Chapter 20 Route window W7 Hanwell station
Transport for London
HANWELL STATION
stop at platform 1, and platforms 2 and 3 are used for down and up line trains between 20 Route window W7 Paddington and Reading respectively. A photograph of this station is shown in figure 7.1. Hanwell station
Transport for London
Introduction Figure 7.1: Hanwell station entrance 20.1 Within this route window the main Crossrail works will involve: • Platform extensions at Hanwell station; and 20.7 The station building is Grade II listed. It is set back from Campbell Road in its own cul-de-sac, which acts as a forecourt to the station. There is no taxi rank, mini-cab office or drop-off and • Minor track modifications. pick-up area at, or close to, Hanwell station. 20.2 Crossrail services will provide new direct links to the West End, City and Canary Wharf business district and onwards to Essex and via interchange at Abbey Wood to North Kent. Journey time 20.8 Vehicles can access Campbell Road either from Golden Manor from the west or Greenford savings to these key destinations will be substantial as set out below. Avenue/ Church Road from the east. Campbell Road is a quiet residential road and vehicles park along both sides of the road. There is no parking restriction outside the station. 20.3 Three worksites will be used for the platform extension works and track modifications: 20.9 Hanwell station is on the Great Western Main Line with services operated by First Great Western • Churchfield Gardens worksite; Link. There are currently four services per hour in each direction to London Paddington and • Golden Manor worksite; and Reading during the morning peak period. Trains to London Paddington currently take about 13 • Hanwell station forecourt worksite. minutes. 20.4 It is expected that works at Hanwell station will take one year and two months to complete. 20.10 Hanwell station is currently served directly by only one bus route. However, this operates at high 20.5 The drawings provided at the end of this chapter present the main features of the route window, frequency and a number of other services operate to within 600 to 700 m of the station. construction lorry routes assessed, existing facilities in the vicinity of Hanwell station and 20.11 There is no official off-street parking facility associated with the station, but approximately 10 transport linkages. undesignated vehicle parking spaces are available in the forecourt. There are also six cycle racks outside the station building. Baseline conditions 20.12 The London Cycle Guide shows that in the vicinity of Hanwell station, Church Road and Station 20.6 Hanwell is situated within the London Borough of Ealing and lies within Travelcard zone 4. Road are dedicated as signposted cycle routes and Golden Manor as a proposed signposted cycle Hanwell station is located to the north of Hanwell Town but the area around the station is route. There are some quiet residential streets in the vicinity of the station that cyclists could use. residential in nature. The entrance to Hanwell station is in Campbell Road. Hanwell is a 20.13 There is no access at the station for mobility impaired passengers. suburban commuter station on the National Rail network. Fast trains pass through but do not W7 page 3 ROUTE WINDOW W7
The permanent works 20.14 Both platforms at Hanwell station will be extended westwards to accommodate Crossrail trains. In the west of the route window, various minor track modifications will be undertaken.
Worksite assessment 20.15 All worksites at Hanwell station have been grouped together because they have similar lorry routes. A description of worksites and lorry routes are provided below and shown on Map W7 (iv).
Churchfield Gardens worksite 20.16 Churchfield Gardens worksite is located on the north side of the Great Western Main Line, west of the viaduct and south of the footpath shown in figure 5.2. It will occupy an area of land currently overgrown with vegetation.
Figure 7.3: Hanwell station – Golden Manor viaduct
20.19 The use of the Golden Manor worksite will require the closure of the eastern carriageway under the viaduct for the duration of the works, as shown in figure 7.3. Temporary traffic signals will control shuttle-working through the remaining archway for a maximum of one year and two months. 20.20 No significant traffic and transport impacts have been identified that are associated with the use of this worksite.
Hanwell station forecourt worksite 20.21 There will be a small compound located immediately to the west of the existing station entrance (station forecourt) in an existing builders yard (see figure 7.4). The site will be accessed via Campbell Road, from Golden Manor Road and Station Approach. 20.22 There will be no temporary significant impact associated with the use of this site. Figure 7.2: Hanwell station – Churchfield Gardens worksite
20.17 No significant traffic and transport impacts have been identified that are associated with this worksite.
Golden Manor worksite 20.18 Golden Manor worksite is situated within an area of disused railway land to the rear of residential properties on Golden Manor Road. This site will be accessed directly from Golden Manor Road, although a suitable site access will need to be provided during construction.
W7 page 4 HANWELL STATION
20.29 Passenger numbers with Crossrail are expected to increase by about 400 passengers entering and 100 passengers leaving the station in the morning peak period which represents an increase in two way flows on the without Crossrail scenario of approximately 70%). The 2016 with Crossrail flows predicted at the station are 1,200 two-way between 0700 and 1000. The existing station facilities will be sufficient for the forecast passengers. There are sufficient traffic and transport facilities in the vicinity of the station to cater for the forecast numbers. 20.30 Significant impacts on rail users at Hanwell are forecast. Rail passengers are forecast to experience significant journey time benefits. These are discussed below. There are no other significant operational impacts to note in this route window.
Impact on journey times 20.31 Table 20.1 sets out representative journey time savings between Hanwell and selected Crossrail stations. They are typical of the journey time benefits to many of the stations served by Crossrail
Figure 7.4: Hanwell station – Station forecourt worksite
Lorry route assessment 20.23 Access to the worksites will be from the A406 Hanger Lane, the A4020 Uxbridge Road, Church Road and along Station Approach. Although Station Approach is a narrow two-lane road that runs past a school in the east, it was agreed with the local authority that in the absence of a suitable alternative this is the most appropriate route. 20.24 Lorries to the station forecourt worksite will continue along Golden Manor and access the worksite from Campbell Road. 20.25 During the construction period the number of lorries generated by each worksite is expected to remain constant at an estimated rate of two lorries per day. The low construction traffic flows are therefore unlikely to give rise to any conflicts along Station Approach. 20.26 No significant traffic and transport impacts have been identified as a result of these lorry routes and cumulative lorry traffic volumes.
Mitigation and temporary impacts 20.27 There are no significant traffic and transport impacts to report in this route window, so no mitigation is required.
Mitigation and permanent impacts 20.28 The significant operational impacts and mitigation measures are indicated in table 20.2.
W7 page 5 ROUTE WINDOW W7
Table 20.1 Journey times savings with Crossrail at Hanwell (Platform to Platform)
From / To Tottenham Liverpool Canary Heathrow Court Road Farringdon Street Wharf Stratford Without Crossrail 27 30 30 34 43 44 With Crossrail 12 16 19 27 31 29 Savings (mins) 15 14 11 7 12 16 Savings (%) 26% 47% 37% 21% 28% 36% From Hanwell From Hanwell Without Crossrail 27 33 28 36 47 50 With Crossrail 24 20 23 26 32 37 Savings (mins) 3 13 4 10 14 13 Savings (%) 11% 39% 14% 28% 30% 265% To Hanwell To
Table 20.2: Route window W7 – Permanent impacts at Hanwell station
Potential impact Significance Committed Mitigation Residual Impact
Description Significance Public Transport OT2c Improved Significant N/a N/a Significant journey time – see journey times table
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