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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.
A011606 PAGE 9 JULY 2005
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VICTORIA STATION UPGRADE
Stage B+ Option Review
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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VICTORIA STATION UPGRADE
Stage B+ Option Review
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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Stage B+ Option Review
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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Stage B+ Option Review
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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VICTORIA STATION UPGRADE
Stage B+ Option Review
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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Stage B+ Option Review
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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Stage B+ Option Review
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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Stage B+ Option Review
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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Stage B+ Option Review
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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Stage B+ Option Review
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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Stage B+ Option Review
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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Stage B+ Option Review
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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Stage B+ Option Review
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
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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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Stage B+ Option Review
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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Stage B+ Option Review
APPENDIX B Compliance Issues
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Stage B+ Option Review
APPENDIX C Risk Register
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Stage B+ Option Review
APPENDIX D A Review of Key Planning Policies
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VICTORIA STATION UPGRADE
Stage B+ Option Review – Appendix A
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 B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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 B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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 B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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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VICTORIA STATION UPGRADE
Stage B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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 B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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 B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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 B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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
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Stage B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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
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Stage B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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 B+ Option Review – Appendix A
Stage 1 & 2 Option Assessment
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.
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