Crossrail - Design. Dr Mark Raiss Engineering Director, Civil Infrastructure, EMIA, AECOM AECOM Programme Director for Crossrail detailed design

Transcription

1 Crossrail - Design Dr Mark Raiss Engineering Director, Civil Infrastructure, EMIA, AECOM AECOM Programme Director for Crossrail detailed design Jonathan Baber Project Director Metros & Civil, Mott MacDonald 25 October 2017

2 Contents Route & Funding Central Section Design Framework Tunnelling Paddington Station detailed design and optimisation Page 2

3 Crossrail route High Capacity Metro Railway 14.8bn cost 42bn net benefit 118 km length 40 (10 new) stations 24 Trains/hour 200m journeys pa Page 3

4 Crossrail - connections Photo Improved access to London s 5 airports: Direct access to Heathrow Airport and London City Airport (via Custom House Indirect access via other trains to Luton, Gatwick and Stansted Airports Connects with Network Rail at 11 stations Connects with London Underground at all Central Section Stations Connects with Eurostar HSR and with the Docklands Light Railway Page 4

5 Crossrail connects centers of population and employment Up to 24 trains per hour in each direction providing the following service times: Heathrow to Paddington - 25 min Ealing to Isle of Dogs - 35 min Heathrow to West End - 30 min Custom House to West End - 15 min Canary Wharf to Liverpool St - 7 min Romford to West End - 33 min Woolwich to Liverpool St - 15 min Slough to Liverpool St - 39 min Page 5

6 Crossrail access to employment Additional 1.5 million people within 45 minutes commuting distance of London's key business districts One third of London s jobs are situated in just 2% of the city s area within the West End, the City of London and Canary Wharf Page 6

7 Crossrail economic benefits Economic benefits spread to all the London boroughs, as well as to UK plc. Employment for 14,000 during construction 66.2% of all UK national rail journeys start or end in London or the south east of England Business case shows economic benefit of 42bn to the UK s GDP over the 60 years from opening resulting in a 17bn tax boost Total Benefits to Boroughs ( m) Crossrail Route Page 7

8 History earlier schemes the Great Western Railway proposed an extension of its railway along a route much the same as the current scheme. (Crossrail held a centenary dinner in 2004!) 1946/48 - the post war London Rail Plan had six routes to help the reparation and regeneration of London of which a route similar to Crossrail was one report recommended, among other lines, a new deep-level railway line linking Paddington and Liverpool Street the Central London Rail Study proposed an East-West Crossrail (now 'Crossrail') as well as a South-West North-East route known as the Chelsea-Hackney route (now Crossrail 2 ). Crossrail 2 may become attractive with the development of the UK s High Speed Line 2 which will probably terminate at Euston Private Bill was submitted to Parliament for Crossrail by London Underground and British Rail and full detailed design prepared Bill rejected due to the recession at the time, but route between Paddington and Liverpool Street was safeguarded 1840s - Brunel planned a cross London railway Page 8

9 History current scheme Cross London Rail Links (now Crossrail Ltd, CRL), was formed to develop and promote the scheme (Crossrail Line 1) and also a Wimbledon-Hackney scheme (Crossrail Line 2). CRL was allocated a budget of 154m by central government to carry out feasibility work on both lines and secure the statutory approvals needed to build Line a Bill required to construct and operate the railway was laid before parliament the Bill received Royal Assent in July as the Crossrail Act and CRL appointed as lead Nominated Undertaker for the delivery of the railway. CRL then appointed Network Rail as their delivery partner for the surface routes Transport for London and the Department of Transport signed the Crossrail Sponsors' Agreement in December committing them to finance the project, alongside contributions from Network Rail, British Airports Authority and the City of London 2008/09 - design consultants appointed for detailed design construction officially starts at Canary Wharf Station project survives the government s September Comprehensive Spending Review 2010 to 2012 Crossrail awarded all tunneling and station contracts Page 9

10 2016 the Elizabeth Line Page 10

11 Funding Overview total finding envelope = 14.8bn TfL Funding Developers Contribution ( 300m) DfT Funding BAA Plc ( 230m) CoL ( 250m) Community Infrastructure Levy ( 300m) DfT Grant ( 4.7bn) GLA (BRS Borrowing and direct contribution: 4.1bn) 7.15bn Sponsors Funding Account 5.2bn TFL Core Contribution ( 1.9bn) 2.45bn Other funding Network Rail ONWs ( 2.3bn) Sale of Surplus Land and Property ( 545m) Crossrail Other income including CoL Voluntary Contributions ( 250m) Other residual costs (- 100m) Page 11

12 Central Section Framework

13 Central Section Design Framework The Central Section Design Frameworks were tendered in 2008 to cover all aspects of the central section with the exception of Canary Wharf and Woolwich Stations. There were 7 categories: A. Tunnels & Shafts B. Stations C. Portals D. Rail Systems E. Communications & Control Systems F. Component Design G. M & W Specification 12 design companies were appointed to one or more of the Framework categories in February 2009, using the NEC 3 Contract form. Of these, 9 companies were successful in the mini competitions for design packages throughout CRL put significant emphasis on quality and people in the tenders. Page 13

14 Our Design Work Experience From 2001 Responsible for the developing concepts through to preliminary design to support the Hybrid Bill process for the complete underground route including seven underground signalling and other M&E Systems Appointed as multidisciplinary consultant for the central tunnels, three newstations, railway systems and rolling stock. We developed the RIBA C multidisciplinary design for Farringdon,Liverpool Street and Whitechapel Stations, Pudding Mill Lane Portal and the connecting tunnels/shafts. From 2008 On Network Works for Network Rail GRIP 3 design Royal Oak Portal Category 3 check Farringdon Station Detailed design Bulk Power and HV Systems Reference design Sprayed Concrete Lining Tunnels Design and Category 3 check Signalling, traction power OHLE and platform screen doors Reference design Pudding Mill Lane Portal and DLR Station Detailed design STRATFORD MARYLAND FOREST GATE Ilford Depot Stabling Design Detailed design MANOR PARK ILFORD SEVEN KINGS GOODMAYES Bored Tunnels Category 3 check CHADWELL HEATH ROMFORD GIDEA PARK HAROLD WOOD Systemwide tunnels D&B Detailed design BRENTWOOD SHENFIELD TAPLOW SLOUGH IVER WEST DRAYTON HAYES & HARLINGTON HANWELL WEST EALING EALING BROADWAY PADDINGTON TOTTENHAM COURT ROAD LIVERPOOL STREET On Network Works for Network Rail MAIDENHEAD BURNHAM LANGLEY HEATHROW AIRPORT SOUTHALL ACTON MAIN LINE BOND STREET FARRINGDON WHITECHAPEL STEPNEY GREEN CANARY WHARF CUSTOM HOUSE WOOLWICH ABBEY WOOD KEY Surface line Tunnel Portal (tunnel entrance and exit) Westbourne Park Detailed design Paddington Integration Project Detailed design Paddington Station Detailed design Bond Street Station Category 3 check Tottenham Court Road Station Category 3 check Liverpool Street Station Detailed design Canary Wharf Station Management, Design for CWG, Peer Review for Crossrail Custom House Station Category 3 check Woolwich Station Category 3 check Tunnels and Shafts Aerodynamics and Ventilation Detailed design Material and Workmanship Detailed design Page 14

15 Tunnelling

16 Tunnelling 42km of 6.2m dia. tunnel 8no Tunnel Boring Machines Page 16

17 Tunnelling complete Page 17

18 Excavated material On a tonne/km basis 85% of excavated material is transported by rail or water Page 18

19 Environment Page 19

20 Tunnel lining structural and waterproofing options Waterproofing Options Single Pass Linings Segmental Grouting Watertight concrete Gaskets Inner lining/cladding Single shell: Grouting Watertight concrete Inner lining/cladding Single shell: Grouting Watertight concrete Sheet membrane Drainage layer possible Page 20

21 Tunnel lining structural and waterproofing options Waterproofing Options 2 - Pass Linings Single shell: Grouting Watertight sprayed concrete Watertight jointing (if required) Inner lining/cladding Composite shell: Grouting Watertight sprayed concrete Sprayed membrane Double shell: Grouting Watertight sprayed concrete Sheet membrane Drainage layer possible Compartmentalisation Page 21

22 Bored tunnel Machine diameter 7.1m 6.8m OD, 6.2m ID lining 7 segments + key Steel fibre reinforcement Composite EPDM/hydrophilic gaskets Page 22

23 Sprayed Concrete Lining tunnels (SCL) - Design Page 23

24 SCL tunnels waterproofing membranes PVC Membranes: Substrate preparation. Thickness to resist damage but maintain flexibility. Fleece/drainage/frost insulation layers. Compartmentalization Inspection for damages Testing of seams Sprayed Membranes: Compatibility with structural design. Reliability of composite behaviour between primary & secondary lining bonding characteristics. Thickness & no. of layers Effectiveness in wet conditions Regulating layer requirements. Page 24

25 SCL tunnels - Benefits and uses Short lengths of construction e.g. cross passages. Junctions between tunnels e.g. pedestrian access tunnels to platform tunnels. Irregular and varying geometry e.g. turnouts and crossovers Widening of TBM tunnels for station platform tunnels learninglegacy.crossrail.co.uk Crossrail October 25, 2017 Page 25

26 Stepney Green Tunnels & Caverns - SCL Works 24m 47m 21m 28m 24m 30m 37m 28m TH/BCH/INV Single Sidedrift Double Sidedrift Page 26

27 Stepney Green Tunnels & Caverns - SCL Works Aerial View of the Construction Site Mott MacDonald Tunnels & Metros Forum 2016 Page 27

28 Stepney Green Tunnels & Caverns - SCL Works Large sidewall drifts (with pilot top headings) and small central core Small sidewall drifts (without pilots) and large central core (Selected option for construction) Issues Considered: Structural stability of side drift Structural/ excavation/ face stability of the central core, esp. top heading. Space for probing, depressurization/ dewatering. Loading during removal of the temporary side wall. Space for construction plant. Page 28

29 Stepney Green Tunnels & Caverns - SCL Works Westbound Tunnel Top Heading at lower portions of London Clay Bench at the Interface between London Clay and Lambeth Group Invert at Lambeth Group Page 29

30 Stepney Green Tunnels & Caverns - SCL Works Key design items: Width m Height m Min. 75mm initial lining 300mm SFR primary I 125mm plain (Non SFR) primary II Bar reinforcement (16@ ) Mesh Reinforcement Lattice girder Connection bars 300mm temporary sidewall Page 30

31 Stepney Green Tunnels & Caverns - SCL Works Geology WB Cavern- Bench 48 London Clay (A2) Lambeth Group (UMB) Page 31

32 Stepney Green Tunnels & Caverns - SCL Works Page 32

33 Stepney Green Tunnels & Caverns - SCL Works Page 33

34 SCL tunnels - Site safety Correct training Risk awareness Exclusions zones Real time monitoring Daily SRG meetings On-call team for rapid decision making Crossrail October 25, 2017 Page 34

35 SCL tunnels - Construction monitoring Trigger Levels Page 35

36 SCL tunnels - Construction monitoring Predicted vs Measured Displacements Page 36

37 Platform tunnels typical RES sheet Page 37

38 Paddington Station Detailed design and optimisation

39 Paddington Station long section Page 39

40 Paddington Station light open feel of cut-and-cover station Page 40

41 Paddington Station site constraints Page 41

42 Paddington Station design constraints Existing station serves the mainline railway, Heathrow Express and four London Underground Lines including the Metropolitan Line, which when opened in 1863 was the first underground railway in the world 25m deep excavation next to existing Grade 1 listed 19 th Century mainline station built by Brunel New station to be built under Eastbourne Terrace and Departures Road Original layout required the relocation of the underground Sub-station N, within the existing station, which provided power to the existing station and other railway assets Page 42

43 Paddington Station programme constraints Tight construction programme Paddington is near to the start of the tunnel drives from the west The tunnel drives had to pass through the station during construction of the diaphragm walls prior to excavation The tunnels had to be kept live to service the ongoing tunnel drives further to the east Page 43

44 Paddington Station Brunel s station opened in 1854 Page 44

45 Paddington Station publications Page 45

46 Paddington Station Optimisation original layout Entrance within mainline station requires relocation of substation Work within existing station disrupts station and shops Internal inclined struts make back of house space inefficient Page 46

47 Paddington Station Optimisation final layout Entrance relocated to ground level in Departures Road Central column line introduced Page 47

48 Paddington Station Optimisation summary of layout benefits Improved passenger experience and wayfinding Minimised passenger time below ground Public realm created below canopy Improved daylight within station Reduced depth to platforms More efficient back of house space Simplified construction Less disruption to the mainline station during construction Improved programme Substantial cost savings Page 48

49 Construction roof constructed and traffic returned Page 49

50 Construction temporary props to speed up construction Page 50

51 Construction Columns cast around plunge columns Page 51

52 Construction Opening for entrance through the roof Page 52

53 Construction Trackwork preparation by systemwide Page 53

54 Any Questions? Page 54

55 Mark Raiss Jonathan Baber