Station Design BAA Second Submission To The Lord Mawhinney's Review

Appendix III
Station Design
BAA Second Submission to the
Lord Mawhinney’s Review
June 2010
BAA - Heathrow Airport Ltd
High Speed Rail Access to Heathrow
BAA Submission to the Lord Mawhinney’s Review
High Speed Rail Access to

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11 June 2010
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June 2010
BAA - Heathrow Airport Ltd
Mott MacDonald, Prince House, 43-51 Prince Street, Bristol BS1 4PS, United Kingdom
Mott MacDonald,
T +44(0) 117 906 Prince
9500 Hous
F +44e,(0)117
43-51 906
Prince Street,
9501 Bristol BS1
W www.mott 4PS, United Kingdom
mac.com
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Content
Chapter Title Page
Executive Summary i
1. An Integrated Transport Solution 2

1.1 Key Factors to be Considered in the Provision of a High Speed Rail Station at Heathrow ____________ 3
1.2 Overview of Potential High Speed Rail Station Locations at Heathrow Airport _____________________ 4
1.3 Overview of Station Requirements ______________________________________________________ 6
2. Station Location Review 8

2.1 Central Terminal Area________________________________________________________________ 8
2.2 Terminal 4 ________________________________________________________________________ 13
2.3 Terminal 5 ________________________________________________________________________ 17
2.4 Bath Road ________________________________________________________________________ 20
2.5 Heathrow International Hub __________________________________________________________ 24
3. Alternative Station Provisions 26
4. Cross Campus Transit Systems 29
5. High Speed Rail Connectivity 35
6. Capital Cost Estimates 38
7. Conventional Rail Services (Current, Planned & Potential) 39
8. Summary of Conclusions 46
Tables
Table 1: Landside TTS Base Scheme - Summary of TTS route lengths ___________________________________ 30
Table 2: Transit Link Connectivity Comparator Table__________________________________________________ 32
Figures
Figure 1: Potential High Speed Rail Station Locations at Heathrow Airport __________________________________ 5
Figure 2: Plan of Illustrative Central Terminal Area High Speed Rail Station _________________________________ 8
Figure 3: CTA Station Cross Sections ______________________________________________________________ 9
Figure 4: CTA Station in Relation to existing sub-surface infrastructure ___________________________________ 10
Figure 5: Plan of Illustrative T4 High Speed Rail Station _______________________________________________ 13
Figure 6: Plan of Illustrative T5 High Speed Rail Station _______________________________________________ 17
Figure 7: Plan of illustrative Bath Road High Speed Rail Station _________________________________________ 20
Figure 8: Plan of Illustrative Heathrow International Hub Station _________________________________________ 24
Figure 9: CTA – 2 Platform Station Variant _________________________________________________________ 26
Figure 10: Heathrow Bath Road: Two-platform Variant ________________________________________________ 27
Figure 11: Potential Cross Campus Transit System Links & Stations _____________________________________ 29
Figure 12: Illustrative High Speed Rail Station Transit Links ____________________________________________ 31
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Figure 13: Connecting to a High Speed Rail Station at Heathrow ________________________________________ 36
Figure 14: Preliminary Journey Time Assessment ____________________________________________________ 37
Figure 15: Current Rail Services to Heathrow Airport__________________________________________________ 39
Figure 16: Existing ‘On-Airport’ Rail Services________________________________________________________ 40
Figure 17: Future Rail Services to Heathrow Airport __________________________________________________ 41
Figure 18: Planned Enhancement of ‘On-Airport’ Rail Services __________________________________________ 42
Figure 19: Potential Enhancement of Airtrack and Crossrail Services at the Airport __________________________ 43
Figure 20: Western Connection - Service Scenario 1__________________________________________________ 44
Figure 21: Western Connection - Service Scenario 2__________________________________________________ 45
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Executive Summary
Introduction
This paper sets out BAA’s views on options for the provision of a High Speed Rail Station at
Heathrow Airport as written evidence to the Lord Mawhinney’s Review. The context of the review
was to determine the best practical integration of the airport and any future high speed rail link,
such that the economic and environmental benefits of both are maximised.
Key Findings
• Five high speed rail station locations have been identified as being feasible at or near to
Heathrow Airport :Central Terminal Area (CTA), Terminal 4, Terminal 5, Bath Road, and
Heathrow International Hub on the Great Western Mainline between Iver & West Drayton.
• Each station location has been assessed in terms of its connectivity, constructability, and
capital costs.
• In terms of connectivity, the Bath Road, Terminal 5 and CTA locations are preferred due
to their proximity to the terminals and public transport interchange facilities.
• In terms of constructability, all locations are challenging to construct, although less central
stations offer some benefits over more central options.
• In term of capital costs, station costs including airport transit links range between £2.3 and
£2.5bn where the HSR route is realigned through the airport (option 4) and to
approximately £1.8bn if a loop or relief line is provided (option 5) since the station footprint
and platform faces are reduced.
• Further work is required to establish overall preferences between locations.
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1. An Integrated Transport Solution
Whilst setting out the case for an Old Oak Common Interchange Station, Section 3.3.47 of the
HS2 report notes that “other developments to improve surface access to Heathrow could provide
opportunities to include a high speed station in a wider interchange that serves Heathrow Airport
directly. Similarly, future decisions on the development of Heathrow Airport, including decisions
on the third runway and the scope for improved links between terminals, would affect the best
way of serving Heathrow”.
The development of HS2 provides a unique opportunity to make a significant contribution to the
integrated transport system of the UK (consistent with Government policy since the Integrated
Transport White Paper of 1998). BAA and the airline community question whether a Crossrail
interchange station at Old Oak Common will best serve this policy.
The arguments presented in the HS2 demand model analysis report in relation to the location of
an interchange station are essentially that:
routing HS2 via Heathrow will increase journey time, such that fewer passengers are
attracted to use the service for journeys to and from London
Heathrow passengers are a small (<5%) proportion of all the passengers using the line
A Heathrow interchange will not serve connections to Greater London as well as an

interchange at Old Oak Common
We recognise these arguments in the direct economic appraisal of the high speed line. However,
we believe that there are wider appraisal issues that should be taken into account, in particular:
Passenger experience for rail to air transfers
the optimisation of carbon emissions (given the UK’s commitment to reducing carbon
emissions in the longer term) through air to rail substitution
wider economic benefits throughout the UK that will be generated by linking HS2 more
directly to Heathrow, and the existing transport networks that serve the airport
As a further contribution towards the resolution of these issues, this report provides an overview
of the real options for the provision of a High Speed Rail Station at Heathrow Airport, considering
their relative benefits and attractiveness in relation to a Holistic Integrated Transport solution,
which best meets the requirements of a carbon constrained economy, in promoting air/rail and
car/rail substitution.
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1.1 Key Factors to be Considered in the Provision of a High Speed Rail
Station at Heathrow
The principal factors to be considered in identifying preferences for the location of an On-Airport
High Speed Rail station are suggested as follows:
1. Airport Interchanges: Interchanges from the station to each of the terminals should be as
short and direct as possible, and should preferably be equivalent between terminals such
that individual airlines within different terminals are not commercially disadvantaged.
2. Public Transport Interchanges: Interchanges with the broad range of Public Transport
facilities and services which are available at the Airport should similarly be as short and
direct as possible, such that the dispersal benefits of these facilities to HS2 are maximised.
This will also provide a secondary benefit, where the effective concentration of International
Hub Airport and High Speed Rail at the same location will greatly enhance the economics
of providing enhanced public transport links to both.
3. Airport Compatibility/Flexibility: The implementation and operation of the High Speed

Rail Station should be compatible and flexible to the anticipated range of possible future
Heathrow developments (e.g. with and without a third runway, and associated
developments)
4. Feasibility/Constructability: Stations and Connecting High Speed Rail routes must be

technically feasible, sustainable and capable of construction without adverse impacts or
risks to the operational airport, the environment, or the broader community.
5. Attractive High Speed and Conventional Rail Services: The High Speed Rail Station,
Link and Interchange should enhance and expand the market for high speed and
conventional rail services, and maximise their attractiveness in terms of minimising overall
journey times and maximising onward connections by rail and other transport modes.
6. Affordable/Economic: The High Speed Rail Station, Link and Interchange facilities should
be affordable and have a positive overall business case.
With these factors in mind, a range of potential station and connection options have been
identified for assessment and comparison.
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1.2 Overview of Potential High Speed Rail Station Locations at
Heathrow Airport
Five potential locations for a High Speed Rail Station at Heathrow Airport have been identified as:
• CTA: Within the Central Terminal Area (CTA), providing direct interchange to Terminals 1, 2 & 3,
and the existing London Heathrow public transport interchange of Rail, Underground, Bus and
Coach Facilities and Services.
• T4: At T4, providing a direct interchange to this terminal, and allowing the use of existing rail and
tube links, and/or modification of those links to better integrate the site with the rest of the airport
campus and the principal Public Transport Interchange Facilities at CTA and/or T5.
• T5: At T5, providing a direct interchange to this terminal, and the existing London Heathrow public
transport nexus of Rail, Underground, Bus and Coach Facilities and Services.
• Bath Road: A location adjacent to the A4 Bath Road, as currently occupied by long stay parking
facilities and BAA’s Compass Centre Headquarters Building. This site does not provide any direct
interchanges to Terminals or Public Transport Facilities, although transit links could be relatively
easily provided to both of the principal T5 and CTA facilities (from which it is broadly equidistant). A
particular advantage of this site is its location which is largely within the existing airport campus,
but clear of sensitive airport apron and operational areas, potentially minimising both airport and
environmental impacts.
• Heathrow International Hub: A remote hub station adjacent to the Great Western Mainline
(GWML) Railway between Iver and West Drayton, which could also serve as an High Speed Rail
and Airport interchange for GWML Rail services from the West, but without direct interchange to
any terminal or existing London Heathrow public transport facilities or services, which would
reached by dedicated transit links.
A sixth location has previously been considered in relation to a sixth terminal/third runway, but is now
discounted in regard to revised government policy.
Illustrative options for the provision of high speed rail stations at each of these locations are shown in
Figure 1 below, together with connecting high speed rail alignments to London and the North, and potential
connections to the West via the Great Western Mainline.
The five station location options are considered individually in sections 2 and 3 of this report, followed by a
review of Airport and Public Transport Interchange Connectivity Issues in Section 4. Section 5 then
considers broader High Speed Rail routing and operational issues.
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Figure 1: Potential High Speed Rail Station Locations at Heathrow Airport
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1.3 Overview of Station Requirements
The specific requirements of the High Speed Rail Station will be dependent on the method of operation and
service patterns to be implemented on the through airport route (e.g. how many services are booked to call
at the station, and whether the link through the airport is a diversionary loop off a mainline, or the mainline
itself).
Reflecting the published HS2 studies it has initially been assumed that four platform edges would be
required at the airport station, although it is recognised that under some operational scenarios a two
platform edge station may be sufficient, dependent on the number of services booked to call or pass
through the station.
Station locations and orientations have been selected and configured to optimise their integration,
compatibility and connectivity with airport facilities, whilst also considering how they might best be
connected to the overall High Speed Rail Route between London and the North.
As such outline connecting alignments have been identified between Old Oak Common and Denham,
including options for cross connection on to the Great Western Mainlines.
Principal High Speed Rail Station requirements have been assumed as follows:
Platforms:
Base assumption of Four platform edges to be provided at any HSR station, although two
platform variants have also been considered.
Each platform would be 410m long (allowing for 5m stopping tolerance at each end). In addition,
25m for trackside M&E rooms would be provided at each end of the platforms resulting in an
overall platform length of 460m.
Single Platform would be a minimum of 5m wide, with island platforms having a minimum width of
15m.
For bored tunnel station options 5m wide platforms would be provided within 13m wide x 11m
high single platform tunnels, with separate concourse tunnels for circulation.
Platform screen doors are unlikely to be preferred for the station, as these would limit the future
potential of the structure to service a variety of (European) high speed rolling stock (with variable
distances between carriage doors).
Passenger Circulation:
To airport location with a significant proportion of passengers with baggage, lifts are likely to be
the principal means of Vertical Circulation, although Escalators would also be provided.
Lifts and Escalators would bring passengers up to basement level ticket hall and concourse
areas, from which further circulation would be provided to connect to the Terminals, and other
Public Transport and Transit facilities.
Main circulation routes would be in the order of 5m wide x 3m, corresponding to an approximate
8m diameter tunnelled passageway.
Escape & Intervention:

At least two alternative escape routes would be provided from each platform, with a travel
distance of not more than 90m between any two exits.
The distance from any dead ends in public areas of the station to an escape route would not
exceed 18m.
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Passenger escape/intervention shafts would be required to provide a route to the surface. These
shafts would be located between the platform tunnels and would connect into the platform tunnels
via a short adit and cross-passage arrangement.
Escape and intervention shafts would be approximately 9m internal diameter (ID), sufficient to
contain the escape stairs and a fire fighting lift. At the top of the shaft there would be a small
headhouse structure, permanent hardstanding for emergency service vehicles, dry falling main
connections and where necessary a dedicated zone for evacuated passengers.
Ventilation:
Ventilation and draught relief shafts would be provided at each end of the stations. These would
consist of ventilation/draught relief adits connecting to each running tunnel just beyond the end of
the platforms. The adit connects to the base of a shaft/cofferdam containing tunnel ventilation
equipment, a draught relief air path bypassing the tunnel ventilation and maintenance access
staircase. In addition, the structure may also contain station plant rooms.
At the top of the shafts there would be a large headhouse structure for air supply/smoke extract,
permanent hardstanding for maintenance vehicles and cranes and a dedicated substation with
two independent HV supplies to power the ventilation fans.
M&E and Station Operation Rooms:

Typical size and types of accommodation for station operations have been assumed, as similar to
those provided on Heathrow Express at the Terminal 5 station and the Heathrow Central
Terminal Area station.
Track Turnouts:
With four platform tunnels/edges connecting to two running tunnels, track turnouts would be
required at each end of the stations to house the track bifurcations for the twin-bore running
tunnels.
These turnouts would not be required with a two platform station.
Bored Tunnel Stations:

During previous tunnelling projects on the airport (e.g. the Airside Road Tunnel) Heathrow Airport
Limited (HAL) imposed a maximum settlement limit of 50mm for aircraft stands and taxiways, with
a trigger value of 25mm, after which mitigation measures have to be used to ensure that the
maximum permitted value is not exceeded. The Heathrow Express Operating Company
(HexOpCo) has even more onerous limits of allowable ground movements when tunnelling near
the existing Heathrow Express tunnels in order to maintain the already very tight track and
structure gauge clearances.
An anticipated consequence of these issues is that track junction caverns (as required to
transition from a two track link to a four platform station) would probably be located at some
distance from the stations, at locations where settlement limits and impacts are less onerous.
Further detailed study and design would be required to determine specific ground movement
effects and mitigations in relation to the Bored Tunnel Station options.
Cut & Cover Stations

For cut & cover station proposals track junctions are located, where possible, immediately beyond
the platform ends. The inclusion of turnouts increases the length of the station box structure by
approximately 300m at each end of the station (not required for a two platform station reducing
the length of the box).
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2. Station Location Review
The following section provides a location by location review of the five potential station sites as set out in
1.2 above. The schemes shown are illustrative, and would require significant further development in order
to fully optimise and prove their feasibility.
2.1 Central Terminal Area
The Central Terminal Area sits centrally within the airport campus, its terminals providing around half of
Heathrow’s current throughput, served by a range of rail, tube and coach links, forming an existing and
effective public transport interchange which is likely to be further enhanced into a fully integrated facility in
the near future.
Given this concentration of demand and connections, location of a High Speed Rail station within the
Central Terminal Area would clearly be the ideal functional interchange within and to the airport, if such a
facility could be realistically provided at an economic cost, and without undue impact on airport operations.
The not insignificant challenges in providing such a facility are directly related to the facilities which make it
attractive, in the congestion of existing surface and subterranean infrastructure to be avoided and
protected. A broadly feasible illustrative scheme, has however been identified as set out below.
Figure 2: Plan of Illustrative Central Terminal Area High Speed Rail Station
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Scheme Description, Constraints and Impacts
The station would be located directly beneath the Central Terminal Area (CTA), making use of active
safeguarding for two additional platforms, as defined in relation to the Transport and Works Act Order for
the Heathrow Express extension to T5.
To the illustrative scheme up to four platform tunnels could be provided, with connecting shafts and adits as
concourse and circulation route, ventilation and escape provisions located around existing and potential
future underground and surface infrastructure.
Due to surface and sub-surface constraints the station would be constructed as a deep-level mined station.
The Eastbound platform tunnels would have a platform level of approximately 46m below ground level. The
westbound tunnels would have a platform level of approximately 38.4m below ground level.
Figure 3: CTA Station Cross Sections
Passenger circulation would be via the platform tunnels and cross-passages that connect to a central
concourse tunnel. Vertical circulation would then be via escalators or lifts. Escape/intervention stair shafts
would be provided at regular intervals along the length of the platforms to comply with relevant safety
standards. Headhouse structures and hardstanding areas for congregation and emergency service parking
would be provided at ground level, at locations to suit future surface development.
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Interface with existing Infrastructure
From the platform tunnels, vertical circulation would be via lifts and escalators to a level of approximately
5m below ground level. New cut & cover passenger subways (aligned beneath the road network) would
then provide connections within an integrated public transport interchange, with direct connections to the
local terminals, and high quality transit links to the other terminals (see section 3).
Figure 4: CTA Station in Relation to existing sub-surface infrastructure
Ground movements caused by the tunnelling work would affect significant sections of the existing
underground infrastructure. The platform tunnels are located close to the existing Heathrow Central station
tunnels, and the limits on allowable ground movements in this area would be onerous due to the tight
structure gauge and track clearances present for the existing Hex tunnels. Construction in this area would
likely require mitigation measures (e.g. compensation grouting) to be installed and could require the
imposition of temporary speed restrictions or suspension of the existing rail services.
The clearances from the HSR station to other assets such as the Piccadilly line and Baggage tunnel could
also be an issue, particularly when constructing shafts and escalator barrels beneath or adjacent to these
structures. Suitable contingencies measures would have to be put in place along with the possibility of
having to temporarily suspend services for a period of time.
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Constraints and Impacts
The scale of the ticket halls is such that they would need to be provided within a wider redevelopment of
surface facilities, forming a part of fully integrated Public Transport Interchange, with direct connections the
Terminals.
Platform tunnels would be constructed below/adjacent to Hex, Piccadilly and Baggage tunnels. There
would be significant settlement/ground movements during construction and the potential impact on this
existing infrastructure would need to be assessed further. Construction in this area would likely require
mitigation measures (eg. Compensation grouting) to be installed and may require potential speed
restrictions or track closures to be put in place.
A number of headhouse structures and hardstanding areas would have to be provided at ground level.
Locations of these areas would have to be integrated with future airport development proposals.
The need for an additional set of ventilation equipment at the west end of the station would increase the
station’s capital cost considerably.
Outline Construction Programme
The Construction of the Station and Connecting links (to Old Oak and Denham) would extend over a period
of around Six Years, around 4 main programme elements incorporating key sub-schedule components as
follows;
Preparatory Works; incorporating site establishment, enabling works, demolition and road
accommodation works
Station Works; incorporating a diaphragm walled constructed ‘box’, top-down construction of the
roof, concourse and platform levels, bottom-up construction of internal lift shafts and columns,
completion of head houses, E&M and systems fit-out and station architectural finishes/fit-out.
Tunnelling & Track Works; comprising three launch shafts, six tunnel drives, trackworks and
portals, OHLE, tunnel escape and ventilation shafts and signalling.
High Speed Rail (HSR) Commissioning & Handover; testing, trials, handover to operator (safety
case) and phased opening.
In order to meet the indicated timeframe, the programme is based on the need to utilise at least four tunnel
boring machines (TBM’s) for at least six concurrent tunnel drives.
Constructability Issues and Impacts
The main constructability issues that relate to the proposed mined station and tunnel civil construction
activities comprise the following;
The construction of the proposed mined station incorporating the sinking and mining of deep
large diameter shafts, tunnels, adits and subterranean passenger subway links including a large
escalator ‘Box’ by piled diaphragm or secant cut-off walls being constructed in a congested and
densely occupied commercial, public and airport environment will inevitably impact on airport
commercial interests, businesses, airport road traffic control operations, existing road and utility
infrastructure.
To enable construction activities to proceed safely and expediently, some buildings in close
proximity to the shaft head works will need to be acquisitioned and, or demolished including other
areas or land take to facilitate material removal and deliveries.
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Given the congested nature of the proposed working environment, particularly with respect to
access and general movement of construction personnel and vehicles, although security will be
paramount this area will be affected and require special attention as an impact of the works.
Settlement mitigation measures will need to be installed i.e. compensation grouting shafts and
TAM’s (grouting tubes) including extensive surface and sub-surface survey, building and ground
instrumentation in order to monitor and control the impacts of construction activities on adjacent
and existing railway assets, structures services and utilities. These shafts are in addition of those
intended to form part of the permanent works.
The HSR westbound and eastbound tunnels are required to be built in close proximity and pass
below the existing Piccadilly Line and HEX stations and tunnels therefore careful monitoring and,
or speed restrictions may need to be enforced during construction in this areas.
The proposed HSR Ticket Hall and Ventilation area clashes with the existing airport coach
station, which is likely to be either relocated and, or taken over to accommodate construction in
this area.
The proposed HSR station and tunnel works will interface with the existing Heathrow Express
Line and Piccadilly passenger subways.
below the existing Heathrow Baggage tunnels therefore careful monitoring and, or speed
restrictions may need to be enforced during construction in this areas.
The HSR westbound and eastbound tunnels are required to pass under the existing Heathrow
Terminal 3 therefore careful monitoring and, or compensation grouting may be required in
restricted areas.
The proposed station location and running tunnel alignments will necessitate the implementation
of extensive accommodation works, third party consultations and negotiations with all affected
private and public landowners in respect of land take and way leave requirements, including any
sub-surface way leave permissions.
As these works will be required to be constructed in close proximity, over and underneath existing
buildings, services and other structures, the impact, choice and approval of any proposed
construction equipment and other heavy construction plant such as mobile cranes, piling rigs etc
will need to be carefully assessed and considered.
Summary of CTA Station Pros & Cons
Pros Cons
Central Location provides: Congestion of ‘high value’ surface and

subterranean infrastructure imposes:
• Immediate Proximity to Terminals providing • High Level of Complexity
around half of current airport throughput • Platforms at 40 to 45m depth
• Immediate Proximity to Existing Interchange of • Elevated levels of risk
Rail, Tube and Coach Links
• Extended Programme
• Short Transit Links to other Terminals
• Additional Costs
• Principal Station Works wholly within Existing
Airport Boundary
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2.2 Terminal 4
Terminal 4 is the smallest and most remote of the current airport terminals, presenting lesser benefits from
direct terminal connectivity to a High Speed Rail Station than would be achieved at CTA or T5. The site is
however relatively close to the CTA terminal area. The site offers further benefits in being wholly within the
airport campus, and whilst located beneath the airfield pavement, is relatively unconstrained by existing
underground infrastructure.
Figure 5: Plan of Illustrative T4 High Speed Rail Station
The Terminal 4 station would be located to the north of the main Terminal 4 building. The station would be
orientated in an east-west direction and would be constructed beneath the main taxiway that connects
Terminal 4 to the southern runway area.
To avoid the existing Piccadilly line and Baggage tunnels in the Terminal 4 area the HSR station would
have to be constructed at depth with a platform level approximately 35m below ground level.
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Passenger circulation would be via the platform tunnels and cross-passages that connect to a central
concourse tunnel. Vertical circulation would then be via a combination of escalators or lifts which would
lead to a new ticket hall structure.
Escape and Intervention stair shafts would be provided at regular intervals along the length of the platforms
to comply with RSPG. Headhouse structures and hardstanding areas for congregation and emergency
services parking would have to be provided at ground level.
The new ticket hall would be integrated with the existing Terminal 4 building and provide links to the
existing Piccadilly line services and a new Landside TTS scheme. This would require modifications to the
existing Heathrow Express and Piccadilly line ticket halls and entrances in order to create an integrated
ticket hall. The new ticket hall would then allow HSR passengers alighting at Terminal 4 to use the
Piccadilly line and Landside TTS to connect to other terminal areas. The proposed Landside TTS scheme
is discussed further in section 3.
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of around 6 Years, around 4 main programme elements incorporating key sub-schedule components as
follows;
accommodation works
The main constructability issues and impacts that relate to the proposed Terminal 4 mined station
interchange with bored & SCL tunnel construction activities comprise the following;
large diameter shafts, sprayed concrete lined (SCL) tunnels, adits and subterranean passenger
subway links including escalator shafts beneath the existing terminal building and airfield
pavement would, in general, impact significantly on airport operations.
proximity to the shaft head works may need to be acquisitioned and, or demolished including
other areas or land take to facilitate material removal and deliveries.
Given the congested nature of the proposed working environment access, security and general
movement of construction personnel and vehicles would be paramount. These impacts and
particularly the issue of security would require special attention as prior to commencement and
during construction of the works.
Settlement mitigation measures would need to be installed e.g. compensation grouting shafts
incorporating the regular installation of complex arrays of TAM’s (grouting tubes). Supplementary
to these methods normally requires the strategic installation of a range of extensive surface and
sub-surface monitoring instrumentation in order to mitigate any adverse impacts of construction
on the adjacent baggage tunnel, Terminal structures, services and utilities. These shafts are
temporary and are in addition of those intended to form part of the permanent works.
The proposed HSR Ticket Hall and combined Ventilation Shaft would have a significant impact on
the existing car park/airport access road and ramp, interface with the existing HEX Station
tunnels, lift and escape shafts, including other important structures such as utilities, airside
buildings, passenger departure/arrival bridge-link and taxi-ways.
For this scheme, the positioning of escape shafts and in particular the permanent location of
head-house structures would be challenging as the proposed station platforms and concourse
areas are situated mid-way between the existing terminal buildings and the southern airside
areas and runway. Where possible the location of these structures would be optimised or
incorporated within existing building structures. However, this would not be feasible for every
shaft location necessitating the use of airside areas such as stand and, or ‘green’ no-mans land
areas.
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The proposed HSR station and tunnel works would interface with the existing Heathrow Express
Line and Piccadilly Lines.
below the existing Heathrow Baggage tunnels therefore careful monitoring and, or speed
restrictions may need to be enforced during construction in these areas, which would
subsequently have an impact on airport operations.
The impact of these works would require the use of heavy construction plant such as mobile
cranes, piling rigs etc in close proximity, over and underneath existing buildings, services and
airside / landside airport assets. The impact, choice and approval of any proposed construction
equipment and arrangements may need to be specified in advance and, or minimum
requirements incorporated within specifications e.g. crane jib height restrictions, axel loads,
operating periods and construction vehicle movements and holding areas would need to be
carefully assessed and considered.
The bored tunnels would pass below some major airport facilities such as the large aircraft
maintenance, baggage and cargo handling facility situated to the west of Terminal 4. At the far
western boundary of Terminal 4 the tunnels would run close to an aviation fuel depot and storage
facility. As an impact of tunnelling activities, all these facilities and founding structures would
need to be assessed to determine the impacts of settlement particularly in respect of differential
loadings over the tunnel crown.
The impact of constructing escape, intervention and ventilation shafts within airside areas would
necessitate both the temporary and possible permanent acquisition of aircraft stand areas,
passenger and airport staff access routes and facilities. This would require further detailed
analysis to determine the optimum solution to each of these issues.
Summary of T4 Station Pros & Cons

Pros Cons
Location provides: Location imposes:
• Short Transit Links to other Terminals • Airside Construction/Impacts
• Links to Existing Interchange of Rail, Tube and • Moderate Level of Complexity
Coach Links • Platforms at 25 to 30m depth
• Principal Station Works wholly within Existing • Moderate levels of risk
Airport Boundary
• Extended Programme
• Facilitates alternative use of T4 site and
infrastructure (e.g. Rail Station and Car Parks) • Serves fewer passengers directly than CTA or T5
• Lesser complexity, risk and cost than CTA
scheme
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2.3 Terminal 5
A modern facility, Terminal 5 is the largest single terminal on the Heathrow Campus and provides around a
third of Heathrow’s current throughput, served by its own rail, tube and coach links, forming an existing and
effective integrated public transport interchange. Given this concentration of demand and connections,
location of a High Speed Rail station at T5 would provide a good functional interchange within and to the
airport.
The high density of development, and deep basements, of the recently opened T5 facilities does however
predicate against the construction of a station beneath or in close proximity to the main terminal building.
To these constraints the closest practical location is at some 600m distance, and within environmentally
sensitive green belt land to the West of the A3044, where bored tunnel construction is again envisaged in
regard to the significant depth required to pass beneath the proposed and potential routes of the Airtrack
and Western Connection rail links emanating from the T5 Rail Station.
Figure 6: Plan of Illustrative T5 High Speed Rail Station
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The Terminal 5 HSR station would be constructed beneath a greenfield site to the west of the T5A building.
To avoid the proposed Airtrack cut & cover crossover structure (Bedfont Court Box) the station would have
to be constructed at depth with a platform level approximately 35m below ground level.
Passenger circulation would be via the platform tunnels and cross-passages that connect to central
concourse tunnels. The main vertical circulation would be via escalators (or lifts) to new ticket hall
structures. Elevated passenger walkways would then be required to carry passengers over the A3044 and
into the T5A building.
Escape and Intervention shafts would be provided at regular intervals along the platform to comply with
RSPG. Headhouse structures and hardstanding areas for congregation and emergency services parking
would have to be provided at ground level.
The HSR station would be located at a ‘semi’ remote site (i.e. outside the airport boundary) and as such a
passenger connection (e.g. elevated walkway) would be required to link the station to the main T5 building.
The HSR station would be constructed beneath the proposed Airtrack Bedfont Court Box. The HSR
platform tunnels would have to be located at depth to ensure that there was sufficient clearance between
the platform tunnels and the Airtrack structure.
of around 6 Years, around 4 main programme elements incorporating key sub-schedule components as
follows;
accommodation works
The main constructability issues and impacts that relate to the proposed Terminal 5 mined station
interchange with bored & SCL tunnel construction activities comprise the following;
large diameter shafts and open box construction, would, in general, impact significantly on local
private and public landowners, airport road traffic control operations, existing road and utility
265424///242/A 11 June 2010

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infrastructure, including tunnelling below the existing Airport Way and Stanwell Manor Roads and
associated roundabout.
To enable construction activities to proceed safely and expediently, lands and privately owned
buildings in close proximity to the shaft or head works would need to be acquisitioned including
other areas, roads or land to facilitate material removal and deliveries. This applies particularly to
the construction of the Eastbound tunnel turnout as it is proposed to be situated below dense
residential/private/commercial and adjoining farmlands.
In the south, the HSR running tunnels run under the existing Staines Reservoir. Limiting
differential ground settlement would be critical including obtaining approval of the operator in
respect of during and post construction tunnel operations due to ground borne vibration and
possible resonance.
Towards the north, the HSR running tunnels run under the existing M4 Motorway and adjoining
lake, here differential settlement and vibration would be one of the main construction impacts on
these. Further north the tunnels pass under the existing mainline railway.
Construction of the passenger bridge walkway over the existing ‘live’ A3044 road and double
stream would need to be carefully assessed, particularly given the required construction heights
and extremely restricted access.
Settlement mitigation measures may need to be installed e.g. compensation grouting shafts
incorporating the regular installation of complex arrays of TAM’s (grouting tubes). These shafts
are temporary and are in addition of those intended to form part of the permanent works.
The impact of the proposed station location and running tunnel alignments may result in
protracted consultations with existing landowners in respect of accommodation works, involving
other extensive third party consultations and negotiations with all affected private and public
landowners in respect of planning permissions, land take and other way leave requirements,
including any sub-surface way leave and, or planning permissions.
The impact of these works would require the use of heavy construction plant such as mobile
cranes, piling rigs etc in close proximity to the existing buildings, services and landside airport
assets. The impact, choice and approval of any proposed construction equipment and
arrangements may need to be specified in advance and, or minimum requirements incorporated
within specifications e.g. crane jib height restrictions, axel loads, operating periods and
construction vehicle movements and holding areas would need to be carefully assessed and
considered.
The planned station construction may require the incorporation of active or passive safeguarding
within the proposed Airtrack Tunnels and Crossovers.
Summary of T5 Station Pros & Cons

Pros Cons
• Reasonably Short Transit Links to other • Colne Valley Environmental Impacts
Terminals • 600m distant from T5
• Direct Access to Existing Interchange of Rail, • Moderate Level of Complexity
Tube and Coach Links
• Platforms at 34m depth
• Minimal Airport Impacts
• Moderate levels of risk
• Lesser complexity, risk and cost than CTA
scheme
• Direct connections to home carriers terminal as
at all other European Hubs
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2.4 Bath Road
The location adjacent to the A4 Bath Road, as currently occupied by long stay parking facilities and BAA’s
Compass Centre Headquarters Building.
This site does not provide any direct interchanges to Terminals or Public Transport Facilities, although
transit links could be relatively easily provided to both of the principal T5 and CTA facilities (from which it is
broadly equidistant).
A particular advantage of this site is its location which is largely within the existing airport campus, but clear
of sensitive airport apron and operational areas, potentially minimising both airport and environmental
impacts. Upon completion of the station it is possible that car parking facilities could be reprovided in an
‘intensified’ multi-decked format, although the implications of such a provision on traffic flows and
congestion around Heathrow would require very careful consideration.
Figure 7: Plan of illustrative Bath Road High Speed Rail Station
The station would consist of a cut and cover box structure housing four platform edges arranged in the form
of two island platforms. The platforms would be 410m in length with a 20m allowance at each end for M&E
and station ventilation equipment. The overall length of the station, including turnouts and crossovers would
be approximately 1400m with a maximum width of approximately 180m (includes width of the two proposed
TTS station). Rail level would be approximately 15m below ground level.
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It is envisaged that the station would comprise of a diaphragm-wall cut & cover structure. To limit
settlement and disruption to the airport the structure could be constructed using top-down techniques with
the roof slab cast on formation. Excavation would then be carried out beneath the slab with mucking out
through temporary openings in the slabs.
The majority of passenger circulation from the platform level to the concourse level would be via lifts
located along the island platforms. Escalators would be provided at the ends of the platforms to further
increase passenger vertical circulation. Escape/intervention stairs would also be provided at regular
intervals along the length of the platforms to ensure compliance with the Railway Safety Principles and
Guidance (RSPG).
Excavation of the station box alone will require the removal of approximately 1.7 million cubic metres of
material. This prescribes the need for an optimised and proposed tunnelling strategy that aims to maintain
all bored tunnel construction activities and facilities to be located to the northeast and northwest of the
proposed station box location. The objective of this approach should help to alleviate the concentration
and congestion of main work activities from an urban environment and away from the extensive station
worksite and Heathrow areas.
It is envisaged that the removal and delivery of materials from these locations will be less problematical if
the locations are optimised and chosen to benefit from efficient transportation links either by road and rail to
accommodate construction traffic and spoil removal. The positioning of these or any worksite areas must
take due regard to the proximity of residential properties and other sensitive receptors, habitats and other
environmentally sensitive elements and concerns such as noise, dust, mud and vibration.
The station box comprises two track crossover areas measuring 160.0m long by approximately 50.0m
wide. To facilitate tunnelling operations, temporary cut-off walls could be constructed at the interface
between the turnout and crossover sections, effectively forming two TBM reception shafts situated at both
ends of the station formed by diaphragm walls. The ends of the external crossover walls may also be
splayed out to accommodate ring beam construction for both tunnel reception and launch adits including for
the removal / dismantling of the TBM machine.
It is envisaged that passengers would move from the platform level to a main concourse and ticket hall
area located at the intermediate level. A new Landside Tracked Transit System located adjacent to the
HSR station would then provide connectivity into the existing airport Terminal buildings and other
underground infrastructure.
The bored tunnels at the east end of the station would have to pass beneath the existing road tunnel and
Heathrow Express running tunnels. To avoid the existing tunnels, the HSR bored tunnels would have to be
driven at the maximum grade 2% from the station box in order to pass beneath the existing Heathrow
Express tunnels with sufficient clearances.
of around Six Years, around 4 main programme elements incorporating key sub-schedule components as
follows;
accommodation works
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Tunnelling & Track Works; comprising three launch shafts, five tunnel drives, trackworks and
In order to meet the indicated timeframe, the programme is based on the need to utilise at least three
tunnel boring machines (TBM’s) for at least five concurrent tunnel drives. This includes the need to utilise
both ends of the proposed station box i.e. track crossover sections in order to accommodate one reception
‘pit’ (station east end) and one reception/launch pit (station west end).
The main constructability issues that relate to the main station and tunnel civil construction activities
comprise the following;
The construction of the proposed Bath Road Station comprising a 1.4Km long station ‘Box’,
incorporating the construction of transit link station structure(s), will, in general, impact
significantly on local communities, businesses, airport traffic control operations, relocation of
existing road and utility infrastructure and the environment.
At least three large Tunnel Boring Machine (TBM) launch shafts and extensive works areas to
facilitate the removal of excavated material and delivery of tunnel segments, including portal
construction and subsequent integration of the new rail line with the existing will be required. A
400Kw power supply is normally required for a clay or open face TBM, therefore, new High
Voltage power supplies will need to be provided to service each TBM shaft worksite.
In addition, 8Km of twin 6.0m ID low speed rail running tunnels between Langley Junction and the
station box are being considered. This requirement will necessitate the construction of a further
large turnout structure to be constructed adjacent to the western end of the station box in order to
accommodate two high speed and two low speed tunnel adits. Due to the proximity of the
existing Twin Rivers, this may not be feasible requiring this turnout to be located further west of
the station box where ground and hydrological conditions are more favourable.
The proposed footprint of the HSR station will impact on a range of private and commercial
buildings, properties, car parks and all affected existing road and utility infrastructure. As a
consequence of the proposed works other extensive design input, preparatory and pre-tunnelling
works in the form of enabling works will be necessary i.e. demolition of existing buildings, major
utility and sewer diversions including utility support/protection measures, re-alignment of existing
roads and extensive site preparation. In addition, further extensive traffic studies; design and
implementation of extensive construction traffic management plans will be required. These should
be fully integrated into the phased construction programme based on detailed consultations with
all third parties and property owners. Existing traffic routes should be optimised where feasible.
However it is envisaged that these roads will be integrated with new permanent and temporary
road infrastructure to accommodate the HSR station and associated facilities.
Significant environmental concerns such as construction noise, dust, mud and vibration will
require extensive mitigation and environmental action plans, particularly in relation to the
protection of the existing watercourse/river which is situated in close proximity to the western end
of the HSR station box.
private and public landowners in respect of land take and wayleave requirements, including any
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sub-surface wayleave permissions. Detailed consultations will also be required with all relevant
government departments and state agencies, in addition to private and public utility bodies and
utility land owners. These requirements may require the advance or strategic purchase of
available lands to enable the construction of large worksite areas, which may need to include
Collaboration Agreements with landowners similar to that implemented on Crossrail.
The landscape reinstatement: Headhouse structures (and associated hardstanding areas) for the
ventilation and escape/intervention shafts would be required at ground level above the station
footprint. These would have to be incorporated into any new oversite development once the
station is built
Summary of Bath Road Station Pros & Cons

Pros Cons
• Short Transit Links to other Terminals • Not local to any Terminal
• Short Transit Links to Existing Interchange of • Not direct connections to other transport modes
Rail, Tube and Coach Links • Moderate Level of Complexity
• Minimal Airport Impacts • Moderate levels of risk
• Only location that allows cut and cover
construction, offering least complexity, risk and
cost
• Platforms at 13m depth
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2.5 Heathrow International Hub
The Heathrow International hub has been proposed by Arup. Whilst there are currently limited technical
details in the public domain, we have had discussions with Arup and Figure 8 provides an illustrative layout
of our best understanding of the scheme.
Whilst directly adjacent to the M25 and the Great Western Mainline, the site is located on Greenbelt Land
within the flood plain of the River Colne, around 5km from the airport campus, and with no existing
connectivity to the airport, nor any substantive links to either of the highway or railway networks. It is
understood that connecting from a tunnel portal at West Drayton, the Hub Station would be raised above
the surrounding floodplain, with substantive environmental and flood mitigation measures.
To fulfil its intended purpose the station would require the construction of a parallel station on the Great
Western Mainline, and a tunnelled transit link to the airport. Given its Greenbelt location, significant
development at the site is unlikely to be acceptable, and where motorway/highway connectivity will
inevitably be difficult it is likely that vehicular access would be limited to bus and coach provisions.
Figure 8: Plan of Illustrative Heathrow International Hub Station
Given limited information on the details of Arup’s proposed scheme, it is not possible to consider the full
implications, impacts and costs of the scheme within this report, although a High Level Capital cost has
been developed, together with consideration of the transit link to Heathrow.
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Summary of Hub Station Pros & Cons

Pros Cons
• Potential connection of all GWML services • 5km distant from LHR
(Intercity & Crossrail) to LHR & HS2 • Not local to any Terminal
• Surface Platforms • GWML Complexity & Impacts
• Minimal Airport Impacts • Moderate levels of risk
• Lesser Airport complexity and risks than other • Long Transit Links to all Terminals
schemes
• Long Transit Links to established LHR
Interchange of Rail, Tube and Coach Links
• Green belt development far beyond boundaries
of existing airport
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3. Alternative Station Provisions
Whilst initial studies have been based on the provision of four platform edge stations, the specific station
provisions will be dependent on the number of services booked to call at the station, and the airport routes
status as either a diversionary loop, or the sole mainline. Where there is a secondary route, it maybe
appropriate for the airport station to be reduced to a two platform edge configuration, and preliminary
studies of the relative scale and cost of reduced stations at CTA and Bath Road, have therefore been
undertaken as below.
CTA Two-platform station variant
The station would be located directly beneath the CTA, to the north of the existing Hex station, as shown in
Figure 9 below. The reduction in scale of the station would significantly ease its implementation, and
reduce the impacts on the overlying airport.
Figure 9: CTA – 2 Platform Station Variant
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The station would consist of two platform tunnels approximately 13m wide x 11m high and 460m long
(including provision for trackside M&E). The platform tunnels have been sized assuming a platform width of
5m. It is envisaged that the tunnels would be predominantly constructed using SCL techniques.
To avoid the extensive underground infrastructure at Heathrow CTA the proposed HSR station would have
to be constructed at depth with the platforms approximately 46m below ground level.
A two-level underground ticket hall box structure would be built on the site currently occupied by car park
MSCP 5, 6 and 1A. The ticket hall would also provide a concourse area and interchange links T3, T1, Hex
and the Piccadilly line.
Passenger circulation would be via the platform tunnels and cross-passages that connect to central
concourse tunnels. Vertical circulation would then be via escalators up into the ticket hall box structure.
Further escalators would then transport passengers to the upper concourse level which will have
connecting passages through to T3 (and the proposed TTS), T1/T2, Hex and the Piccadilly line station.
Escape/intervention stair shafts would be provided at regular intervals along the length of the platforms to
comply with RSPG. Headhouse structures and hardstanding areas for congregation and emergency
service parking would have to be provided at ground level.
Similarly reduced scale bored tunnel stations could be provided at T4 and T5.
Bath Road Two-platform station variant
The HSR Bath Road station – two platform variant would be located to the north of the main airport site,
adjacent to the existing bath Road (A4), as shown in Figure 10 below.
Figure 10: Heathrow Bath Road: Two-platform Variant
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The station would consist of a cut & cover box structure housing a single 15m wide island platform. The
platforms would be 410m in length with approximately 40m allowance at each end for M&E and station
ventilation equipment. Also at each end of the station track crossovers would be located to allow
operational flexibility. The overall length of the station (including crossovers) would be approximately 810m
and the station would have a maximum width of approximately 130m (including proposed TTS links). Rail
level would be approximately 15m below ground level.
The internal layout and construction techniques for the station would be similar to those discussed for the
four-platform option. The major difference in the options is that the reduction in platforms would significantly
reduce the overall size of the station and therefore reduce the capital cost and construction programme
duration. Having a two-platform arrangement would mean that the 300m long turnouts located at each ends
of the station could be removed and that the overall width of the structure would be reduced approximately
30-35m.
As well as reducing the cost and duration of the station works the smaller station would reduce the level of
disruption caused to airport operations. Further development of the proposed option could reduce the
impact on the surrounding area and it may be possible to locate the majority of the station beneath existing
carpark areas, thus reducing the number of surface structures that require demolition/removal.
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4. Cross Campus Transit Systems
Figure 11 below shows a preliminary range of tunnelled and surface transit links as could potentially be
provided to connect High Speed Rail stations at CTA, T4, T5, Bath Road or the Hub.
New Lines – Western Connection

Hub
Bath Road
T5
CTA
T4
Figure 11: Potential Cross Campus Transit System Links & Stations
Overview & Route Commentary
Transit links would be provided by a Tracked Transit System, utilising either Automated People Movers
(APMs) or Light Rapid Transit (LRT/Tram) technologies. Links would be formed from a combination of
bored tunnel links (for routes crossing the airfield and sensitive environments) and surface/elevated links
routed around the airport perimeter.
The following is an overview of TTS link provision, with a summary of the TTS link lengths as Table 1.
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Table 1: Landside TTS Base Scheme - Summary of TTS route lengths
Link Surface/Elevated Tunnelled route Total (km)

route (km) (Twin Bore)
(km)
CTA to Terminal 4 n/a 2.5 2.5
Terminal 5 to CTA 3.7 1.8 5.5
Terminal 5 to Terminal 4 3.7 n/a 3.7
Terminal 5 to Heathrow Hub 0.1 2.9 3.0
Terminal 5 to Bath Road 2.4 2.0 4.4
Bath Road to CTA n/a 1.8 1.8
CTA to T4: The link between CTA and T4 could be provided by the conversion of the existing Heathrow
Express running tunnel to TTS use, via a relatively short section of tunnel to a new sub-surface CTA
station. The connection between old and new tunnels would be constructed as a cut & cover box structure.
If necessary a second tunnel could also be provided to enhance service frequency.
The CTA station would be located as close as possible to the CTA Public Transport Interchange and
Terminals, to provide fast and direct interconnection.
T5 to CTA & T4: In the absence of a T5 High Speed Rail Station, it is envisaged that the T5 TTS station
could run elevated across the front face of T5 (feasibility to be proven), from which the TTS would continue
as a surface/elevated route towards T4.
The route would continue along the current airside perimeter road around the south-west corner of the
airport. After approximately 3.7km a branch line would diverge north towards the CTA. This line would enter
a tunnel portal and then continue beneath the southern runway as a bored tunnel link to a new sub-surface
TTS station in the vicinity of T3.
The line to T4 would continue either as a surface/elevated route, or descend into tunnel to connect to the a
converted T4 Hex station which it would share with the T4 to CTA link.
Where a T5 High Speed Rail Station was provided it is likely that the TTS station would be sub-surface with
a tunnelled link to join the surface route to T4 along the Southern Perimeter Road.
T5 – Bath Road: The TTS route from an elevated T5 station to Bath Road would consist of a surface
level/elevated link around the north-west perimeter of the airport.
At Bath Road the station may be provided at surface level, or be placed at shallow depth if this link is
incorporated into a single system with the Bath Road to CTA link.
Bath Road to CTA: To connect the Bath Road HSR station directly to CTA an additional TTS line would
be required. A TTS station would be constructed south of the Bath Road station and a short twin-bore
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tunnelled connection would link it to a TTS station in the CTA area. The CTA TTS station would consist of a
cut & cover structure in the vicinity of T3.
Heathrow International Hub to T5: To minimise environmental impacts on the Colne Valley it is likely that
this link would run in tunnel following parallel (and to the east) of the M25 from the north-west corner of
airport to the Heathrow International Hub site.
Station Location Specific Connectivity
Figure 12 below provides an initial view of the transit links which may be provided to each of the potential
High Speed Rail Station locations, together with indicative connection times and capital costs. Further
study will be required to fully optimise transit links to each option, in minimising connection times, capital
and operational costs.
CTA* Bath Road

T5 Bath Road Station
CTA Station 02:08mins
02:38mins
04:08mins
CTA to T4 connection
provided by existing or T5
CTA*
enhanced Rail Tunnel
Link (cost excluded)
Cost = £0.74bn Cost = £0.95bn CTA to T4 connection
T4 provided by existing or
02:56mins
enhanced Rail Tunnel
T5 02:56mins
CTA T4
02:56mins
T4 Station
provided by existing or Hub
04:50mins enhanced Rail Tunnel Heathrow International
Hub Station
Cost = £0.74bn T4
05:14mins 07:44mins
CTA*
T5
T5 Station T5
CTA*
04:08mins
provided by existing or Cost = £1.62bn CTA to T4 connection
enhanced Rail Tunnel provided by existing or
Link (cost excluded) enhanced Rail Tunnel
Cost = £0.74bn Link (cost excluded)
T4 * 5 minute interchange assumed
wherever cross CTA connection 02:56mins
02:56mins T4
required to T4
Figure 12: Illustrative High Speed Rail Station Transit Links
Table 2 provides an initial connectivity comparison for the individual station location options to the
illustrative links set out above, assessed against average connection times to terminals and public transport
interchange facilities, and variance between terminals, recognising the importance of competitive
equivalence between airlines and terminals.
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Table 2: Transit Link Connectivity Comparator Table

Terminals at Ranking to
Average +
To Average Variance Relative
CTA T4 T5 Variance
From Connectivity
CTA 00:00 02:56 04:08 02:21 04:08 06:29 1
High Speed Rail

Comparative Cross Campus
T4 02:56 0 04:50 02:35 04:50 07:25 2
Station at
Connectivity
T5 04:08 12:04 00:00 05:24 12:04 17:28 4
Bath Road 02:38 10:34 02:08 05:06 08:26 13:32 3
Hub 07:44 15:04 05:14 09:20 09:50 19:10 5
Principal Terminals at Ranking to

Average +
To Average Variance Relative
CTA T5 Variance
From Connectivity
CTA 00:00 04:08 02:04 04:08 06:12 3
Comparative Cross Campus
High Speed Rail
Connectivity to Principal
T4 02:56 04:50 03:53 01:54 05:47 2
Station at
Terminals at CTA & T5
T5 04:08 00:00 02:04 04:08 06:12 3
Bath Road 02:38 02:08 02:23 00:30 02:53 1
Hub 07:44 05:14 06:29 02:30 08:59 5
Rail/Tube Interchange at Ranking to

To Average Relative
CTA T5 Hub Connectivity
From
CTA 00:00 04:08 02:04 1
High Speed Rail
Comparative Connectivity to
T4 02:56 04:50 03:53 4
Station at
Rail/Tube Interchanges
T5 04:08 00:00 02:04 1
Bath Road 02:38 02:08 02:23 3
Hub 07:44 05:14 00:00 04:19 5
PTI at Ranking to
To Minimum Relative
CTA T5 Connectivity
From
CTA 00:00 04:08 00:00 1
High Speed Rail
Comparative Connectivity to
LHR Public Transport

T4 02:56 04:50 02:56 4
Station at
Interchanges at CTA and T5
T5 04:08 00:00 00:00 1
Bath Road 02:38 02:08 02:08 3
Hub 07:44 05:14 05:14 5
Cross Campus
Cross Campus Rail/Tube Average
Principal LHR PTIs
No T6 Interchange Ranking
Terminals
CTA 1 3 1 1 1.5
High Speed Rail
Connectivity Summary T4 2 2 4 4 3.0

Station at
T5 4 3 1 1 2.3
Bath Road 3 1 3 3 2.5
Hub 5 5 5 5 5.0
From the above Evaluation based on the preliminary network, conclusions can be drawn as:
CTA best overall Connectivity
Bath Road good on T5 & CTA connections/equivalence
CTA & T5 equally good on PTI connectivity
Hub has worst connectivity to all measures
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Impacts / Issues
The main issues that relate to the proposed Landside TTS scheme incorporating surface and elevated
track and stations, mined station interchanges with bored & SCL tunnel construction activities comprise the
following;
The schemes assume that the existing rail service to T4 is discontinued and the existing
infrastructure (tunnels & station) is re-used for the Landside TTS.
Further study will be required to confirm TTS routings and station locations at CTA, T4 and T5,
and to refine connectivity around a Bath Road Station.
The tunnelled link to the Heathrow International Hub would be constructed beneath existing
greenbelt land and planning/environmental issues associated with locating surface access
headhouse structures for the escape/intervention and ventilation shafts would have to be
addressed.
The construction of the proposed stations and tunnels in congested and densely occupied
commercial, public and airport environment will, in general, impact significantly on airport
commercial interests, businesses, airport road traffic control operations, existing road and utility
infrastructure.
proximity to the shaft head works will need to be acquisitioned and, or demolished including other
areas or land take to facilitate material removal and deliveries.
Given the congested nature of the proposed working environment, particularly with respect to
access and general movement of construction personnel and vehicles, although security will be
paramount this area will be affected and require special attention as an impact of the works.
Settlement mitigation measures will need to be installed i.e. compensation grouting shafts and
TAM’s (grouting tubes) including extensive surface and sub-surface survey, building and ground
instrumentation in order to monitor and control the impacts of construction activities on adjacent
and existing railway assets, structures services and utilities. These shafts are in addition of those
intended to form part of the permanent works.
The proposed station locations and route alignments will necessitate the implementation of
extensive accommodation works, third party consultations and negotiations with all affected
private and public landowners in respect of land take and way leave requirements, including any
sub-surface way leave permissions.
One of the most disruptive impacts of this option concerns the scale of the works and there
impact on the existing Terminal T5 building, access and egress for airport personnel and the
general public.
In order to facilitate the construction of the new large junction box structure to the west of T4,
significant disruption to airport operations, services and existing traffic flows will occur, particularly
as the junction would be located on land currently occupied by one of the main airport security
entrances and control gates.
Construction of the tunnelled link to the Heathrow International Hub is proposed to be constructed
beneath existing greenbelt land. All construction related issues such as concerns in respect of
the risk of vibration and settlement of existing structures i.e. M4 motorway and adjoining
secondary routes, existing services and the mainline railway lines would need to be addressed.
Extensive planning/environmental issues associated with locating surface access headhouse
structures for the escape/intervention and ventilation shafts would also have to be addressed.
Construction of the Bath Road station and associated TTS stations would require significant land
take (currently existing carparking areas) during construction.
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private and public landowners in respect of land take and wayleave requirements, including any
sub-surface wayleave permissions.
Obstructions
The TTS running tunnels will be at depth but owing to the urban nature of parts of the proposed routes the
following hazards have been identified as being of particular importance:
Conflicting piled foundations of buildings above the tunnels
Other underground structures, particularly Third Party tunnels (e.g. LUL, Heathrow Express
tunnels).
Underground services and utilities, particularly high-voltage cables, fuel mains, service tunnels
etc.
Identifying the obstacles to be avoided along the chosen route of the tunnels is a major task and would
require further work once the proposed alignment option is selected.
Settlement & Ground Movement
The impact of settlement and ground movement due to the tunnelling works would require further work.
Areas of concern will be at shaft locations and the area around Heathrow CTA, where the tunnels would be
bored beneath/adjacent to existing Third Party assets. This would be of particular concern at Heathrow
CTA as there are already extensive underground assets in place and the proposed tunnelling work could
have a major impact on the operation of these assets. It is likely that extensive monitoring of these assets
and mitigation measures would be required. There would also be a lengthy Third Party approval process
associated with this work.
Integration with Future Heathrow Development
The TTS schemes would require development in-line with future Heathrow development plans, especially
with regards to identifying sections of the TTS that can be constructed as cut & cover sections or as above
ground routes.
Maintenance Area/Depot
Further development regarding the layout, size and location of the maintenance facility and how it is to be
integrated into the chosen TTS scheme would need to be undertaken.
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34

5. High Speed Rail Connectivity
Connecting Alignments
Station locations and orientations have been selected and configured to optimise their integration,
compatibility and connectivity with airport facilities, whilst also considering how they might best be
connected to the overall High Speed Rail Route between London and the North.
As such outline connecting alignments have been identified between Old Oak Common and Denham,
including options for cross connection on to the Great Western Mainlines, to allow further integration of the
new station and link into the conventional rail network, should this prove to be beneficial to the overall
operation and economics of the airport and/or the high speed rail line and station.
Figure 13 below provides an overview of potential High Speed Rail connectivity to stations ‘at’ or ‘near’
Heathrow. The routes are nominally optimised to provide the shortest and fastest connections between
assumed HS2 routes through Old Oak Common and Denham. Alternative routes may also be available,
and further study would be required to determine overall feasibility, costs and preferences.
Great Western Mainline Integration
Interconnection of the Airport High Speed Rail Routes with the Great Western Mainline at Old Oak
Common and Iver has also been considered in outline, and is believed to be broadly feasible.
Such an interconnection could potentially allow Great Western Intercity Services to call at the Heathrow
High Speed Rail Interchange, thus allowing HS2 services to use ‘freed-up’ Great Western Mainline paths
as a high speed by-pass, facilitating some non-stop services from London to the North, and bettering the
journey times proposed by the current HS2 scheme by the elimination of the ‘Old Oak Common’ stop.
Further operational and engineering studies would be required to confirm the viable uses of this combined
HS2/GWML link, which may also release conventional rail capacity (e.g. the existing Heathrow Express
train paths), which may be utilised to further enhance the Heathrow rail service network’s effectiveness for
the broad dispersal of HS2 passengers across London and the South East.
Figure 14 provides an illustration of potential service provision via an integrated HS2/GWML link, together
with an initial assessment of achievable journey times.
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35

Figure 13: Connecting to a High Speed Rail Station at Heathrow
265424///242/A 11 June 2010

36

HS2 to Birmingham
and the North
Getting High Speed Rail to the Airport
whilst Improving ‘Classic Rail’ Connectivity
to both LHR & HS2
High Speed Rail Services to the North
GWML Intercity Services

North London Line
Crossrail Services
(London Overground)
Airtrack Services
London Overground Services
‘Old Oak’
Euston
Great Western Main
& Relief Lines
Paddington
Heathrow
Airport West London Line
(London Overground)
T5 HS2/GWML
CTA Heathrow Link Tunnel
Clapham
Airtrack Junction
T4 HSR/Intercity Hub
Journey Times (Minutes)

Euston - Old Old Oak
Euston - Heathrow - Heathrow to Euston
Oak Common -
Heathrow Chalfont Birmingham Birmingham
Common Chalfont
Euston - Old Oak Common - Chalfont - Birmingham (HS2 Base Case) * 2m 35s 11m 06s 49
Euston - Old Oak Common - T4 - Chalfont - Birmingham 2m 35s 17m 02s 9m 48s 7m 49s 42m 34s 54m 22s
Euston - Old Oak Common - CTA - Chalfont - Birmingham 2m 35s 17m 46s 10m 05s 8m 16s 42m 51s 54m 56s
Euston - Old Oak Common - Bath Road - Chalfont - Birmingham 2m 35s 16m 43s 10m 27s 6m 51s 41m 58s 54m 25s
Euston - Old Oak Common - GWML - Chalfont - Birmingham 2m 35s 6m 37s 45m 56s
Notes:
- All Junctions are grade-separated
- All the Airport services call at an Airport Station en-route to Birmingham (i.e. no non-stop trains)
- All station stops have 2 minutes dwell time
- The maximum speed from leaving a station for 16km will be 145kph
- The maximum speed after leaving a station between 16km and 40km will be 200kph
- The maximum speed for a train that is decelerating towards a station between 40km and 8km will be 200kph
- The maximum speed for a train that is decelerating towards a station between 8km and the station will be 145kph
- The maximum speed is 320kph
- The Base Case HS2 Route/Journey Time includes a stop at Old Oak Common Interchange station (*)
- The HS options via Heathrow Airport Stations or the GWML do NOT include a stop at Old Oak Com mon Intercange Station
Figure 14: Preliminary Journey Time Assessment
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37

6. Capital Cost Estimates
Table 7 provides as summary of station and transit link capital costs, showing all locations to be broadly
equivalent in cost terms.
Table 7: Summary of Station Capital Costs
Scheme Station cost Airport Transit Total

(£billion) Links (£billion) (£billion)
CTA High Speed Rail Station (4 Platforms) 1.8 0.7 2.5
2 Platform Variant 1.2 0.7 1.9
Bath Road High Speed Rail Station (4 Platforms) 1.4 0.9 2.3
T4 High Speed Rail Station (4 Platforms) 1.8 0.7 2.5
T5 High Speed Rail Station (4 Platforms) 1.8 0.7 2.5
Heathrow Hub High Speed Rail Station 0.8 1.6 2.4
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38

7. Conventional Rail Services (Current,

Planned & Potential)
This paper provides an overview of current, planned and potential future rail services to Heathrow Airport.
Considerable work remains in developing future rail services to the Airport, not least establishing their
respective business cases and how they may be introduced incrementally and harmonised to provide
optimum capacity.
Current Rail Services to Heathrow Airport
Figure 15 shows the current Rail and Tube services which operate into Heathrow Central Terminal Area,
Terminal 4 and Terminal 5 Stations. Further detail of these services is provided below.
Heathrow Connect
2 stopping trains per hour
Heathrow Express to London Paddington
Paddington
4 express trains per hour

hour
to London Paddington
Paddington
Piccadilly Line
12 tube trains per hour to
Central London
Figure 15: Current Rail Services to Heathrow Airport
The current rail services are:

4 trains per hour (tph) Heathrow Express
~ Calling at: Paddington, Heathrow Central and T5 only
2 tph Heathrow Connect
~ Calling at: Paddington, Ealing Broadway, West Ealing, Hanwell, Southall, Hayes and Heathrow
Central
4 tph Heathrow Central to T4 Shuttle
~ Calling at: Heathrow Central and Terminal 4 only
265424///242/A 11 June 2010

39

6 tph Piccadilly Line via T4

~ Calling at all stations from Cockfosters & Central London to T4 & T1, 2 & 3
6 tph Piccadilly Line to T5
~ Calling at all stations from Cockfosters & Central London to T1, 2 & 3 and T5
Figure 16 below, shows the ‘On-Airport’ routing of these services, which provide:
25% Passenger mode share (2004)
Anticipated 30-35% Passenger mode share (2030)
Good access to Central, West and South-West London and connections
Significant capacity improvements are available to these services in respect of:

Increased seating capacities/densities on Heathrow Express Services
Extension of Heathrow Connect Services from 5x20m to 9x20m car length
Figure 16: Existing ‘On-Airport’ Rail Services
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40

Future Rail Services to Heathrow Airport
Figure 17 shows a range of planned and potential future Rail and Tube services which may operate into
Heathrow Central Terminal Area, Terminal 4 and Terminal 5 Stations. Further detail of these services is
provided below.
Crossrail
If a Western Connection was
provided up to 4 Crossrail services
to Maidenhead/Reading could be
routed through the airport Crossrail
4 stopping trains per hour
Intercity Services Heathrow Express to Central London
If a Western Connection was 4 express trains per hour
provided some Intercity services to to London Paddington
the West could be routed through
the airport
Potential Western
Connection Link
Piccadilly Line
Proposed
Airtrack Up to 18 tube trains per
Airtrack Link
hour to Central London
2 trains per hour
to Reading Airtrack
2 trains per hour
to Waterloo
Airtrack
2 trains per hour
to Guildford
Figure 17: Future Rail Services to Heathrow Airport
Planned future rail services include:

2 tph Heathrow Express (As current)
~ Calling at: Paddington, Heathrow Central and T5 only
2 tph Heathrow Express extended to Staines
~ Calling at: Paddington, Heathrow Central, T5 and Staines
4 tph Crossrail Services (Replacing Heathrow Connect Services)
~ Calling at all stations from Cockfosters & Central London, Paddington, Ealing Broadway, West
Ealing, Hanwell, Southall, Hayes, Heathrow Central and T4
6 tph Piccadilly Line via T4
~ Calling at all stations from Cockfosters & Central London to T4 & T1, 2 & 3
12 tph Piccadilly Line to T5 (Dependent on Piccadilly Line Upgrade)
~ Calling at all stations from Cockfosters & Central London to T1, 2 & 3 and T5
2 tph Airtrack Services to London Waterloo
~ Calling at T5, Staines, Feltham, Twickenham, Richmond, Clapham Junction and London Waterloo
2 tph Airtrack To Reading
~ Calling at T5, Bracknell, Wokingham and Reading
1 tph(peak hours)/2 tph(off-peak) Airtrack (Guildford to T5)
~ Calling at T5, Chertsey, Woking and Guildford
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41

Figure 18 shows the ‘On-Airport’ routing of these services, which could provide:
Marginal increases to rail demand profiles above Current Services, noting that this will vary with
the distribution of airport throughput between the Terminals
Good access to Central, West and South-West London and connections
Improved access via Farringdon and Stratford (Crossrail)
Improved access via Waterloo, Woking, Reading & Guildford (Airtrack)
Figure 18: Planned Enhancement of ‘On-Airport’ Rail Services
Beyond these planned enhancements, further potential future rail services include:
The Modification of Service Routings within the Airport – Considering alternative

configurations of rail services, with a view to enhancing overall service quality and capacity, and
this overall rail mode share. Schemes include:
To facilitate the concentration of Rail (and possibly tube) services on the principal Terminals within
the Central Terminal Area and at T5, the potential conversion of the T4 branchline into a separate
shuttle service (most probably as an Automated People Mover), which will also improve through
rail capacity and resilience.
The potential diversion of 4 tph Crossrail Services to terminate at T5 (in preference to the smaller
T4), thus increasing the proportion of Heathrow passengers who can obtain direct terminal access
via Crossrail services, to the anticipated benefit to overall Rail Mode Share.
265424///242/A 11 June 2010

42

The potential extension of 6 tph Airtrack Services from T5 to Heathrow Central (facilitated by T4
branchline modifications above, and a headshunt at Airport/Stockley junction).
The potential extension of 2 tph Airtrack Services from T5 to Hayes on the GWML (facilitated by T4
branchline modifications above, Crossrail and further GWML works between Stockley Junction and
Hayes).
Figure 19 shows the ‘On-Airport’ routing of these potential services.
Figure 19: Potential Enhancement of Airtrack and Crossrail Services at the Airport
Potential provision of a Western Connection Link – enabling services to connect directly from
the airport to the West via the Great Western Mainline (GWML).
There are multiple service options which could make use of this link, subject to existing and future
capacity constraints on the airport rail network and the GWML, with viability and preference to be
determined relative to forecast demand and business case benefits of alternates. Services may
include:
The Extension/Diversion of up to 4 tph Crossrail Services to run via the Airport to Maidenhead (or
Reading dependent on final extent of Crossrail Scheme)
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43

~ Calling at all stations from Cockfosters & Central London, Paddington, Ealing Broadway, West
Ealing, Hanwell, Southall, Hayes, Heathrow Central, T5, Langley, Slough, Burnham, Taplow,
Maidenhead (and potentially all Stations to Reading).
~ This may require alterations to other Crossrail Services or further specific capacity
enhancements on the GWML relief lines between Iver & Maidenhead/Reading.

The Diversion of GWML Intercity Service to run via the Airport
~ Diversion of 1 tph Intercity Service to Bristol, South-Wales, South-West, Newbury, Oxford or
Gloucester.
~ To Airport Rail Network Constraints, additional Intercity Services through the Airport could only
be provided in place of Crossrail or Heathrow Express Services.
Figure 20: Western Connection - Service Scenario 1
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44

Figure 21: Western Connection - Service Scenario 2
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45

8. Summary of Conclusions
Airport Compatibility/Flexibility
• CTA and T4 subject to significant Airport Constraints
• Hub, Bath Road & T5 subject to much lesser constraints, significantly more flexible
Feasibility/Constructability
• All options are broadly feasible
• CTA is most complex, and with greatest Airport Interface/impacts
• Hub and T5 have least Airport Interfaces/Impacts, but significant ‘Off-Airport’ Impacts and Risks
• Bath Road provides simplest ‘On-Airport’ location with minimal ‘Off-Airport’ impacts.
Key Findings
• Five high speed rail station locations have been identified as being feasible at or near to Heathrow
Airport :Central Terminal Area (CTA), Terminal 4, Terminal 5, Bath Road, and Heathrow
International Hub on the Great Western Mainline between Iver & West Drayton.
• Each station location has been assessed in terms of its connectivity, constructability, and capital
costs.
• In terms of connectivity, the Bath Road, Terminal 5 and CTA locations are preferred due to their
proximity to the terminals and public transport interchange facilities.
• In terms of constructability, all locations are challenging to construct, although less central stations
offer some benefits over more central options.
• In term of capital costs, station costs including airport transit links range between £2.3 and £2.5bn
where the HSR route is realigned through the airport (option 4) and to approximately £1.8bn if a
loop or relief line is provided (option 5) since the station footprint and platform faces are reduced.
• Further work is required to establish overall preferences between locations.
265424///242/A 11 June 2010

46

Station Design BAA Second Submission To The Lord Mawhinney's Review

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Appendix III

High Speed Rail Access to

HeathrowC:\Documents and Settings\how05944\Desktop\HSR Reports &

This page is intentionally blank

BAA - Heathrow Airport Ltd

Chapter Title Page

1. An Integrated Transport Solution 2

2. Station Location Review 8

3. Alternative Station Provisions 26

4. Cross Campus Transit Systems 29

5. High Speed Rail Connectivity 35

6. Capital Cost Estimates 38

7. Conventional Rail Services (Current, Planned & Potential) 39

265424///242/A 11 June 2010

Figure 13: Connecting to a High Speed Rail Station at Heathrow ________________________________________ 36

Figure 14: Preliminary Journey Time Assessment ____________________________________________________ 37

Figure 15: Current Rail Services to Heathrow Airport__________________________________________________ 39

Figure 16: Existing ‘On-Airport’ Rail Services________________________________________________________ 40

Figure 17: Future Rail Services to Heathrow Airport __________________________________________________ 41

Figure 18: Planned Enhancement of ‘On-Airport’ Rail Services __________________________________________ 42

Figure 20: Western Connection - Service Scenario 1__________________________________________________ 44

Figure 21: Western Connection - Service Scenario 2__________________________________________________ 45

265424///242/A 11 June 2010

• Further work is required to establish overall preferences between locations.

265424///242/A 11 June 2010

High Speed Rail Access to Heathrow

1. An Integrated Transport Solution

A Heathrow interchange will not serve connections to Greater London as well as an

Passenger experience for rail to air transfers

265424///242/A 11 June 2010

High Speed Rail Access to Heathrow

3. Airport Compatibility/Flexibility: The implementation and operation of the High Speed

4. Feasibility/Constructability: Stations and Connecting High Speed Rail routes must be

265424///242/A 11 June 2010

High Speed Rail Access to Heathrow

265424///242/A 11 June 2010

High Speed Rail Access to Heathrow

Figure 1: Potential High Speed Rail Station Locations at Heathrow Airport

265424///242/A 11 June 2010

Escape & Intervention:

265424///242/A 11 June 2010

High Speed Rail Access to Heathrow

M&E and Station Operation Rooms:

Bored Tunnel Stations:

Cut & Cover Stations

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High Speed Rail Access to Heathrow

2. Station Location Review

265424///242/A 11 June 2010

High Speed Rail Access to Heathrow

Scheme Description, Constraints and Impacts

Figure 3: CTA Station Cross Sections

265424///242/A 11 June 2010

High Speed Rail Access to Heathrow

Interface with existing Infrastructure

Figure 4: CTA Station in Relation to existing sub-surface infrastructure

265424///242/A 11 June 2010

High Speed Rail Access to Heathrow

Constraints and Impacts

Outline Construction Programme

Constructability Issues and Impacts

265424///242/A 11 June 2010