Reference No: HOC/10525 Petitioner: Euston Standard Pack

EXHIBIT LIST

Published to Collaboration Area: Wednesday 25-Nov-2015 Page 1 of 123

No Exhibit Name Page

1 P11279_01_The Case for Euston (P11279) 2 - 32

2 P11280_02_Euston AP3 Design (P11280) 33 - 49

3 P11281_03_Line X (P11281) 50 - 59

4 P11282_04_Inter-Connectivity-HS2-LU (P11282) 60 - 78

5 P11283_05_Oversite Development (P11283) 79 - 82

6 P11284_06_Interaction between the London Stations at Old Oak Common and Euston 83 - 96

7 P11285_07_Euston Express proposals (P11285) 97 - 111

8 P11286_Double deck proposals (P11286) 112 - 123

Euston OverviewProf Andrew McNaughton

P11279 (1) HOC/10525/0002

Purpose of HS2

• ‘The new north-south railway is a long term solution to a long term problem’

Secretary of State for Transport, Foreword, Strategic Case for HS2, November 2013

• ‘The aim of the HS2 project is to deliver hugely enhanced capacity and connectivity between our major conurbations’

• ‘… capacity will be freed up on the existing network, especially on the congested lines to the north of London, creating sufficient capacity for extra commuter and freight services’

High Speed Rail Investing in Britain’s Future – Decisions and Next Steps, January 2012,p.11

2P11279 (2) HOC/10525/0003

HS2 demand

3

On the trunk section of the HS2 network (south of the West

Midlands);

• by 2037 circa 250,000 passengers will use HS2 each day

• 90% of those passengers will be travelling to, from or via

central London

P11279 (3) HOC/10525/0004

27 London station locations considered with TfL

4P11279 (4) HOC/10525/0005

Sift process for London terminus station (2009)

5P11279 (5) HOC/10525/0006

London terminus station selection process

Key stages

• High Speed Rail - London to the West Midlands and Beyond (Hs2 Ltd, December 2009)

• High Speed Rail Command Paper (DfT, March 2010)

• High Speed Rail: investing in Britain’s future – public consultation (DfT, 2011)

• High Speed Rail: investing in Britain’s future – decisions and next steps (DfT, 2012)

• Volume 1 - Introduction to the Environmental Statement and the Proposed Scheme | Strategic and route-wide alternatives –Alternatives Report (2013)

6P11279 (6) HOC/10525/0007

Euston destinations - am peak

7

Rail passengers arriving

in Euston (am peak):

• 2012 – 24,680

• 2041 (without HS2) –

42,000

• 2041 (with HS2) –

61,000

P11279 (7) HOC/10525/0008

8

Euston connections

• Victoria Line

• Two Northern Line branches

• Metropolitan, Hammersmith & City and Circle

• Close proximity to St Pancras and Kings Cross

• 13 bus routes

• Central London taxi

• Rental bikes

• Walking

P11279 (8) HOC/10525/0009

Old Oak Common destinations

• Access to Heathrow, Thames Valley and West London

• Convenient access via Crossrail towards City of London and Docklands

• Relieves pressure on HS2 Central London terminus

• Serve future major employment and regeneration development opportunities around Park Royal

9P11279 (9) HOC/10525/0010

What HS2 releases from WCML

• The HS2 Phase 1 services replace most long distance non-

stop services to or from areas served by HS2

• At least 10 new services can operate into Euston

• Each new commuter train is c700 seats

• Each new long distance train is c500-600 seats

10P11279 (10) HOC/10525/0011

Euston Station Footprint

11P11279 (11) HOC/10525/0012

Why are we changing to the AP3 design?

1. Create an effective station within budgetary and

programme constraints

2. Support the wider development vision for the Euston area

3. Reduce the impact on existing rail services against a

background of continuing growth of over 5% p.a. on

longer distance commuting services

12P11279 (12) HOC/10525/0013

The ‘staged’ delivery approach

13

(Not part of AP3 proposal)

Approximate boundary of existing station

P11279 (13) HOC/10525/0014

Platform sequencing

Up to 2026

2026 to 2033

2033 onwards

14

18

136

11 13

P11279 (14) HOC/10525/0015

2026 high speed concourse level

15P11279 (15) HOC/10525/0016

2033 high speed concourse level

16P11279 (16) HOC/10525/0017

London Underground connections

17P11279 (17) HOC/10525/0018

Station cross section looking South

18

Cobourg Street

HS Station

Station Accomm’n

Existing Conventional Station

EversholtStreet

P11279 (18) HOC/10525/0019

Potential development zones

19P11279 (19) HOC/10525/0020

20

Euston Area Plan Permeability

P11279 (20) HOC/10525/0021

21

AP3 2026 permeability

KeyPotential future connectivity provision

Connectivity provision

P11279 (21) HOC/10525/0022

22

AP3 2033 permeability

KeyPotential future connectivity provision

Connectivity provision

P11279 (22) HOC/10525/0023

Stage A programme (2016 – 2026)

23

Construction Activity 2016

quarters

2017

quarters

2018

quarters

2019

quarters

2020

quarters

2021

quarters

2022

quarters

2023

quarters

2024

quarters

2025

quarters

2026

quarters

1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

Enabling Works (incl.demolitions)

Utility Works

Hampstead Road Bridge

Granby Terrace Bridge

Mornington Street Bridge

Retaining walls, HS railway structures & portal north of Granby Terrace (incl. PVE)High speed part of Euston station

Euston undergroundstationEuston Road Subway & Euston Square connectionRail infrastructure &system works

P11279 (23) HOC/10525/0024

Stage B1 programme (2027 – 2033)

24

Construction Activity 2027 quarters 2028 quarters 2029 quarters 2030 quarters 2031 quarters 2032 quarters 2033 quarters

1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

High speed part of EustonStation

Conventional Part of Euston Station

Euston Underground Station

Bus Station

Final reinstatement of Euston Square Gardens

Construction Northern taxi facility, car park & open space

Rail Infrastructure and systems works

P11279 (24) HOC/10525/0025

Euston Approaches

25P11279 (25) HOC/10525/0026

Euston Approaches

26

Line X temporarily severed

P11279 (26) HOC/10525/0027

Euston Approaches

27P11279 (27) HOC/10525/0028

Euston Approaches

28

HS2 lines beneath Line X

P11279 (28) HOC/10525/0029

END

29P11279 (29) HOC/10525/0030

2026 servicing arrangements

30P11279 (30) HOC/10525/0031

2033 servicing arrangements

31P11279 (31) HOC/10525/0032

Euston Station - AP3 Design

P11280 (1) HOC/10525/0033

Euston Today

• Southern terminus of the West Coast Main Line (WCML)

• Principal gateway from London to the West Midlands, North West, North Wales and parts of Scotland

• Local and regional commuter services

• London Underground (LU) Northern and Victoria lines

• Circle, Hammersmith & City and Metropolitan lines from Euston Square station

• 6 approach tracks

• 18 (classic) platforms split into 3 groups;

• Fast line services (Lines A, X, D, E – Platforms 1-7 and 12-18) located East and West

• Slow line services (Lines B & C – Platforms 8-11) located centrally

• Dive under (Line X) which carries Fast Line Services across the centrally located slow lines

2P11280 (2) HOC/10525/0034

Euston Today

3P11280 (3) HOC/10525/0035

The ‘staged’ delivery approach

4

(Not part of AP3 proposal)

Approximate boundary of existing stationP11280 (4) HOC/10525/0036

Stage A: Station configuration arrangement

Grade levelP11280 (5) HOC/10525/0037

Stage A: Servicing & basement arrangement

P11280 (6) HOC/10525/0038

Stage A: LU reconfiguration

7

HS2 Platforms

Victoria LineEscalators

P11280 (7) HOC/10525/0039

8

Stage B1: Station configuration arrangement

P11280 (8) HOC/10525/0040

9

Stage B1: Servicing & basement arrangement

P11280 (9) HOC/10525/0041

Stage B1 LU reconfiguration

577% increase in concourse area from existing to B1

Cross section visualisation of new LU ticket hall

P11280 (10) HOC/10525/0042

Stage B1: LU connectivity

New vent shaft

Note: levels shown are above Ordnance DatumP11280 (11) HOC/10525/0043

Stage B1: LU connectivity

New vent shaft

Note: levels shown are above Ordnance DatumP11280 (12) HOC/10525/0044

Overall layout at Ground Level – Stage B1

P11280 (13) HOC/10525/0045

Cobourg Street

HS Station

Station Accomm’n

Existing Conventional Station

EversholtStreet

Cross Section through station looking South Section (B-B) – Stage B1

P11280 (14) HOC/10525/0046

HS2 Platform Level Plan – Stage B1

P11280 (15) HOC/10525/0047

LU Interchange and Basement Level Plan –Stage B1

P11280 (16) HOC/10525/0048

LU Platform Level – Stage B1

P11280 (17) HOC/10525/0049

Line X

P11281 (1) HOC/10525/0050

2

Overview

• Six tracks serve the conventional station: A, B, C, D, E, and X.

• Line X crosses the other tracks in a diveunder, providing a fast line to/from the east side of the conventional station as shown below.

• To construct the high speed tracks, both Line X and Line E will be removed.

• Line X will be reinstated in order to provide additional flexibility, resilience and capacity for growth in conventional rail services.

• During construction, Line X will be out of service for three years (December 2018-December 21) during works in the approach to construct the high speed diveunder.

P11281 (2) HOC/10525/0051

What is Line X?

Line X is an existing grade separated fast line track into the current Euston station

3P11281 (3) HOC/10525/0052

Drivers for reinstating Line X

• Line X provides critical capacity on the approaches to Euston station that allows the station to be operated more intensively and reliably.

Reduces conflicting train movements on approaches, which allows more intensive usage, increasing the practical capacity available

Provides greater operational flexibility during times of rail disruption.

• Line X needs to be reinstated as soon as possible after construction works to cope with growth in passengers both before and after HS2 opens. This approach is backed by the rail industry.

Without Line X, capacity to cope with growth on the West Coast Main Line (WCML) is limited. This will affect passengers prior to the opening of HS2 Phase 1 in 2026, and beyond.

After 2026, there is significant growth forecast in journeys from Northampton, Milton Keynes, Leighton Buzzard and Hemel Hempstead

If the line is not reinstated, the railway is likely to require future costly and disruptive infrastructure enhancements to cope with the forecast growth on the WCML

P11281 (4) HOC/10525/0053

Euston Approaches

5P11281 (5) HOC/10525/0054

Euston Approaches

6

Line X temporarily severed

P11281 (6) HOC/10525/0055

Euston Approaches

7P11281 (7) HOC/10525/0056

Euston Approaches

8

HS2 lines beneath Line X

P11281 (8) HOC/10525/0057

Construction impacts of reinstating Line X

• Park Village East closed to vehicles in sections between its junction with Parkway to about 30m south of Mornington Street Bridge, intermittently between 2017-2022.

• Vehicular access to individual properties restricted.

• Street level activity required to facilitate works to replace the Park Village East retaining wall and construct the HS2 dive under.

• Additional property land rights for the installation of permanent ground anchors beneath properties on Park Village East for stability.

• Additional satellite compound, Park Village East (north), used between 2018 and 2024.

9P11281 (9) HOC/10525/0058

10

Timeline Stage Detail

Q4 2018 NR enabling works NR reconfigure OHLE gantries to facilitate removal of Lines E and X

Dec 2018-Dec 2021

Line X out of use HS2 remove Line X, strengthen Bridge 7 (conventional diveunder), construct Line X support structures within HS2 diveunder, reinstate and realign Line X including new drainage

Q1 2022 Line X returns to operation

NR recommence operating West Coast Main Line services on Line X

Duration and timing of works

P11281 (10) HOC/10525/0059

Intermodal Connectivity – HS2-LU

P11282 (1) HOC/10525/0060

AP3 - Improvements to LU

AP3 includes improvements to the London Underground (LU) to serve demand from HS2 and conventional rail users as well as growth in general demand.

Improvements include:

• access from the high speed platforms to the existing LU ticket hall;

• a new LU ticket hall with connections to the high speed platforms;

• new entrances to the LU station;

• new escalators and lifts serving the Victoria line and the Northern line (Bank branch);

• An additional access route, stairs and lifts to the Northern line (Charing Cross branch);

• new subsurface links under Euston Road and between Euston underground station and Euston Square underground station.

2P11282 (2) HOC/10525/0061

Existing LU arrangement

Euston Road

Note: levels shown are above Ordnance DatumP11282 (3) HOC/10525/0062

Stage A LU arrangement

Euston Road

Note: levels shown are above Ordnance DatumP11282 (4) HOC/10525/0063

Stage B1 LU arrangement

Euston Road

Note: levels shown are above Ordnance DatumP11282 (5) HOC/10525/0064

New LU Ticket hall

Euston Bus Station

New LU Ticket Hall

P11282 (6) HOC/10525/0065

LU Station Entrances at B1

• A: HS2 concourse entrance: station to/from LU

• B: Conventional concourse entrance: Conventional station to/from Euston LU

• C: Street entrance: Conventional to/from ESQ and street to/from LU

• D: HS2 Comb: HS2 to LU

• E: Gordon Street entrance

• F: Euston Square station

P11282 (7) HOC/10525/0066

8

2012 – 2041Changes in performance – AM peak

• 2012 – station busy with capacity constraints

• 2026 Stage A • improvements in performance • all areas within acceptable performance limits.

• 2041 +20% Stage B1• additional capacity provided• all areas within acceptable performance limits

• 2041 +30% Stage B1 (sensitivity test)• All areas within acceptable performance limits, • Euston Square platform connections would require management in

the morning peak

P11282 (8) HOC/10525/0067

9

Passenger numbers for station design

• Model assumptions reflect 2041 London-wide growth and committed public transport projects with:

• Service frequencies as specified in design remit• No link between Crossrail and the WCML at Old Oak Common• No Crossrail 2

• Also tested growth 20% and 30% above 2041 forecast

P11282 (9) HOC/10525/0068

HS2 Phase One – Forecast Passenger Flows (AP3)

16,104 11,839

74%

11,795 7,415

63%

4,380 4,265

37% 26%

HE444A27D

11,531 8,453

73%

16,671 11,990

72%

4,681 3,078

28% 27%

HF445P27D

Old OakCommon Station

2026 HS2 Stage A Demand(AM Peak Period 07:00 - 10:00)

WestMidlands

Euston Station

Old OakCommon Station

2026 HS2 Stage A Demand(PM Peak Period 16:00 - 19:00)

WestMidlands

Euston Station

Interchange, access and egress to walk, bus,CrossRail and GWML fast and slow services

Interchange, access and egress to walk, bus, Crossrail and GWML fast and slow services

P11282 (10) HOC/10525/0069

2026 – Forecast Passenger Flows at Euston

2026 Phase One forecast rail passengers at Euston

AM peak period 07:00-10:00

PM peak period 16:00-19:00

Alighting Passengers - rail

NR alighting at Euston future baseline

37,510 15,710

NR alighting at Euston including HS2 Phase One

42,220 17,750

HS2 Phase One alighting (included in NR)

11,840 8,450

Boarding Passengers - rail

NR boarding at Euston future baseline

13,910 37,970

NR boarding at Euston including HS2 Phase One

14,310 40,300

HS2 Phase One boarding (included in NR)

7,415 11,990

Note: Numbers have been rounded to the nearest 10 P11282 (11) HOC/10525/0070

HS2 Phase Two – Forecast Passenger Flows

33,968 26,044

77%

26,066 17,615

68%

8,451 7,925

32% 23%

HE443A46G

25,535 18,708

73%

35,574 26,462

74%

9,112 6,827

26% 27%

HF446P46G

Old OakCommon Station

2041 HS2 Stage B1 Demand(AM Peak Period 07:00 - 10:00)

WestMidlands

Euston Station

Old OakCommon Station

2041 HS2 Stage B1 Demand(PM Peak Period 16:00 - 19:00)

WestMidlands

Euston Station

Interchange, access and egress to walk, bus,CrossRail and GWML fast and slow services

Interchange, access and egress to walk, bus, Crossrail and GWML fast and slow services

P11282 (12) HOC/10525/0071

2041 – Forecast Passenger Flows at Euston

2041 Phase Two forecast rail passengers at Euston

AM peak period 07:00-10:00

PM peak period 16:00-19:00

Alighting Passengers - rail

NR alighting at Euston baseline

44,020 20,150

NR alighting at Euston including HS2

61,100 31,000

HS2 alighting (included in NR)

26,040 18,710

Boarding Passengers - rail

NR boarding at Euston baseline

17,410 44,920

NR boarding at Euston including HS2

26,620 58,930

HS2 boarding (included in NR)

17,620 26,460

Note: Numbers have been rounded to the nearest 10 P11282 (13) HOC/10525/0072

14

Euston LU Growth 2013-2041 + 20%

[source: RailPlan 7]

[Full Page Landscape Plan]

LU from Conventional

LU to Conventional

LU from HS2

LU to HS2

LU from Street

LU to Street

LU Interchange

P11282 (14) HOC/10525/0073

15

Euston Rail Growth 2012 – 2041 + 20%

Railplan 7

HS rail arrivals

HS rail departures

Conventional rail

arrivals

Conventional rail

departures

P11282 (15) HOC/10525/0074

AP3: Station and line capacity

• Based on analysis undertaken the physical capacity of the station can accommodate a level of growth beyond 2041+20% design forecast

• Performance/compliance levels decline with this forecast level of increased growth and this will have impacts on operability of Euston Square connections

• 2041 crowding levels on the LU lines through Euston is high and this may present a bigger constraint on the long term use of the station

• Euston Square platform connections will require station management during the morning periods with the upper level forecast.

16P11282 (16) HOC/10525/0075

AP3: Line capacity

17P11282 (17) HOC/10525/0076

• Summary assessment of AP03 layout for AM 2041+20%

• Confirms that all key vertical circulation routes meet capacity requirements during station operations

• Further detail, including dynamic analysis and performance of other station elements (gatelines, lifts, passageways etc.), presented in design documentation

18

AP3: 2041+20%Design assessment

P11282 (18) HOC/10525/0077

Future Opportunities

• AP3 progresses stages A and B1 operational conditions.

• The B1 LU lower level ticket hall enables future connections with a B2 scheme

• AP3 design anticipates (but does not include) further conventional station development at Stage B2 which could include additional LU / Crossrail 2 capacity serving onward journeys from Euston.

19P11282 (19) HOC/10525/0078

Potential Over Site Development

1P11283 (1) HOC/10525/0079

2

Potential OSD at Euston

• Oversite Development (OSD) is potential development, not included in the revised scheme being proposed by HS2 Ltd that may be promoted by others, either over the high speed railway or on land returned after construction. This will require separate planning permissions, supported by an Environmental Statement. The station accommodation and buildings included in the revised scheme are not OSD.

• The station and approach have been designed to facilitate potential OSD in order to help meet the aspirations of the Euston Area Plan.

P11283 (2) HOC/10525/0080

Potential OSD plots over HS2 station

A

B

C

D

E RQ

F

Note: letters denote plot numbersP11283 (3) HOC/10525/0081

Potential OSD plots over HS2 approaches

HIJKL

Note: letters denote plot numbersP11283 (4) HOC/10525/0082

Interaction between the London stations at Old Oak Common and EustonJuly 2015

P11284 (1) HOC/10525/0083

Old Oak Common London terminus station

2

• Petitioner’s proposal of Old Oak Common as London terminus station for HS2 falls outside Select Committee instruction

• Second Reading establishes principle of Euston as London terminus station for HS2

P11284 (2) HOC/10525/0084

Selection process – summary

• Both Euston and Old Oak Common were appraised as potential locations for London terminus station

• HS2 Ltd recommended Euston as preferred location for London terminus station in 2009 report to Government

• In March 2010, Government supported Hs2 Ltd recommendation as basis for public consultation

• National public consultation during 2011

• January 2012, Government confirmed selection of Euston as London terminus station for Hs2

• March 2013, High Court rejected legal challenge to Government decision

• November 2013, High Speed Rail Phase One Bill presented to Parliament

3P11284 (3) HOC/10525/0085

London terminus station selection process

Key stages

• High Speed Rail - London to the West Midlands and Beyond (Hs2 Ltd, December 2009)

• High Speed Rail Command Paper (DfT, March 2010)

• High Speed Rail: investing in Britain’s future – public consultation (DfT, 2011)

• High Speed Rail: investing in Britain’s future – decisions and next steps (DfT, 2012)

• Volume 1 - Introduction to the Environmental Statement and the Proposed Scheme | Strategic and route-wide alternatives –Alternatives Report (2013)

4P11284 (4) HOC/10525/0086

Sift process for London terminus station (2009)

5P11284 (5) HOC/10525/0087

6

London terminus station recommendation (2009)

• Majority of rail passengers from London to Birmingham start their journey from inner London

• Euston has good existing connectivity; Victoria Line, two Northern Line branches, Metropolitan, Hammersmith & City and Circle lines at Euston Square, and close proximity to services at St Pancras including Eurostar

P11284 (6) HOC/10525/0088

Rejection of Old Oak Common as London terminus station (2009)

• Demand analysis showed journey time penalty for central London passengers using Old Oak Common as London terminus station would severely reduce the benefits of HS2

• Bulk of demand for HS2 would come from central, north and south London - best served by a central London terminus station

7P11284 (7) HOC/10525/0089

8

• A central London terminus for High Speed Two is essential

• A single-level station at Euston identified as the most promising option

• Significant redevelopment potential at Euston

• Clear and appropriate proposals needed to address local environmental impacts

• Government accepted recommendation for Euston as London terminus station for HS2 as basis for public consultation

High Speed Rail Command Paper (DfT, 2010)

P11284 (8) HOC/10525/0090

9

• Interchange at Old Oak Common would make a major contribution as catalyst for the regeneration of surrounding area

• Interchange station at Old Oak Common would provide good, fast and convenient onward rail connections (including Crossrail)

• Government accepted recommendation for Old Oak Common as London interchange station for HS2 as basis for public consultation

High Speed Rail Command Paper (DfT, 2010)

P11284 (9) HOC/10525/0091

Government decision (2012)

• Euston is the right site for a London terminus, best serving passenger requirements and offering greater access to alternative onward travel networks than either Old Oak Common or Stratford

• Any terminus other than Euston would offer a worse overall balance of costs and benefits

• Old Oak Common is the right site for a London interchange station

10P11284 (10) HOC/10525/0092

HS2 Bill Environmental Statement (November 2013)

11

• London station – appraisal of options and selection process summarised and explained in Alternatives Report

• Public participation on Environmental Statement (including London terminus and interchange station proposals) under Standing Orders reported to House before Second Reading

P11284 (11) HOC/10525/0093

Old Oak Common – ‘temporary’ terminus

• Running tunnels must be completed as far as Euston prior to completion and coming into operation of Old Oak Common station

• Construction of running tunnels to Euston after Old Oak Common station in operation would require tunnelling activities from Park Village East and onward transport of excavated material by road from that location. Unacceptable and unnecessary levels of disruption

• Not practicably feasible to fit out Euston tunnels and throat track from Euston station. Significant constraints and programme delays in fitting out Euston tunnels and throat track from an operational Old Oak Common

12P11284 (12) HOC/10525/0094

Old Oak Common – ‘temporary’ terminus

Transport for London review, 2011

Key conclusions

• Onward dispersal - journey time penalties

• Crowding on Crossrail – significant pressure on the line, additional journey times being unable to get on trains

• A reliable train service – increase in train loadings leading to extended dwell times

• Higher level of network resilience level at Euston - multiple journey opportunities via a range of modes available

• Growth in jobs and homes - taking valuable capacity off Crossrail services for passengers making onward journeys into central London, could limit the potential for growth in this area

• Future perception of high speed services – passengers want ability to travel from city centre to city centre

13P11284 (13) HOC/10525/0095

Euston/Old Oak Common shared London terminus

• Proposal to stop 30% of trains at Old Oak Common and 70% of trains at Euston would result in at least 21% of passengers having to change at Old Oak Common in order to reach Euston. They would each incur several minutes additional journey time and would have the inconvenience of having to change train

• Timetabling impacts of this proposed change would have adverse capacity consequences

14P11284 (14) HOC/10525/0096

Euston Express proposalPromoter’s analysis

P11285 (1) HOC/10525/0097

Euston Express

Euston Express (EE) proposal comprises:• A route between Old Oak Common and Euston via the West Coast

Main Line (WCML) from Queens Park• HS2 and WCML station at Euston – all, or almost all, within existing

railway land • Fleet of ‘classic compatible’ HS2 trains • The EE proposal would require implementation of Crossrail-WCML

Link to mitigate lost WCML capacity• WCML capacity reinstatement and GC gauge at a later date if and

when required

To date no layout plans have been provided by the promoters of Euston Express

2P11285 (2) HOC/10525/0098

Euston Express route from Old Oak Common

3P11285 (3) HOC/10525/0099

EE proposal between Old Oak Common and Euston

4

• A tunnel from Old Oak Common to a portal at Queens Park

• New track layout around Queens Park Station so as to merge the slow and DC (Direct Current) lines to release fast lines for HS2

• Rebore the South Hampstead DC line tunnels for container trains

• Merge the fast and slow lines into one pair of tracks between Camden Junction and the Camden Carriage sidings

• No ‘GC gauge’ clearance, so all HS2 trains would have to be ‘classic compatible’

• Reinstate lost WCML capacity and provide GC gauge clearance in late 2030s onwards

P11285 (4) HOC/10525/0100

Queens Park track layout

5

Existing track layout

EE 2026 track layout

P11285 (5) HOC/10525/0101

Queens Park portal and dive-under locations

6

• EE proposed portal location east of station would require extensive residential demolition

• Promoter suggested location south of station• EE now propose staggered portal (600m long, 10m wide)

P11285 (6) HOC/10525/0102

Queens Park portal and dive-under Construction

7

• Structures would need to be built at night to avoid closing WCML

• Residential abuts railway all along this section

• Very high night time noise difficult to mitigate

• Severe disruption to Bakerloo line services for approximately 12 months

• Add two years to overall construction programme

P11285 (7) HOC/10525/0103

South Hampstead and Primrose Hill tunnels

8

Rebore South Hampstead DC Line tunnels for container trains

Steep gradient on DC line ramps to North London Line

Primrose Hill fast line tunnel not GC gauge

P11285 (8) HOC/10525/0104

South Hampstead tunnels

9

Works Disruption

Re-boring South Hampstead tunnels would take up to 3 years

Require closure of tunnels and terminating London Overground at Kilburn High Road

North London Line junction:EITHERGradient of DC Line ramps may reduce length and viability of freight trains. ORLengthening the ramps, if feasible, would take 12-18 months

North London (freight) Line closed during daytime and completely for several weeks

P11285 (9) HOC/10525/0105

EE track proposal at Camden Junction

Reducing WCML to two tracks at Camden Junction would reduce WCML capacity into Euston by 25-35%

Would eliminate HS2 released train path capacity on WCML

EE proposal to reinstate WCML capacity in late 2030s impractical

Not consistent with strategic objectives for HS2 or specification in Strategic and Economic Case

10P11285 (10) HOC/10525/0106

Disadvantages of EE proposals from Old Oak Common to Euston

• Reduced capacity and capability for freight trains

• Loss of passenger train capacity on WCML released by HS2

• Lack of GC gauge capability inhibits flexibility to choose appropriate rolling stock both initially and in the longer term

• Severe disruption to passenger, freight and Bakerloo Line during construction

• Additional environmental effects to, and/or acquisition of, residential property in Queens Park.

• Additional cost and delay

11P11285 (11) HOC/10525/0107

EE Euston station proposals

• HS2 and Classic services would share 22 platforms

• Relies on a link from the WCML to Crossrail at Old Oak Common to reduce requirement by 2 platforms

• HS2 and classic services Station rebuilt within, or almost within, existing railway land

• Not all HS2 platforms would be long enough for 400m trains. Long platforms to be provided by extending southwards through the concourse and Podium area

• Relies on narrow platforms which would reduce passenger flows

• New concourse above platforms

• Connection to the Underground via subway under all platforms

12P11285 (12) HOC/10525/0108

Platform length

• HS2 requires 11 platforms long enough for 400m trains

• Even if they were extended into Euston Square Gardens a maximum of only three platforms on the east side would be long enough

• On the west side the number of long platforms depends on how far west the station and throat are extended.

13P11285 (13) HOC/10525/0109

EE Euston Station and land requirement

• HS2 platforms and track within existing railway land not feasible

• Main site limitation is between station and DB Schenker site

• HS2 would leave insufficient space for WCML tracks without widening through Regents Park Estate

14P11285 (14) HOC/10525/0110

Land acquisition

• The EE proposal would still require widening the railway under the roadway in Park Village East for HS2 by 2033.

• Any scheme for an HS2 terminus at Euston would require land acquisition north of Cardington Street and on the Regents Park Estate

• At Melton St., providing even 22 platforms within the existing station would entail so many compromises on operational effectiveness and passenger space that it would not be feasible.

• Any extension west of Melton St. would entail acquisition of most of the properties between Melton St. and Cobourg St.

15P11285 (15) HOC/10525/0111

Double deck proposals

P11286 (1) HOC/10525/0112

Double deck options

• Double deck options considered in initial option analysis in 2009-10 and reviewed in 2011-12 and 2013

• Concluded in 2014 that no further examination of options would be justified

• Main problems are depth, width of throat, maintaining trains services during construction, complexity and cost.

2P11286 (2) HOC/10525/0113

Limit to depth of the platforms

Northern Line Charing Cross Branch:

• Tunnels 13m below existing tracks

• Platforms 11.5m below existing tracks

LU concourse 8m below existing tracks

• Lower deck tracks no deeper than 7.5m below current track level

• Upper deck tracks no deeper than 0.3m below current track level

3P11286 (3) HOC/10525/0114

Double deck on east side of the station

• Double deck on east side would entail extensive demolition in Ampthill Estate and Mornington Crescent

• Only half the WCML platforms available during construction

4P11286 (4) HOC/10525/0115

Double deck on west side of the station

• Double deck on west side would still require most of the property acquisition north of Cardington St

• Only half the WCML platforms available during construction unless station built partly on land between Melton St and Cobourg St

5P11286 (5) HOC/10525/0116

‘Double deck up’ options

Upper deck above Hampstead Road Bridge, Lower deck underneath, with concourse in between:

• Extremely complex to build while maintaining train services

• Residential areas affected by high level tracks

• Rejected because of complexity, cost and duration of works.

6P11286 (6) HOC/10525/0117

‘Double deck down’ proposals

Two decks below Hampstead Road Bridge, with concourse above upper deck:

• Extremely complex to build while maintaining train services

• Concourse 4m above Eversholt St.

• Requires acquisition of two Regents Park Estate blocks

• Rejected because of complexity, cost and duration of works.

7P11286 (7) HOC/10525/0118

DDD2+ option

• Seeks to show that a double deck scheme can be built on existing railway land.

• Throat not feasible without demolition

• Suspends most of WCML during construction

• Significant cost

8P11286 (8) HOC/10525/0119

Compliant DDD2 layout

• Platforms encroach into Euston Square Gardens

• Station closed during construction

9P11286 (9) HOC/10525/0120

DDD3+ option

• This is a proposed successor to DDD2+ which is still to be unveiled by the petitioner

10P11286 (10) HOC/10525/0121

11

AP3 Double Deck Up Double Deck Down

Strategic Fit Meets Specification,

aligns with EAP

Does not meet

completion date or

ability to connect to

Euston Square

Does not meet

completion date or

ability to connect to

Euston Square

Construction

Feasibility

Straightforward

staging

More complex

staging

Highly complex

staging

Disruption to

classic services

16 platforms available

in Stage A

construction 13 in B2

Major – up to 8

platforms available

Major – 7 platforms

available

Cost (£b) 2015

cost basis

2.25 4.05 4.95

Option Appraisal Matrix (Summary with AP3)

P11286 (11) HOC/10525/0122

DfT response to LB Camden on Double Deck Proposals

In July 2014 the Secretary of State for Transport informed the London Borough of Camden that on the basis of the advice received the Promoter intended to do no further work on the Double Deck Down proposal.

In summary, the DDD2 proposal was rejected because of:

• Insufficient rail capacity during construction

• Double Decked infrastructure unbuildable in the throat

• Passenger Management impractical

• Further concerns relating to concourses on different levels, a completed site that would not be level, and constrained opportunities for over site development.

12P11286 (12) HOC/10525/0123