are uncertain in scope or likelihood of occurrence.
      •    Change in project circumstances or environment.
      •    Development of design
      •    Genuinely unforeseen items.




A011606                                                                                                        PAGE 7                                                                                         JULY 2005
London Underground Limited
VICTORIA STATION UPGRADE
Stage B+ Option Review




3   BASELINE OPTION                   3.1   Station Planning and Operations

                                      This is the previously proposed scheme (phases 1-3) with the new
                                      Bressenden Place ticket hall and staff accommodation at basement level
                                      below the south end of Bressenden Place and the properties on the north
                                      west corner of Bressenden Place and Victoria Street (120-124). There
                                      are three stairway connections to street level; one with compact
                                      escalators. There is space for plant rooms and a ticket office at
                                      basement level.

                                      A bank of three escalators runs from the ticket hall down to a concourse
                                      above the Victoria Line platform level. From the concourse, access to
                                      the north end of the Victoria Line platforms is by stairs. Access to the
                                      District & Circle Line platforms is via a ramped passageway to the
                                      existing interchange concourse.

                                      A mobility impaired person (MIP) lift runs from street level to the unpaid
                                      side of the ticket hall. A separate lift on the paid side connects the ticket
                                      hall with passageways above the platforms. A further lift runs between
                                      this passageway and the Victoria Line platforms.

                                      A new bank of three escalators links the south ticket hall to an extension
                                      of the existing interchange concourse. MIP access is provided from
                                      street level down to the existing south ticket hall, and from the ticket hall
                                      level down to the interchange concourse. New sets of stairs and MIP lift
                                      provide access to the westbound D&C platform. A MIP lift is also
                                      provided to the eastbound D&C platform. A slightly improved link is
                                      provided between the south ticket hall and the Network Rail station by
                                      widening the existing western stairs.


                                      The scheme has the following shortcomings:
                                         Additional demand is directed to the existing interchange concourse
                                         resulting in an average level of service E – F with 2016 (+35%)
                                         demand over the 3 hour peak period, which is unlikely to be
                                         acceptable to HMRI.
                                         It does not provide the LFEPA requirements for a lift or stairs to
                                         access the Victoria line platform direct from street level.
                                         MIP step free access from the Mainline Station to the Victoria
                                         Platforms is at street level via the north ticket hall only.
                                         The proposed stair extension to Victoria mainline station does not
                                         address the main capacity problem ie the Kent stairs
                                         No suitable site has been identified for a new station operations room
                                         (SOR) including dedicated access to street level.
                                         The new escalator construction from the south ticket hall takes
                                         existing accommodation although no additional space is allocated
                                         elsewhere.
                                         The proposed northern platform access would appear to clash with
                                         the piles indicated on the existing Elliot House construction drawings.
                                         It is therefore not clear whether the scheme can be constructed
                                         without acquiring this building
                                         Whilst the increased capacity provided will reduce the probability of
                                         congestion arising on the Victoria Line platform. It will be insufficient
                                         to eliminate entirely the need for pro-active station management in
                                         the event of delays arising on the Victoria Line train service,




A011606                      PAGE 8                                                                       JULY 2005
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VICTORIA STATION UPGRADE
Stage B+ Option Review



      unexpected surges of traffic from the main line station, or the lack of
      available escalators due to defect or maintenance.
      As the proposed south ticket hall to Victoria line platform route via the
      interchange concourse is longer than the existing direct route              KEY PASSENGER FLOWS
      (especially for passengers wishing to access the train at the southern
      end), the effective utilisation of this new route will rely heavily on
      station management

3.2     Passenger Flows
3.2.1     Southern Ticket Hall
All four schemes propose an additional set of escalators down from south
ticket hall diverting a proportion of Victoria Line boarders away from the
existing set of escalators and relieving congestion at the southern end of
the platforms. However, the existing escalators provide a much more
direct route to the platforms (shorter journey times). It would, therefore,
be necessary to implement operational measures to successfully divide
the entry flow between the two routes.

The Baseline scheme proposes four escalators in the up direction, and
two going down. Four out escalators is two more than required in terms
of demand, with two escalators down being one less than required. The
total provision of six escalators is adequate providing the current rule for
more total escalator numbers up can be relaxed.

3.2.2     District & Circle to Victoria Interchange
A key element of station infrastructure is the interchange concourse that
currently links the Victoria Line to the D&C Line. The Baseline scheme
links in to this concourse, whilst allowing the entry flow from the Victoria
Line Ticket Hall to distribute more evenly along the Victoria Line
platforms. The additional flow through the interchange concourse would
create very high congestion levels, to operate at a Level of Service (LOS)
C with the additional demand through this space requiring an area of
       2                                           2
267m when the current area available is 116m .

The flow from south ticket hall street to Victoria Line platforms using this
new route will also impact upon the escalators leading down to the
platforms. Whilst the required two escalators up are satisfied by the
proposed design, this increase in passengers going down requires a
further two escalators, which exceeds the one escalator proposed.

The Baseline scheme replaces the existing link between D&C WB and
the interchange concourse, which results in longer journey times for this
route.




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Summary of Proposed Infrastructure vs Required                              3.3.2     Access time                                                                Phased construction to possibly alleviate the need for the closure of
                                                                                                                                                                 Allington Street - possible closures to be timed for night time /
                                               Required       Proposed            The proposed north ticket hall improves access time to/from Victoria
                                                                                                                                                                 weekends
 South Ticket Hall UP                             2               4               Street and areas to north
                                                                                                                                                                 Use of Warwick Row as an alternative route onto Bressenden Place
                                                  3               2               The proposed new route between the south ticket hall and the
 South Ticket Hall DOWN
                                                                                  platforms increases average access time
 Req'd Area of Interchange Concourse                                                                                                                         3.4.2   South Ticket Hall and Links
                                                 267             116              There is no change in the interchange time between Victoria and
 (m2, LOS C)
                                                                                  D&C                                                                         The cut & cover box for the new set of escalators will require thick
 Escalators UP between Victoria Line &
                                                   2              2                                                                                          diaphragm walls or alternatively permanent horizontal propping at mid
 Interchange Concourse
                                                                            3.3.3     MIP access                                                             depth of the box. The bottom 3 to 4m of wall would be below groundwater
 Escalators DOWN between Victoria Line                                                                                                                       and this would be a significant construction challenge particularly as the
                                                   2              1
 & Interchange Concourse.                                                         MIP routes with lift access are planned in the northern ticket hall to     box crosses over the Victoria Line with a clearance of 2m. ‘Toeing’ of the
 Stair width between Victoria Line & North                                        serve all levels to the VIC platforms, D&C platforms and to the            diaphragm walls into the London Clay as a cut off would probably be
                                                 4.97            5.4
 Ticket Hall (m)                                                                  Victoria Line Ticket Hall                                                  required as would grouting behind the walls in the gravel zone. It may
 Escalators UP, North Ticket Hall                  1              2                                                                                          also be necessary to have a permanent drainage system to cater for
 Escalators DOWN, North Ticket Hall                1              1         3.4     Construction Methodology                                                 groundwater seepage into the cut & cover box.
Static Assessment AM peak, 2016 +35%
                                                                            3.4.1     North Ticket Hall                                                      The structure will be located under Wilton Road and Victoria Street,
3.2.3     Generalised Journey Times for Key Routes                          The works consist of a major cut and cover excavation and bored tunnels          adjacent to existing buildings. Whilst yet not confirmed, it is probable that
                                                                            of significant size, in close proximity to existing buildings and services.      by this point the work could be completed as a bored tunnel avoiding the
        Generalised Journey Times (secs)                                                                                                                     need to demolish the buildings.
        South Ticket to Victoria Line Platforms (new                        The ticket hall is approximately 5m deep. It is a conventional box
                                                                265
        route)                                                              structure constructed using diaphragm walls and top-down construction.           The bored tunnel extends under the D&C Line. A system of pre-support
        Victoria Line Platforms to D&C EB                       284         The bottom 1 to 2 m of the box would be below groundwater.                       is suggested in the Baseline report, in which the track bed would be
  Route                                                                                                                                                      strengthened by way-beams, cast into a reinforced concrete slab. The
        D&C EB to Victoria Line Platforms                       238         Groundwater control would be the main construction challenge and it
                                                                351         may be necessary to consider ‘toeing’ the diaphragm walls into the               slab would subsequently form the roof of the underpass. Drilling
        Victoria Line Platforms to D&C WB
                                                                            London clay to act as a groundwater cut off.                                     horizontal, contiguous piles would form the underpass walls and the
        D&C WB to Victoria Line Platforms                       305
                                                                                                                                                             ground would be excavated in stages, with the permanent lining installed
        North Ticket Hall gateline to Victoria Platforms        247                                                                                          as the excavation progresses.
                                                                            The inclined tunnel for the escalators will be excavated within the water-
        North Ticket Hall gateline to street                    77
                                                                            bearing terrace gravel and partly in the London Clay below the listed
                                                                            Victoria Palace Theatre and Duke of York public house. The tunnel will           The break-through on the east side to the interchange concourse, would
                                                                            be constructed using permanent Sprayed Concrete Lining (SCL)                     be routine and could be executed in engineering hours. The entry point
3.3     Compliance with Project Objectives                                                                                                                   needs to respect a 6m run-off distance from the top of the escalator. The
                                                                            techniques incorporating a waterproof membrane. Settlement control will
3.3.1     Congestion relief                                                 be a major issue and will influence the design of all of the new works.          access to the escalator upper machine chamber beneath the interchange
                                                                            Temporary ground improvement works, and careful instrumentation will             concourse will need to be reconfigured (existing staircase on east side).
Platforms
    Improves distribution of boarding passengers on platforms by            be critical. Even with these measures the HSE may impose restrictions
                                                                            for tunnelling beneath a venue containing large numbers of people                The box will also be extended locally to build new stairs. It will include an
    providing new routes from the South TH via the Interchange                                                                                               MIP lift shaft. The shaft will be built at the end of a passage at ~El. 98m.
    Concourse and from the North TH to the North Platform Concourse         including limits on working hours.
                                                                                                                                                             The shaft comes out at two levels: the D&C station and the interchange.
    Improves clearance of alighting passengers from platforms by
                                                                            The existing draft relief duct should be avoided as it needs to remain
    providing new exit routes from the North Platform Concourse to the                                                                                       A second MIP lift shaft from the D&C platform links the westbound to the
                                                                            operational throughout the period of construction.
    Victoria Line Ticket Hall and to the proposed Bressenden Place                                                                                           interchange level. The upper access tunnel is at El. 98m and is built as a
    Ticket Hall                                                                                                                                              cut and cover. This will result in the demolition of 181 and 183 Victoria
                                                                            Bressenden Place is a four lane carriageway southbound with three
                                                                            lanes for right turning traffic onto Victoria Street and one lane for left       Street. 175-179 Victoria Street and 20 Terminus Place may also need
Victoria Line Ticket Hall                                                                                                                                    partial demolition or underpinning. The practicality of constructing this
                                                                            turners. It is envisaged that a minimum of 2 lanes will remain open
    Relieves congestion by providing additional capacity to the platforms                                                                                    using bored tunnel will be considered further at Stage C. The lower
                                                                            during construction by the provision of staged diversions. Given the high
    via proposed new route to the Interchange Concourse and via the                                                                                          passage from the MIP lift shaft will be excavated by hand and supported
                                                                            volume of traffic it is anticipated that this may result in significant delays
    proposed Bressenden Place Ticket Hall;                                                                                                                   with square work. The shaft would be excavated by hand and lined with
                                                                            at the junction with Victoria Street.
                                                                                                                                                             concrete or cast iron rings (cast iron is more likely given the restricted
Interchange Links                                                                                                                                            working area). Ground stabilization to control water entry may be
                                                                            The Baseline report indicated that Allington Street may have to be closed
    Additional passengers to and from the Victoria and Bressenden                                                                                            required.
                                                                            during construction. This may impact on buses and other vehicles
    Place Ticket Hall via the Interchange Concourse substantially
                                                                            wanting to travel east along Victoria Street. Possible mitigation measures
    increases congestion in this area. The new interchange links                                                                                             The planned alignment of the cut-and-cover box from the South Ticket
                                                                            could include:
    between ticket halls would operate within acceptable limits.                                                                                             Hall indicates a probable clash with foundation / vaults of Abford House
                                                                                Introducing a right turn at the junction of Wilton Road / Victoria Street
                                                                                and changing the direction of one of the westbound lanes between             (we are aware a planning application exists and the basement is set back
                                                                                Bressenden Place and Vauxhall Bridge Road                                    to provide additional clearance).




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It is also recommended that a minimum clear distance of 4 to 5m                  sewer is at a high level. There is also a deep level sewer of diameter              construction activities will not have detrimental effects on the structural
between the new box construction and the existing escalator tunnel/shaft         2.54m below all of the proposed structures, running approximately                   integrity of the listed building. Victoria Station is also a Grade 2 listed
be respected. With the current arrangement it appears that there is              parallel and to the east of KPS sewer. Neither of these is anticipated to           building so the same constraints apply.
insufficient space, which will need to be confirmed when the 3D Survey           present particularly onerous problems for construction.
data becomes available.                                                                                                                                              Townscape and Visual Impacts – in line with the above an assessment
                                                                                 The MIP Lift shaft adjacent to the interchange concourse will need to be            of townscape and visual impacts will have to be carried out to determine
In the Baseline Option it is anticipated that Wilton Road would be closed        excavated from the surface on the south side of Victoria Street. A 1.75m            how the new proposals fit with the existing townscape, local views, the
and Victoria Street narrowed for certain periods.                                diameter sewer and a ~0.8m diameter water main run close to this point              settings of listed buildings and Conservation Areas and Strategic Views.
                                                                                 and will probably require diversion.                                                This corner of Bressenden Place and Victoria Street is very prominent
Wilton Road is one way northbound and carries significant levels of                                                                                                  with views from Westminster Conservation Area and Victoria Station.
buses, taxis and other traffic. The local road network consists of               3.4.5     Programme
numerous one-way roads that carry significant levels of traffic.                                                                                                     Traffic and Transportation – temporary traffic impacts are likely to
                                                                                 The works programme in the Baseline report is indicated to be 52 months
Consequently, it has not been possible to identify a suitable diversion                                                                                              result from road closures, diversions and changed traffic priorities
                                                                                 for Phase 1 and 59 months for Phases 2/3. If Phases 1/2/3 were
route for vehicles. From a traffic and transport perspective, it is                                                                                                  affecting heavily congested areas for many months. There are also likely
                                                                                 combined into a single phase, it is anticipated that the overall
recommended that the construction of the cut and cover be phased to                                                                                                  to be changed arrangements for bus and taxi services. The transport
                                                                                 construction would be approximately 60 months.
facilitate Wilton Road being kept open to a minimum of one lane. This                                                                                                impact assessment will evaluate these effects and through inputs to the
would involve the relocation of the taxi rank and possibly some bus stops                                                                                            construction strategy and consultation, mitigation measures will be
further south.                                                                   3.5     Compliance Issues                                                           developed. Consideration must be given to how the travelling public will
                                                                                                                                                                     be affected during the construction phase. In particular, it will be
The new north ticket hall distributes tube passengers at surface levels          Any design option selected related to existing assets or proposed new               necessary to demonstrate through a passenger management strategy,
and it will help relieve the pedestrian crossings on Wilton Road and             assets will need to be assessed by the VSU Project Team and approved                how efficient interchange access will be achieved during the construction
Vauxhall Bridge Road.                                                            by the Project Sponsor and will need to comply with the requirements of             phase. The staging for closure of Bressenden Place is key.
                                                                                 Legislation, Regulations, International Standards, LUL Standards and
3.4.3     Platform Access                                                        Procedures and the LUL Railway Case for Safety. LUL Technical and                   Noise and Vibration – impacts on sensitive receptors including theatres,
                                                                                 Safety Assurances protocols shall be applied to all Project processes and           hotels and residential properties will need to be assessed. Night time and
The layout of the Northern Connection (MIP Lift and Stairs) and                  Assurance evidence shall be gathered to demonstrate compliance with                 weekend working will also be factors. Inputs to the construction strategy
associated settlement mitigation measures are considered to be                   HMRI, LUL requirements and the Contract.                                            and programming are likely to provide the principal source of potential
impractical and likely to cause adverse impact on the existing operational
                                                                                                                                                                     mitigation opportunities. The Victoria Palace Theatre residences in
Station tunnels (by excessive deformation). This is primarily due to the         The VSU Project Team has reviewed the existing Victoria Station assets              Carlisle Place are the nearest sensitive receptors.
large number of independent openings that are proposed over and                  and identified a number of non-that are listed in Appendix B of this report.
adjacent to the tunnels. The thrust on the existing Victoria Line tunnel
                                                                                                                                                                     Contamination – it is understood that asbestos was used to line the
linings will be concentrated due to the presence of the two elliptical           A summary of these non-compliance issues is given below:                            walls of the existing underground station and its associated tunnels and
construction tunnels and it is unlikely that the minipiles will provide the
                                                                                                                                                                     passages. A methodology and approach will have to be developed to
required lateral restraint to avoid deformation of the running tunnels.                Lifts are not conspicuously sited in the Victoria mainline station            remove this, where it will be disturbed, whilst not presenting a health
                                                                                       entrance, in the South TH to the interchange level, on the D&C                hazard to staff, customers and other workers. There may also be other
The intrusive ‘bridge’ proposed across the top of Victoria Line                        platforms, on the VIC platforms and in the interchange level to the           land contaminants or toxic materials present in the existing station, its
southbound tunnel requires the removal of the top portion of the station               North TH.                                                                     environs and other properties to be demolished. These will be identified
tunnel. Although technically challenging it could possibly be performed                The interchange concourse is congested and the second bank of                 through surveys with appropriate measure developed for removal.
with only minimum possession time. A crash-deck would be placed over                   existing escalators is beyond capacity.
the tracks and would remain in place in order to permit working above the              The SOR in the South Ticket Hall does not have a fire protected               Socio-Economic Impacts – Value for money and journey time savings
operational tunnel and to form the permanent landing slab.                             route direct to/from the street.                                              together with the detrimental effects during construction from the closure
                                                                                       Escalator shafts shall be constructed with provision for 3 escalators.        of businesses or public transport delays will all need to be assessed.
Spaceproofing of the staircase between and above the platform tunnels                  At the North end of the platforms space does not allow for 3 standard
and the intrusive ‘bridge’ will be required. The layout is reliant upon Elliot         LUL escalators.                                                               3.6.2    Operational Phase
House being supported on strip foundations rather than piles with a toe
level of 93m as indicated on the as-built drawings. Placing them in a                                                                                                Operational impacts are generally unlikely to be significant although
clash zone with the stair and MIP Lift works.                                    3.6     Environmental Impacts                                                       noise and vibration impacts on the Victoria Palace Theatre need to
                                                                                                                                                                     evaluated.
                                                                                 An initial assessment of the potential significant environmental impacts
The construction of the stairs will require the relocation of all service
                                                                                 for this scheme identified the following issues that will require further
rooms in the vicinity and an abandonment/reconfiguring of cross
                                                                                 consideration in Stage C.                                                           3.7     Fire Engineering
passages to provide access to the MIP lift. The relocation of these rooms
will be problematic. Additional space could possibly be provided in a                                                                                                The proposed design would improve the situation by the provision of a
                                                                                 3.6.1     Construction Phase
purpose built tunnel or shaft constructed below the station tunnels.                                                                                                 new ticket hall. This will introduce a totally new exit route from the station,
                                                                                 Built Heritage – This option removes a building that shares a party wall            increasing the exit capacity from the station and reducing the reliance on
3.4.4     Utilities                                                              with the listed Victoria Palace Theatre. Development that affects listed            the existing ticket halls. However, it is possible that the improved
                                                                                 buildings directly or their setting will require listed building consent. It will   evacuation capacity may simply be seen as compensating for the
There are two large sewers running under commercial properties along
                                                                                 also be necessary to demonstrate that tunnelling, piling and other
the western edge of Bressenden Place. The kings Scholars Pond (KPS)




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increased passenger numbers with no overall increase in the standard of               Lighting and small power throughout all new public areas.and all new       scheme has been priced to validate the estimate previously provided by
fire safety.                                                                          staff areas including the rooms that have been relocated.                  the London Underground VSU Project Team.

For the proposed design;                                                              Cabling from the new escalator to the new relocated switch rooms to        It is important to note that the cost of the baseline scheme as shown
a) it would not be possible to provide smoke ventilation within the                   the existing sub distribution boards/equipment.                            below contains some elements of the design that are unbuildable and as
    existing platform areas. The extraction rates that would be required in                                                                                      such whilst we have priced additional risk to account for this the true
    these areas tend to be of the order of 100m3/s which would not be                 Switchgear and distribution boards to replace those where the switch       purpose of this baseline estimate is to provide a consistent base from
    feasible without very substantial construction.                                   rooms are to be relocated. Upgraded as necessary to accommodate            which the modular sub options can be priced.
b) there is no single location where a vertical lift and stair shaft could be         the increase in power supply requirements and 25% spare capacity.
    located that could connect the lowest platforms (the Victoria Line                The present switch rooms have to remain operational until new              The breakdown for the indicative estimate can be seen in the table
    platforms) straight up to street level. It would therefore not be                 switch rooms are fully operational and consequentially, present            below.
    possible to provide a fire-fighting shaft within the proposed scheme.             equipment will become redundant.
c) the dead-end distances would be slightly reduced at the northern                                                                                                                    Modules                          Baseline
    ends of the Victoria Line platforms. Other dead-ends will not be                  A new switch room to be provided in the Northern Ticketing Hall fed                                                                  (£M)
    improved.                                                                         from the main switch room E10 in the South Ticket Hall.                       Northern Ticket Hall                                    £23
                                                                                                                                                                    Southern Ticket Hall                                    £16
3.8   Systems Engineering                                                             Drainage from escalators, new staff areas, new public areas etc to an         Eastern Link                                             £3
                                                                                      existing sump. For the new North ticket hall entrance and ticketing           Western Links                                      Not Included
Due to the increased size of the station and the number of systems and                area a new sump will need to be provided.                                     Interchange Gallery                                Not Included
areas that need monitoring it is proposed that a new station operation                                                                                              Eastbound D&C Links                                Not Included
room is built. The present station operation room does not have a                     Water supplies for relocated kitchen and toilets in the old Railtrack         Westbound D&C Links                                      £3
separate emergency access to the surface. This new Station operation                  Canteen and in the secure ticketing suite in the new North ticket hall.       Congestion Relief Passageway                            £14
room would be located to the east of the present Victoria Line ticket hall
                                                                                                                                                                    Lifts, Escalators & Travellators                        £27
partially in an area presently occupied by staff rooms.                               Full secure ticketing office suite in the new North ticket hall, which        Dedicated Fire Access from Street Level            Not Provided
                                                                                      shall include two ticket issuing windows in the ticket office, three          Victoria Platform Works (assumed as before)             £15
The station operation room would be designed to accommodate all the                   passenger operated machines, mess/kitchen, toilets, Locker room,
equipment in the present station operation room plus the equipment                                                                                                  Preliminaries and OH&P                                  £42
                                                                                      paper store, and ticket clerks office.
necessary for the new public areas and the North Ticket Hall.                                                                                                       Sub-Total                                              £143
                                                                                      Underground ticketing system gate line with gate line attendant               Land Assembly                                           £10
To accommodate the proposed new bank of escalators from the South                     position in the North ticket hall with connection back to the relocated       On Costs & Risks                                        £89
Ticket Hall the plant rooms 2/661 Switch Room, 2/662 LT Switch Room,                  SCR (relocated) in the South ticket hall.                                     TOTAL                                                  £242
2/663 Switch Room, 2/733 CER, 2/748 SCR, and 2/676 will all need to be                                                                                              TOTAL (High Tolerance RIBA Stage B +40%)               £339
relocated. The current baseline design does not appear to have made                   PA and CCTV systems in the new public areas.                                  Monetised Benefits compared to Do
adequate provision for relocating these rooms and whilst they could be                                                                                                                                                      £142
                                                                                                                                                                    Minimum
relocated into an expanded area presently occupied by LUL staff rooms
and a ventilation plant room to the east of the gate line additional space
                                                                                      PA and evacuation alarms in the new staff and plant room areas as             Cost Benefit Index                                      100
                                                                                      necessary.
will need to be created to accommodate all the rooms.
                                                                                                                                                                     Individual module costs are not the full cost as they exclude
                                                                                      HVAC system for the new ticketing office suite at the North ticket hall.       preliminaries, on-costs and risks.
The staff areas, 2/454 & 2/281 Offices, 2/351 Kitchen, and 2/411 & 2/291
Lockers, providing agreement can be reached, could be relocated to the                                                                                               OH&P and On Costs have been calculated on a percentage basis
                                                                                      Ventilation for the new/relocated staff areas including toilet extract         No allowance has been made for: betterment for the reuse of existing
former Railtrack (Network Rail) Canteen.
                                                                                      system.                                                                        equipment, any development in connection with air rights over,
To accommodate the stairs and MIP lift for the northern end of the                                                                                                   contaminated land, unforseen ground conditions, hazardous
Victoria Line platforms the two electrical switch rooms (5/238, 5/376) will           Ventilation of new escalator machine chambers.                                 materials station closures, operational costs, additional operational
need to be relocated, (possibly to part of 5/383 Store and a future SER).                                                                                            staff required during construction, work covered by the Station
There ought to be no effect on the pump room, which would end up                      Upgrade of existing fire panel.                                                modernisation programme, costs to date, relocation of existing
beneath the new stairs.                                                                                                                                              tenants on site and VAT.
                                                                                      Fire detectors in all new areas
The proposed new access from the MIP lift to the D&C westbound
platform will require the relocation of relay room 3/713 and possibly pump            Fire suppression system for any new retail units.
room 3/772.
                                                                                      Water suppression system in all new escalators and pipework thereto
The relocation and testing of the existing plant rooms will need to take
place prior to works commencing for the escalators.
                                                                                3.9     Cost and Social Benefit
The following new equipment is required:-                                       In completing our indicative cost estimate we have adopted the cost
                                                                                breakdown structure provided by London Underground. The baseline




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4   MODIFIED BASELINE OPTION
                                         4.1     Station Planning and Operations
                                         This option retains many of the features of the baseline scheme but
                                         seeks to address the short comings identified. The baseline scheme has
                                         been modified to improve or rationalise passenger flow and MIP access.
                                         The following is proposed:

                                               Increase space adjacent to the interchange concourse.
                                               In accordance with the latest station planning standards and
                                               guideline requirements provision of an inclined lift in place of one of
                                               the new escalators from the south ticket hall towards the Victoria line
                                               platforms. Whilst this should be acceptable, however, having only 2
                                               new escalators will provide no margin for escalators out of service.
                                               The use of MIP facilities is expected to be high at Victoria where
                                               many passengers are encumbered with luggage. The use of this
                                               inclined lift needs further evaluation in terms of capacity, frequency
                                               and waiting arrangements compared to the alternative of the
                                               conventional MIP lift.
                                               Provision of 2 No NED escalators at the north end of the Victoria line
                                               platforms (rather than stairs).
                                               Provision of a travelator to the south eastern paid area link. It is
                                               envisaged that this will be travelators operating in the peak direction
                                               with an adjacent passageway.
                                               Enlarges the existing South ticket hall box to provide space for a new
                                               Station Operations Room (SOR). The practicability of using the
                                               available space will require further detailed consideration.
                                               Create one way system for flows between the D&C lines and the
                                               interchange concourse
                                               Provide MIP access to the Victoria Line via the interchange
                                               concourse.
                                               Provision of 2 MIP lifts from the main line station to the Victoria Line
                                               ticket hall, thereby remedying a previous deficiency.
                                               Provision of a separate widened area between the galleries adjacent
                                               to the existing interchange concourse giving improved space for
                                               decision making at the route junction and keeping the passenger
                                               route from the south to the north gallery clear of the crowded
                                               interchange concourse.
                                               This scheme still does not provide a firemen’s lift or stairs for the
                                               LFEPA to access the Victoria Line platforms direct from street level.




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                                                                              4.2.5   Generalised Journey Times for Key Routes
4.2     Passenger Flows
                                                                                                                                           Modified
4.2.1     Southern Ticket Hall
                                                                                     Generalised Journey Times (secs)                      Baseline
The Modified Baseline scheme encounters the same problem as the                      South Ticket to Victoria Line Platforms (new route)     240
Baseline scheme for the provision of escalators at Victoria Line Ticket              Victoria Line Platforms to D&C EB                       284
Hall. The total provision of five escalators is adequate providing the
                                                                               Route D&C EB to Victoria Line Platforms                       238
current rule for more total escalators up can be relaxed.
                                                                                     Victoria Line Platforms to D&C WB                       324
4.2.2     District & Circle to Victoria Interchange                                  D&C WB to Victoria Line Platforms                       279
By adding a travelator along the new route from the ticket hall to the               North Ticket Hall gateline to Victoria Platforms        230
Victoria Line platforms, it is made more attractive (with lower journey              Bressenden gateline to street                           77
times), increasing the potential proportion of passengers using the new
route. This will improve the distribution of passengers along the platform,
relieving congestion at the southern end, but will route more passengers
through the interchange concourse. The required area of this concourse
                               2
consequently rises to 298m in order to maintain LOS C.
                                                                                          KEY PASSENGER FLOWS
Similarly to the Baseline scheme, the flow down from the interchange
concourse to platforms requires two escalators, but only one is proposed.
The total up and down requirement with +35% is four, but it is only
possible to retain the existing three.

4.2.3     Northern Ticket Hall
The Modified Baseline scheme replaces the stairs to the north ticket hall
at the northern end of the platforms, with two escalators, which are able
to accommodate demand.

The provision of three escalators in the north ticket hall is sufficient.

4.2.4     Summary of Proposed Infrastructure vs Required


                                                  Required         Proposed
 South Ticket Hall UP                                2                 3
 South Ticket Hall DOWN                              3                 2
 Req'd Area of Interchange Concourse
                                                     298              116
 (m2, LOS C)
 Escalators UP between Victoria Line &
                                                       2               2
 Interchange Concourse
 Escalators DOWN between Victoria Line
                                                       2               1
 & Interchange Concourse.
 Stair width between Victoria Line & North
                                                       -                -
 Ticket Hall (m)
 Escalators UP, North Ticket Hall                      1               2
 Escalators DOWN, North Ticket Hall                    1               1
Static Assessment AM peak, 2016 +35%




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                                                                                Using advanced tunnelling techniques (ground replacement/improvement             The need for an intrusive ‘bridge’ should a concession for an escalator
4.3     Compliance with Project Objectives                                      and pipe arches etc.) to counter the poor ground conditions in the upper         not be obtained could be avoided whilst retaining compliant stairs by
                                                                                12m of the strata, the escalator barrel could be driven as a tunnel from         incorporating a short ramp at the foot of the stairs to gain an additional
4.3.1     Congestion relief                                                     the piled box. This would allow at least one lane of traffic, to be              say, 0.4m.
                                                                                maintained along Wilton Road. This would involve the relocation of the
Platforms
                                                                                taxi rank and possibly some bus stops further south. These aspects will          A MIP lift can be accommodated in a shaft between El. 93m and the
   Generally as Baseline Option
                                                                                need to be studied in greater detail at the commencement of Stage C.             platform, El. 85.6m, positioned at the northern end between the running
   Escalators at the north end give better platform clearance than stairs                                                                                        tunnels with a passageway back to platform passing between two
                                                                                The Bressenden Place ticket hall will help distribute tube passengers at         existing relay rooms. The width would be a maximum of 2m. The
Victoria Line Ticket Hall                                                       surface level. Specifically it will help relieve the pedestrian crossings of     relocation of relay room is considered to be problematic. The lift shaft
    Generally as Baseline Option                                                Wilton Road and Vauxhall Bridge Road.                                            would need to be constructed top down in engineering hours /
    Direction of escalators gives one set of out gates in ticket hall (2 sets                                                                                    possession.
    of in gates) reducing congestion (cross flows) in ticket hall:              4.4.3   North Platform Access
                                                                                Prior to the start of tunnelling all cross passages and “service” rooms          Once again this option relies on Elliot House being constructed on a raft,
Interchange Links                                                                                                                                                otherwise its acquisition is considered the only viable option.
    West and East Interchange Links for interchange between D&C and             which are to be abandoned are to be filled with foam concrete (or
    VIC provides better overall connectivity;                                   similar). The tunnels will be constructed using permanent sprayed
                                                                                concrete lining techniques (incorporating a waterproof membrane).
                                                                                                                                                                 4.4.4   Interchange Gallery and Connections
4.3.2     Access time
                                                                                Unlike the Baseline Option an inclined single circular (or elliptical) tunnel    The passageway enlargement to the east of the existing interchange
      Generally as Baseline Option;                                             will be constructed, respecting a ~1.0m lateral clearance between the            concourse as indicated should be located a minimum of 3m from the
      Passenger travellator improves access time;                               running tunnels at the closest point. Preliminary modelling indicates an         north edge of the D&C line tunnel and a maximum diameter of 7m to
      West and east Interchange Links reduce access time for D&C                internal tunnel diameter of 6m can be achieved. Consideration will be            avoid impacting on the southbound Victoria line tunnel below. A short
      passengers using North Ticket Hall;                                       given to loosening bolts in the cast iron lining to allow some settlement or     stub tunnel approximately 4.5m diameter would connect the tunnel to the
                                                                                deformation and avoid cracking of the watertight seals. This will be             interchange concourse.
4.3.3     MIP access                                                            undertaken over several months during engineering hours.
                                                                                                                                                                 4.4.5   D & C Link – Eastbound
      Generally as Baseline Option;
                                                                                                                                                                 This link is provided to give stair access to the eastbound D&C Line. The
      The route between the South Ticket hall and the VIC platforms is
                                                                                                                                                                 construction is envisaged to be similar to the adjacent congestion relief
      more direct
                                                                                                                                                                 stair tunnel that was built in 1992, a mined tunnel, of diameter ~4.5m,
                                                                                                                                                                 that passes under the sewer and water main located on the south side of
4.4     Construction Methodology                                                                                                                                 Victoria Street. A worksite on the south side of Victoria Street will be
                                                                                                                                                                 necessary to drive the tunnel.
4.4.1     North Ticket Hall
The key elements of the north ticket hall and envisaged construction                                                                                             4.4.6   D & C Link – Westbound
methodology are similar to the Baseline Option. However, in this option                                                                                          The cut and cover box is located under the public highway in Victoria
the access via a subway from the south side of Victoria Street has been                                                                                          Street and phased construction will be necessary to minimise impacts on
eliminated and replaced by an additional stair access on the east side of                                                                                        the traffic.
Bressenden Place.
                                                                                                                                                                 Unlike the baseline option it is proposed that the link tunnel beneath D&C
4.4.2     South Ticket Hall and Links                                                                                                                            lines is constructed at El. 93m. This is the practical lowest floor level,
To accommodate the plant and services rooms and new escalators the                                                                                               which maintains a compliant stair rise of 5m and a consequence a 0.4m
existing ticket hall will need to be widened at both the east and west ends                                                                                      rise back to the interchange concourse accommodated in a short ramp.
with a 5m deep cut and cover box.
                                                                                                                                                                 Despite this alteration, the headroom clearance under the D&C lines
Whilst not as currently drawn, for buildability reasons the new escalator                                                                                        remains extremely low. The invert level of the link tunnel will be ~El.
box will be constructed 4 to 5m east of the existing escalator tunnel/shaft                                                                                      90.5m and will clear the top of the southbound Victoria line tunnel by ~
in the widened eastern area. The box will be aligned to maintain a              Within a 6m internal diameter shaft, it is possible to install one of the        0.5m. Consideration should be given to the use of a non-circular profile,
minimum distance of 2m from the basement of Abford House.                       following.                                                                       such as a horizontal ellipse, in order to maximise clearance above and
                                                                                                                                                                 below the link tunnel. The tunnel alignment as it crosses the D&C line
The southern end of escalator box is approximately 15m deep. The box                A 5.4m wide flight of stairs                                                 will also be orientated to cross at 90 degrees. This issue will be explored
structure is constructed using either diaphragm wall or secant piles. A                                                                                          in more detail in Stage C.
                                                                                    Two New Escalator Design (NED) escalators
vertical clearance of ~3m should be maintained over the station tunnels             Three compact escalators                                                     4.4.7   Programme
below. To limit the impact on the bus terminus and other traffic routing,
the piling works to construct the box would need to be carried out in a         The last two will definitely require a concession and the first will require a   The overall construction programme is anticipated to be approximately 54
series of phased work packages.                                                 concession if the rise is greater than 5m.                                       months.




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4.5     Compliance Issues                                                       4.8     Systems Engineering                                                         Drainage from escalators, new staff areas, new public areas etc to an
                                                                                                                                                                    existing sump. For the new North ticket hall entrance and ticketing
Any design option selected related to existing assets or proposed new           Due to the increased size of the station and the number of systems and
                                                                                                                                                                    area a new sump will need to be provided.
assets will need to be assessed by the VSU Project Team and approved            areas that need monitoring it is proposed that a new station operation
by the Project Sponsor and will need to comply with the requirements of         room is built. The present station operation room does not have a
                                                                                                                                                                    Water supplies for relocated kitchen and toilets in the old Railtrack
Legislation, Regulations, International Standards, LUL Standards and            separate emergency access to the surface. This new Station operation
                                                                                                                                                                    Canteen and in the secure ticketing suite in the new North ticket hall.
Procedures and the LUL Railway Case for Safety. LUL Technical and               room would be located to the east of the present Victoria Line ticket hall
Safety Assurances protocols shall be applied to all Project processes and       partially in an area presently occupied by staff rooms.
                                                                                                                                                                    Full secure ticketing office suite in the new North ticket hall, which
Assurance evidence shall be gathered to demonstrate compliance with
                                                                                                                                                                    shall include two ticket issuing windows in the ticket office, three
HMRI, LUL requirements and the Contract.                                        The station operation room would be designed to accommodate all the
                                                                                                                                                                    passenger operated machines, mess/kitchen, toilets, Locker room,
                                                                                equipment in the present station operation room plus the equipment
                                                                                                                                                                    paper store, and ticket clerks office.
The VSU Project Team has reviewed the existing Victoria Station assets          necessary for the new public areas and the North Ticket Hall.
and identified a number of non-that are listed in Appendix B of this report.
                                                                                To accommodate the proposed new bank of escalators from the South                   Underground ticketing system gate line with gate line attendant
                                                                                Ticket Hall the plant rooms 2/661 Switch Room, 2/662 LT Switch Room,                position in the North ticket hall with connection back to the relocated
      Lifts are not conspicuously sited on the D&C WB platforms, on the
                                                                                2/663 Switch Room, 2/733 CER, 2/748 SCR, and 2/676 will all need to be              SCR (relocated) in the South ticket hall.
      VIC platforms and in the interchange level to the North TH.
      The SOR in the South Ticket Hall does not have a fire protected           relocated. The current baseline design does not appear to have made
                                                                                adequate provision for relocating these rooms and whilst they could be              PA and CCTV systems in the new public areas.
      route direct to/from the street.
      The interchange concourse is congested and the second bank of             relocated into an expanded area presently occupied by LUL staff rooms
                                                                                and a ventilation plant room to the east of the gate line additional space          PA and evacuation alarms in the new staff and plant room areas as
      existing escalators is beyond capacity.
                                                                                will need to be created to accommodate all the rooms.                               necessary.
      Escalator shafts shall be constructed with provision for 3 escalators.
      At the North end of the platforms space does not allow for 3 standard
                                                                                The staff areas, 2/454 & 2/281 Offices, 2/351 Kitchen, and 2/411 & 2/291            HVAC system for the new ticketing office suite at the North ticket hall.
      LUL escalators.
                                                                                Lockers, providing agreement can be reached, could be relocated to the
                                                                                former Railtrack (Network Rail) Canteen.                                            Ventilation for the new/relocated staff areas including toilet extract
4.6     Environmental Impact                                                                                                                                        system.
4.6.1     Construction Phase                                                    To accommodate the stairs and MIP lift for the northern end of the
                                                                                Victoria Line platforms the two electrical switch rooms (5/238, 5/376) will         Ventilation of new escalator machine chambers.
The construction impacts associated with this scheme will be very similar       need to be relocated, (possibly to part of 5/383 Store and a future SER).
to the Baseline scheme.                                                         There ought to be no effect on the pump room, which would end up                    Upgrade of existing fire panel.
                                                                                beneath the new stairs.
4.6.2     Operational Phase                                                                                                                                         Fire detectors in all new areas
Operational impacts are generally unlikely to be significant although           The proposed new access from the MIP lift to the D&C westbound
noise and vibration impacts on the Victoria Palace Theatre need to              platform will require the relocation of relay room 3/713 and possibly pump          Fire suppression system for any new retail units.
evaluated.                                                                      room 3/772.
                                                                                                                                                              Water suppression system in all new escalators and pipework thereto
                                                                                The relocation and testing of the existing plant rooms will need to take
4.7     Fire Engineering                                                        place prior to works commencing for the escalators.
                                                                                                                                                              4.9     Cost and Social Benefit
In principle, the main differences between this option and the Base Line
option are the increased circulation routes between platforms. These are        The following new equipment is required:-                                     This scheme develops the baseline scheme designing out the
not direct escape routes, and it is not normally permitted to design                                                                                          unbuildable items and replacing them with infrastructure that allow easier
escape from one platform to be via another platform. As such, it is                   Lighting and small power throughout all new public areas.and all new    construction and create better circulation and congestion relief.
unlikely that there would be any significant difference in fire safety terms          staff areas including the rooms that have been relocated.
between this scheme and the Base Line option.                                                                                                                 This estimate begins to introduce some of the modular sub options that
                                                                                      Cabling from the new escalator to the new relocated switch rooms to     can be applicable to more than one option.
For the proposed design;                                                              the existing sub distribution boards/equipment.
a) it would not be possible to provide smoke ventilation within the                                                                                           4.9.1     Major Additional Costs/Cost Drivers to the Baseline
    existing platform areas. The extraction rates that would be required in           Switchgear and distribution boards to replace those where the switch    This list is not intended to be comprehensive in its identification of all the
    these areas tend to be of the order of 100m3/s which would not be                 rooms are to be relocated. Upgraded as necessary to accommodate         additional costs, it merely identifies the main areas of design change that
    feasible without very substantial construction.                                   the increase in power supply requirements and 25% spare capacity.       attract additional cost.
b) there is no single location where a vertical lift and stair shaft could be         The present switch rooms have to remain operational until new
    located that could connect the lowest platforms (the Victoria Line                switch rooms are fully operational and consequentially, present               Enlarged Southern Ticket Hall
    platforms) straight up to street level. It would therefore not be                 equipment will become redundant.                                              To accommodate the relocated existing services and LU
    possible to provide a fire-fighting shaft within the proposed scheme.
                                                                                                                                                                    accommodation the option extends both the Western and Eastern
c) the dead-end distances would be slightly reduced at the northern                   A new switch room to be provided in the Northern Ticketing Hall fed           sides of the Southern ticket hall.
    ends of the Victoria Line platforms. Other dead-ends will not be                  from the main switch room E10 in the South Ticket Hall.                       Construct MIP Lift in existing passageway
    approval.




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    An existing passageway will need to be removed and/or modified to            4.9.3   Current Cost Estimate
    accommodate the driving of a vertical shaft to house a proposed MIP
    lift. This lift facilitates MIP access to the East bound D&C tunnel.                               Modules                           Modified
                                                                                                                                       Baseline (£M)
    New Incline lift to phase 3 link
                                                                                    Northern Ticket Hall                                    £23
    The incline lift will incur additional costs associated with difficult
    construction in a constrained environment                                       Southern Ticket Hall                                    £20
    New Lifts in Southern Ticket Hall                                               Eastern Link                                             £3
    2nr lifts have been proposed to allow better MIP access to the                  Western Links                                       Not Included
    southern ticket hall.                                                           Interchange Gallery                                      £1
    3nr Compact Escalators to North End of Victoria Line Platform                   Eastbound D&C Links                                 Not Included
    3 compact type escalators are proposed to facilitate quicker access             Westbound D&C Links                                      £3
    to and from the northern end of the Victoria line platforms. These will         Congestion Relief Passageway                            £14
    require complex design interfaces with the existing structures and will         Lifts, Escalators & Travellators                        £35
    require much of the work to be done in engineering hours                        Dedicated Fire Access from Street Level            Not Provided
    1nr New Travelator                                                              Victoria Platform Works (assumed as before)             £15
    In order to improve the journey times a travelator is proposed for the          Preliminaries and OH&P                                  £40
    eastern link                                                                    Sub-Total                                              £154
                                                                                    Land Assembly                                           £10
4.9.2     Major Costs to be deducted from the Baseline                              On Costs & Risks                                        £92
This list is not intended to be comprehensive in its identification of all the      TOTAL                                                  £256
costs to be omitted, it merely identifies the main areas of design change           TOTAL (High Tolerance RIBA Stage B +40%)               £358
that have resulted in the reduction in the cost of the scheme.                      Monetised Benefits compared to Do
                                                                                                                                            £196
                                                                                    Minimum
    Omit 1nr Escalator to south ticket hall                                         Cost Benefit Index                                      131
    Escalator omitted and replaced with an inclined lift.
    Omit Pipe Jack box                                                               Individual module costs are not the full cost as they exclude
    Pipe jack box under the D&C box previously linked the South ticket               preliminaries, on-costs and risks.
    hall to the interchange concourse. This was deemed difficult to                  OH&P and On Costs have been calculated on a percentage basis
    construct and has been replaced with a re-orientated passageway                  No allowance has been made for: betterment for the reuse of existing
    and a new interchange gallery to the east of the existing.                       equipment, any development in connection with air rights over,
                                                                                     contaminated land, unforseen ground conditions, hazardous
                                                                                     materials station closures, operational costs, additional operational
                                                                                     staff required during construction, work covered by the Station
                                                                                     modernisation programme, costs to date, relocation of existing
                                                                                     tenants on site and VAT.




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5   MINIMISED PROPERTY ACQUISITION OPTION             5.1   Station Planning and Operations
                                                      This proposal includes the modifications to the baseline scheme and the
                                                      following:

                                                            Construct LFEPA lift/stair outside the boundary of Elliot House to
                                                            access the Victoria Line platforms direct from street level.
                                                            Provide 2 No compact escalators/stairs at the north end of the
                                                            Victoria line platforms (rather than stairs). These take passengers
                                                            to a below platform level to avoid Elliot House piled foundations
                                                            (assumed).
                                                            New cut and cover box under Bressenden Place highway with no
                                                            additional requirement to acquire 120-124 Victoria Street. NB This
                                                            concept requires further detailed space proofing to ensure all
                                                            station accommodation can be provided .
                                                            A MIP lift from the North ticket hall to the Victoria Line platform,
                                                            however, this is separated from the normal passenger routes and
                                                            may pose a security hazard.

                                                      5.2   Passenger Flows
                                                      The three down escalator requirement for Victoria Ticket Hall is again not
                                                      satisfied in the Minimised Property Acquisition scheme, but as previously
                                                      noted; modifying escalator orientation would overcome this issue.

                                                      This option has the travelator along the new route from the south ticket
                                                      hall to Victoria Line platforms, improving the journey time and therefore
                                                      the attractiveness and proportion of people using it. This high flow
                                                      feeding into the interchange concourse is added to by a new link to the
                                                      north ticket hall for an assumed proportion of people going to and from
                                                      the Victoria Line platforms. This scheme, therefore, receives the highest
                                                      passenger volumes within the interchange concourse, resulting in a
                                                      required area of 345m2 for LOS C.

                                                      As expected, this increased flow from the concourse down to platforms
                                                      puts even more pressure on the escalators, which are now considerably
                                                      under capacity with five required to satisfy the flow.

                                                      At the northern end of the Victoria Line platforms, two escalators linking
                                                      to north ticket hall are sufficient, and as is the case with all four schemes,
                                                      there are no issues regarding provision of escalators in the north ticket
                                                      hall. However, the design of the north ticket hall in this scheme generates
                                                      the longest journey times, since the route to the northern end of the
                                                      Victoria Line platforms goes down beneath them, thereby covering more
                                                      vertical overall distance.




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5.2.1     Summary of Proposed Infrastructure vs Required
                                             Required         Proposed
South Ticket Hall UP                            2                3
South Ticket Hall DOWN                          3                2
Req'd Area of Interchange Concourse
(m2, LOS C)
                                                345
                                                                116
                                                                         KEY PASSENGER FLOWS
Escalators UP between Victoria Line &
                                                 3
Interchange Concourse                                            2
Escalators DOWN between Victoria Line
                                                 2
& Interchange Concourse.                                         1
Stair width between Victoria Line & North
                                                  -
Ticket Hall (m)                                                  -
Escalators UP, North Ticket Hall                 1               2
Escalators DOWN, North Ticket Hall               1               1
Static Assessment AM peak, 2016 +35%


5.2.2     Generalised Journey Times for Key Routes
                Generalised Journey Times (secs)
        South Ticket to Victoria Line Platforms (new route)       240
        Victoria Line Platforms to D&C EB                         284
  Route D&C EB to Victoria Line Platforms                         238
        Victoria Line Platforms to D&C WB                         324
        D&C WB to Victoria Line Platforms                         279
        North Ticket Hall gateline to Victoria Platforms          307
        Bressenden gateline to street                             152




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5.3     Compliance with Project Objectives                                       for approximately 20 months. Even if the properties at 120-124 Victoria          5.4.7     Programme
                                                                                 Street are demolished, it remains unlikely that sufficient space would be
5.3.1     Congestion relief                                                                                                                                       The overall construction programme is anticipated to be approximately 60
                                                                                 created for diversion of services and traffic past the box construction.
                                                                                                                                                                  months. It is likely that will be extended should it be necessary to provide
Platforms                                                                       Three possible mitigation measures have been developed and are
                                                                                                                                                                  some form of split box construction in an attempt to accommodate traffic
    As Baseline Option                                                          described below:
                                                                                                                                                                  flows.
Victoria Line Ticket Hall                                                       1. Divert buses and general traffic along Palace Street, east of
    Generally as Baseline Option                                                Bressenden Place. An additional flow of approximately 2000 vehicles in            5.5     Compliance Issues
    Direction of escalators gives one set of out gates in ticket hall (2 sets   the AM peak hour (ARUP future year flow) along Palace Street is likely to
                                                                                                                                                                  Any design option selected related to existing assets or proposed new
    of in gates) reducing congestion (cross flows) in ticket hall;              create significant delays at entry and exit junctions.
                                                                                                                                                                  assets will need to be assessed by the VSU Project Team and approved
                                                                                                                                                                  by the Project Sponsor and will need to comply with the requirements of
Interchange Links                                                               2. Divert buses and general traffic along Buckingham Gate, east of
                                                                                                                                                                  Legislation, Regulations, International Standards, LUL Standards and
    Generally as Baseline Option                                                Palace Street. Similarly to above, additional traffic will cause significant
                                                                                                                                                                  Procedures and the LUL Railway Case for Safety. LUL Technical and
    New demand via Interchange Concourse towards north ticket hall              delays on this already busy section of single carriageway.
                                                                                                                                                                  Safety Assurances protocols shall be applied to all Project processes and
    adds congestion to this area                                                                                                                                  Assurance evidence shall be gathered to demonstrate compliance with
                                                                                3. Divert buses and general traffic along Buckingham Palace Road and
                                                                                                                                                                  HMRI, LUL requirements and the Contract.
                                                                                Victoria Street. This option involves allowing the left turn at the junction
5.3.2     Access time
                                                                                of Buckingham Palace Road and Victoria Street and providing for an
                                                                                                                                                                  The VSU Project Team has reviewed the existing Victoria Station assets
      Generally as Baseline Option;                                             eastbound lane on Victoria Street as far as Bressenden Place. These
                                                                                                                                                                  and identified a number of non-that are listed in Appendix B of this report.
      passenger travelator improves access time                                 measures on their own are likely to create significant delay. Furthermore,
      the route between the north ticket hall is longer because of the deep     to cater for the high flow of traffic heading southbound along Vauxhall
                                                                                                                                                                  A summary of these non-compliance issues is given below:
      link to the north end of VIC platforms;                                   Bridge Road, a right turn facility will have to be provided for diverted
                                                                                traffic to access Vauxhall Bridge Road. Significant delays at this junction
                                                                                                                                                                        Lifts are not conspicuously sited on the D&C WB platforms and on
5.3.3     MIP access                                                            are expected to occur with the potential for blocking back issues onto the
                                                                                                                                                                        the VIC platforms.
                                                                                Buckingham Palace Road junction.
      Generally as Baseline Option                                                                                                                                      The station must have capacity for normal levels of service.
      the route between the South Ticket hall and the VIC platforms is          In conclusion, none of the mitigation measures highlighted above are                    The interchange concourse is congested and the second bank of
      more direct;                                                              likely to successfully mitigate the complete closure of Bressenden Place.               existing escalators is beyond capacity.
                                                                                                                                                                        The SOR in the South Ticket Hall does not have a fire protected
                                                                                Further work will need to be carried out early in Stage C to determine the              route direct to/from the street.
5.4     Construction Methodology
                                                                                feasibility of sub-dividing the box structure to allow at least partial traffic         Changes in level over 5m needs an escalator or lift. Stairs at the
5.4.1     Northern Ticket Hall                                                  flow past the construction works.                                                       North end do not comply. NED escalators or compact escalators
                                                                                                                                                                        may be feasible as a sub-option.
The long and narrow box occupies the full width of Bressenden Place.
Following careful consideration, it has been concluded that constructing        5.4.2   Southern Ticket Hall and Links
the box longitudinally in two halves is not practical. The box structure will   The key features of the south ticket hall are similar to those identified for     5.6     Environmental Impact
be constructed using top-down construction with either diaphragm wall or        the modified baseline scheme
secant piles. The south end of the box is approximately 15m deep to                                                                                               5.6.1     Construction Phase
provide a floor at El. 93m. The escalators are constructed within               5.4.3   Platform Access                                                           Built Heritage and Townscape and Visual Impacts - This option will
tunnelled barrels, the deepest going down to ~El. 78m. The tunnels are                                                                                            not remove buildings in the Bresenden Place area so these impacts will
constructed using permanent sprayed concrete lining techniques,                 The key features regarding platform access are similar to those identified
                                                                                for the modified baseline scheme                                                  not be relevant at this location (this will need t o be confirmed early in
incorporating a waterproof membrane, and are at sufficient depth                                                                                                  Stage C). However, it will be necessary to demonstrate that tunnelling,
beneath the Theatre.                                                                                                                                              piling and other construction activities will not have detrimental effects on
                                                                                5.4.4   Interchange Concourse
                                                                                                                                                                  the structural integrity of the listed building. Also given that Victoria
The existing draft relief duct should be avoided and needs to remain            The key features of the interchange concourse are similar to those                Station is a Grade 2 listed building any impact on its setting will need to
operational throughout the period of construction and detailed space            identified for the modified baseline scheme                                       be addressed.
proofing will be required in Stage C.
                                                                                5.4.5   D & C Link – Eastbound                                                    Traffic and Transportation – temporary traffic impacts are likely to
The traffic management needs will dictate the sequence of construction.                                                                                           result from road closures, diversions and changed traffic priorities
                                                                                The key features regarding platform access are similar to those identified
                                                                                for the modified baseline scheme                                                  affecting heavily congested areas for many months. There are also likely
The need to acquire 120-124 Victoria Street for construction worksite                                                                                             to be changed arrangements for bus and taxi services. The transport
and/or traffic diversion, would depend on the phasing..                         5.4.6   D & C Link – Westbound                                                    impact assessment will evaluate these effects and through inputs to the
                                                                                                                                                                  construction strategy and consultation, mitigation measures will be
This option avoids Kings Scholar’s Pond Sewer completely.                       The key features regarding platform access are similar to those identified        developed. Consideration must be given to how the travelling public will
                                                                                for the modified baseline scheme                                                  be affected during the construction phase. In particular, it will be
Maintaining traffic flows whilst constructing the box will be problematic                                                                                         necessary to demonstrate through a passenger management strategy,
particularly as it is not considered possible to divide the box in sections
longitudinally This would require that Bressenden Place remain closed




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how efficient interchange access will be achieved during the construction            within the station. In addition, the fire-fighting lift could be used for          require complex design interfaces with the existing structures and will
phase. The staging for closure of Bressenden place is the key.                       evacuation of disabled passengers from the platforms.                              require much of the work to be done in engineering hours
                                                                                  c) The dead-end distances would be slightly reduced at the northern                   3nr Additional Escalators to intermediate concourse level in the
Noise and Vibration – impacts on sensitive receptors including theatres,             ends of the Victoria Line platforms. Other dead-ends will not be                   northern ticket hall
hotels and residential properties will need to be assessed. Night time and           improved.                                                                          The design of the northern ticket hall gives rise to the requirement for
weekend working will also be factors. Inputs to the construction strategy                                                                                               additional escalators to an intermediate interchange concourse
and programming are likely to provide the principal source of potential                                                                                                 1nr New Travelator
mitigation opportunities. The Victoria Palace Theatre is the nearest              5.8     Systems Engineering
                                                                                                                                                                        In order to improve the journey time it is necessary to install a
sensitive receptor and residences in Carlisle Place are also close by.            The system engineering features are similar to the modified baseline                  travelator to the eastern link
                                                                                  option.                                                                               Traffic management, temporary road structure etc.
Contamination – it is understood that asbestos was used to line the                                                                                                     Due to the construction of the northern ticket hall taking place in the
walls of the existing underground station and its associated tunnels and                                                                                                road only, there will be significant additional costs associated with
passages. A methodology and approach will have to be developed to                 5.9     Cost and Social Benefit                                                       traffic diversions, road closures and possibly temporary road
remove this, where it will be disturbed, whilst not presenting a health           This scheme uses the baseline as its core design but offers an alternative            structures
hazard to staff, customers and other workers. There may also be other             solution should London Underground fail or choose not to acquire 120-
land contaminants or toxic materials present in the existing station and its      124 Victoria Street. The proposal is that the northern ticket hall will be        5.9.2   Major Costs to be deducted from the Baseline
environs. These will be identified through surveys with appropriate               constructed in its entirety within the road and pavement area.
measure developed for removal.                                                                                                                                      This list is not intended to be comprehensive in its identification of all the
                                                                                                                                                                    costs to be omitted, it merely identifies the main areas of design change
                                                                                  The cost of the option includes an allowance for carrying out works to the        that have resulted in the reduction in the cost of the scheme.
Socio-Economic Impacts – Value for money and journey time savings                 Victoria Platforms as part of the main scheme. The estimate for this
together with the detrimental effects during construction from the closure        element of the works was provided by London Underground and no
of businesses or public transport delays will all need to be assessed.                                                                                                  Omit Escalator to south ticket hall
                                                                                  assessment of its accuracy has been undertaken.
                                                                                                                                                                        Escalator omitted and replaced with an incline lift.
5.6.2     Operational Phase                                                                                                                                             Omit Pipe Jack box
                                                                                  In our estimate we have included for some items that we feel had been
                                                                                                                                                                        Pipe jack box previously allowed a link from the interchange gallery
Based on the limited information available operational impacts in relation        omitted from the baseline breakdown previously provided by others.
                                                                                                                                                                        to the new interchange concourse. This was deemed difficult to
to this scheme are not yet clear.                                                 These have been listed and explained in the narrative above.
                                                                                                                                                                        construct and has been replaced with a re-orientated interchange
                                                                                                                                                                        concourse and a new interchange gallery to the east of the existing.
5.6.3     Other Policies (listed building)                                        5.9.1     Major Additional Costs/Cost Drivers to the Baseline
                                                                                                                                                                        Reduction for omission of two escalators for access to
As this scheme is unlikely to affect the nearby listed theatre building           This list is not intended to be comprehensive in its identification of all the        Bressenden Place from street level
listed building consent will not be required.                                     additional costs, it merely identifies the main areas of design change that           This scheme does not include the two escalators from the northern
                                                                                  attract additional cost.                                                              ticket hall to street level.
                                                                                                                                                                        Reduction in the requirement for stabilisation and Propping
5.7     Fire Engineering                                                                Enlarged Southern Ticket Hall                                                   This scheme eliminates the requirement to acquire and demolish the
The major difference between this scheme and the Modified Base Line                     In order to take into account the need to relocate existing services            Building at 120-124 Bressenden place and the associated
Option is the rearranged design for the new ticket hall and the possible                and LU accommodation the scheme proposed to extend both the                     stabilisation/underpinning and/or propping that would be required to
provision of a fire-fighting shaft leading from ground level down to Victoria           Western and Eastern sides of the Southern ticket hall.                          the adjacent structures.
Line platform level.                                                                    Construct MIP Lift in existing passageway
                                                                                        A an existing passageway will need to be removed and/or modified to
The proposed design would improve the situation by the provision of a                   accommodate the driving of a vertical shaft to house a proposed MIP
new ticket hall. This will introduce a totally new exit route from the station,         lift. This lift facilitates MIP access to the East bound D&C tunnel.
increasing the exit capacity from the station and reducing the reliance on              Reconfigure access to East bound D&C platform
the existing ticket halls. However, it is possible that the improved                    The access from the East bound D&C platform to the Interchange
evacuation capacity may simply be seen as compensating for the                          gallery will be modified to allow improved access and circulation. This
increased passenger numbers with no overall increase in the standard of                 work will be undertaken in engineering hours and a complex
fire safety.                                                                            construction method is likely to be required to ensure adjacent
                                                                                        structures will not be affected.
For the proposed design;                                                                New Lift Shaft and Link tunnel
a) it would not be possible to provide smoke ventilation within the                     This scheme allows for a new shaft to be driven down between the
    existing platform areas. The extraction rates that would be required in             existing running tunnels at the north end of the Victoria line platforms.
    these areas tend to be of the order of 100m3/s which would not be                   A lift will be installed in this shaft and then linked to the northern
    feasible without very substantial construction.                                     ticket hall by SCL tunnel. Construction is both complex and time-
b) the new ticket hall is almost directly above the northern ends of the                consuming. Much of the work will need to be undertaken during
    Victoria Line platforms. It is therefore possible to provide a new fire-            engineering/overnight working hours.
    fighting shaft outside the boundary of Elliot House leading directly                3nr Compact Escalators to North End of Victoria Line Platform
    from ground level straight to platform level. The fire brigade would                3 compact type escalators are proposed to facilitate quicker access
    consider this a major improvement to the standards of fire safety                   to and from the northern end of the Victoria line platforms. These will




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5.9.3     Current Cost Estimate
                       Modules                            Minimum
                                                          Land Take
                                                             (£M)
   Northern Ticket Hall                                       £33
   Southern Ticket Hall                                       £20
   Eastern Link                                                £3
   Western Links                                         Not Included
   Interchange Gallery                                         £1
   Eastbound D&C Links                                         £3
   Westbound D&C Links                                         £3
   Congestion Relief Passageway                               £13
   Lifts, Escalators & Travellators                           £43
   Dedicated Fire Access from Street Level               Not Provided
   Victoria Platform Works (assumed as before)                £15
   Preliminaries and OH&P                                     £42
   Sub-Total                                                 £175
   Land Assembly                                                -
   On Costs & Risks                                           £89
   TOTAL                                                     £264
   TOTAL (High Tolerance RIBA Stage B +40%)                  £369
   Monetised Benefits compared to Do
                                                             £120
   Minimum
   Cost Benefit Index                                         78

     Individual module costs are not the full cost as they exclude
    preliminaries, on-costs and risks.
    OH&P and On Costs have been calculated on a percentage basis
    No allowance has been made for: betterment for the reuse of existing
    equipment, any development in connection with air rights over,
    contaminated land, unforseen ground conditions, hazardous
    materials station closures, operational costs, additional operational
    staff required during construction, work covered by the Station
    modernisation programme, costs to date, relocation of existing
    tenants on site and VAT.

The scheme does offer some opportunity for value engineering, however
there are significant concerns over whether in fact the footprint of the
northern ticket hall could be accommodated and constructed within the
road without the need to acquire 120-124 Victoria Place. If this is not the
case the benefits of constructing in the road would be outweighed by the
costs of land assembly and this is obviously a risk that needs to be
considered.




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6   ELLIOT HOUSE TICKET HALL OPTION             6.1   Station Planning and Operations
                                                This proposal accepts that the construction of escalators at the north end
                                                of the Victoria line may require the acquisition of Elliot House. This site
                                                could then be developed as a ground level station entrance with a
                                                development over. The scheme, which also addresses the issue of the
                                                overloaded interchange concourse, includes the following:

                                                      A ground level ticket hall on the site of both the high rise and lower
                                                      section of Elliot House.
                                                      MIP lift to be provided in a single shaft to Victoria line platform level.
                                                      Ground level access for the LFEPA is also possible with stair and
                                                      lift to the platform.
                                                      New road crossing or utilisation of the existing subway under
                                                      Bressenden Place to allow safe access from east side.
                                                      The escalator route from concourse to interchange level is in a 180
                                                      degree turn configuration via a landing under Allington Street at +
                                                      99m.
                                                      The addition of 2/3 No compact or 2 NED escalators at the north
                                                      end of the Victoria line platforms (rather than stairs) linking to the
                                                      new Ticket Hall box.
                                                      The nodal point at the base of the D & C interchange stairs
                                                      (eastbound) is to be designed to allow a future escalator connection
                                                      to a remodelled District and Circle line concourse.
                                                      The existing interchange concourse is enlarged as far as possible
                                                      to the east to provide improved space for decision making at the
                                                      junction of route to both ticket halls.
                                                      Add new paid area link to west of station to take interchange flows
                                                      from Vic to eastbound D & C. This does not connect to the
                                                      interchange concourse during peak times. This connection
                                                      amends/extends the existing stairs to the D & C and removes one
                                                      of the adits off the interchange concourse.
                                                      Add travelators to the 2 long paid area links. It is envisaged that
                                                      these will be one-way travelators operating in the peak direction
                                                      with adjacent passageway.
                                                      Enlarge the south Ticket Hall to the west and east to provide space
                                                      for displaced station accommodation and compliant station
                                                      facilities.
                                                      Creates one way system for interchange flows with the D & C
                                                      MIP access to the Victoria Line is via the interchange concourse.
                                                      Widening of the existing concourse stairs to the mainline station is
                                                      proposed. The intention is to examine the widening of the Kent
                                                      stairs which are currently the more congested. MIP lifts are also
                                                      proposed at the” threshold” of the station.
                                                      New stairs replacing the existing Wilton Street stairs are proposed.
                                                      The detail of these will need to be integrated with future street
                                                      crossing locations. Indeed passive provision for a further stair
                                                      entrance on the proposed public square outside the station also
                                                      needs to be considered.




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                                       6.2   Passenger Flows
                                       All schemes provide a sufficient number of up escalators to south ticket
                                       hall but only the Elliot House option satisfies the required number of
                                       down escalators. This is because the flow going from street entry to D&C
                                       EB is removed from the new infrastructure in this scheme via the
                                       Interchange Concourse. However, as noted, orientation of escalators
                                       would resolve this capacity constraint in other options.

                                       The street entry to D & C EB removal along the new route from Victoria
                                       Ticket Hall, also reduces the flow of passengers being routed through the
                                       interchange concourse. Relieving congestion in this concourse is
                                       absolutely necessary since it is of limited size and receives a significant
                                       volume of passengers. Its 116m2 area cannot be increased due to
                                       structural limitations and consequently the only way to address the
                                       problem is to redirect some passengers via alternative routes. The Elliot
                                       House Ticket Hall scheme aims to do this by removing D&C passengers
                                       from the concourse. In order to achieve LOS C pedestrian density in the
                                       interchange concourse, all four schemes fail to provide sufficient space.
                                       However, this scheme requires the least space at 197m2, resulting in the
                                       lowest congestion given a fixed area of 116m2 in all four schemes.

                                       A reduced level of congestion in the interchange concourse would create
                                       generalised journey time savings when calculated with congestion taken
                                       into account.

                                       By directing D&C interchangers and D&C TH entry/exit flows through the
                                       Bressenden (north) end of Victoria Line platforms (proposed western
                                       travelator link), the Elliot House scheme relieves the load on the
                                       escalators between the interchange concourse and the middle of the
                                       Victoria Line platforms. With +35% demand, the three other schemes
                                       require four or five escalators whereas this scheme copes with the
                                       existing three.

                                       Journey times for D&C to Victoria interchanging passengers diverted
                                       away from the Interchange Concourse would increase. However, overall
                                       generalised journey times through the concourse improve and thus
                                       provide a contribution to the business case.

                                       Generalised journey times for those passengers using Elliot ticket hall are
                                       up to 100 seconds longer, compared to other north ticket hall options
                                       based on common entry on the corner of Bressenden Place and Victoria
                                       Street.
                                                                                                                     K




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6.2.1     Summary of Proposed Infrastructure vs Required
                                             Required        Proposed
 South Ticket Hall UP                           2                3
 South Ticket Hall DOWN                         2                2
 Req'd Area of Interchange Concourse
 (m2, LOS C)
                                               197             116      KEY PASSENGER FLOWS
 Escalators UP between Victoria Line &
                                                 2              2
 Interchange Concourse
 Escalators DOWN between Victoria Line
                                                 1              1
 & Interchange Concourse.
 Stair width between Victoria Line & North
                                                 -              -
 Ticket Hall (m)
 Escalators UP, North Ticket Hall                1              2
 Escalators DOWN, North Ticket Hall              1              1
Static Assessment AM peak, 2016 +35%


6.2.2     Generalised Journey Times for Key Routes
       Generalised Journey Times (secs)
       South Ticket to Victoria Line Platforms (new route)       240
       Victoria Line Platforms to D&C EB                         316
 Route D&C EB to Victoria Line Platforms                         287
       Victoria Line Platforms to D&C WB                         324
       D&C WB to Victoria Line Platforms                         279
       North Ticket Hall gateline to Victoria Platforms          219
       Elliot House gateline to common Victoria st exit          175




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6.3     Compliance with Project Objectives                                      to maintain a proportion of the existing load over the tunnels, either by       tunnel will be situated in made ground and ballast and safe monitoring in
                                                                                sequencing the construction of temporary or permanent works.                    these conditions can present real challenges. Ground treatment in these
6.3.1     Congestion relief                                                                                                                                     conditions are extremely difficult to control.
Platforms                                                                       The ticket hall in this location obviates the need for a worksite in
   Generally as Modified Baseline Option                                        Bressenden Place, other than a minor overspill where some minor lane            The western link tunnel is not considered feasible in its current
   Escalators at the north end give better platform clearance than stairs       adjustments would take place.                                                   configuration.
   As Baseline Option generally;
                                                                                It may be necessary to occupy the southern side of Allington Street at the      6.4.6     D & C Link – Eastbound
Victoria Line Ticket Hall                                                       junction with Bressenden Place during construction. It is not expected
                                                                                                                                                                As per minimized property acquisition
    Generally as Modified Baseline Option;                                      that this will cause any significant delays. If the construction requires the
    Direction of escalators gives one set of out gates in ticket hall (2 sets   closure of Allington Street (the northbound section) the following              6.4.7     D & C Link – Westbound
    of in gates) reducing congestion (cross flows) in ticket hall               mitigation measures would need to be considered.
                                                                                       Introducing a right turn at the junction of Wilton Road / Victoria       As per modified baseline
Interchange Links                                                                      Street and changing the direction of one of the westbound lanes
                                                                                       between Bressenden Place and Vauxhall Bridge Road                        6.4.8     Programme
    West Links for interchange between D&C and VIC relieves
    congestion in the Interchange Concourse by providing alternative                   Closures limited to night time or weekends                               The construction programme is estimated to be approximately ~48
    routes for passengers between North TH and D&C platforms                                                                                                    months. This includes an allowance of 3 months for the demolition of
                                                                                                                                                                Elliot House. This activity could possibly be brought forward as
                                                                                6.4.2   South Ticket Hall and Links
6.3.2     Access time                                                                                                                                           advance/enabling works.
                                                                                The key features of the south ticket hall are similar to those identified for
      Generally as Baseline Option                                              the modified baseline option                                                    6.5     Compliance Issues
      Passenger travelators improves access time;
      Passengers using new western link for Interchange Concourse               6.4.3   Platform Access                                                         Any design option selected related to existing assets or proposed new
      counter acts this additional time;                                                                                                                        assets will need to be assessed by the VSU Project Team and approved
      access via North TH at ground level to a common point on Victoria         A MIP lift can be accommodated in a shaft from the surface, positioned at       by the Project Sponsor and will need to comply with the requirements of
      Street (as Bressenden schemes) adds substantial additional journey        the northern end between the running tunnels with a passageway back to          Legislation, Regulations, International Standards, LUL Standards and
      time;                                                                     platform passing between two existing relay rooms. The width would be a         Procedures and the LUL Railway Case for Safety. LUL Technical and
                                                                                maximum of 2m. The relocation of relay room is considered to be                 Safety Assurances protocols shall be applied to all Project processes and
6.3.3     MIP access                                                            problematic.                                                                    Assurance evidence shall be gathered to demonstrate compliance with
                                                                                                                                                                HMRI, LUL requirements and the Contract.
      Generally as Baseline Option                                              6.4.4   Interchange Concourse
      The route between the South Ticket hall and the VIC platforms is          The key features of the interchange concourse are similar to those              The VSU Project Team has reviewed the existing Victoria Station assets
      more direct with inclined escalator                                       identified for the modified baseline option                                     and identified a number of non-that are listed in Appendix B of this report.

                                                                                6.4.5   Western Link Tunnel                                                     A summary of these non-compliance issues is given below:
6.4     Construction Methodology
                                                                                With a tunnel floor at approximately El. 93m, the maximum
6.4.1     North Ticket Hall                                                     recommended tunnel diameter is 5.5m to 6m. This is desirable in order                 Lifts are not conspicuously sited on the D&C WB platforms and on
The box structure is constructed using either diaphragm wall (along east        to maintain the tunnel crown below ~ El. 97m. The surface level on the                the VIC platforms.
and west walls only) or secant piles. It is assumed that the use of             western (Allington Street) side is generally about 1.2m lower than on the             The SOR in the South Ticket Hall does not have a fire protected
diaphragm walls directly over the station or running tunnels will not be        eastern (Bressenden) side. Consequently, the arrangement of required                  route direct to/from the street.
permitted.                                                                      levels and tunnel sizes for the western link tunnel will be such that the             Changes in level over 5m needs an escalator or lift. Stairs at the
                                                                                tunnel crown will be less than 79m below surface. Foundations and                     North end do not comply. NED escalators or compact escalators
The deep walls constructed above the Victoria Line running tunnels are          basement details are currently not known to the VSU team for the                      may be feasible as a sub-option.
considered to be high risk and the method has some limitations if the           properties along the west side of Allington Street. The corner building,              Escalator shafts shall be constructed with provision for 3 escalators.
walls are closer than ~3m from existing tunnels. However, it is                 138/140 Victoria Street, is understood to have been constructed in the                At the North end of the platforms space does not allow for 3 standard
considered that the engineering of such walls is achievable. The toe of         late 1990s and it is likely that piled foundations were used. If this is the          LUL escalators.
the piles do not achieve a cut-off in the London Clay as the lowest             case, a tunnel alignment beneath this building is not feasible and a re-
feasible level to respect clearances from tunnels is El.93m, i.e.               alignment will need to be considered. An alternative is to consider an
approximately the level of the London Clay. Ground treatment at the             alignment further to the west in order to avoid this building, although this    6.6     Environmental Impacts
interface will be required to control water inflows.                            too is dependent upon other buildings not having piled foundations. If the      6.6.1     Construction Phase
                                                                                properties have basements, the tunnel will probably have to be lowered
The construction method and sequencing must prevent heave of the                to provide adequate cover and access to each end re-configured with             The construction impacts associated with this scheme will be very similar
London Clay, which could cause deformation of the existing tunnels.             some stairs.                                                                    to the Baseline scheme.
Upon unloading, following the demolition of Elliot House and the
excavation of overburden material from within the box, techniques could         Whichever final alignment is adopted, settlement of surface buildings
include the use of kentledges or an adjustment of construction sequence         along the west side of Allington Street (Bank, Pub, etc.) is likely to be an
                                                                                issue. Settlement mitigation measures will be required. Most of this




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6.6.2     Operational Phase                                                       Given the previously identified high risk of having to demolish Elliot house            business as a whole can be off set by the future return in developing
                                                                                  in the other options.                                                                   the site themselves, or selling/leasing on to a developer to do the
Operational impacts are generally unlikely to be significant although
                                                                                                                                                                          same. Thus any decision with respect to the cost of this option
noise and vibration impacts on the Victoria Palace Theatre need to
                                                                                  6.9.1   Major Additional Costs/Cost Drivers to the Baseline                             should take that fact in to consideration
evaluated.
                                                                                  This list is not intended to be comprehensive in its identification of all the
6.6.3     Other Policies (listed buildings)                                                                                                                           6.9.2   Major Costs to be deducted from the Baseline
                                                                                  additional costs, it merely identifies the main areas of design change that
Policy DES 10: Listed Buildings (RUDP) – given that Elliot House is               attract additional cost.                                                            This list is not intended to be comprehensive in its identification of all the
immediately adjacent to the listed theatre building and the works will take                                                                                           costs to be omitted, it merely identifies the main areas of design change
place under the theatre, listed building consent is likely to be required.            Enlarged Southern Ticket Hall                                                   that have resulted in the reduction in the cost of the scheme.
                                                                                      In order to take into account the need to relocate existing services
                                                                                      and LU accommodation the scheme proposed to extend both the                         Omit 1nr Escalator from new set in south ticket hall
6.7     Fire Engineering                                                              Western and Eastern sides of the Southern ticket hall.                              Escalator omitted and replaced with an inclined lift.
The main difference between this design and previous options is in                    Construct MIP Lift in existing passageway                                           Omit Pipe Jack box
respect of the location of the new ticket hall. In the proposed location, the         An existing passageway will need to be removed and/or modified to                   Pipe jack box previously allowed a link from the interchange gallery
new ticket hall would be almost directly above the northern end of the                accommodate the driving of a vertical shaft to house a proposed MIP                 to the new interchange concourse. This was deemed difficult to
Victoria Line platforms. It may therefore be possible to include a fire-              lift. This lift facilitates MIP access to the East bound D&C tunnel.                construct and has been replaced with a re-orientated interchange
fighting shaft into the design, leading directly from ground level straight to        Reconfigure access to East bound D&C platform                                       concourse and a new interchange gallery to the east of the existing.
Victoria Line platform level.                                                         The access from the East bound D&C platform to the Interchange                      Reduction for omission of two escalators for access to
                                                                                      gallery will be modified to allow improved access and circulation. This             Bressenden Place from street level
The proposed design would improve the situation by the provision of a                 work will be undertaken in engineering hours and a complex                          This scheme does not include the two escalators from the northern
new ticket hall. This will introduce a totally new exit route from the station,       construction method is likely to be required to ensure adjacent                     ticket hall to street level.
increasing the exit capacity from the station and reducing the reliance on            structures will not be affected.                                                    Reduction in the requirement for stabilisation and Propping
the existing ticket halls. However, it is possible that the improved                  2nr New Travelators                                                                 This scheme eliminates the requirement to acquire and demolish the
evacuation capacity may simply be seen as compensating for the                        This scheme introduces a new western link tunnel from the northern                  Building at 120-124 Bressenden place and the associated
increased passenger numbers with no overall increase in the standard of               ticket hall constructed under the Elliot House site. In order to make               stabilisation/underpinning and/or propping that would be required to
fire safety.                                                                          the journey time attractive, it is necessary to install an additional               the adjacent structures.
                                                                                      travelator in this tunnel.
For the proposed design;                                                              3nr Compact Escalators to North End of Victoria Line Platform
a) it would not be possible to provide smoke ventilation within the                   3 compact type escalators are proposed to facilitate quicker access
    existing platform areas. The extraction rates that would be required in           to and from the northern end of the Victoria line platforms. These will
                                                   3
    these areas tend to be of the order of 100m /s which would not be                 require complex design interfaces with the existing structures and will
    feasible without very substantial construction.                                   require much of the work to be done in engineering hours
b) the new ticket hall is directly above the northern ends of the Victoria            3nr Additional Escalators to intermediate concourse level in the
    Line platforms. It is therefore possible to provide a new fire-fighting           northern ticket hall
    shaft leading directly from ground level straight to platform level. The          The design of the northern ticket hall gives rise to the requirement for
    fire brigade would consider this a major improvement to the                       additional escalators to an intermediate interchange concourse
    standards of fire safety within the station. In addition, the fire-fighting       Additional Western Tunnel link
    lift could be used for evacuation of disabled passengers from the                 Additional western tunnel driven from the northern ticket hall to allow
    platforms.                                                                        direct access to the East bound D&C line platform without needing to
c) The dead-end distances would be slightly reduced at the northern                   cross the interchange gallery. The Tunnel will be constructed using
    ends of the Victoria Line platforms. Other dead-ends will not be                  SCL method with most of the tunnelling being undertaken at night.
    improved.                                                                         New Fire/MIP Lift from Northern Ticket hall to platform level
                                                                                      This scheme allows for a new shaft to be driven down between the
6.8     Systems Engineering                                                           existing running tunnels at the north end of the Victoria line platforms.
                                                                                      A lift will be installed in this shaft which exits directly into the northern
The system engineering features are similar to the modified baseline                  ticket hall. Construction is both complex and time-consuming. Much
option.                                                                               of the work will need to be undertaken during engineering/overnight
                                                                                      working hours.
6.9     Cost and Social Benefit                                                       Additional Cost Associated with Traffic Management and lane
                                                                                      rental
                                                                                      Elliot house sits on the corner of a junction with the construction of
This scheme adopts the modified baseline layout for the southern ticket
                                                                                      the northern ticket hall taking place in the road itself. This will incur
hall, whilst the northern ticket hall is constructed on the current site for
                                                                                      additional costs throughout the full programme of construction.
Elliot House.
                                                                                      Additional Land Assembly costs
                                                                                      The scheme obviously attracts some additional cost associated with
                                                                                      the Land Assembly, however this cost to the London Underground




A011606                                                                                                              PAGE 27                                                                                                               JULY 2005
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6.9.3     Current Cost Estimate

                       Modules                          Elliot House
                                                             (£M)
   Northern Ticket Hall                                       £25
   Southern Ticket Hall                                       £20
   Eastern Link                                                £3
   Western Links                                               £4
   Interchange Gallery                                         £1
   Eastbound D&C Links                                         £3
   Westbound D&C Links                                         £3
   Congestion Relief Passageway                               £13
   Lifts, Escalators & Travellators                           £42
   Dedicated Fire Access from Street Level                     £3
   Victoria Platform Works (assumed as before)                £15
   Preliminaries and OH&P                                     £38
   Sub-Total                                                £169
   Land Assembly                                              £20
   On Costs & Risks                                         £101
   TOTAL                                                    £290
   TOTAL (High Tolerance RIBA Stage B +40%)                 £406
   Monetised Benefits compared to Do
                                                            £126
   Minimum
   Cost Benefit Index                                        74

    Individual module costs are not the full cost as they exclude
    preliminaries, on-costs and risks.
    OH&P and On Costs have been calculated on a percentage basis
    No allowance has been made for: betterment for the reuse of existing
    equipment, any development in connection with air rights over,
    contaminated land, unforseen ground conditions, hazardous
    materials station closures, operational costs, additional operational
    staff required during construction, work covered by the Station
    modernisation programme, costs to date, relocation of existing
    tenants on site and VAT.

The Elliot house option offers a departure from the construction of the
northern ticket hall in Bressenden Place and places the box underneath
the current location of Elliot House. Given the high risk of having to
demolish Elliot house in the other options, this offers additional benefits
as there is less intrusive work required around the platform and more
direct circulation and improved Fire/MIP access from street level. An
additional module which consists of a Western tunnel linking the Northern
ticket hall and the D&C eastbound is also included.




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7     CONCLUSIONS AND WAY FORWARD                                                     Introducing a West Interchange Link between the D & C eastbound
                                                                                      and northern Victoria platform access demand is relieved in the
Whilst it has not been possible in the 8 week Stage B+ phase to identify a            Interchange Concourse with a more effective interchange route. The
single preferred option a clear understanding has been obtained of the                overall disbenefit of increased walk time is counter balanced by the
constraints and challenges that will need to be faced to deliver Stages C             reduction in time spent in congested conditions.
& D of the VSU project. In addition a number of conclusions have been
reached and a strategy is proposed to define the most appropriate way                 With the current common node point at the eastern corner of
forward for Stage C and rapidly resolve the outstanding issues and                    Bressenden Place and Victoria Street the Ellliot House option adds
provide clarity on the preferred solution.                                            over a 100 seconds to journey times and consequently makes a
                                                                                      ticket hall on the site of Elliot House undesirable.
Resolving the presently indeterminate issues in section 7.2.3 and 7.2.5
provide the key to developing and selecting preferred option.
                                                                                      Only the Elliot House option ticket hall can definitely meet the
                                                                                      requirement for a fire-protected route between platforms and street.
7.1     Conclusions                                                                   In the Minimum Property Acquisition Option land would be needed
                                                                                      for a ground level access structure either in the footpath or within a
      Congestion in the existing station is caused by the high volumes                property.
      using the Victoria Line Northbound in the AM peak at platform level;
      and passengers interchanging between the D & C and Victoria line
      overcrowding the interchange concourse.                                   7.2     Cost and Benefit Summary

      Improved access is required from the mainline station to the south
                                                                                                             Modules                             Baseline         Modified       Minimum       Elliot House
      ticket hall included widened stairs (preferably the Kent stairs) and
                                                                                                                                                   (£M)         Baseline (£M)    Land Take          (£M)
      MIP lift access.
                                                                                                                                                                                    (£M)
                                                                                         Northern Ticket Hall                                       £23             £23              £33          £25
      The new set of three escalators to the interchange concourse level is
                                                                                         Southern Ticket Hall                                       £16              £20             £20          £20
      required, however, the ticket hall will need to be extended to the east
                                                                                         Eastern Link                                                £3               £3              £3            £3
      (and possibly west) to accommodate the plant rooms that need to be
      relocated and a new Station Operations Room.                                       Western Links                                         Not Included     Not Included    Not Included       £4
                                                                                         Interchange Gallery                                   Not Included          £1               £1           £1
      Congestion can be reduced by rerouting passengers entering,                        Eastbound D&C Links                                   Not Included     Not Included          £3            £3
      interchanging and exiting to optimise the utilisation of the existing              Westbound D&C Links                                         £3               £3              £3            £3
      and proposed infrastructure capacity.                                              Congestion Relief Passageway                              £14              £14              £13          £13
                                                                                         Lifts, Escalators & Travellators                          £27              £35              £43          £42
      A new route between the Victoria line platforms and the south ticket               Dedicated Fire Access from Street Level               Not Provided     Not Provided    Not Provided       £3
      hall via the interchange concourse removes demand from the south                   Victoria Platform Works (assumed as before)                £15              £15             £15           £15
      end of platforms , however, this exacerbates the interchange                       Preliminaries and OH&P                                    £42              £40              £42          £38
      concourse congestion.                                                              Sub-Total                                                 £143             £154            £175          £169
                                                                                         Land Assembly                                              £10              £10               -           £20
      A new northern exit from the Victoria platforms and a new northern                 On Costs & Risks                                           £89              £92             £89          £101
      ticket hall provides considerable journey time benefits.                           TOTAL                                                     £242             £256            £264          £290
                                                                                         TOTAL (High Tolerance RIBA Stage B +40%)                  £339             £358            £369          £406
      Compliant stairs (5 metres or less rise) at the northern platform exit             Monetised Benefits compared to Do
      would require the landing to intrude into the existing platform tunnel.                                                                      £142             £196           £120           £126
                                                                                         Minimum
      Whilst introducing escalators as opposed to stairs at the new
                                                                                         Cost Benefit Index                                        100              131             78             74
      northern exit would require a concession, as there is inadequate
      space between the running tunnels to fit three compliant escalators.
      Either two NED or three compact escalators would improve                  The crude cost benefit index indicates that the modified baseline delivers
      generalised journey times considerably.                                   the greatest benefit in terms of journey time savings relative to the cost of
                                                                                the scheme. However, there are a number of key issues that need to be
      Redistributing passengers more evenly optimises capacity of the           resolved prior to any final decision on the preferred scheme.
      platforms and the vertical circulation. However, the Baseline,
      Modified Baseline and Minimum Property Acquisition options all
      overload the Interchange Concourse at 2016 + 35%.




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7.3     Way Forward
7.3.1     General
Undertake further static assessment of the options using the 2016
demand matrix and incremental increases to understand when key
elements of the infrastructure (existing and proposed) fail.

Agree with Sponsor whether the dynamic analysis of the preferred option
in Stage C will be modelled using Legion or PEDROUTE.

7.3.2     South Ticket Hall
Develop an outline proposal submission based on the modified baseline
layout.

Discuss with the Sponsor and Engineering Directorate the use of inclined
lifts as an alternative to vertical lifts.

7.3.3     North Ticket hall
Confirm the foundations under Elliot House to determine whether the
structure above the northern end of the Victoria will clash with the
existing piles and therefore require the acquisition of Elliot House.

Determine requirements for a compliant LFEPA lift access.

Develop design for an oversite development to achieve planning
permission

Consider further the location of street level entrances in particular any
connection with Cardinal Place.

Agree with Sponsor whether the proposed future development of the
block banded by Victoria Street, Buckingham Palace Road and
Bressenden Place should influence the location of the northern ticket hall
entrance.

Enter into consultation with key stakeholders such as Land Securities.

7.3.4     Northern Platform
Prepare concession for the use of either compact or NED escalators.

7.3.5     Western Link
Confirm details of the foundations for the properties over the alignment of
the proposed link.




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APPENDIX A            Stage I & 2 Assessment of Option




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APPENDIX B            Compliance Issues




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APPENDIX C            Risk Register




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APPENDIX D            A Review of Key Planning Policies




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Stage 1 & 2 Option Assessment




                                      Stage 1 – Victoria Line Platforms




                                                                          Additional Running Tunnel
                                                                          This generic option includes an additional running tunnel and
                                                                          platform, as previously proposed in option 4K (10). This could be
                                                                          designed as a 2 or 3 platform face variant.
                                                                          The advantage of this approach is to create more passenger
                                                                          space at platform level with a greater provision of vertical
                                                                          circulation.




                                                                          Reasons for Rejection:
                                                                          Though not unprecedented within LUL it cannot be achieved
                                                                          without massive disruption. This scheme was primarily rejected
                                                                          due to the need for a partial line closure and excessive cost. No
                                                                          further study proposed.




 01 Additional running tunnel



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                                      Stage 1 – Victoria Line Platforms




                                                                          Low Level Exit Gallery
                                                                          This option provides additional platform capacity by the
                                                                          construction of a new exit only gallery parallel with the northbound
                                                                          Victoria line platform. New audits would need to be constructed
                                                                          from the gallery to train door locations implying the use of screen
                                                                          doors and train stopping technology to suit. An alternative would
                                                                          be to enlarge the northbound platform tunnel to give two platform
                                                                          faces (boarding and alighting) within the same tunnel.




                                                                          Reason for Rejection:
                                                                          This approach separating borders and alighters would assist
                                                                          smoother passenger movement and possibly reduce dwell time.
                                                                          This scheme was primarily rejected because it is not possible to
                                                                          construct the work without line closures. No further study proposed




 02 Lower Level Exit Gallery



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                                      Stage 1 - Paid Area Links




                                                                  Links via the D and C Line
                                                                  This proposal provides new passenger links from the Southern
                                                                  Ticket Hall to the interchange concourse (+93.37m), eliminating
                                                                  the need for a new escalator link in the southern ticket hall.




                                                                  Reasons for Rejection:
                                                                  This arrangement would require the wholesale and reconstruction
                                                                  of the District and Circle line ticket hall which we have been
                                                                  advised by the client is part of the future VTI project and is
                                                                  therefore unacceptable under the VSU project. No further study
                                                                  proposed.




03 Improved interchange over D & C Platforms



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                                      Stage 1 – Paid Area Links
                                         One Way Systems




                                                                  Paid Area Links – One way systems
                                                                  An option was examined to use the 3 existing Victoria line
                                                                  escalators as out only in the am peak period. New escalators
                                                                  linking with the interchange escalators would be used for boarding
                                                                  passengers. Passengers wanting to wait for trains at the extreme
                                                                  south end of the northbound platform would flow along the
                                                                  platform in the same direction as the exiting passengers.
                                                                  Additional D and C interchange arrangements would be needed at
                                                                  the north end of the station.




                                                                  Reasons for Rejection:
                                                                  The platform is too narrow to encourage flows along its length.
                                                                  The system provided is inflexible and restricts opportunities for
                                                                  passengers to exit the platform. The large flows entering the
                                                                  Victoria line are disadvantaged as are all D and C interchange
                                                                  passengers.
                                                                                                    .




    04 One Way Systems

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                                       Stage 1 – Paid Area Links
                                      Western Link over D & C Lines




                                                                      Paid Area Links – Western Link over D&C Lines




                                                                      Reasons for Rejection:




05 Western Link Over D&C
Lines


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                                          Stage 1 – Paid Area Link
                                      Removal of Interchange Concourse




                                                                         Removal of Interchange Concourse
                                                                         By removing the interchange concourse and existing bank of 3
                                                                         escalators it may be possible to open up a continuous gallery at
                                                                         platform level on the Victoria line. This would enable the more
                                                                         even distribution of passengers from the Victoria line concourse on
                                                                         to the northbound platform during the am peak. 3 No. additional
                                                                         escalators would be required at the north end of the platform (NB
                                                                         For space reasons these would be non-compliant compact
                                                                         escalators)




                                                                         Reasons for Rejection:
                                                                         It would not be possible to provide additional vertical circulation on
                                                                         to the Victoria platform and all D and C interchange passengers
                                                                         would be disadvantaged under this arrangement.




 06 Removal of Interchange Concourse



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                                      Stage 1 – South Ticket Hall Options




                                                                            New Ticket Hall Entrance – Mainline Station
                                                                            This option proposes an escalator bank in the mainline station
                                                                            concourse, utilising the existing basement to connect into the
                                                                            southern ticket hall.




                                                                            Reason for Rejection:
                                                                            This option would require a significant worksite within the mainline
                                                                            station. The client has advised that this level of impact on National
                                                                            Rail will be unacceptable. No further study proposed.




 07 New Ticket Hall
 Entrance in Mainline
 Station


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                                      Stage 1 - South Ticket Hall Options




                                                                            Major Remodelling of South End of Station
                                                                            This approach was adopted by many of the previously studied
                                                                            options. By considering the site of the bus area, Terminus place
                                                                            and access to the proposed Crossrail line 2 a comprehensive
                                                                            solution was sought to create a Victoria Transport interchange.




                                                                            Reason for Rejection:
                                                                            Whilst this would provide a greatly improved ticket hall facility,
                                                                            passenger circulation and links between Victoria and District Line.
                                                                            This scheme will have a major impact on the bus terminus
                                                                            Network Rail &the D & C Ticket Hall all of which we have been
                                                                            advised by LUL are unacceptable for this commission. No further
                                                                            study proposed




 08 Major Remodelling




A011606                                             PAGE A 8                                                                           JULY 2005
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                                      Stage 1 - North Ticket Hall Options




                                                                            West of Bressenden Place
                                                                            This approach acknowledges the development potential of the
                                                                            block bounded by Victoria Street, Bressenden Place and
                                                                            Buckingham Palace Road, and sites a new entrance within this
                                                                            area, integrated into the development.



                                                                            Reason for Rejection:
                                                                            The problem of negotiation and timing of works makes this an
                                                                            unrealistic basis for design at the present time. No further study
                                                                            proposed.




 09 Integrated within
 development



A011606                                             PAGE A 9                                                                            JULY 2005
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                                      Stage 2 – Platforms Retained




                                                                     Platform(s) Extended to South
                                                                     This approach accepts the location of the existing bank of
                                                                     escalators from the Victoria Line concourse to the platform and
                                                                     extends the platform tunnels southward to form a new train
                                                                     stopping position. In this way the extreme end loading is avoided
                                                                     and a greater proportion of the platform is utilised effectively.
                                                                     This principle of extension could apply to both or the northbound
                                                                     platforms only.

                                                                     Construction Methodology:
                                                                     Two options exist:
                                                                     Line closure
                                                                     Live encirclement of the running tunnel to create a tunnel of
                                                                     sufficient diameter for the extended platform in Engineering Hours
                                                                     A live encirclement was not considered to be a viable option, given
                                                                     the concerns regarding impact on the safe operation of the
                                                                     existing service and the prolonged duration of construction (likely
                                                                     to be in excess of one year).
                                                                     Secondary considerations relate to the use of hand mining
                                                                     techniques, which would be an inevitable consequence of this
                                                                     option. Current legislation would limit hand-tool trigger time to
                                                                     approximately 10 minutes per man per shift resulting in excessive
                                                                     construction durations and/or unrealistic gang sizes. Coupled with
                                                                     only 2 hours per day of realistic working time within engineering
                                                                     hours, live encirclement is not viable.
                                                                     The following technical assessment is therefore based upon the
                                                                     assumption of Line Closure.

                                                                     Reasons for Rejection:
                                                                     Line Closure will result in severe operational disruption to the
                                                                     existing Victoria Line Service, which are unacceptable to LUL
                                                                     Potential clash with existing Victoria Line Ticket Hall escalator
                                                                     Extensive ground treatment required, which would result in high
                                                                     cost and excessive construction duration. No further study
                                                                     proposed
 10 Platforms Extended




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                                              Stage 2 – Paid Area Link
                                      Stacked Interchange Concourse Escalator


                                                                                Brief Description:
                                                                                New tunnel (driven under Victoria Platform Tunnels ~78m) from (a
                                                                                low level concourse) in the Northern Ticket Hall Box to ~78m
                                                                                leading to an additional southern escalator access point nested
                                                                                beneath the Interchange Concourse escalators.

                                                                                Construction Methodology:
                                                                                Prior to start of tunnelling all cross passages and “service” rooms
                                                                                which are to be abandoned are to be filled with foam concrete (or
                                                                                similar). London Clay interface expected to be at approximately
                                                                                +93m tunnel datum. Tunnels driven above the London Clay will
                                                                                require ground stabilisation techniques (probably from the tunnel
                                                                                face). The majority of the tunnels on this option are however to be
                                                                                driven at a low level and therefore in the London Clay (exception is
                                                                                the MIP lift tunnel). Tunnels to be constructed using permanent
                                                                                sprayed concrete lining techniques (incorporating a waterproof
                                                                                membrane).
                                                                                Box structures constructed using either diaphragm-wall or secant
                                                                                piles.



                                                                                Reasons for Rejection
                                                                                Stacking of escalators is not feasible without significant disruption
                                                                                to the operation of the station for a period in excess of 18 months
                                                                                Relocation of services is considered to be problematic. Additional
                                                                                space to accommodate these services could possibly be provided
                                                                                in a purpose built shaft or tunnel below the existing rooms 5/382
                                                                                and 5/383 (or Bressenden Box). No further study proposed.




          11 Stacked Interchange
          Concourse Escalator
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General Compliance Issues                                                                                                                                                                                      date May 2004
                                                                                                                                  G20   3.15.1.3 At least 2 alternative means of escape from each              2-03001-024 issue A1 issue
No    Description                                                              Notes                                                    platform and 2 fire-protected routes to street level. No fire-         date May 2004
G1    Phase 1, Ground Level: Victoria Street escalators non-compliant;         Detailed engineering solution                            protected routes between platforms and street
      constraint due to kerb line (re-aligned) and Cardinal Place building     required                                           G21   3.10.6.5 A single staircase of 1m minimum width alongside              2-03001-024 issue A1 issue
      basement.                                                                                                                         escalators. No options allow for stairs alongside proposed             date May 2004
G2    Phase 1, Passageway and Platform Level: Ramp up from 90.0 to             Detailed engineering solution                            escalators.
      93.37 at 1 in 20 gradient; constraint due to existing interchange        required                                           G22   Fireman’s access to all levels from street level in a fire-protected   To be investigated by VSU Team
      concourse.                                                                                                                        route.
G3    Phase 1, Passageway and Platform Level: Victoria Line north-end          Detailed engineering solution
      stairs to platforms landing size to be checked; constraint due to        required
      existing passageway width.
G4    Phase 1, Ticket Hall Level: Use of sheet-piled wall construction for     To be investigated by VSU Team
      station box structure.
G5    Phase 1, Ticket Hall Level: Station Operations Room is located           Detailed engineering solution
      within existing station area and has no protected route from street      required
      level. Current phase will not move the SOR but envisaged to
      provide repeater panels at Bressenden Place ticket hall.
G6    Phase 1: No smoke ventilation within existing public station             To be investigated by VSU Team
      environment. Current phase of work is not to provide any smoke
      ventilation except for pressurisation of the fire-fighting shaft
      leading to the Victoria line platforms.
G7    Phase 1: The fire fighting lift is not in one shaft between street and   To be investigated by VSU Team
      Victoria platform but divided into two with additional protected
      landing area.
G8    Phase 1: Reach a place of safety within 6 minutes off the Victoria       To be investigated by VSU Team
      line platforms.
G9    Stairs/ramp/esc levels at BP TH-Vic Platform.                            This area is very limited spatially
                                                                               and a trade off of engineering
                                                                               impact and stair run off standards
                                                                               will be required. Concession
                                                                               Requests to be progressed.
G10   MIP evacuation.                                                          Probably only possible from BPTH
                                                                               end of Victoria line.
G11   Ventilation / smoke control.                                             Linked to ventilation issues
                                                                               generally. Station vent study will be
                                                                               progressed during stage C design
G12   LUL standards for thickness of walls – current requirements would        Detailed engineering solution
      lead to 2m thick wall. Space could be saved by alternative               required
      construction methods. CED stated two lines of defences are
      required about water ingress.
G13   Ventilation / smoke control.                                             Linked to ventilation issues
                                                                               generally. Station vent study will be
                                                                               progressed during stage C design.
G14   3.10.4.1 Passenger conveyor minimum length of 50m, maximum               2-03001-024 issue A1 issue
      100m.                                                                    date May 2004
G15   3.10.1.5 New stations shall have at least one step-free access.          2-03001-024 issue A1 issue
                                                                               date May 2004
G16   3.11.8.1 Dead end distance to a means of escape less 20m.                2-03001-024 issue A1 issue
                                                                               date May 2004
G17   3.11.8.8 Maximum travel distance on a platform to a means of             2-03001-024 issue A1 issue
      escape or normal exit less than 45m                                      date May 2004
G18   3.14.2 Station operations room shall be located on the paid side of      2-03001-024 issue A1 issue
      the UTS gateline.                                                        date May 2004
G19   3.15 Evacuation capacity.                                                2-03001-024 issue A1 issue




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Additional Compliance Issues                                                                                           MP4   3.10.1.4 Changes in level over 5m needs escalator or lift. Stairs at   2-03001-024 issue A1 issue
                                                                                                                             platform north end do not comply; NED escalators or compact            date May 2004
Baseline Option                                                                                                              escalators are feasible as a sub-option.
                                                                                                                       MP5   3.10.7.3 Escalator shafts shall be constructed with provision for      2-03001-024 issue A1 issue
No     Description                                                             Notes                                         Minimum 3 escalators. At the north end of the platforms space          date May 2004
BA1    3.10.8.1 Lifts shall be conspicuously sited. Lifts are not              2-03001-024 issue A1 issue                    does not allow for 3 LUL standard escalators.
       conspicuously sited in the Victoria mainline station entrance, in the   date May 2004
       South TH to the interchange level, on the D&C platforms, on the                                             Elliot House Ticket Hall Option
       VIC platforms and in the interchange level to the North TH .
BA2    3.12.1 Capacity of station elements for normal levels of service.       2-03001-024 issue A1 issue              No    Description                                                            Notes
       Stairs at platform north end have inadequate capacity; if lift is       date May 2004                           EH1   3.10.8.1 Lifts shall be conspicuously sited. Lifts are not             2-03001-024 issue A1 issue
       relocated capacity is adequate. Interchange concourse is                                                              conspicuously sited on the D&C WB platform, on the VIC                 date May 2004
       congested second bank of existing platform escalators is beyond                                                       platforms.
       capacity                                                                                                        EH2   3.12.1 Capacity of station elements for normal levels of service. 3    2-03001-024 issue A1 issue
BA3    3.14.2.3 Station operations room shall have direct access from          2-03001-024 issue A1 issue                    escalators at north end of platforms have adequate capacity.           date May 2004
       street in a fire-protected route for emergency services. The            date May 2004                           EH3   3.14.2.3 Station operations room shall have direct access from         2-03001-024 issue A1 issue
       existing SOR in the South TH does not comply.                                                                         street in a fire-protected route for emergency services. The           date May 2004
BA4    3.10.1.4 Changes in level over 5m needs escalator or lift.              2-03001-024 issue A1 issue                    existing SOR in the South TH does not comply.
                                                                               date May 2004                           EH4   3.10.1.4 Changes in level over 5m needs escalator or lift.             2-03001-024 issue A1 issue
BA5       3.10.7.3 Escalator shafts shall be constructed with provision for    2-03001-024 issue A1 issue                                                                                           date May 2004
          Minimum 3 escalators.                                                date May 2004                           EH5   3.10.7.3 Escalator shafts shall be constructed with provision for      2-03001-024 issue A1 issue
                                                                                                                             Minimum 3 escalators. At the north end of the platforms space          date May 2004
Modified Baseline Option                                                                                                     does not allow for 3 LUL standard escalators.

No     Description                                                             Notes
MB1    3.10.8.1 Lifts shall be conspicuously sited. Lifts are not              2-03001-024 issue A1 issue
       conspicuously sited on the D&C WB platform, on the VIC                  date May 2004
       platforms, on interchange level to the North TH.
MB2    3.12.1 Capacity of station elements for normal levels of service. 3     2-03001-024 issue A1 issue
       escalators at north end of platforms have adequate capacity,            date May 2004
       interchange concourse is congested. Second bank of existing
       platform escalators is beyond capacity.
MB3    3.14.2.3 Station operations room shall have direct access from          2-03001-024 issue A1 issue
       street in a fire-protected route for emergency services. The            date May 2004
       existing SOR in the South TH does not comply.
MB4    3.10.1.4 Changes in level over 5m needs escalator or lift.              2-03001-024 issue A1 issue
                                                                               date May 2004
MB5       3.10.7.3 Escalator shafts shall be constructed with provision for    2-03001-024 issue A1 issue
          Minimum 3 escalators. At the north end of the platforms space        date May 2004
          does not allow for 3 LUL standard escalators.

Minimised Property Acquisition Option

No     Description                                                             Notes
MP1    3.10.8.1 Lifts shall be conspicuously sited. Lifts are not              2-03001-024 issue A1 issue
       conspicuously sited on the D&C WB platform, on the VIC                  date May 2004
       platforms.
MP2    3.12.1 Capacity of station elements for normal levels of service. 2     2-03001-024 issue A1 issue
       escalators at north end of platform have adequate capacity.             date May 2004
       Interchange concourse is congested. Second bank of existing
       platform escalators is beyond capacity.
MP3    3.14.2.3 Station operations room shall have direct access from          2-03001-024 issue A1 issue
       street in a fire-protected route for emergency services. The            date May 2004
       existing SOR in the South TH does not comply. The SOR in the
       North TH is not planned to comply.




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LOCAL POLICY
                                                                                                                       The aim is to ensure that central London becomes a safer, more pleasant place in which to live, work and
 Replacement Unitary Development Plan (RUDP)                                                                           visit, and maintains and strengthens its position as a national and international centre for business and
 Proponent body                                        City of Westminster                                             tourism.
 Status (e.g. statutory, non-statutory)                Statutory. The RUDP [as agreed by Full
                                                       Council 13th December 2004] is not yet                          POLICY STRA 21: WALKING, CYCLING AND PUBLIC TRANSPORT
                                                       adopted and so will need to be read in                          It is the City Council’s aim:
                                                       conjunction with the Apopted UDP 1997                           (A) To improve environmental quality, safety and directness of routes for pedestrians and cyclists
                                                       (Statutory)                                                     (B) To improve the quality, reliability, efficiency, safety and accessibility of public transport by promoting and
 Date produced                                         December 2004                                                   supporting proposals that integrate, improve and extend bus, Underground and rail networks and services,
 Internet link:                                                                                                        and river services
 http://www.westminster.gov.uk/environment/planning/unitarydevelopmentplan/#RUDP1
 Policy relevant to Victoria Station Upgrade                                                                           A good public transport system is essential for meeting the economic and social needs of the City’s
                                                                                                                       businesses, workers and residents. Improvements to existing bus and train services are urgently needed.
Most relevant policies concern transport, the environment, urban design and listed buildings. However, any             They will help to improve efficiency and reliability and to increase capacity, thereby reducing congestion on
development is required to comply with the UDP as a whole                                                              both road and rail networks. It is also necessary to improve the accessibility of public transport. Good
                                                                                                                       information provision on the public transport services available will also encourage greater use of such
                                  OVERALL STRATEGIC PLANNING AIMS                                                      services.

POLICY STRA 3: WESTMINSTER’S CENTRAL AREA                                                                              POLICY STRA 22: REDUCING THE ENVIRONMENTAL EFFECTS OF TRANSPORT
It is the City Council’s aim:                                                                                          It is the City Council’s aim:
To protect and enhance the strategic role, historic character, and social and Cultural importance of the central       To protect and improve environmental quality, by reducing the use of all motorised vehicles and encouraging
part of Westminster through the designation of a Central Activities Zone and Central Activities Zone                   modes of transport and types of engine and/or fuel which cause less pollution and congestion.
Frontages.
                                                                                                                       POLICY STRA 26: IMPROVING ACCESS TO FACILITIES AND BUILDINGS
Victoria station is within the Central Activities Zone and, as such, will be subject to local considerations of        It is the City Council’s aim:
amenity, character and function, conservation area and other sustainable design principles.                            To ensure that all users and visitors have access to individual buildings and developments. Particular regard
The railway, underground, bus and coach stations at Victoria provide the gateway for many people arriving in           will be paid to the needs of people with disabilities.
the area. The railway station is the busiest mainline terminus in London. The underground station is the
busiest in London. Over 250 buses per hour at peak times serve the bus station and nearby bus stops. The               The Disability Discrimination Act 1995 brought in new rights of access for disabled people to goods, facilities
coach station is served by national and international coach services. Many people’s perception of the area is          and services. Service providers have a duty to make reasonable adjustments in relation to the physical
formed as they pass through the stations on their way to their destination. There are likely to be major               features of their premises to overcome barriers to access by disabled people. ‘Physical features’ includes
opportunities to improve the stations and local environmental quality during the period covered by this plan.          anything on the premises arising from the building’s design or construction or from an approach to, exit from
Victoria has also been identified as an area for intensification in the London Plan.                                   or access to, such a building. Good access not only benefits people with disabilities but also children and
                                                                                                                       elderly people, for example.
POLICY STRA 17: NOISE
It is the City Council’s aim:
To reduce noise levels in Westminster below maximum noise levels set out in the World Health Organisation
‘Guidelines for Community Noise’.

Noise is an aspect of amenity that affects everyone. much of the high level of noise in Westminster is
generated by transport, including road and rail traffic, aircraft and water transport. Policies ENV 6 and ENV 7
in Chapter 9: Environment, in Part 2 of the Plan, set out how we will seek to reduce noise levels below specific
maximum noise levels set out in the World Health Organisation (WHO) ‘Guidelines for Community Noise’
(1999) in line with PPG 24: ‘Planning and Noise’ (1994).

POLICY STRA 18: CRIME AND SECURITY
It is the City Council’s aim:
To reduce the fear of crime, actual crime and nuisance for residents, businesses and visitors.

Crime and the fear of crime are important and increasing concerns of residents, business and visitors. They
have a very great effect on people’s perception of places. Section 17 of the Crime and Disorder Act 1998
requires community safety to be considered in all decisions made by local authorities including those on
planning applications. Developments should be safe and secure through informed design.

POLICY STRA 20: INTEGRATING LAND USE AND TRANSPORT
It is the City Council’s aim:
To reduce the need to travel, whilst improving access to facilities and services, by integrating land use and
transport policies in cooperation with other bodies across London.



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POLICY STRA 27: STANDARDS OF DESIGN                                                                                         It is the City Council’s aim:
It is the City Council’s aim:                                                                                               (A) To improve air quality through Westminster’s Air Quality Management Plan and other measures
To promote the highest standards of sustainable urban design and architecture in all development and to                     (B) To support measures to improve surface and ground water quality
encourage inventive architecture in the context of Westminster’s unique local distinctiveness.                              (C) To prevent the contamination of land and take the necessary steps to ensure that contaminated land is
                                                                                                                            cleaned up
POLICY STRA 28: CONSERVATION AREAS AND THE WORLD HERITAGE SITE
It is the City Council’s aim:
To preserve or enhance the built and landscaped environment of Westminster; paying particular regard to its                                                              DETAILED POLICIES
historic character, appearance and cultural importance and ecological value.
                                                                                                                            WESTMINSTER’S CENTRAL AREA
The site is within the area being considered for designation as a Conservation Area, further, Grosvenor
Gardens and Westminster Cathedral are adjacent Designated Conservation Areas.                                               POLICY CENT 1: THE CENTRAL ACTIVITIES ZONE
                                                                                                                            (B) Development for Central London Activities within the Central Activities Zone will be encouraged where
POLICY STRA 29: LISTED BUILDINGS, HISTORIC PARKS AND GARDENS, AND ARCHAEOLOGY                                               appropriate to the character and function of particular areas within the Central Activities Zone
It is the City Council’s aim:
(A) To preserve or enhance listed buildings and their settings, historic parks and gardens and their                        The plan gives precedence and protection to those activities that make a significant contribution to the
surroundings and other features of special or local architectural, historic or ecological interest                          uniqueness of central London or maintain the identity, character and function of the localities and communities
(B) To investigate, record and protect Westminster’s archaeological heritage                                                within the CAZ.

The built environment must be redeveloped and restored as appropriate, although any change should not                       POLICY CENT 4: CENTRAL LONDON SUPPORTING ACTIVITIES AND LOCAL SERVICES
detract from the qualities of the existing historic townscape, which make the City an attractive and valued                 Planning permission will not be granted for development which results in the loss of uses supporting Central
environment.                                                                                                                London Activities or the loss of local service uses, within the Central Activities Zone or on the CAZ Frontages,
The City Council will promote the highest standards of sustainable design principles in new developments and                where such uses contribute to the character and function of these areas.
in alterations and additions to existing buildings. It will ensure that all developments, particularly with regard to
bulk and height, make a positive contribution to the environment, retaining the distinctiveness of different                The aim of this policy is to protect essential uses supporting Central London Activities and local service uses
areas and relating well to their surroundings.                                                                              in Central Westminster for tourists and people living and working in the area.

POLICY STRA 30: VIEWS AND HIGH BUILDINGS                                                                                    TRANSPORT
It is the City Council’s aim:
To protect or enhance important and acknowledged views across or within Westminster and to resist                           POLICY TRANS 2: ROAD SAFETY
inappropriately designed or intrusively located high buildings and other structures.                                        The City Council will scrutinise all development proposals, as regards their traffic and highway arrangements,
                                                                                                                            to ensure that where appropriate they are designed to reduce the number and severity of road accidents, and
There are several historic buildings and the adjacent conservation area of Grosvenor Gardens, which                         to ensure that they adequately complement the relevant slower speed initiatives that are being taken in the
contribute significantly to local views These views of their special architectural or historic interest can be              interests of road safety and accident reduction, whilst allowing the easy passage of emergency and public
sensitive to the impact of high buildings, which detract from and devalue them.                                             service vehicles.

POLICY STRA 32: THE SUSTAINABLE DEVELOPMENT OF WESTMINSTER                                                                  The City Council will ensure that road safety is taken into account in all proposed traffic management
It is the City Council’s aim:                                                                                               schemes.
To seek to achieve sustainable development and to meet the economic, social and environmental needs of
the City in an integrated and balanced way.                                                                                 POLICY TRANS 3: PEDESTRIANS
                                                                                                                            (A) The City Council, in considering development proposals, will aim to secure an improved environment for
The City Council supports measures for using cleaner, more sustainable forms of energy and reducing energy                  pedestrians, with particular regard to their safety, ease, convenience and directness of movement, in the
consumption, by reducing the need to travel, promoting more energy-efficient modes of transport, and                        course of negotiations or securing planning agreements, including the provision of appropriate facilities, such
conserving energy through building design. Consistent with the concern to protect the environment, the City                 as footway widening, connecting walkways, footbridge location and covered arcading.
Council will require developers to submit environmental impact assessments.                                                 (B) In its consideration of proposals for the future creation of pedestrian-only areas or areas of pedestrian
For all developments, the City Council requires applicants to submit an Environmental Performance                           priority, the City Council will aim to achieve a high standard of urban design and also to have regard to the
Statement: a checklist of environmental effects and sustainability. For large developments the City Council                 following physical features:
requires use of an external appraisal such as the Building Research Establishment Environmental                             1 the need for personal safety and the prevention of crime
Assessment Method (BREEAM).                                                                                                 2 the consequential displacement of moving or parked vehicles to or within surrounding areas, especially
                                                                                                                            residential areas
POLICY STRA 33: SUSTAINABLE DESIGN, CONSTRUCTION AND MANAGEMENT OF BUILDINGS                                                3 the access and mobility needs of disabled, elderly and handicapped people
It is the City Council’s aim:                                                                                               4 the need for access and passage of regular bus services
To promote the efficient use of materials and reduce energy and water consumption by:                                       5 the need for cyclist movement and segregation from other traffic
(A) promoting the construction and management of environmentally efficient buildings and the use of energy                  6 the accessibility needs of licensed taxis and mini-cabs
efficient heating, lighting, cooling, ventilation and other powered systems                                                 7 the likely impact of vehicular restrictions on patterns of retail trade
(B) reducing the need to travel and encouraging the use of energy-efficient transport                                       8 the access and servicing needs of traders and frontages, and facilities for refuse collection and street
(C) promoting water conservation measures                                                                                   cleansing
                                                                                                                            9 the need for convenient 24-hour access for emergency services
POLICY STRA 34: POLLUTION - AIR, WATER AND LAND                                                                             10 improving the setting of listed buildings and conservation areas and reducing clutter



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11 the impact on the character and land use of the street                                                                  closely related or incremental development, a joint Transport Assessment may be necessary and may be
12 highway maintenance, including lighting                                                                                 required.
13 enforcement, including parking, licensing, planning, noise, illegal street trading and antisocial behaviour             (C) In cases where the existing road network and/or junctions and/or the public transport networks cannot
14 environmental benefits                                                                                                  cope with the increased volume of movement generated by a development, the City Council will refuse
                                                                                                                           permission for the development unless it is possible to devise suitable transport improvements to permit the
The City Council will ensure that pedestrian activity is adequately catered for and that, where possible,                  generated movements to gain safe access to the transport networks. Such improvements must be acceptable
conditions for pedestrians are improved during and after construction.                                                     within the terms of the other policies in this Plan (in particular see TRANS 1 – 4 and 7 – 10).
                                                                                                                           (D) Where necessary, the City Council will impose conditions on a planning permission or will seek legal
POLICY TRANS 5: SURFACE, UNDERGROUND RAILWAYS AND TRAMS                                                                    agreements to enable such improvements to be carried out in conjunction with the development. Where the
(A) The City Council will encourage and support improvements to the main line rail termini, Underground                    need for a transport improvement arises from the movements generated by a new development, the City
stations and associated interchange facilities, including improved access to and capacity of stations and                  Council will normally require that the full cost of the improvement or an appropriate proportion of that cost be
interchanges. The Council will cooperate with the Strategic Rail Authority, National Rail, Transport for London,           met by the developer.
London Underground and other appropriate authorities in any studies undertaken with a view to improving
such facilities and may seek to undertake such studies through agreements with developers.                                 The aim of an assessment is to assess the overall transport implications of developments.
(B) The City Council will seek to retain and enhance accessibility to public transport in all parts of the City. The
City Council will oppose the permanent closure of any station or line unless there are alternative proposals,              POLICY TRANS 19: DEVELOPMENT UNDER THE HIGHWAY
which can be satisfactorily demonstrated to offer overall benefits.                                                        The City Council will generally restrict the lateral and vertical extent of new or extended basement areas under
(C) Where new or additional rail or tram facilities are proposed, the City Council will seek to ensure that any            the adjacent highway so that there remains a minimum vertical depth below the footway or carriageway of
movement which may be generated by such a facility can be adequately catered for by public transport and                   about 900 mm and the extent of the new or extended basement area does not encroach more than about 1.8
that interchange between different forms of public transport is improved. The City Council will discourage                 m under any part of the adjacent highway.
proposals that result in increased vehicle journeys unless the net impact is a more sustainable transport
operation. The City Council will seek to protect the environment of the surrounding area from the adverse                  POLICY TRANS 20: OFF-STREET SERVICING, DELIVERIES AND COLLECTION
impact of construction, particularly where residents are affected. This will include the effects of construction           The City Council will require convenient access to all premises for servicing vehicles (to include access for
and diverted traffic and the unnecessary demolition of listed and other valued buildings.                                  emergency services) and will, in most cases, require that the servicing needs of authorised development are
(D) Where new or improved rail or tram facilities are proposed the City Council will seek to ensure that the               adequately accommodated on-site and off-street, preferably either behind or under new or converted
proposals include suitable and convenient access for people with mobility difficulties. The Council will also              buildings. Such provision should be adequate to cater for the size, type and anticipated frequency of arrival of
urge operators to improve the access for such people to existing facilities.                                               vehicles likely to be used for collection and delivery. Conditions may be imposed in order to restrict servicing
(E) The City Council will support improvements to railway lines and stations and recognises that the                       activity to certain times and to ensure that the facilities are kept permanently available for their intended use,
construction of new facilities and the achievement of associated community benefits may cause some                         in order to minimise or prevent disturbance and inconvenience to adjoining occupants.
disruption. The City Council will seek to work with promoters and operators to protect the environment of the
surrounding area from the adverse impact of construction including construction and diverted traffic and the               POLICY TRANS 27: DISABLED ACCESS TO BUILDINGS
unnecessary demolition of, or potential impacts on, listed and other valued buildings.                                     The City Council will require the provision of access ramps and other facilities for the disabled to be located
(F) In appropriate cases, the City Council may seek improvements such as those outlined above through                      entirely within the curtilage or the interior of buildings to which they are intended to provide access. In
negotiations or legal agreements with developers.                                                                          exceptional circumstances, if it is absolutely necessary to encroach on the public highway, they should not
                                                                                                                           unreasonably inconvenience pedestrian or other traffic or adversely affect the setting of listed buildings.
POLICY TRANS 8: IMPROVED PUBLIC TRANSPORT ACCESS
The City Council may require financial assistance or physical provision for specific local improvements to                 SHOPPING AND SERVICES
public transport access or levels of service, through the imposition of planning conditions or by securing
agreements with developers in the following situations:                                                                    POLICY SS 11: SUPERSTORES, SUPERMARKETS AND OTHER MAJOR RETAIL DEVELOPMENTS
1 where there might be a benefit to the community, such as an improvement in the functioning or coverage of                (A) Planning permission for major retail developments will be granted within: an established shopping area in
the public transport system                                                                                                the CAZ, a District Centre, a larger Local Centre, or in or adjoining main rail termini, if the proposal would not
2 where financial assistance might help to achieve other planning aims and policies such as comprehensive                  cause harm to the vitality and viability of shopping areas or centres in the catchment area of the development,
redevelopment or the better layout of development or its proper integration with the local transport                       and if:
infrastructure                                                                                                             1. the proposal is of a size appropriate to the character and function of the shopping centre or area
3 where they may secure the provision or improvement of a local service necessary to enhance access by                     2. the proposed site is highly accessible by public transport and for pedestrians, cyclists and the less mobile
public transport or influence the overall modal split in its favour                                                        3. the existing road network has sufficient capacity to take any additional servicing traffic generated by the
4 where it is possible to improve physical conditions or general ease of multi-modal access, particularly for              proposal without causing adverse effects on the environment, traffic circulation, or air quality
people with disabilities or lack of full mobility                                                                          4. the proposal provides facilities such as cycle parking and public recycling facilities
5 where such improvements would complement wider aims of traffic reduction and the mitigation of the                       5. the proposal is well designed, relates well to the existing shop frontage, reflects the character of the local
adverse environmental impact of traffic on the local community.                                                            area, is landscaped where appropriate and is integrated with the surrounding uses

POLICY TRANS 14: TRANSPORT ASSESSMENTS                                                                                     POLICY SS 14: ENVIRONMENTAL IMPROVEMENTS
(A) All development proposals will be assessed for their individual and cumulative impact in contributing to               The City Council will encourage and, if necessary, promote the improvement of the townscape and
traffic generation, and on congestion, parking, safety, public transport, cyclists and pedestrians. The City               environment of shopping areas. Such proposals will, where appropriate, seek improvements to, and be
Council will use Transport Assessments to seek to promote development that supports more sustainable                       assessed in relation to, the following factors:
travel choices and reduces the need to travel.                                                                             1. the character and appearance of conservation areas
(B) The size of the developments for which the need to provide a Transport Assessment will apply, together                 2. the convenience and safety of pedestrians people with disabilities/wheelchair users
with the details that will be required, are outlined in Appendix 4.1 to this Chapter. In the case of composite,            3. the residential amenity in the street and neighbouring streets
                                                                                                                           4. traffic circulation in the street and neighbouring streets



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5. the increase in numbers of people using the street (particularly where there is a concentration of                  (C) For those developments that require air conditioning systems, the City Council will encourage use of dry
entertainment uses)                                                                                                    rather than wet systems.
6. creating a positive social environment                                                                              (D) The City Council will monitor air pollutants, including those from motor vehicles, and seek reductions in
7. the access requirements of emergency and refuse collection vehicles and bus services                                those pollutants.
8. the servicing needs of local businesses                                                                             (E) When considering applications for development involving the storage or use of hazardous substances, the
9. the needs of cyclists                                                                                               City Council will take the advice of the Health and Safety Executive concerning the nature and severity of the
10. the need for recycling facilities, including bins for cans, plastic bottles, newspapers and other materials        risks presented by potential major hazards to people in the surrounding area.

POLICY SS 16: PAVEMENT SHOPS                                                                                           POLICY ENV 6: NOISE POLLUTION
Permission will not be given for pavement shops that would reduce the free passage and safety of pedestrians           The City Council will:
or other highway users, or have a detrimental effect on the townscape, residential amenity, character or               1. Require design features and operational measures to minimise and contain noise from developments, to
appearance of the street.                                                                                              protect noise sensitive properties;
                                                                                                                       2. Where developments adjoin other buildings or structures, require applicants to demonstrate that as far as is
ENVIRONMENT                                                                                                            reasonably practicable developments will be designed and operated to prevent transmission of audible noise
                                                                                                                       or perceptible vibration through the fabric of the building or structure to adjoining properties;
POLICY ENV 1: SUSTAINABLE AND RESOURCE-EFFICIENT BUILDINGS                                                             3. Require a noise and vibration assessment report where development or change of use could affect noise
(A) The City Council will encourage and in specified cases require developers to consider sustainable design           sensitive properties;
principles and to complete the sustainable buildings parts of the Environmental Performance Statement (EPS)            6. Apply conditions when granting planning permission to restrict noise emissions, transmission of noise or
in Annex 9.1.                                                                                                          perceptible vibration and hours of operation, to require incorporation of acoustic measures to meet these
(B) In considering planning applications the City Council will expect the efficient use of energy and other            conditions and to require, where appropriate, such conditions to be complied with before new plant or the
nonrenewable resources through careful orientation, design, choice of materials, equipment, and landscaping.           development is used;
(C) In new developments, the City Council will encourage the use of natural ventilation and lighting, effective        7. Require all mechanical, ventilation and ducting equipment to be contained within the building envelope of
energy conservation, and thermal and acoustic insulation, to conserve energy and reduce noise and air                  new developments.
pollution.                                                                                                             8. Encourage developers to ensure servicing of plant and machinery so that that noise conditions are met at
(D) The City Council will encourage use of renewable energy installations that achieve good design solutions,          all times;
particularly in sensitive areas, and that avoid detrimental effects on the surrounding area. Where feasible, new       9. Require developers, when carrying out construction work, to keep to a minimum disturbance to surrounding
developments will be required to incorporate renewable energy generating plant to meet a proportion of the             areas, and to adhere to hours of working agreed with the City Council prior to start on site;
development’s overall energy demand.                                                                                   10.Seek measures to minimise and reduce noise from traffic.
(E) The City Council encourages use of independent appraisals of the sustainability of buildings and for larger
developments requires these. Applicants should refer to Annex 9.1 and tables 9.2 and 9.3, for the kinds of             POLICY ENV 7: CONTROLLING NOISE FROM PLANT, MACHINERY AND INTERNAL ACTIVITY
appraisal required and the size and type of development for which these are required.                                  (A) Where development is proposed, the City Council will require the applicant to demonstrate that this will be
                                                                                                                       designed and operated so that any noise emitted by plant and machinery and from internal activities, including
POLICY ENV 2: ENVIRONMENTAL APPRAISAL                                                                                  noise from amplified or unamplified music and human voices, will achieve the following standards in relation to
In considering planning applications:                                                                                  the existing external noise level at the nearest noise sensitive properties, at the quietest time during which the
(A) All applicants will be expected to complete those parts of the Environmental Performance Statement                 plant operates or when there is internal activity at the development -
(EPS) applicable to their proposals.                                                                                   1) Where the existing external noise level exceeds WHO Guideline levels of LAeq, 12hrs 55dB daytime
(B) The City Council will require use of Environmental Impact Assessments (EIA) for those developments that            (07.00- 19.00); LAeq, 4hrs 50dB evening (19.00-23.00); LAeq, 8hrs 45dB night-time (23.00-07.00):
meet the Government’s Schedule 1 criteria and for those Schedule 2 criteria that the City Council determines           either
are likely to have significant environmental effects. Applicants should refer to the Regulations and paragraph         (a) and where noise from the proposed development will not contain tones or be intermittent sufficient to
9.20 below for the types of proposal likely to require an EIA.                                                         attract attention, the maximum emission level (LAeq15min) should not exceed 10 dB below the minimum
                                                                                                                       external background noise at the nearest noise sensitive properties.
POLICY ENV 4: PLANTING AROUND AND ON BUILDINGS                                                                         The background noise level should be expressed in terms of LA90, 15min.
(A) The landscaping of forecourts, walls, entrance areas and grounds will be encouraged, where appropriate.            or
(B) Planting on flat surfaces and roofs on buildings will be encouraged subject to the need to maintain the            (b) and where noise emitted from the proposed development will contain tones, or will be intermittent sufficient
amenities and the privacy of neighbouring occupiers, conservation area and listed buildings policies, and              to attract attention, the maximum emission level (LAeq15min) should not exceed 15 dB below the minimum
ensuring that views out of the Royal Parks are not compromised.                                                        external background noise at the nearest noise sensitive properties. The background noise level should be
                                                                                                                       expressed in terms of LA90,15min .
POLICY ENV 5: AIR POLLUTION                                                                                            2) Where the external background noise level does not exceed the above WHO Guideline
(A) The City Council will encourage new development that does not lead to an increase in local air pollution.          levels, policy ENV 7(A)(1)(a) and (b) will apply except where the applicant is able to demonstrate to the City
(B) The City Council will promote measures to improve air quality, in particular encouraging developers to             Council that the application of slightly reduced criteria of no more than 5 dB will provide sufficient protection to
minimise global and local air pollution and emission                                                                   noise sensitive properties:
of odours by:                                                                                                          either
1) minimising traffic generated by developments                                                                        a) where noise emitted from the proposed development will not contain tones or be intermittent sufficient to
2) using natural ventilation systems and lighting wherever possible                                                    attract attention, the maximum emission level ( LAeq15min) should not exceed 5dB below the minimum
3) using the most energy efficient forms of heating, air conditioning and active ventilation systems                   external background noise level at the nearest noise sensitive properties. The background noise levels should
4) careful design and siting of central heating and ventilation exhausts                                               be expressed in terms of LA 90, 15min.
5) avoiding or reducing emissions from the burning of fossil fuels                                                     or
6) following the Westminster Considerate Builders’ code of practice to contain dust and fumes on building              b) where noise emitted from the proposed development will contain tones or will be intermittent sufficient to
sites.                                                                                                                 attract attention, the maximum emission level (LAeq15min) should



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not exceed 10 dB below the minimum external background noise level at the nearest noise sensitive                      (5) accessibility, inclusive design and security measures
properties. The background noise levels should be expressed in terms of LA 90, 15min.                                  (6) regard to the relevant urban design policies contained in this chapter
(B) Noise from emergency generators Where emergency generation plant is installed and requires testing, the            (7) regard to supplementary design guidance produced by the City Council
City Council will permit noise emitted from this plant to increase the minimum assessed background noise               (8) waste storage and disposal
levels by no more than 10dB for the purpose of testing for up to one hour per month between 09.00 and 17.00            (9) sustainable building principles in accordance with policy ENV 1: Sustainable and resource efficient
Monday to Friday only and not on public holidays.                                                                      buildings

POLICY ENV 10: LIGHT POLLUTION                                                                                         This policy aims to ensure new development is of the highest quality in order to preserve and enhance the
When planning permission is granted for developments which involve the installation of lighting apparatus              townscape of Westminster, to provide adequate access, to reduce crime and improve security.
(including advertising panels) conditions will be attached to ensure:
A. no glare or conflict with street or traffic lighting;                                                               POLICY DES 2: EXTENSIVE DEVELOPMENT
B. minimal upward light spill; and                                                                                     Permission will be granted for extensive development which:
C. energy-efficient equipment is used.                                                                                 (A) has sufficient independence of form to allow the creation of new compositions and points of interest
                                                                                                                       (B) seeks to maximise energy efficiency
POLICY ENV 13: PROTECTING AMENITIES, DAYLIGHT AND SUNLIGHT AND ENVIRONMENTAL                                           (C) is of the highest standards of contemporary architecture
QUALITY                                                                                                                (D) provides new streets, squares and open spaces where appropriate and extend links to maintain a high
(A) The City Council will seek to protect and improve the residential environment by the provision of open             level of accessibility
space…traffic management schemes and other appropriate measures including good landscape design and                    (E) relates satisfactorily to the adjacent townscape taking into account its:
lighting.                                                                                                              1) scale
(B) The City Council will seek to ensure that, where there is an opportunity, new developments enhance the             2) character
residential environment of surrounding properties.                                                                     3) historic street layout
(E) The City Council will normally resist proposals which result in a material loss of daylight/sunlight,              4) existing and likely future patterns of traffic and pedestrian movement
particularly to dwellings and educational buildings. In cases where the resulting level is unacceptable,               5) uses
permission will be refused.                                                                                            (F) preserves and creates features which contribute to the way the urban environment is understood, including
(F) Developments should not result in a significant increase in the sense of enclosure or overlooking, or cause        the maintenance of appropriate building lines and using new building frontages to create clearly defined edges
unacceptable overshadowing, particularly on gardens, public open space or on adjoining buildings, whether in           and public routes
residential or public use.                                                                                             (G) ensures servicing and parking are sited and designed sensitively
(G) The City Council may require developers to demonstrate that their proposals will not give rise to
unacceptable microclimatic conditions.                                                                                 POLICY DES 3: HIGH BUILDINGS
                                                                                                                       (A) High buildings (defined as being that which is significantly higher than its surroundings) will not be
URBAN DESIGN AND CONSERVATION                                                                                          permitted where the development:
                                                                                                                       (1) would intrude upon Strategic Views (as defined by Policy DES 14) or upon the setting of the Palace of
POLICY DES 1: PRINCIPLES OF URBAN DESIGN AND CONSERVATION                                                              Westminster or upon the Westminster Abbey World Heritage Site
(A) Architectural Quality, Local Distinctiveness and Sustainability Development should:                                (2) would have an adverse impact upon the character and appearance of designated conservation areas
(1) be of the highest standards of sustainable and inclusive urban design and architectural quality                    (DES 9) or upon listed buildings and their settings (DES 10) or upon the views (DES 15) obtained from the
(2) improve the quality of adjacent spaces around or between buildings, showing careful attention to definition,       following areas:
scale, use and surface treatment;                                                                                      (a) The London Squares
(3) use high quality, durable and, where possible, indigenous and recycled materials appropriate to the                (b) The Royal Parks
building and its setting and should respect and, where necessary, maintain:                                             (3) would be incongruous with respect to the prevailing character of the area within which it would be located
(4) the character, urban grain, scale and hierarchy of existing buildings and                                          (B) Existing high buildings in Westminster shall not set a policy precedent for similar development on adjacent
(5) the spaces between them                                                                                            sites and any new high buildings, if permitted as an exception to Policy DES 3(A) shall satisfy most of the
(6) the character, scale and pattern of historic squares, streets, lanes, mews and passageways                         following design criteria:
(7) the form, character and ecological value of parks, gardens and planned open spaces                                 (1) the quality of architectural design embodied in the proposal would visibly contribute to the character of
(B) Amenity, Accessibility and Community Safety To protect amenity, development should:                                London as a World Class City, and
(1) adopt appropriate design measures                                                                                  (2) enhance the long-distance skyline of Central London by their profile, aspect ratio and choice of facing and
(2) provide for safe and convenient access for all                                                                     glazing materials, and
(3) adopt design measures to reduce the opportunity for crime and anti-social behaviour                                (3) the relevant employment opportunities and housing capacity created by the proposal shall be within the
(4) where proposed, incorporate appropriately designed and positioned security fixtures on buildings and               existing or planned future capacity of the public transport and highway networks, and
street furniture so as to minimize the visual impact of these fixtures                                                 (4) the development shall provide a favourable mix of land use which would facilitate shorter journeys to work,
(5) maintain a clear distinction between private and public spaces around buildings and ensure the informal            energy conservation and support other sustainability objectives
surveillance of public space                                                                                           (C) High buildings which may be exceptionally permitted on the basis of Policy DES 3(B) shall contribute to
(C) Applications                                                                                                       the improvement or the regeneration of the locality within which they would be sited and should satisfy all the
Development proposals should demonstrate how they have taken into account, by use of detailed drawings                 following detailed criteria in their siting and detailed design. They should:
and a written statement, the following:                                                                                (1) define and landmark points of significant urban activity and accord with the scale and character of urban
(1) architectural quality, local character and distinctiveness                                                         grain and street frontage lengths, existing open space, planting and other topographical features, and
(2) the location and nature of existing and potential links to and through the site and to amenities beyond the        (2) serve to enhance area accessibility and local pedestrian movement by design at ground level and by the
site                                                                                                                   provision of open space and active frontages at street level, and
(3) townscape features within the site and features which border the site                                              (3) secure an enhancement of the local public realm and publicly accessible areas by the provision of high
(4) local views through and within the site and landmark features visible in the vicinity of the site                  quality landscaping treatment, and



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(4) minimise the effects of overshadowing and overlooking, especially within predominantly residential areas              (3) Where such installations are needed for the purposes of development for which permission is sought, they
and avoid the effects of wind turbulence and other adverse microclimatic impact, and                                      shall be designed to prevent or minimise light pollution or trespass and may be restricted as to maximum
(5) ensure that on-site vehicle parking provision and movement is restricted to underground areas as far as               hours of operation or levels of illumination, especially in residential areas
possible, and                                                                                                             (C) Boundary Walls and Railings
(6) have no adverse impact upon telecommunications channels and air traffic control and movements                         (1) In schemes of development, the loss of boundary walls and railings will be resisted where they form an
                                                                                                                          important feature of and make a positive visual contribution to the street scene
On the whole, Westminster is considered by the City Council to be an unacceptable location for high buildings.            (2) Permission will be granted for the addition of boundary walls and railings where
As such the Council will seek to mitigate the impact that high buildings have upon the high quality, historic             a) they replicate an existing or traditional pattern which is characteristic of the immediate locality
built environment.                                                                                                        b) they are of a design and employ materials appropriate to the existing or proposed building, in the case of
                                                                                                                          there being no prevalent or traditional pattern in the locality
POLICY DES 5: ALTERATIONS AND EXTENSIONS                                                                                  (E) Paving
(A) Permission will generally be granted for development involving the extension or alteration of buildings in            The City Council will use suitable paving materials in all areas and will require the sensitive treatment of
the following circumstances:                                                                                              paving in private schemes to accord with the character of adjacent buildings and surrounding areas
(1) where it is confined to the rear of the existing building
(2) where it is does not visually dominate the existing building                                                          POLICY DES 8: SIGNS AND ADVERTISEMENTS
(3) if it is in scale with the existing building and its immediate surroundings                                           (A) Signs and Advertisements
(4) if its design reflects the style and details of the existing building                                                 (1) Consent will be granted for signs and advertisements which:
(5) if the use of external materials is consistent with that of the existing building                                     a) are well designed and sensitively located within the street scene
(6) where any necessary equipment, plant, pipework, ducting or other apparatus is enclosed within the                     b) relate to the character, scale and architectural features of the building on which they are to be fixed
external building envelope, if reasonably practicable                                                                     c) in the case of shop signs, are located at fascia level
(7) where external apparatus such as surveillance equipment is needed it is located so that visual or any other           d) in the case of signs on shop blinds, comprise traditional, retractable canvas awnings
impact on amenity is avoided or minimised                                                                                 (2) Consent will not normally be granted for any of the following:
(B) Permission may be refused for development involving the alteration or extension of buildings in the                   a) signs and advertisements on street furniture or ground surfaces, especially in conservation areas, London
following circumstances:                                                                                                  squares, or adjacent to the Royal Parks, listed buildings or other sensitive locations
(1) Where an extension rises above the penultimate storey of the existing building (excluding roof storeys)               b) significant advertisement displays on commercial buildings in residential areas
(2) where it occupies an excessive part of the garden ground or other enclosure                                           c) internally illuminated box fascia or projecting signs within conservation areas or residential areas
(3) where any added floorspace is obtained by the roofing over or physical enclosure of basement areas                    d) illuminated advertisements in areas adjacent to the Royal Parks and some London squares
(4) where it involves the loss of significant gaps between buildings                                                      e) LED and video screens, moving digital displays and message boards and intermittent, flashing or light-
(5) where it involves the installation of entrance canopies which either obscure or are at variance with the              projected signs
architectural features of the building                                                                                    f) where the proposed advert, seen in conjunction with existing signs, would lead to visual clutter on a building
(C) Permission will generally be granted for new shopfronts to retail or similar premises open to the general             g) high level signs
public, in the following circumstances:                                                                                   h) balloon advertisements
(1) where they relate satisfactorily to the design of the upper parts of the building                                     i) permanent or temporary advertising hoardings or shrouds, unless they are sensitively related to its local
(2) where they would not displace existing shopfronts which are locally distinctive or                                    context, with a minimum of obvious or intrusive commercial advertising content or display
characteristic                                                                                                            j) temporary promotional banners and other forms of temporary advertising, on buildings or street furniture
(3) where the new shopfront is not designed to be entirely or largely openable, in the absence of local                   k) permanent or multiple flagpoles, flag or banner advertisements
circumstances or established patterns of trading activity                                                                 (B) Estate Agents' Boards
(4) where they do not involve the installation of solid or perforated external shutters, except in specially              (1) In areas where a Regulation 7 Direction applies, consent will be granted for estate agents’ boards on
justified circumstances                                                                                                   commercial properties that relate satisfactorily to the character, scale and architectural features of the building
                                                                                                                          (2) On residential properties consent will normally be refused for the display of estate agents’ boards
All new building works should be successfully integrated with their surroundings. They should retain or restore
existing features that are important elements in the townscape or that contribute to the architectural integrity or       Under current legislation the City Council controls outdoor advertising in the interests of amenity and public
proportions of a building or group of buildings.                                                                          safety. The City Council considers it important to control signs and advertisements since, if insensitively
                                                                                                                          handled in size, design or siting, they can harm the appearance of buildings and add clutter to an already busy
POLICY DES 7: TOWNSCAPE MANAGEMENT                                                                                        street scene.
(A) Public Artworks
(1) The provision of public artwork, including sculpture, statuary and mural decoration, will be encouraged               POLICY DES 10: LISTED BUILDINGS
where permission is sought for suitable schemes of development or redevelopment                                           (A) Applications for Planning Permission
(2) Such artwork should be                                                                                                Applications for development involving the extension or alteration of listed buildings will where relevant need
a) of a high standard of design and execution, using high quality materials, and                                          to include full details of means of access, siting, design and external appearance of the proposed
b) spatially related to the development scheme in question and, where fixed to a building, integral to the                development in order to demonstrate that it would respect the listed building’s character and appearance and
design of that building                                                                                                   serve to preserve, restore or complement its features of special architectural or historic interest
(B) Street Furniture and Floodlighting                                                                                    (B) Demolition of Listed Buildings
(1) Where the placement of street furniture requires planning permission, it shall be of a suitable standard of           (1) Development involving the total demolition of a listed building (or any building listed by
design, accord with the patterns of items already in use and generally be sited so as to be visually                      virtue of being within its curtilage) will only be permitted if, where relevant, the following criteria are met:
unobtrusive, having regard to the character and quality of the existing townscape                                         (a) it is not possible to continue to use the listed building for its existing, previous or original purpose or
(2) Where the installation of floodlighting fittings and associated cabling and equipment requires planning               function, and
permission, it shall be done in a visually discreet manner, having regard to the character of buildings and land          (b) every effort has been made to continue the present use or to find another economically viable use and
on or within which it is to be located                                                                                    obtain planning permission, with or without physical alteration, and



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(c) the historic character or appearance of the main building would be restored or improved by the demolition               (B) landmark buildings
of cartilage building(s), or                                                                                                (C) important groups of buildings
(d) substantial benefits to the community would derive from the nature, form and function of the proposed                   (D) monuments and statues
development, and (in all cases)                                                                                             (E) parks, squares and gardens
(e) demolition would not result in the creation of a long-term cleared site to the detriment of adjacent listed
buildings                                                                                                                   The City Council will resist any development that would have a damaging impact on such metropolitan and
(2) If development is authorised in conformity with any of the above criteria, it may be made subject to a                  local views and will seek to ensure that any development proposal is compatible with these views in terms of
condition, agreement or undertaking that any consequential demolition shall not be carried out until all the                setting, scale and massing. Permission will not be given for developments that:
relevant details of the proposed development have been approved and a contract has been entered into for its                a) impinge on important views or skylines
subsequent execution                                                                                                        b) would appear too close or high in relation to a landmark or historic feature or building, or
(C) Change of Use of Listed Buildings                                                                                       c) would appear behind, and mar the silhouette of, a landmark or historic feature or building.
Development involving the change of use of a listed building (and any works of alteration associated with it,
including external illumination) may be permitted where it would contribute economically towards the
restoration, retention or maintenance of the listed building (or group of buildings) without such development
adversely affecting the special architectural or historic interest of the building (or its setting) or its spatial or
structural integrity
(D) Setting of Listed Buildings
Planning permission will not be granted where it would adversely affect:
(a) the immediate or wider setting of a listed building, or
(b) recognised and recorded views of a listed building or a group of listed buildings, or
(c) the spatial integrity or historic unity of a listed building’s curtilage
(E) Theft or Removal of Architectural Items of Interest
In order to reduce the risk of theft or removal of architectural items of interest or value from historic buildings
during the course of development, the City Council may require additional security arrangements to be made
while buildings are empty or during the course of building works

It is presumed that all listed buildings will be preserved because of their special architectural and/ or historic
interest. However, there may be a few exceptions where the balance of needs on planning grounds and the
comparative quality of the existing and proposed buildings is such that permission for demolition/ may be
granted subject to the approval of the Secretary of State.
In considering each case the viability tests set out in PPG15 will be applied. In addition to the requirements set
out in DES 10 (A) the City Council may require applications for listed building consent to be accompanied by
an assessment.
In considering applications for development affecting listed buildings the
City Council will seek to ensure that
a) there is no loss of important historic fabric
b) the overall effect of a proposal is not detrimental to the architectural or historic integrity or detailing of the
building
c) the alterations are entirely in accordance with the period, style and detailing of the original building or with
later alterations of architectural or historic interest
d) existing detailing and important later additional features of the building will be preserved, repaired or, if
missing, replaced
e) all works are designed in a correct scholarly manner
f) the alterations or extensions relate sensitively to the original building
g) the historic roof structure is preserved in situ.
and will apply sustainable design principles which do not conflict with the above.

POLICY DES 11: SCHEDULED ANCIENT MONUMENTS, AREAS AND SITES OF ARCHAEOLOGICAL
PRIORITY AND POTENTIAL
(B) Areas and Sites of Special Archaeological Priority and Potential Permission will be granted for
developments where, in order of priority:
(1) all archaeological remains of national importance are preserved in situ
(2) remains of local archaeological value are properly , evaluated and, where practicable, preserved in situ
(3) if the preservation of archaeological remains in situ is inappropriate, provision is made for full investigation,
recording and an appropriate level of publication by a reputable investigating body

POLICY DES 15: METROPOLITAN AND LOCAL VIEWS
Permission will not be granted for developments which would have an adverse effect upon important views of
(A) listed buildings



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                                                                                                                          MIP access to be provided to all platforms.
 Victoria Area Planning Brief, Revised Draft for Public Consultation                                                      Adequate evacuation routes to street and assembly areas at street level required.
 Proponent body                                      City of Westminster
 Status (e.g. statutory, non-statutory)              Non-Statutory                                                    In terms of interchange between transport modes, the brief identifies the following required provision:
 Date produced                                       February 2005                                                         Adequate provision is required for expected increase in interchanging passengers
 Internet link: www.westminster.gov.uk                                                                                     Safe interchange should be ensured
 Relevance to Victoria Station Upgrade                                                                                     Minimise conflict between pedestrians and other pedestrians and between pedestrians and vehicles
                                                                                                                           Good visibility of access to other modes required
The following principles for all major developments are listed in the Brief and relevant to the proposal:                  Limit walk distance between modes
A. Pedestrian movement around sites and within the transport interchange should be given the highest
   priority
B. Proposed developments must take account of, and as far as possible address, the transport requirements
   at Victoria
C. Proposals must not harm the residential amenity of the Victoria Area, and the integration of developments
   with the local community should be facilitated
D. New buildings in Victoria must be designed and built to the highest quality, and the negative impacts of
   construction activity should be ameliorated
E. City of Westminster, TfL and the GLA will work together to support and develop the strategic and long
   term objectives for Victoria

As part of the planning application process the following supporting information is required:
    Urban Design Statement
    Listed Building Consent
    Details of the Relationship Between the Proposed Development and the Public Transport Improvements
    Transport Impact Assessment
    Access Statement
    Environmental Performance Statement
    Retail Impact Assessment
    Management of the Public Realm and Security
    Construction Timetable and Phasing

The Brief outlines Council’s aim to retain listed buildings and preserve and enhance conservation areas,
local views, and ensure a high standard of architecture, landscape and design.

The following are identified as landmark buildings in the brief:
   North front of Victoria Station (listed building)
   Grosvenor Hotel (listed building)
   Victoria Apollo Theatre (listed building)
   Victoria Palace Theatre (listed building)
   The corner block of Victoria Coach Station (172 Buckingham Palace Road)
   Westminster Cathedral (listed building)
   The former Airline Terminal (listed building)
   Neathouse Place
   Portland House
   Library (Buckingham Palace Road)

The brief recommends four building groups worthy of consideration for conservation areas; audits of these
extension areas are planned. These building groups are:
    The Grosvenor Hotel – recommended as an extension
    Victoria Station – considered but not recommended
    Terminus Place (north side through to Victoria Street) - considered but not recommended
    160 Ebury Street (Petrol Station) – recommended as an extension

Existing and required provision for London Underground is identified in the report. Required provision is
listed as:
     Scheme to include Victoria Underground Upgrade (Phase 1- 3).
     Improvements required to District and Circle ticket hall in accordance with Station Planning Standards and
     Guidance.


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 Listed Buildings
 Proponent body                             City of Westminster
 Status (e.g. statutory, non-statutory)     Statutory
 Internet link:
 http://www3.westminster.gov.uk/maps/maplocation.cfm?LayerID=81&LGSL=346,487,485
 Relevance to Victoria Station Upgrade




                                                                                       Number: Victoria Railway Station, the former London, Chatham and Dover Railway Station, including Train
                                                                                       Shed
                                                                                       Street: Wilton Road (west side)
                                                                                       Grade: II
                                                                                       Id: 1900/98/54

                                                                                       Number: Victoria Railway Station: the former London, Brighton and South Coast Railway Station and rear
                                                                                       concourse
Number: Victoria Palace, Variety Theatre                                               Street: Terminus Place
Street: Victoria Street (north side)                                                   Grade: II
Grade: II                                                                              Id: 1900/98/10269
Id: 99/11
                                                                                       Number: New Victoria theatre
                                                                                       Street: Wilton Road
                                                                                       Grade: II*
                                                                                       Id: 99/13

                                                                                       Number: Grosvenor Hotel
                                                                                       Street: Buckingham Palace Road (south-east side)
                                                                                       Grade: II*
                                                                                       Id: 98/53




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Number: Nos 36 to 50 (even)
Street: Grosvenor Gardens (west side)
Grade: II
Id: 98/45

Number: Nos 23 to 47 (odd) including 4a to 52 (even) Buckingham Palace Road
Street: Grosvenor Gardens (east side)
Grade: II
Id: 98/35


Other Relevant Local Policy

   Design Matters in Westminster, design guidelines, 2001
   City Of Westminster High Buildings Study, General Planning Policy Publications And Consultancy
   Studies, 2000
   Draft Economic Development Strategy, 2004
   Westminster Public Spaces Study, General Planning Policy Publications And Consultancy Studies, 2001
   Access For All, Supplementary Planning Guidance
   Archaeology And Planning In Westminster, Supplementary Planning Guidance
   Heritage Of Westminster - Architecture For A Historic City, Supplementary Planning Guidance
   Repairs And Alterations To Listed Buildings, Supplementary Planning Guidance
   The Listing Of Buildings Of Special Architectural Or Historic Interest, Supplementary Planning Guidance
   The Protection Of Historic Buildings In Westminster, Supplementary Planning Guidance




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                                                Regional Policy                                                             Respect local context, character and communities
                                                                                                                            Are practical and legible
 London Plan                                                                                                                Are attractive to look at and, where appropriate, inspire, excite and delight
 Proponent body                                 Greater London Authority                                                    Respect the natural environment
 Status (e.g. statutory, non-statutory)         Statutory                                                                   Respect London’s built heritage
 Date produced                                  Adopted February 2004
 Internet link: http://www.london.gov.uk/mayor/strategies/sds/london_plan/lon_plan_all.pdf                              This policy should be used to develop the design approach to the project.
 Relevance to Victoria Station Upgrade
                                                                                                                        Policy 4B.3 Maximising the potential of sites
Westminster Council will consult the Greater London Authority (GLA) on the planning application. The
comments made in response to this consultation will be based on the policies contained within the adopted               The major will, and boroughs should, ensure that development proposals achieve the highest possible density
London Plan (2004). Any comments made are a material consideration to the planning authority and                        of use compatible with local context, the design principles in Policy 4B.1 and with public transport capacity.
therefore carry significant weight. This strategic document and the policies contain therein are therefore of           Borough should develop residential and commercial density policies in their UDPs in line with this policy and
importance to this project. It should also be noted that the document was adopted in 2004 and is therefore              adopt the residential density ranges set out in table 4B.1. The Mayor will refuse permission for strategic
afforded considerable weight in considerations, furthermore the policies contained within the London                    referrals that, taking into account context and the potential transport capacity, under-use the potential of the
Borough’s Unitary Development Plan should accord with the London Plan.                                                  site.

Most relevant policies concern transport, the environment, urban design and listed buildings.                           This policy should be used to inform the density of and above ground built development

Policy C3.1 Integrating transport and spatial development                                                               Policy 4B.4 Enhancing the quality of the public realm

Seeking to improve public transport capacity and accessibility where it is needed, for areas of greatest                The Mayor will work with strategic partners to develop a coherent and strategic approach to the public realm.
demand…                                                                                                                 Boroughs should develop local objectives and implementation programmes for their public realm. In doing so
                                                                                                                        they should involve stakeholders, including their local communities.
Policy C3.1 supports the broad aim of the Victoria Station Project
                                                                                                                        The Mayor will, and boroughs should, work to ensure the public realm is accessible, usable for all, meets the
Policy 3C.5 London’s international, national and regional transport links                                               requirements of Policies 3A.14 and 4B.5, and that facilities such as public toilets are provided. Planning
                                                                                                                        applications will be assessed in terms of their contribution to the enhancement of the public realm.
Improve and expand London’s international and national transport links for passengers and freight, to support
London’s development…                                                                                                   These principles should be used when assessing planning applications and drawing up area planning
                                                                                                                        frameworks and UDP policies. Urban design statements showing how they have been incorporated should be
Policy 3C.5 Supports the broad aim of the Victoria Station Project                                                      submitted with proposals to illustrate their design impacts.

Policy 3C.9 Increasing the capacity, quality and integration of public transport to meet London’s                       This policy should inform the development of the Victoria Road project
needs

The Mayor will work with strategic partners to increase the capacity of public transport in London by up to 50%
during the plan period and to improve the integration, reliability, safety, quality, accessibility, frequency and
attractiveness of the existing public transport system.

The aim of the Victoria Station project is in accordance with Policy 3C.9

Policy 3C.12 Improved Underground and DLR services

The Major and TFL will improve the Underground and DLR service and ensure and ensure its development
supports the spatial strategy of this plan by:
Seeking improvements in safety and security, reliability, customer service and effective capacity

The aim of the Victoria Station project strongly accords with this policy

Policy 4B.1 Design Principles for a compact city

The mayor will, and boroughs should, seek to ensure that developments:
   Maximise the potential of the site
   Create or enhance the public realm
   Provide or enhance a mix of uses
   Are accessible, useable and permeable for all users
   Are sustainable durable and adaptable
   Are safe for occupants and passers-by


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Policy 4B.5 Creating an inclusive environment                                                                       Policy 4B.11 Heritage conservation

The Mayor will require all future development to meet the highest standards of accessibility and inclusion.         Boroughs should:
UDP policies should integrate and adopt the following principles of inclusive design that will require that            ensure that the protection and enhancement of historic assets in London are based on an understanding
developments:                                                                                                          of their special character, and form part of the wider design and urban improvement agenda, and that
   can be used easily by as many people as possible without undue effort, separation, or special treatment             policies recognise the multi-cultural nature of heritage issues
   offer the freedom to choose and the ability to participate equally in the development’s mainstream                  identify areas, spaces and buildings of special quality or character and adopt policies for their protection
   activities                                                                                                          and the identification of opportunities for their enhancement, taking into account the strategic London
   value diversity and difference.                                                                                     context
                                                                                                                       encourage and facilitate inclusive solutions to providing access for all, to and within the historic
Boroughs should require development proposals to include an Access Statement showing how the principles                environment.
of inclusive design, including the specific needs of disabled people, have been integrated into the proposed
development, and how inclusion will be maintained and managed. These principles and the requirements of             This policy should be used to recognise the importance of historic assets and their context. This project will
Policy 3A.14 should be adopted by all responsible for changing or managing the built environment.                   therefore need to demonstrate an understanding of and respect for the historic environment where
                                                                                                                    appropriate.
This policy should inform the development of the Victoria Road project and suggests boroughs should request
the submission of an access statement with planning applications                                                    Policy 5B.1 The strategic priorities for Central London

Policy 4B.6 Sustainable design and construction                                                                     The strategic priorities for the Central London sub-region will be to:
                                                                                                                       promote and protect the vital mix of culture, government, leisure and commerce together with its historic
The Mayor will, and boroughs should, ensure future developments meet the highest standards of sustainable              buildings, housing, open spaces and public realm that are central London’s unique attraction for residents,
design and construction and reflect this principle in UDP policies. These will include measures to:                    visitors and business
    re-use land and buildings                                                                                          sustain, enhance and promote the unique scale and mix of activities and settings of the Central Activities
    conserve energy, materials, water and other resources                                                              Zone which form the core of London’s wider offer as a world city and as a capital city
    ensure designs make the most of natural systems both within and around the building                                identify capacity to accommodate new job and housing opportunities and appropriate mixed-use
    reduce the impacts of noise, pollution, flooding and micro-climatic effects                                        development. This is especially important in relation to the Central Activities Zone, Opportunity Areas and
    ensure developments are comfortable and secure for users                                                           Area for Intensification, while recognising the overall strategic development priority to the east. It will
    conserve and enhance the natural environment, particularly in relation to biodiversity                             include
    promote sustainable waste behaviour in new and existing developments, including support for local                  co-ordinating skills development, transport and planning to improve access to jobs for people from
    integrated recycling schemes, CHP schemes and other treatment options (subject to Policy 4A.1 and                  deprived communities in Central London and neighbouring parts of other sub-regions
    4A.2).                                                                                                             maximise the number of additional homes, including affordable housing, by exceeding housing provision
                                                                                                                       targets set out in this plan and secure mixed and balanced communities
Applications for strategic developments should include a statement showing how sustainability principles will          promote and intensify retailing, services, employment, leisure and housing in town centres and
be met in terms of demolition, construction and long-term management.                                                  opportunities for mixed-use development
                                                                                                                       plan for and secure the necessary financial resources to deliver planned transport infrastructure for the
Boroughs should ensure that, where appropriate, the same sustainability principles are used to assess                  sub-region including local schemes that improve public transport, walking and cycling connections to town
planning applications.                                                                                                 centres and employment locations. Particular priorities for the sub-region are the CTRL, Crossrail 1,
                                                                                                                       Crossrail 2, Thameslink 2000 and Cross River Tram, the Central London Congestion Charging scheme
The policy should be used to inform the project from the beginning of the design stage                                 and upgrades at several major rail stations
                                                                                                                       improve the variety, quality and access to available employment sites, especially within Strategic
Policy 4B.7 Respect local context and communities                                                                      Employment Locations, to meet the identifiable demands for employment land
                                                                                                                       ensure that social and community infrastructure is retained, enhanced and expanded where needed
The Mayor will, and boroughs should, work with local communities to recognise and manage local                         ensure that new development is sustainable, safe, secure and well designed, improves the environment,
distinctiveness ensuring proposed developments preserve or enhance local social, physical, cultural,                   particularly air quality, and takes account of the sub-region’s outstanding heritage. The open space and
historical, environmental and economic characteristics. In doing so, the requirements of Policy 3A.14 should           Blue Ribbon Networks are key features, particularly the Royal Parks and the Thames
be taken into account.                                                                                                 identify areas suitable for tall buildings
                                                                                                                       plan for waste facilities, as far as possible in line with the principle of self sufficiency.
This policy should inform the design approach and use of above ground development.
                                                                                                                    The Mayor will work with sub-regional partnerships to develop a coherent Sub-Regional Development
Policy 4B.10 London’s built heritage                                                                                Framework for Central London in which these priorities will be further developed.
The Mayor will work with strategic partners to protect and enhance London’s historic environment.                   This policy should inform the development of the project.
UDP policies should seek to maintain and increase the contribution of the built heritage to London’s                Policy 5B.2 Development in the Central Activities Zone
environmental quality, to the economy, both through tourism and the beneficial use of historic assets, and to
the well-being of London’s people while allowing for London to accommodate growth in a sustainable manner.          Within the Central Activities Zone, boroughs should accommodate commercial development associated with
                                                                                                                    business, tourism and retail and provision for national and international agencies, institutes and services,
This policy should inform the design process of above ground development                                            subject to the protection of housing and identified special policy areas. Taking account of local amenity, land
                                                                                                                    use mix and transport capacity, developments will be expected to maximise density. The Central Activities


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Zone is shown on Map 5B.2. Its boundaries should be refined through the Sub-Regional Development                              Transport 2010: The 10 Year Plan. This is based on a partnership between the public and private sectors
Framework for definition in UDPs.                                                                                             to provide a modern integrated high quality transport system.

This policy should be used to inform the use to which any above ground building is put.                                       Planning (Listed Buildings and Conservation Areas) Act 1990 provides specific protection for buildings
                                                                                                                              and areas of special architectural or historic interest. In many instances there is a close link between
                                                                                                                              controls over listed buildings and conservation areas and development control decisions. In such cases
 The Mayors Transport Strategy and Transport for London’s 5 year Investment Programme                                         development and conservation issues will generally need to be considered together.
 Proponent body                                   Greater London Authority
 Status (e.g. statutory, non-statutory)           Non-Statutory
 Date produced                                    October 2004
 Relevance to Victoria Station Upgrade

The investment programme outlines the following relevant projects:
   New Bressenden Place Entrance (to Victoria London Underground Station)
   Environmental Impact Assessment (EIA) Regulations and Strategic Environmental Assessment. An EIA
   will be required along with a Transport Impact Assessment (TIA)


  Regional Policy Guidance RPG9, 2004
Regional Planning Guidance for the South East (RPG9) says, at paragraph 4.6, that “future development in
London should support and develop London’s role as a world business and commercial centre and as a
centre of international and national importance for retailing, tourism, education, heritage, culture and the arts”.
It should also “maximise the advantages for the Region as a whole of proximity to London’s national and
international service economy and businesses and to the range of other facilities it offers”. Central London as
a whole provides many of these facilities.


                                                 National Policy

Relevant National Policy: Planning Policy Guidance / Planning Policy Statements:

    PPS1 Building Sustainable Communities. This sets out the Government's overarching planning policies on
    the delivery of sustainable development through the planning system.
    PPS6 Planning For Town Centres. This relates to promoting growth and managing change in town
    centres
    PPG13 Transport. This seeks to promote more sustainable transport choices, accessibility and reduce the
    need to travel
    PPG15 Planning and the Historic Environment. This provides a full statement of Government policies for
    the identification and protection of historic buildings, conservation areas, and other elements of the historic
    environment.
    PPG16 Archaeology and planning. This guidance sets out the policy on archaeological remains on land,
    including the weight to be given to them in planning decisions and the use of planning conditions.
    PPG19 Outdoor Advertisement Control. This relates to policy in the interest of amenity and public safety.
    PPG24 Planning and Noise. This outlines some considerations local planning authorities should take into
    account when determining planning applications for development that will generate noise.

Other Relevant National Policy:

    White Paper "A New Deal for Transport: Better for Everyone" (July 1998), to extend choice in transport
    and secure mobility in a way that supports sustainable development. The New Deal for Transport aims to
    deliver an integrated transport policy. This means integration:
o   1. within and between different types of transport;
o   2. with policies for the environment;
o   3. with land use planning; and
o   4. with policies for education, health and wealth creation.

    Transport Act 2000 provides a statutory basis for a number of measures in the White Paper.




A011606                                                                                                               PAGE D 13                                                                                                JULY 2005

				
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