Surrey County Council
Surrey Rail Strategy: Crossrail 2 Assessment
Final Report
CR2_02
Issue | 12 October 2015
This report takes into account the particular
instructions and requirements of our client.
It is not intended for and should not be relied
upon by any third party and no responsibility
is undertaken to any third party.
Job number 227787-40
Ove Arup & Partners Ltd
13 Fitzroy Street
London
W1T 4BQ
United Kingdom
www.arup.com
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Surrey County Council Surrey Rail Strategy: Crossrail 2 Assessment
Final Report
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Contents
Page
Executive Summary 1
1 Introduction 6
1.1 Background 6
1.2 Crossrail 2 6
1.3 Previous Studies 8
2 Study Approach 9
3 Stakeholder Engagement 10
3.1 Phase 1 Meeting – to inform baseline review 10
3.2 Phase 3 Meeting – to review draft assessment 10
4 Baseline Review 11
4.1 Overview 11
4.2 Planning and Economic Review 13
4.3 Rail Review 15
5 Options Assessment 19
5.1 Crossrail 2 Options 19
5.2 Released Capacity Options 29
6 Summary 33
6.1 Summary 33
6.2 Next Steps 34
Tables Table 1: Crossrail 2 Programme
Table 2: Peak period services to Waterloo under current and future conditions
Table 3: Journey Time Comparison
Table 4: Shepperton Route – Strengths and Weaknesses
Table 5: Hampton Court Route – Strengths and Weaknesses
Table 6: Epsom-Dorking Route – Strengths and Weaknesses
Table 7: SWML Route – Strengths and Weaknesses
Table 8: Guildford New Line Route – Strengths and Weaknesses
Table 9: Crossrail 2 Options – Summary
Table 10: Released capacity - Summary
Surrey County Council Surrey Rail Strategy: Crossrail 2 Assessment
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Figures Figure 1: Crossrail 2 Regional Route (source: Crossrail 2)
Figure 2: Geographic scope area of the Wessex Route Study
Figure 3: Crossrail 2 impact in Surrey and the southwest
Figure 4: Additional connectivity provided by Crossrail 2
Figure 5: Surrey station catchment population (2011)
Figure 6: The impact of Crossrail 2 on Surrey rail services
Figure 7: Crossrail 2 - Route Options for Surrey
Figure 8: Crossrail 2 - Assessment Framework
Figure 9: Overall summary - Routes comparison
Figure 10: Released capacity options – Routes affected
Figure 11: Released capacity options - Comparison between population and available services
Appendices
Appendix A
Baseline Review
Appendix B
Options Assessment
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Executive Summary
The Surrey Rail Strategy highlighted that there are major issues on the rail
network that are hindering the achievement of Surrey’s development objectives.
One of the most significant is continued demand growth and crowding on the
South West Main Line (SWML) into London Waterloo.
In the short term, Network Rail and South West Trains are addressing this through
small-scale capacity enhancements and train lengthening. However, a longer term
solution is needed.
The Crossrail 2 project would address these issues by providing vital new
transport capacity on the SWML to accommodate growth and by improving
transport links to provide better connectivity between housing and employment
areas.
The conclusion of this study is that Surrey County Council and its stakeholders
should strongly support the Crossrail 2 project, taking into account the
recommendations in this report on configuration of the services.
However there should also be an awareness that Crossrail 2 represents a major
investment, and it will only produce a positive business case if appropriate levels
of development are supported along the route.
The Crossrail 2 scheme
Crossrail 2 is a new cross-London rail line being developed by TfL with Network
Rail. The scheme is intended to support economic regeneration by providing the
infrastructure needed to build new homes and encourage additional employment.
Although the route alignment is subject to ongoing review and revision, an almost
entirely tunnelled central core has been safeguarded between Wimbledon and
New Southgate and Tottenham Hale. There are various possible routes to the
north into Hertfordshire, and to the southwest into Surrey using existing rail lines.
The service would operate at a high frequency of 30 trains per hour (tph) through
the core tunnel section during peak periods, with around 10tph terminating at
Wimbledon and 20tph continuing into south west London and Surrey. It would be
a stop-all-stations suburban service, along the same lines as the Crossrail 1 model.
In addition, the availability of additional track capacity between New Malden and
Waterloo will allows for released capacity on the SWML that can be used for an
increased number of long distance and fast services to Waterloo station. As a
result, an additional 6-7tph will be available through released capacity, which can
be used to improve connectivity and capacity on these existing lines.
Crossrail 2 has the potential to benefit Surrey in two ways: 1) new direct Crossrail
2 services, cutting journey times and improving connections to central London,
and 2) additional longer distance services on the SWML providing additional
capacity into Waterloo and reducing journey times.
Although journey times will be reduced for some routes given the enhanced
connectivity to Central London, the real benefit for much of Surrey will be
Surrey County Council Surrey Rail Strategy: Crossrail 2 Assessment
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through the additional capacity. For example, Woking would not experience
journey time benefits from direct Crossrail 2 services (as the station is served by
faster services already), but it will benefit from additional capacity and crowding
relief for services into Waterloo.
Crossrail 2 services in Surrey
A detailed assessment of the proposed Crossrail 2 routes has been undertaken for
this study, as well as consideration of other potential route options for Surrey.
The recommendations emerging from the route assessment are as follows:
Shepperton Route: currently served by 4 trains in peak hours to Waterloo (2
via the SWML direct to Waterloo and 2 via Twickenham). A Crossrail 2
connection would replace the SWML services with 4tph onto the Crossrail 2
network. The journey times to most locations across Central London would
be improved (such as Shepperton to Victoria, which will be reduced from 50
to 43 minutes).
Although journey times will be reduced and the connection is operationally
straightforward (Shepperton station acts as a terminus), rail demand levels are
comparatively low and there is limited development potential, so the case for
connecting Crossrail 2 along the Shepperton route is considered to be
borderline.
Hampton Court Route: is a branch line serving only two stations, and is
currently served by 2tph into Waterloo during the peaks. Crossrail 2 would
provide a more frequent 4tph into Central London, removing the direct
Waterloo connection.
Journey times will be significantly reduced for most journeys, such as 48
minutes to 33 minutes from Hampton Court station to Euston. Journey times
into Waterloo will be increased given the need to interchange on the SWML
(from 33 to 41 minutes). However, Waterloo is not the final destination for
the majority of passengers, and most people will benefit from reduced journey
times to other Central London destinations.
There is a strong evidence base for linking Crossrail 2 to Hampton Court and
the connection is supported. In addition to the journey time benefits, the link
would allow for development and growth potential to be realised.
Operationally the link is also straightforward and the existing infrastructure is
sufficient to accommodate the service.
Epsom-Dorking Route: currently served by 6tph to Waterloo, with a mixture
of semi-fast and slow services. A Crossrail 2 link would likely retain 4tph of
the existing services, in addition to introducing 4tph Crossrail 2 services
through Central London which could commence along the route, most likely
at either Epsom or Dorking given operational capabilities. Our assessment has
therefore looked at two sections of this route: SWML to Epsom (as per the
current Crossrail 2 proposals), and Epsom to Dorking (not included in the
current Crossrail 2 proposal):
There is a very strong evidence base to support providing a route from the
SWML to Epsom, underpinned by substantial journey time savings (such as
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51 to 32 minutes from Epsom to Euston), high levels for existing rail usage
and significant growth forecasts.
Our assessment indicates that there is potentially a case for extending beyond
Epsom to Dorking. Journey times will be improved to Central London
locations, but growth and development potential is lower, although there is
potential in Leatherhead. Further, infrastructure upgrades may be required to
provide track capacity that can deliver the increased service frequency to this
section of the route – but this merits further study.
South-West Main Line Route: there are currently 4tph starting from Woking
or West Byfleet to Waterloo, in addition to the longer-distance fast and semi-
fast services. The current Crossrail 2 service proposal does not extend beyond
Surbiton. Journey time benefits to stations served by semi-fast and fast
services will not be improved by Crossrail 2 (Woking is 35 minutes to
Victoria including interchange time, and would be 49 minutes via a direct
stop-all-stations Crossrail 2 service). However, less well-served stations
would benefit significantly from a Crossrail 2 connection (such as Walton,
Weybridge and West Byfleet, the latter would reduce from 52 to 46 minutes).
There is a strong evidence base for supporting a Crossrail 2 connection to
serve these SWML stations as far as Woking, which acts as the only feasible
terminus from an operational standpoint. The route has existing high
passenger demand and significant development growth potential. However
the operational aspects of this route do require further investigation and need
to be balanced with SWML service patterns and use of released capacity. This
does however merit further study.
Guildford New Line: there is no case for a Crossrail 2 connection on this
route, given relatively low demand and limited development potential on this
route. Journey times will also not be improved, such as Cobham & Stoke
D'Abernon which would remain faster to Central London via the existing
services (45 minutes including an interchange, compared to 53 minutes using
a stop-all-stations Crossrail 2 service).
Crossrail 2 released capacity in Surrey
Crossrail 2 introduces six tracks between Wimbledon and New Malden, which
allows for a more optimised distribution of slow, semi-fast and fast service
patterns. This will create a number of additional train paths (likely to be 5-6tph if
slow trains are introduced, or 6-7tph if semi-fast or fast trains are introduced).
To fully utilise this released capacity, other interventions are required on the
route, such as Waterloo capacity enhancements, Woking flyover (grade-separation
at the junction of SWML and Portsmouth Direct Line) and the European Train
Control System (ETCS) improved signalling system.
The additional services could be used for additional long distance trains (such as
West of England or Portsmouth services), or for shorter distance trains (such as
Alton or Haslemere services). Surrey could therefore benefit from additional
capacity and crowding relief, but the local needs should be balanced with the
needs of the wider southwest route.
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We have assessed the potential use of released capacity to enhance services in
Surrey, and our recommendations are as follows:
South West Main Line: currently served by 11tph into Waterloo, and
released capacity likely to provide an additional 2tph. It is suggested that
Byfleet and New Haw and Walton-on-Thames are considered for additional
semi-fast service calls, as these stations are comparatively underserved by the
current timetable given the magnitude of existing rail usage and growth
forecasts.
Portsmouth Direct line: currently served by 8tph into Waterloo, and released
capacity likely to provide an additional 3tph. Smaller stations on the
Portsmouth Direct Line would benefit from an additional service, and an
additional Haslemere starter is recommended.
Alton Line: currently served by 3tph, and released capacity likely to provide
an additional 1tph. The Alton Line is comparatively underserved and there is
significant growth potential in the Farnham area. An additional 2tph should
be considered, with 1tph commencing at Alton (given the single track section),
and 1tph starting at Farnham.
Camberley Route: not currently connected to the SWML but is
comparatively underserved. Would need infrastructure works to deliver a
direct (grade-separated) connection to the SWML. We recommend this is the
subject of a separate feasibility study to understand costs and benefits.
West of England Line (via Salisbury): currently served by 2tph into
Waterloo, and released capacity likely to provide an additional 1tph fast or
semi-fast service. It is recommended that the additional service calls at
Woking station in Surrey as a minimum.
Woking and Guildford are each served by a number of existing routes and
will benefit from stops on the additional services recommended above to
support growth and development potential, and to alleviate crowding issues.
Summary of recommendations
In summary, it is recommended that Surrey County Council actively support the
following:
Crossrail 2 services:
o Support the current proposals for a Crossrail 2 connection to Hampton
Court and Epsom;
o Request further investigation into amendments to the current proposals:
firstly to test the operational feasibility of an extended service beyond
Epsom to Dorking, and secondly to understand the development benefits
and operational implications of a service along the SWML to Woking; and
o Seek stakeholder support for the case for a Crossrail 2 connection to
Shepperton, which currently has a borderline case and may be subject to
scrutiny. Local commitment to delivering development and growth would
benefit the case for connection.
Surrey County Council Surrey Rail Strategy: Crossrail 2 Assessment
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Released SWML capacity:
o Support the case for providing additional station calls for semi-fast trains
at Surrey locations that are currently comparatively underserved (namely
Walton and Byfleet and New Haw);
o Support the case for providing additional station calls for fast trains at
Surrey locations that are subject to high rail demand and growth forecasts
(namely Woking and Guildford); and
o Support the case for providing additional starting services at Surrey
destinations with growth potential, namely Alton/Farnham and Haslemere.
Benefits for Surrey
A key issue for rail in Surrey is the constrained capacity on the SWML, with
substantial crowding levels expected to be compounded with forecast rail growth
(40% increase forecast by 2043).
Crossrail 2 will provide capacity benefits through enabling released capacity on
the SWML. This will allow for less crowded trains and more frequent services
into Waterloo from Surrey stations.
Crossrail 2 will provide journey time benefits for locations nearer to London, but
it should be recognised that it will be a stop-all-stations service, and therefore in
some instances existing services will remain faster (such as from Woking,
Guildford and other well-served locations) and have more capacity available.
Crossrail 2 should therefore be supported as a scheme, and it is recommended that
the variations to the preferred route are proposed by Surrey County Council
during the next consultation process.
Crossrail 2 will act as a catalyst to encourage new homes and jobs to be created
along the routes, and this opportunity will need to be embraced in order to make
the case for the investment on routes in Surrey. The Epsom and SWML routes are
the main growth areas with the highest potential development benefits.
Next Steps
The recommended next steps for Surrey County Council and its stakeholders are
as follows:
Use the evidence base and recommendations collected through this study to
provide informed input to the Crossrail 2 consultation process in late 2015;
and
Engage with stakeholders to build knowledge and consensus at a local level,
and to ensure that the nature of Crossrail 2 and potential impacts and benefits
to Surrey are understood.
Surrey County Council Surrey Rail Strategy: Crossrail 2 Assessment
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1 Introduction
1.1 Background
Arup was commissioned by Surrey County Council (SCC) to develop a Rail
Strategy for Surrey, which was published in September 2013.
Three main issues for rail in Surrey were identified in the Strategy:
Capacity on the South West Main Line, particularly the importance of the Crossrail 2 scheme – the topic of this report.
Local orbital rail services, particularly the need to invest in the North Downs
Line – which has already been studies and is documented in a separate report:
North Downs Line Assessment Report Final (June 2015).
Access to airports – already studied through the Surrey Rail Strategy: Surface Access to Airports study (October 2013).
Building on the Strategy, Surrey County Council (SCC) has asked Arup to
undertake further work focussing on the Crossrail 2 scheme. The objectives of
this assessment study are:
To identify optimum configuration of Crossrail 2 services for Surrey and the
best use of released capacity; and
To provide an evidence base for use when providing input and response to the
Crossrail 2 design development, and subsequent consultation process.
1.2 Crossrail 2
Crossrail 2 is a new cross-London rail line being developed by TfL with Network
Rail. The following diagram identifies the proposed route alignment and options
as submitted for consultation in July 2014.
The route includes a safeguarded central core between Wimbledon and New
Southgate and Tottenham Hale, almost entirely tunnelled through this section.
There are various possible routes to the north into Hertfordshire, and to the
southwest into Surrey using existing rail lines.
In addition to providing new suburban services, Crossrail 2 will release capacity
on the SWML, which can potentially be used to improve connectivity and
capacity on these existing lines.
To date there has been a safeguarding exercise associated with the central route,
and a Funding and Finance Report to establish possible investment streams. The
cost is currently estimated to be £27 billion.
The Mayor of London announced creation of the Crossrail 2 Growth Commission
in July 2015 with widespread business support for the project, and reflecting the
Surrey County Council Surrey Rail Strategy: Crossrail 2 Assessment
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recognised potential of Crossrail 2 to boost economic growth in London and
across the UK1.
Figure 1: Crossrail 2 Regional Route (source: Crossrail 2)
In January 2015 a team of consultants was chosen from TfL's Engineering and
Project Management Framework (EPMF) to provide specialist advice across four
design development work packages.
1 https://www.london.gov.uk/media/mayor-press-releases/2015/07/mayor-announces-creation-of-
crossrail-2-growth-commission-as-top
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The following table summarises the programme for progression of Crossrail 2,
with the design development expected to conclude in August 2015. A route
public consultation will then follow later in 2015.
Table 1: Crossrail 2 Programme
Phase Timeframe Activity
Phase 1 Feb 2015 – Sep 2015 Design Development
Oct 2015 – Dec 2015 Detailed route public consultation
Phases 2 and 3 2016-2019 Single preferred option is finalised
2017-2020 Submit powers application
2020-2029 Construct and test Crossrail 2
By 2030 Crossrail 2 opens to the public
1.3 Previous Studies
The Surrey Rail Strategy included a key recommendation to free up SWML
capacity by running inner services onto a Crossrail 2 route.
This recommendation translated into actions across a Short, Medium and Long
term programme:
Short term action plan: Commence strong lobbying for further development
of the Crossrail 2 regional scheme to deliver more capacity on the South West
Main Line, working closely with Transport for London and other key
stakeholders.
Medium term action plan: Proactively lobby for the inclusion of Surrey
County Council and partners in the development of the Crossrail 2 scheme.
Long term action plan: Identify further capacity upgrades on the South West
Main Line and enabling schemes for Crossrail 2.
As part of the Long Term Planning Process, Network Rail has published its draft
Wessex Route Study for consultation (in November 2014) which sets out a
strategic vision for the route over the next 30 years.
The Network Rail study concluded that Crossrail 2 is the preferred option for
increasing capacity on the SWML route, offering the ability to increase Main Line
frequency up to 36tph. The primary benefits of Crossrail 2 were noted as:
Improved connectivity offering both the possibility of peak and off peak
frequency improvements on some of the suburban branches.
A large set of new and faster journey opportunities between parts of the
suburban area and central London.
The DfT will use the final version of the study to inform its requirements for the
next rail industry Control Period, CP6 (2019-2024) for investment.
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2 Study Approach
The following figure summarises the study process, which was developed through
discussions with SCC.
Figure 2: Project Phases
Further details of each phase are provided in the following sections as follows:
Baseline Review: summarised in Section 4, and the full report is included in
Appendix A.
Options Development and Assessment: summarised in Section 5, and the
full report is included in Appendix B.
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3 Stakeholder Engagement
Arup and SCC have liaised with the Crossrail 2 development teams from both
Network Rail (NR) and Transport for London (TfL), to ensure that the study
reflects the latest scheme development and assumptions. We are grateful to the
TfL and NR teams for their full cooperation with this study.
An initial meeting was held at the outset of the study (during Phase 1), and a
further meeting was held following production of the preliminary outputs (during
Phase 3).
3.1 Phase 1 Meeting – to inform baseline review
An initial meeting was held during the Baseline Review phase of the study,
therefore allowing the stakeholder inputs to provide a foundation for the
assessment and to ensure consistency with underpinning operational and demand
assumptions.
The meeting provided clarification of:
The Crossrail 2 status, programme and funding commitments.
Base infrastructure assumptions including 6-tracking of the SWML between
New Malden and Wimbledon, extent of the Core tunnelled section (opening
near Wimbledon in the southwest), possible depot sites, and grade separation
required at Woking Station (if served by Crossrail 2).
Base operational assumptions including the intention to run 30tph on Crossrail
2, with a minimum of 4tph on all Crossrail 2 branches, with 10tph
originating/terminating at Wimbledon, and therefore 20tph beyond and
potentially into Surrey. Crossrail 2 is intended to be a metro-style stop-all-
stations rail service, with a relatively low number of seats.
Released capacity on the SWML with Crossrail 2 is estimated to be 15 trains
spread across the peak 3-hour period (unevenly distributed, with 7-8
additional trains operating in the high peak hour itself).
3.2 Phase 3 Meeting – to review draft assessment
A meeting was held with the Crossrail 2 project team following the options
assessment in order to gain feedback on the assessment and draft conclusions.
The stakeholders were broadly in agreement with the study process, inputs and
operational assumptions, and conclusions. A number of refinements and
clarifications were suggested which are reflected within this study report.
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4 Baseline Review
This section provides a summary of the Baseline Review; further details are
included in the full report in Appendix A.
The following terminology is used to describe the rail network serving Surrey:
Suburban services: relates to the routes served by the Main Suburban
network, including branch lines to Shepperton, Hampton Court, Chessington
South, and Epsom onwards to Effingham Junction.
Main Line services: relates to the longer distance routes beyond Surrey
including the Portsmouth Direct Line, Alton Line, West of England Line and
the South West Main Line.
This terminology is consistent with the Wessex Route Study geographic scope.
Figure 2: Geographic scope area of the Wessex Route Study
4.1 Overview
Crossrail 2 offers the following potential benefits to Surrey:
A direct connection to Central London which would reduce the need to
interchange to access key locations such as Victoria and Euston St Pancras for
future HS2 services, therefore reducing journey times.
The availability of additional track capacity between New Malden and
Waterloo which allows for released capacity on the South West Main Line
that can be used for an increased number of long distance and fast services to
Waterloo station.
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Potential for improved frequencies to some destinations in Surrey.
The potential to focus housing and employment growth in locations served by
Crossrail 2.
These advantages should be considered not only from Surrey to London, but also
in the opposite direction given the economic and commercial centres within
Surrey.
Figure 3: Crossrail 2 impact in Surrey and the southwest
The following diagram provides an illustration of the connectivity from Surrey
into Central London with Crossrail 2 and shows that:
Crossrail 2 could connect to stations across the suburban rail network or could
replace or be in addition to the current suburban services. The exact solution
will be dependent on operations and line capacities.
Interchange connections between Crossrail 2 and other Network Rail services
will be important – there are a number of possible opportunities for
interchange stations that need to be explored, principally Surbiton,
Wimbledon and Clapham Junction.
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Figure 4: Additional connectivity provided by Crossrail 2
The Baseline Review encompassed a Planning and Economic review and a Rail
review. Given the high level nature of the study, the intention of the review was
to generate an evidence base to allow an objective and consistent evaluation of the
various route options.
The following sections provide a summary of these reviews.
4.2 Planning and Economic Review
The planning and economic baseline intended to provide a high level snapshot
of existing population and employment figures in addition to growth projections
within a 2km radius of railway stations, rather than a highly detailed review.
4.2.1 Methodology
For existing population figures ONS 2011 data was used, and TEMPRO data
based on 2008 - based population projections was used for population forecasts.
For existing employment data BRES 2013 statistics were used, and TEMPRO
data based on 20008-based population was adopted for future employment
projections.
In addition to the planning forecasts, rail demand usage (existing and growth) was
used as a criteria within the assessment drawing upon Office of Rail Regulation
rail usage data, which is based on actual station usage and therefore presents a true
reflection of a stations catchment area.
Development numbers have been based on Local Plan reviews, with input from
Surrey County Council planning offices.
The following diagram provides an overview of the stations captured within the
review in Surrey.
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Figure 5: Surrey station catchment population (2011)
Further diagrams are included in the Baseline Review report in Appendix A, and
include forecast future population, existing employment, and future employment.
4.2.2 Limitations
Although this approach may not capture local nuances and it is acknowledged that
some datasets are several years old (and some development may have already
occurred), the data does provide the magnitude of growth and development
potential as well as a comparative analysis, which is appropriate for the purposes
of this study. It should be noted that the impact of developments over recent years
may not yet be reflected in available rail usage data, and therefore does need to be
captured in rail growth forecasts.
It is accepted that a 2km catchment will not capture all demand associated with a
station, but was used as a proxy for percentage growth (i.e. not absolute growth).
This radius was also used to avoid duplication of growth for multiple stations.
4.2.3 Conclusions
The following conclusions emerged from the Planning and Economic Baseline
review.
Important population centres in Surrey are Woking (44,300), Guildford
(37,200), Walton-on-Thames (37,700) on the SWML, and Aldershot (40,800)
located just beyond Surrey on the Alton Line. These areas are also forecast to
see the highest net growth by 2031 (10-12%).
Many Surrey residents commute to London (128,000 daily), but there are
employment centres in Surrey, most notably Guildford (41,700 jobs), as well
as Woking (23,900) and Weybridge (18,700). Growth in jobs is expected to
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occur primarily in suburban locations and in the areas surrounding Woking
and Guildford.
Large developments are planned across Surrey with a focus of mixed use
around Guildford, and predominantly housing-led developments located in the
area between Walton-on-Thames (SWML) and Shepperton (Suburban Line).
In future population in the station catchment areas is expected to grow by
approximately 10.5% by 2031 (57,500 more residents), and jobs by
approximately 7.9% (19,100 more jobs). This will result in additional demand
for rail commuting.
4.3 Rail Review
The rail baseline considers the existing rail network and constraints, and
considers how planned rail enhancements (such as ETCS signalling upgrades,
Waterloo station and throat improvements) will affect network capacity and
connectivity in a future without-Crossrail 2 scenario.
The transformational impact of introducing Crossrail 2 can then be understood in
terms of rail capacity into Waterloo, and direct and interchange connections to
other Central London locations. This approach allows various Crossrail 2 route
options into Surrey to be assessed in terms of rail passenger demands and journey
times, as well as in the context of operational feasibility.
4.3.1 Crossrail 2 Impact
There is currently a mixture of suburban and long-distance Main Line services
providing connections from Surrey into London.
Crossrail 2 would introduce a new route via a tunnelled connection from
Wimbledon into Central London. South of Wimbledon the existing suburban
route network would be used for Crossrail 2 services, although additional tracks
would be introduced on the critical sections of the Main Line (most likely through
six-tracking of the section between Wimbledon and New Malden).
The following diagrams illustrate the impact of Crossrail 2 on Surrey rail services.
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Figure 6: The impact of Crossrail 2 on Surrey rail services
4.3.2 Service Operations and Infrastructure Review
A review of the existing and future service patterns has been undertaken to
understand the starting point for Crossrail 2 services:
Existing: all suburban platforms have been lengthened within Control Period
4 (CP4) and are capable of servicing Crossrail 2 trains. The SWML is 4-track
through Surrey but is constrained by capacity inwards of Surbiton, and
through at-grade junctions at both Woking and Basingstoke. The network is
subject to a mixture of service speeds (slow, semi-fast and fast) that adds
complexity to pathing opportunities. Waterloo station throat and platforming
issues are also both constraints to SWML capacity.
Control Period 5 (2014-2019): committed initiatives to deliver platform and
train lengthening to 10-car across the Suburban network. Waterloo station will
offer increased capacity through reopening of the Waterloo International
Terminal (WIT) platforms.
Control Period 6 (2019-2024) and beyond (CP7+): the Wessex Route study
identifies ‘priority interventions’ that will allow for increased SWML capacity,
namely the Basingstoke and Woking grade separations, and additional
platforming capacity at both Guildford and Southampton Central.
With Crossrail 2: the service changes would deliver further SWML capacity,
primarily through the six track formation inwards of New Malden. This allows
for the re-routing of Slow Line services (which currently run on fast lines
from Surbiton to Waterloo) onto the new tracks thereby releasing Fast Line
track capacity.
The following table summarises the assumed capacity in the peak period into
Waterloo under the existing and future conditions.
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Table 2: Peak period services to Waterloo under current and future conditions
4.3.3 Existing Rail Usage Patterns
A review of the existing rail passenger loads has indicated that:
Line loads on long distance SWML morning peak London-bound services are
fully seated by Woking/Basingstoke, with a 40% demand increase forecast to
2043. Additional train length will add limited capacity; additional services are
required.
Line loads on the Suburban line during the morning peak indicated standing
room only on most services from Surbiton inwards. Some passengers are
unable to board the busier trains within the outer London area. Although the
current 10-car capacity increase will deliver an additional 25% capacity,
demand is forecast to increase by 40% by 2043.
TfL undertook a study in 2011 looking at the end destinations of passengers using
the main Central London Termini. For Waterloo arrivals this indicated that:
In 2011 there were 45,500 peak hour arrivals: 55% interchange to London
Underground, 21% walk, 11% bus.
Tottenham Court Road is a key destination – passengers currently use the
Northern Line or walk – these passengers will benefit from a direct Crossrail 2
connection.
The City is a key destination –interchange between CR2 and CR1 at
Tottenham Court Road offers a potential additional route and increase in
capacity between Surrey and the City.
4.3.4 Journey Time Analysis
Crossrail 2 will provide direct connectivity from Surrey to areas of Central
London (such as Victoria, West End, Euston or St Pancras) that currently require
interchange (typically at Clapham Junction, Vauxhall or Waterloo). This direct
connection will provide shorter journey times for many passengers.
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However, Crossrail 2 is likely to be a high frequency service, and all services will
stop at all stations. Therefore fast/semi-fast Main Line services from locations
further away from Central London may offer shorter journey times even with an
interchange. For example, passengers in Woking (and further southwest) will not
benefit through journey times by a direct Crossrail 2 connection, but rather the
benefit would be through additional SWML capacity.
An analysis of journey times has been undertaken from primary Surrey locations
with and without Crossrail 2 to key destinations in Central London.
Table 3: Journey Time Comparison2
The existing network provides a direct connection into Waterloo, with fast
journeys for passengers travelling on long distance trains from well served
stations such as Woking and Guildford.
However, passengers travelling to destinations in other parts of Central London
are required to interchange, notably at Clapham Junction or Waterloo.
Crossrail 2 will provide a direct connection to many parts of Central London, but
is likely to be a stopping service.
Passengers travelling from existing suburban stations will benefit from time
saved due to a direct connection avoiding the need to interchange.
Passengers travelling from well served longer distance stations (Woking,
Haslemere) will benefit from released Main Line capacity, potentially offering
a more frequent service into Waterloo.
Passengers travelling from less well served longer distance stations (West
Byfleet, Aldershot) who are served by slower trains on the Main Line, will
benefit from the reduced number of interchanges with Crossrail 2, which has a
comparable train speed.
2 Journey times are point-to-point and do not include station access times or waiting times, but do
include interchange time. Rail journey times also vary from service to service and therefore the
journey times represent a ‘typical’ journey. For SWML services the fastest journey is shown.
Journey times have been calibrated to broadly align with the journey time data publicised by
Crossrail 2, and included in the consultation materials.
Not using CR2 Using CR2 Not using CR2 Using CR2 Not using CR2 Using CR2 Not using CR2 Using CR2
Aldershot 47 75 73 63 59 65 62 67
Alton 67 92 86 80 79 82 82 84
Ascot 56 78 59 66 68 68 71 70
Brookwood 35 79 54 67 47 69 52 71
Byfleet & New Haw 37 57 56 45 49 47 54 45
Camberley 72 119 73 68 84 71 89 73
Cobham & Stoke D'Abernon 36 53 49 41 48 43 53 45
Chessington South 38 36 39 24 50 26 53 28
Dorking 53 59 54 47 65 49 68 51
Effingham Junction 40 61 48 49 52 51 55 53
Epsom 36 40 37 28 48 30 51 32
Esher 23 43 42 31 35 33 40 35
Farnham 53 81 79 69 65 71 68 73
Guildford 37 73 63 61 49 63 52 65
Hampton Court 33 41 41 29 45 31 48 33
Haslemere 52 93 78 81 64 83 67 85
Hinchley Wood 26 43 39 31 38 33 43 35
Kingston 32 33 33 22 44 24 47 26
Milford 50 87 64 51 62 54 67 56
Shepperton 51 55 52 43 63 45 66 47
Staines 37 60 44 48 49 50 52 52
Twickenham 26 44 36 32 38 34 41 36
Walton-on-Thames 29 49 48 37 41 39 46 41
West Byfleet 40 58 52 46 52 48 57 50
Weybridge 34 54 60 42 46 44 49 46
Windsor 56 79 59 67 68 69 71 71
Woking 27 61 35 49 39 51 44 53
London Waterloo London Victoria Tottenham Court Road London Euston
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5 Options Assessment
This section provides a summary of the Options Assessment; further details are
included in the full report in Appendix B.
The Options Assessment covers two main areas of analysis:
Crossrail 2 options - assesses which routes and stations in Surrey would
benefit from a Crossrail 2 connection, and the required service frequency.
Released Capacity options - Crossrail 2 will release 6-7tph on the SWML
fast line. The assessment considers how this capacity could best be used for
Surrey.
5.1 Crossrail 2 Options
The Crossrail 2 options includes connections to all branch lines within Surrey:
Purple routes are included in the current Crossrail 2 proposals:
Shepperton Route
Hampton Court Route
Epsom Route (as far as Dorking)
Chessington South and Twickenham Routes are both proposed in the current
Crossrail 2 proposals but do not include Surrey stations and have therefore not
be assessed. However, it is recognised that a significant volume of the
Chessington South area falls within Surrey, and that significant growth
potential in this area indicates that this route has a strong case for Crossrail 2.
Red routes were identified as ‘borderline’ within the baseline journey time
analysis:
SWML Route (beyond Surbiton as far as Woking)
Guildford New line Route
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Figure 7: Crossrail 2 - Route Options for Surrey
5.1.1 Assessment Framework
An Assessment Framework was developed to objectively appraise each of the
options. The framework includes both qualitative and quantitative metrics,
drawing on the data captured within the Baseline Review where possible. Metrics
were classified into three areas: Passenger impact, Opportunity impact and
Constraints as follows:
Passenger Impact
Rail usage: this metric is based on the number of people using a specific
station during peak hours and the percentage variation between the years 2004
and 2013; if the demand is significant Crossrail 2 has a higher impact score.
Journey times: an evaluation of the journey times with and without Crossrail
2 from Surrey stations to major destinations in Central London; if Crossrail 2
reduces the journey time, the impact score is higher.
Crowding: the crowding on each route is based on link load diagrams
included within the Wessex Route Study. If routes are more crowded,
Crossrail 2 offers a higher impact score
Opportunity Impact
Existing catchment: the population and employment within a 2km radius; a
higher value equates to a higher assessment score.
Growth forecast: is the forecast development of both population and
employment to 2031 levels; greater value equates to a higher assessment
score.
Station development potential: an evaluation of the available existing
facilities and the potential for development of space adjacent to the station,
considering the possibility for the station to become a local commercial or
interchange local hub; greater potential equates to a higher assessment score.
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Constraints
Operational: is used to describe potential issues with accommodating
Crossrail 2 services; major issues result in a lower score.
Infrastructure: a station might require some works to improve the
accessibility or to accommodate different trains; positive scores are achieved
if the existing station require comparatively less works.
Each metric was scored using a range from negative (-1) to High (+2). The
following figure illustrates the scoring thresholds.
Figure 8: Crossrail 2 - Assessment Framework
This encompassing range of criteria allows for comprehensive appraisal of a route
option, whilst avoiding any single factor from driving an outcome (for example if
planning data has not captured more recent developments, the score for this single
criteria is unlikely to dictate the case for the route). This approach is therefore
considered to be robust and appropriate for this study.
5.1.2 Options Assessment
All assessed Crossrail 2 options are summarises in this section including:
A table outlining the overarching strengths and weaknesses for the option
A summary with findings and conclusions.
Full details on the assessment of each station across all routes are included in
Appendix B.
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5.1.2.1 Shepperton Route
Table 4: Shepperton Route – Strengths and Weaknesses
Current Services
4tph to Waterloo (2tph via SWML, 2tph via Twickenham)
Crossrail 2 Proposal
4tph onto Crossrail 2
2tph to Waterloo via Twickenham during peaks
No direct Waterloo services via SWML other than via interchange
Assessment Findings
Journey times will benefit from Central London destination, although potential
loss of Waterloo via-SWML services will result in a minor increase in journey
times for some passengers.
Clapham Junction connection is maintained for interchange with SWML, but
the line will lose a connection to Vauxhall Station (but primarily used for
interchange only).
Planned development along the route includes 430 dwellings at Sunbury, 370
dwellings in the Upper Halliford to Shepperton area.
Shepperton would benefit from a Crossrail 2 service, but the case is not as
strong as other routes due to lower rail usage and limited development
potential, and possible infrastructure works at Shepperton station.
In summary, there is a borderline case in support of a Crossrail service onto
the Shepperton route. However, the balance of suburban via SWML,
suburban via Windsor lines, and Crossrail 2 services would need to be
considered further.
Recommendation
Although journey times will be reduced and the connection is operationally
straightforward (Shepperton station acts as a terminus), rail demand levels are
comparatively low and there is limited development potential, so the case for
connecting Crossrail 2 along the Shepperton route is considered to be borderline.
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5.1.2.2 Hampton Court Route
Table 5: Hampton Court Route – Strengths and Weaknesses
Current Services
2tph to Waterloo via SWML
Crossrail 2 Proposal
4tph to Crossrail 2
No direct Waterloo services
Assessment Findings
Medium development potential, with up to 425 dwellings between Thames
Ditton and Hinchley Wood, and potential for development around Hampton
Court.
Journey times will not significantly disbenefit from the removal of Waterloo
services. Clapham Junction connection maintained for interchange. Vauxhall
Station connection removed, but primarily used for interchange only.
Operationally introducing Crossrail 2 services will be relatively
straightforward using the proposed 6-tracking, and would deliver significant
journey time and frequency benefits to passengers.
There is a strong evidence base to support 4tph to Hampton Court via
Crossrail.
Recommendation
There is a strong evidence base for linking Crossrail 2 to Hampton Court and the
connection is supported. In addition to the journey time benefits, the link would
allow for development and growth potential to be realised. Operationally the link
is also straightforward and the existing infrastructure is sufficient to accommodate
the service.
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5.1.2.3 Epsom-Dorking Route
Table 6: Epsom-Dorking Route – Strengths and Weaknesses
Current Services
6tph direct to Waterloo
Crossrail 2 Proposal
4tph to Crossrail 2 (from either Epsom or Dorking).
No direct Waterloo suburban services (i.e. stopping all stations services).
4tph semi-fast and fast services remain to Waterloo (from Dorking, Guildford).
Assessment Findings
Crossrail 2 connecting as far as Epsom:
Journey times will benefit significantly from Crossrail 2, with fast train
services into Waterloo remaining.
Crossrail 2 services would benefit existing users throughout the route to
Epsom, and could enable future growth.
Epsom Station has recently undergone redevelopment, and Crossrail 2 could
help to deliver further planned Epsom Town Centre proposals.
The Worcester Park to Epsom route has development potential, with 2700
dwellings planned in the Ewell-Epsom area (Local Plan for the period 2007-
2022).
Crossrail 2 running beyond Epsom to Dorking:
Journey times would see minor benefits for passengers travelling to Central
London (typically <5 minutes).
However, rail demand and crowding levels are all comparatively low along
this route.
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There is a moderate development and growth potential along the route,
although the connection would support Leatherhead and Dorking town centre
plans and aspirations
Recommendation
There is a very strong evidence base to support 4tph as far as Epsom via
Crossrail 2 – this is underpinned by a range of factors - journey time benefits,
operational feasibility, existing rail demand and growth.
There is a borderline evidence base to support Crossrail 2 beyond Epsom
towards Dorking. Journey times will be improved to Central London
locations, but growth and development potential is lower, although there is
potential in Leatherhead. Further, infrastructure upgrades may be required to
provide track capacity that can deliver the increased service frequency to this
section of the route – but this merits further study.
Operationally additional Crossrail 2 services are straightforward to implement,
although pathing will need to be explored for and may restrict the number of
services that can be introduced – particularly given the existing mixture of fast
and semi-fast services.
5.1.2.4 SWML Route
Operations Review
Operationally the SWML is complex given track configuration (through Surrey
generally two outer slow line tracks, and two inner fast line tracks) and mixture of
slow, semi-fast and fast service patterns. Therefore termination and turnaround of
slow line services requires crossing and conflict with fast lines.
Intermediate stations (such as Hersham, West Byfleet) would potentially gain a
significant benefit from Crossrail 2. However, the opportunities for terminating
services along this section are limited; stations such as Weybridge and Walton-on-
Thames would require significant infrastructure works (additional platforming,
flyovers) to act as a terminus and offer turnaround capabilities.
Woking Station is the most operationally feasible terminus. However, increasing
the number of terminating services (beyond an additional 2tph above the current
2tph) needs to be operationally tested and further turnaround facilities
investigated. Termination of Crossrail 2 services at Woking may also require an
operational trade-off with the level of released capacity that can be realised,
particularly if there are conflicting moves into or out of the existing bay platform,
or shared use of the through platforms in order to turnback beyond the proposed
Woking Junction flyover.
Extending Crossrail 2 beyond Woking, for example to Brookwood station, has not
been assessed for two reasons:
1) Any stations beyond Woking will not achieve journey time benefits through
Crossrail 2: fast or semi-fast Main Line services will continue to deliver the
quickest services, with interchange at Crossrail 2 closer to London allowing
connections to Central London destinations.
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2) Most stations cannot accommodate terminating/originating services without
substantial works: Woking is a more feasible terminus if Crossrail 2 services
are determined to serve the Main Line route.
Table 7: SWML Route – Strengths and Weaknesses
Current Services
4tph to Waterloo originate at Woking or West Byfleet
Crossrail 2 Proposal
No Crossrail 2 service beyond Surbiton
Waterloo suburban services remain as current
Assessment Findings
Development potential would benefit from the scheme (a planning application
has been submitted for over 1,000 dwellings at Hersham, and Byfleet has
potential to expand strong industry/business base) and there may be further
development opportunities around other station locations.
Journey times for intermediate stations will benefit significantly from
Crossrail 2.
Additional rail services required for capacity, which could be delivered either
through released SWML capacity or through direct Crossrail 2 services.
The balance of Crossrail 2 and suburban services will require investigation;
however, given that SWML fast services will remain into Waterloo, removal
of suburban Waterloo services will not result in significant disbenefits (e.g.
passengers will be able to access the Victoria Line at Victoria rather than
Vauxhall, and passengers heading to the City area will be able to interchange
onto Crossrail 1 at Tottenham Court Road).
Woking station is the most feasible terminus for Crossrail 2 services, although
delivering more than an additional 2tph is operationally difficult and will need
to be investigated.
Evidence indicates that a Crossrail 2 service proposition serving Walton,
Weybridge and the Byfleet stations and terminating at Woking should be
supported and further investigated.
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A connection to Woking would also deliver an interchange connection to the
coach service to Heathrow Airport.
Recommendation
There is a strong evidence base for supporting a Crossrail 2 connection to serve
these SWML stations as far as Woking, which acts as the only feasible terminus
from an operational standpoint. The route has existing high passenger demand
and significant development growth potential. However the operational aspects of
this route do require further investigation and need to be balanced with SWML
service patterns and use of released capacity, and plans for major interventions at
Woking station (e.g. Woking flyover). This does however merit further study.
5.1.2.5 Guildford New Line Route
Table 8: Guildford New Line Route – Strengths and Weaknesses
Given the low demand and limited development potential, the conclusion for the
Guildford New Line is that Crossrail 2 will not offer any substantial benefits.
Guildford New Line scores poorly on a range of criteria (notably it does not
improve journey times and faces complex operational challenges). It is highly
unlikely that any additional developments or changes to the planning baseline
would change this conclusion.
Recommendation
There is no case for a Crossrail 2 connection on this route, given relatively low
demand and limited development potential on this route. Journey times will also
not be improved, such as Cobham & Stoke D'Abernon, which would remain faster
to Central London via the existing services (45 minutes including an interchange,
compared to 53 minutes using a stop-all-stations Crossrail 2 service).
5.1.2.6 Windsor Lines
Crossrail 2 is planned to be tunnelled through to Wimbledon, and therefore cannot
directly serve the Windsor Lines which connect to the SWML at Clapham
Junction. The Chertsey branch line connects with the SWML at Weybridge, but
would not benefit from journey time savings and cannot operationally serve
originating/terminating services (lack of turnback capability).
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However, passengers using the Windsor Lines will benefit from the Crossrail 2
proposals:
Existing Windsor Line services connect with Crossrail 2 services at
Clapham Junction, therefore offering passenger an interchange that would
allow for a faster service to Central London.
Additional Crossrail 2 services commencing at Twickenham would
provide an increased frequency for passengers travelling via Kingston to
the SWML.
This additional connection and increased service frequency will alleviate
the pressure on existing interchange stations and peak services.
5.1.3 Summary
The following diagram summarises the assessment scoring for all routes.
Figure 9: Overall summary - Routes comparison
The headlines of the route assessment are as follows:
Shepperton Route: although journey times will be reduced and the
connection is operationally straightforward (Shepperton station acts as a
terminus), rail demand levels are comparatively low and there is limited
development potential, so the case for connecting Crossrail 2 along the
Shepperton route is considered to be borderline.
Hampton Court Route: a strong overall good score underpinned by high
demand and some development potential, which justifies a strong case for a
Crossrail 2 service. Operationally the increased service frequency is
straightforward to implement.
Epsom-Dorking Route: has a scoring pattern that clearly breaks the line in
two sections.
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o Up to Epsom the stations score well due to journey time savings and
development potential – and there is a strong case for Crossrail 2.
o Beyond Epsom there is a borderline case for a link to Dorking which
would experience more moderate journey time benefits but would benefit
from links to the town centres at Dorking and Leatherhead. Further
investigation of the operational implications is required.
South-West Main Line Route: there is a clear and strong case for extending
Crossrail 2 beyond Surbiton on the SWML in order to serve a route with high
passenger demand and significant development growth potential. However
operational aspects of this route require further investigation and need to be
balanced with use of released capacity and SWML service patterns.
Guildford New Line: there is no case for a Crossrail 2 connection given low
demand and limited growth or development potential.
The following table provides further commentary of the assessment findings for
each route, highlighting any issues (operational and infrastructure) that will need
to be further explored and overcome in order to confirm the deliverable Crossrail
2 service provision.
Table 9: Crossrail 2 Options – Summary
5.2 Released Capacity Options
Through six-tracking between New Malden and Wimbledon, Crossrail 2 will
release capacity for SWML services. The number of released services will
depend on the residual type of services that are introduced (i.e. mixture of slow,
semi-fast and fast patterns). Network Rail has indicated that an additional 6 or
7tph are likely to be released.
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This assessment considers how this capacity could best be used for Surrey
considering the areas beyond the Suburban rail network – longer distance trips
will not benefit from journey time savings resulting from Crossrail 2, but do
require additional capacity and therefore could benefit from additional services
into Waterloo.
Additional long distance services will also benefit counties and towns beyond
Surrey, such as Hampshire, Dorset, Portsmouth and Southampton. The use of
these additional services needs to be balanced across all routes to deliver the most
effective improvements.
The following diagram presents the route options that have been evaluated as part
of the released capacity assessment, focusing on benefits to Surrey.
Figure 10: Released capacity options – Routes affected
5.2.1 Service Level Analysis
In order to appraise the need for additional released capacity, an assessment of the
comparative service level for each route has been undertaken. This process has
involved analysis of the number of direct services (based on the current timetable)
into Waterloo per station (based on the future station catchment).
The following chart compares the number of trains serving the catchment
population on each route and indicates the following:
Some Surrey stations are comparatively underserved by direct services to
Waterloo:
o Alton Route: all stations - Farnham, Ash Vale and Aldershot
o Camberley Route: Camberley and Frimley
o SWML: Byfleet and New Haw and Walton-on-Thames
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Both the Guildford New Line and Portsmouth Direct lines are well served –
although Guildford is potentially underserved as a regional centre with
substantial growth forecasts and development opportunities.
Figure 11: Released capacity options - Comparison between population and
available services
5.2.2 Summary
The following table provides a summary of the current and proposed service
frequency into Waterloo for each route, and a summary of the assessment
findings.
South West Main Line: currently served by 11tph into Waterloo, and
released capacity likely to provide an additional 2tph. It is suggested that
Byfleet and New Haw and Walton-on-Thames are considered for additional
semi-fast service calls, as these stations are comparatively underserved by the
current timetable given the magnitude of existing rail usage and growth
forecasts.
Portsmouth Direct line: currently served by 8tph into Waterloo, and released
capacity likely to provide an additional 3tph. Smaller stations on the
Portsmouth Direct Line would benefit from an additional service, and an
additional Haslemere starter is recommended.
Alton Line: currently served by 3tph, and released capacity likely to provide
an additional 1tph. The Alton Line is comparatively underserved and there is
significant growth potential in the Farnham area. An additional 2tph should
be considered, with 1tph commencing at Alton (given the single track section),
and 1tph starting at Farnham.
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Camberley Route: not currently connected to the SWML but is
comparatively underserved. Would need infrastructure works to deliver a
direct (grade-separated) connection to the SWML. We recommend this is the
subject of a separate feasibility study to understand costs and benefits.
West of England Line (via Salisbury): currently served by 2tph into
Waterloo, and released capacity likely to provide an additional 1tph fast or
semi-fast service. It is recommended that the additional service calls at
Woking station in Surrey as a minimum.
Woking and Guildford are each served by a number of existing routes and
will benefit from stops on the additional services recommended above to
support growth and development potential, and to alleviate crowding issues.
The overall conclusions are that an additional 6tph or 7tph are assumed to be
deliverable on the South West Main Line. The mixture of services across all
routes needs to be considered across the wider southwest region – this analysis
has focussed on the stations and areas within Surrey that would benefit from a
future capacity increase.
Table 10: Released capacity - Summary
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6 Summary
6.1 Summary
The Crossrail 2 options assessment has indicated:
There is a robust evidence base to support the Crossrail 2 proposals for the
following routes:
o Hampton Court –significant journey time savings, straightforward
operationally, moderate growth potential.
o Epsom – significant journey time savings, and to support substantial
growth and development potential.
o SWML - there is a strong evidence base for providing Crossrail 2
connectivity to serve the stations between Esher and West Byfleet.
Operationally it may be necessary to extend Crossrail 2 to Woking which
is operationally the most likely terminus. However, the frequency will be
dependent on the operational feasibility which needs to be explored.
There is a borderline case for Crossrail 2 to be extended to serve the following
routes:
o Shepperton – comparatively low demand, but relatively straightforward
operationally. Limited development potential, but substantial journey time
savings.
o Dorking – moderate journey time savings, but opportunity to support town
centre growth and development potential. A more detailed operational
review is required.
In addition to journey time savings, these routes would benefit from the direct
connectivity to Central London, and from the opportunity to interchange to
Crossrail 1 at Tottenham Court Road, and potentially to HS2 at Euston St
Pancras.
There is no case for linking Crossrail 2 onto the Guildford New Line.
Crossrail 2 would not offer journey time benefits to Guildford. The growing
demands for rail capacity from Guildford would be better met by additional
released Main Line capacity (as below).
The Released Capacity options assessment has indicated:
An additional 6 or 7 peak hour fast line trains can be operated (subject to
further feasibility), balanced across the network.
Woking and Guildford would benefit from additional trains. In addition,
evidence indicates:
o Byfleet and New Haw and Walton-on-Thames are comparatively
underserved and should be considered for an additional semi-fast service
call.
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o The Alton Line is comparatively underserved, and an additional 2tph
should be considered – including 1tph starting at Farnham to boost growth
potential.
o The Camberley Route section between the SWML to Bagshot is
comparatively underserved, but would be costly to connect to the SWML
– and needs a feasibility study.
o Stations on the Portsmouth Direct Line would benefit from an additional
service, possibly through an additional Haslemere or Guildford starter.
6.2 Next Steps
The recommended next steps for Surrey County Council and its stakeholders are
as follows:
Use the evidence base and recommendations collected through this study to
provide informed input to the Crossrail 2 consultation process in late 2015.
Engage with stakeholders to build knowledge and consensus at a local level,
and to ensure that the nature of Crossrail 2 and potential impacts and benefits
to Surrey are understood.
Appendix A
Baseline Review
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Appendix B
Options Assessment
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