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Wessex Capacity Alliance Project Waterloo Station upgrade Location London, UK Client Network Rail Expertise Rail systems, civil, structural, building services, geotechnical, environmental and fire engineering; security and ergonomic design International rescue Joined-up thinking and clever engineering have allowed a former international terminal to be brought back to life as part of a bigger, better Waterloo Station Waterloo Station upgrade I Mott MacDonald I 3 “ By signing up to the charter we are all pulling in the same direction, delivering value for money.” David Barnes Wessex Capacity Alliance deputy manager Britain’s Improving the passenger experience for the 99M people who use Waterloo Station every year involves busiest railway much more than the word ‘upgrade’ implies. There station, London is major viaduct reconstruction, a new connection to London Underground, demolition of some sections Waterloo, is of platforms and extension of others, construction undergoing a of a new roof and pedestrian bridge, and a huge amount of new railway infrastructure to be installed. £400M upgrade to increase Programmed around the normal working of the station and right under the public’s nose, the first nine months capacity. on site saw demolition taking place only a nibble at a time – a portion of track removed here or a new piece of infrastructure installed there – to limit disturbance. Waterloo Station is served by the South West Mainline, the Reading and Windsor lines and suburban lines connecting London with the South and South West of England. By 2043, the number of journeys made on the route is expected to increase by 40%. Anyone using the service at peak time will be familiar with how busy trains can become. To ease congestion and create capacity for the future, Waterloo Station’s upgrade involves modifying platforms one to four to suit longer trains (from eight cars to ten) and converting the platforms of the former Waterloo International Terminal (WIT) on the west side of the station for domestic services. Vauxhall Station will also be upgraded as part of this package of work. Alongside these station changes will be significant signalling, power and track work. This £400M investment will be delivered by December 2018 by the Wessex Capacity Alliance, a body that was formed in January 2015 by client, designer and contracting firms. The Alliance is made up of client Network Rail, consultants Mott MacDonald and Aecom, main contractor Skanska and rail contractor Colas Rail. The Alliance’s aim is to encourage integrated working. Savings of £65M have already been realised. An Alliance ‘charter’ states the common Normal service purpose shared by all members – “to build great The former Waterloo infrastructure for rail users in Wessex”. Wessex International Terminal is Capacity Alliance deputy manager David Barnes being brought back into says, “By signing up to the charter we are all pulling use while the rest of the in the same direction, delivering value for money.” station remains operational 4 I Mott MacDonald I Waterloo Station upgrade Waterloo Station upgrade I Mott MacDonald I 5 Fast-track station modernisation Wessex Capacity Alliance commercial project site office, we can focus our minds on working “Balancing the conservation aspects of the original needs, creating a very different set of requirements. lead Tim Ryall describes the volume of work efficiently and make decisions quickly,” says Tim. building with new operational requirements “The new 10-car trains will be shorter than the Eurostar undertaken as being double that of a typical and proposed new retail spaces all within the trains which used to use the WIT and will also operate railway project over the same timeframe. The WIT was the UK terminus for Eurostar trains using programme cost and timeframe has been a a more frequent service with 18 trains arriving every the Channel Tunnel from 1994, but in 2007, with the tremendous challenge for the team,” he adds. hour, instead of six. This has meant that track, signalling With restrictions on noise, dust, plant weight and completion of High Speed 1, services moved to St and platforms have had to be completely reconfigured,” height, demolition and construction takes place using Pancras. The WIT’s five platforms, its spectacular Converting the WIT for domestic service isn’t as says Alliance lead engineer David Otohwo. relatively small pieces of equipment on multiple snaking blue tubular steel roof and all its other simple as just putting new trains on existing tracks. work fronts and with many interfaces between the facilities were put to sleep, to be brought back to An international terminal is more like an airport with Reinstating the former WIT platforms has required different disciplines common to all railway projects. life in April 2016 as part of the current project. distinct areas to control passenger movement, whereas passenger flow, security and overcrowding to be Planning and co-ordinating activities to meet key a national train service operates very differently. assessed ahead of designing capacity upgrade handovers at the end of an overnight or weekend “Remodelling Waterloo Station and bringing the Where the public would have used check-in desks and structures and infrastructure. “Our solutions possession is a persistent challenge. To encourage International Terminal back into use is like carrying walked to departure gates in a controlled way to join have been developed by first considering how the highest levels of co-ordination between Alliance out open-heart surgery: we need to keep the station a waiting Eurostar train, the domestic setting allows people move around the station and then working members, all are co-located on site. “It’s a very fast fully operational throughout this transformation,” says people to arrive just minutes before the train leaves, out how to provide the best possible passenger programme, but with 375 people here in the project’s Alliance architecture design director Erik Behrens. or wait on the platform before a train arrives with any experience,” says Tony Wilkins, a member of the number of buggies, bicycles, luggage and mobility Wessex Capacity Alliance leadership team. Aerial view The WIT with its snaking blue tubular steel roof sits alongside mainline platfoms one to 19 “Our solutions have been developed by first considering how people move around the station and then working out how to provide the best possible passenger experience.” Tony Wilkins Member of the Wessex Capacity Alliance leadership team 6 I Mott MacDonald I Waterloo Station upgrade Light and spacious Refurbishment of the WIT will reduce congestion and make the station more inclusive Every project needs a little ‘thinking time’ The mammoth £65M of savings made to date on the WIT required an initial outlay of £250,000 of ‘thinking time’ to discover these solutions, a luxury perhaps only afforded within an alliance environment where all parties are aligned to deliver the best solutions. The main savings came from: Innovation and value engineering in abundance • Remodelling the WIT track and platforms The Alliance has also been able to influence the amount and avoiding the need of work that needs to be implemented before 2018 for additional piled to bring about maximum benefits on the route. foundations for widened approach viaducts Within Waterloo Station and the WIT itself, scrutinising how much demolition was necessary, and the extent of • Redesigning the WIT new structure and infrastructure needed, has reduced infill roof using more costs. Shorter trains using the WIT platforms have led standard components to a reduction in ‘live’ loads on some structures and, and reusing existing elsewhere, demolition of redundant back-of-house structures for support WIT structures has freed up capacity to support loads from the new works. Balancing loads in this way has • Reducing the amount led to scaling back on the amount of new structure of asset monitoring that has to be built (see page 12). By maximising due to load-balancing capacity on existing foundations, columns and walls, there is also much less disruption to the London • Reducing the amount Underground tunnels running underneath the WIT of demolition and new and the Victorian brick arches which support the construction to achieve mainline. This has also resulted in a pared-back asset the capacity increase monitoring regime, leading to further cost savings. • Upgrading signalling Another major innovation developed by the Alliance instead of replacing has been the introduction of an at-grade connection from Waterloo’s main Victory Arch entrance (see page • Scheduling work in 15). This footbridge provides an improved, step-free the most time and route directly to the WIT platforms. Not only does this cost-efficient way suit all passenger mobility needs, it is being installed without the need for any new foundations due to the ‘load-balancing’ exercise carried out by designers. 8 I Mott MacDonald I Waterloo Station upgrade Waterloo Station upgrade I Mott MacDonald I 9 Planned possession – December 2016 Supporting the The slab also supports tension cables. “These additional reinforcement WIT arch roof the WIT platforms and openings are made by and concrete.” 99M Some of the trickiest track. Converting the WIT removing concrete in During the Christmas Not all work can be carried began on 27 December, work over Christmas for domestic services a controlled way, using possession, as the Waterloo Station out when the station is cables and wires were 2016 involved installing requires new stairs and hydro-demolition,” openings were created was used by 99M closed overnight or around removed, replaced and two tension cables to lifts to be built through this explains Wessex Capacity and stiffness in the slab passengers in 2014/15, an operational railway rerouted, parts of the support the blue tubular slab, but creating these Alliance contracts diminished, the stress in which represents a 70% during the day, so railway concourse demolished and steel WIT arches.
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