Sutton Link Background to Consultation Report October 2018

1.12. 1.13. 1.14. Contents

1. Introduction ...... 3 2. Why is the needed? ...... 4 3. Previous consultation ...... 10 4. Option assessment summary ...... 11 5. Route options ...... 17 6. or BRT options ...... 26 7. Next steps ...... 31

List of Figures

Figure 1 – Route Option 1 – to Sutton town centre ...... 18

Figure 2 – Route Option 2 – to Sutton town centre ...... 21

Figure 3 – Route Option 3 – Wimbledon to Sutton town centre ...... 24

Figure 4 – Tram vehicle on the existing network ...... 26 Figure 5 – Example BRT vehicle being assumed for the Sutton Link from Metz, France ...... 27

Figure 6 – Artist’s impression of tram on Hall Road...... 28

Figure 7 – Artist’s impression of BRT on Morden Hall Road...... 28

Figure 8 – Artist’s impression of tram on Throwley Way ...... 29

Figure 9 – Artist’s impression of BRT on Throwley Way ...... 29

Figure 10 – Artist’s impression of tram on St Helier Avenue...... 30

Figure 11 – Artist’s impression of BRT on St Helier Avenue...... 30

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1. Introduction

1.1. We are investigating the feasibility of options for improving public transport connections and supporting growth in and Sutton. 1.2. We are consulting on proposals for a new, direct and quicker transport link between Sutton and Merton. We have called this the Sutton Link. 1.3. Feedback from the consultation will be used to inform further investigation and decisions on the viability of the scheme and the preferred route and mode. 1.4. The Sutton Link would create a high-capacity route for people travelling between Sutton town centre and Merton. It would connect with other major transport services into central London and across south London, including National Rail, , existing tram and bus services. It would make journeys by public transport quicker and more attractive, and reduce the need for trips by private car. 1.5. Many of the neighbourhoods along the proposed routes have limited public transport options. The Sutton Link would support new homes being built and would improve access to jobs, services, major transport hubs and leisure opportunities across both boroughs and beyond. 1.6. Our work is at a stage where we would like to know your views about three potential routes. We are considering a tram or ‘bus rapid transit’ (BRT) for the Sutton Link and would also like to know your views on this. 1.7. BRT is similar to a tram but runs on road segregated from traffic where possible, not on rails, and carries fewer people in each vehicle. 1.8. This document summarises the work we have undertaken and presents it to the public for the purpose of consultation. The consultation is intended to inform the public of our work to date and provide an opportunity for the public to influence the design and development of our proposals. 1.9. The purpose of this document is to supplement the information provided on the main consultation website and supporting factsheets. It provides further information on the context for the project, including policy support and the project objectives. It also provides additional information on the most recent option selection process, which has led us to the options that are presented in this public consultation.

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2. Why is the Sutton Link needed?

2.1. Depending on which route is chosen, the Sutton Link aims to:

 Open up transport options for communities that could include St Helier, Rosehill and north Sutton, which are not served by high-capacity public transport  Create or improve connections to other centres, which could include Wimbledon, South Wimbledon or Colliers Wood, with links to London Underground and National Rail services  Make it much easier to travel by public transport to key locations along the route, which could include St Helier Hospital, a number of schools, the open spaces of Rosehill Park, and potentially the London Cancer Hub being planned for Belmont, via a future extension which would be enabled by the Sutton Link  Make the roads safer and more attractive for people walking, cycling and using public transport  Support the development of Sutton town centre, which is planned to create up to 5,000 homes and 2,000 new jobs by 2031, along with better public spaces and environments for walking and cycling  Support plans for Morden town centre, which aim to provide up to 1,800 new homes and make the centre much more attractive for locals, workers and visitors to enjoy 2.2. At the moment parts of both boroughs have very limited public transport options and the Sutton Link would help enable the delivery of new homes and jobs in these areas. Supporting growth 2.3. The draft London Plan identifies the area in south London between Wimbledon, Sutton and Croydon, referred to as the ‘Tram Triangle’, as having the potential to deliver substantial housing and employment growth. The plan designates three Opportunity Areas in south London with an additional Area for Intensification which have a combined capacity for 34,000 jobs and 44,000 homes. To bring forward development on this scale requires substantial infrastructure investment. The Sutton Link is one such investment that could contribute to realising this growth, whether delivered as a tram or BRT service. 2.4. A potential extension of the existing network to Sutton has been identified as one component of our Trams for Growth programme. This 15 year plan seeks to ensure that the London Trams network has sufficient capacity to accommodate growing demand, improve reliability and support the regeneration of town centres in south London. 2.5. Sutton and Merton councils both have ambitious aspirations to support their communities with new homes, jobs and improved town centres. A new tram or BRT service will help support these aspirations.

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Improving access to jobs and services 2.6. Some areas of Sutton and Merton, including Rosehill, St Helier and Belgrave Walk, are relatively poorly served by public transport. The existing public transport system in these areas is centred around bus services and is restricting residents access to jobs, services and leisure opportunities. The Sutton Link will therefore help address this issue with tram or BRT services providing faster journey times and new connections. This will give better access to job opportunities and other services in Sutton town centre and central London. Supporting a mode shift from cars to public transport 2.7. Walking distances, wait times and lower public transport service quality means that cars have historically been seen as a more effective way to travel between and within Sutton and Merton. Improving the public transport available through the Sutton Link project will therefore help encourage mode shift from private cars to public transport. Morden town centre 2.8. Morden has been identified as one of the major growth and housing opportunity areas in south west London by the Mayor, (TfL) and Merton Council. 2.9. In October 2015, Morden town centre was given Housing Zone status by the Mayor, making it one of the 31 identified Housing Zones within London. Housing Zones are part of the Mayor’s Housing Strategy, delivered in partnership with London boroughs and their development partners. 2.10. A total of £600 million in funding has been made available by the Mayor and government for the construction of 75,000 new homes across all the Housing Zones in London. The programme will also support the creation of 150,000 associated jobs over the next ten years. 2.11. The building of homes in these areas will be supported by a range of planning and financial measures. All Housing Zones will be set up by an agreement which shares the duty of building these homes between partners. This will ensure the numbers of planned new homes are built. 2.12. The Morden Housing Zone will deliver a total of 1070 new homes. 2.13. Morden Underground station is used by approximately 10.5m passengers every year. The presence of such a large number of commuters, employees and residents should benefit the town centre. However, in previous consultations undertaken by LB Merton seeking views on the town centre, people said that Morden is not an attractive town centre to enjoy and has the potential to be better. 2.14. Alongside our development of the Sutton Link proposals LB Merton is preparing and consulting on a new Local Plan. The draft Local Plan contains further information on Morden town centre. LB Merton’s consultation on the draft Local Plan is taking place at the same time as the Sutton Link

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consultation. For further information on the Merton Local Plan consultation, please visit the Merton Local Plan 2020 webpage at www.merton.gov.uk/newlocalplan. Sutton town centre 2.15. Sutton town centre is one of London’s principal Metropolitan centres and is the shopping and civic centre of the London Borough of Sutton. 2.16. Sutton town centre has the potential to see significant change between now and 2031. A number of sites within the town centre have potential for redevelopment which could deliver new homes and jobs. There is also the opportunity to improve the quality of the built environment and make it easier for pedestrians and cyclists to access and move through the town centre. 2.17. LB Sutton endorsed a masterplan for Sutton town centre in 2016. The masterplan identifies the opportunity for up to 5,000 new homes and 2,000 new jobs to be delivered in the town centre by 2031. 2.18. The masterplan sets out the main aspirations for the town centre, which include:

 Transformation of the gyratory into an urban boulevard

 High quality pedestrian east-west links to connect the town centre to its local community

 High quality public realm and civic spaces

 New retail and food/drink outlets at street level around the gyratory to create more activity

 High quality new housing across the town centre 2.19. LB Sutton’s Local Plan was adopted in February 2018 and provides further policy support for the Sutton town centre proposals. 2.20. Regeneration is gathering pace with the Old Gasholder site completed and the Sutton Point development to be largely complete in early 2019. The town centre is also strengthening its retail offer with major High Street retailers recognising the potential that the town centre regeneration offers, underpinned by the proposed transport improvements. 2.21. LB Sutton has appointed a design team to develop a Regeneration Delivery Plan. The regeneration plan builds on the foundations of the masterplan and will propose the delivery of changes to the gyratory, other roads and the public realm. 2.22. All route options being consulted on have a one-way loop around Sutton town centre, following the gyratory system. The route options are consistent with the high level principles of the Sutton Town Centre Masterplan and land has already been safeguarded for the Sutton Link in key areas as part of recent developments.

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2.23. We will work closely with LB Sutton on the detailed design of the chosen Sutton Link option, to ensure that the project contributes to the improvement of Sutton town centre. London Cancer Hub 2.24. The London Cancer Hub (LCH) is a partnership between the Institute of Cancer Research and LB Sutton, with the support of The Royal Marsden NHS Foundation Trust and the Greater London Authority. A Development Framework for the site has been endorsed by the LCH partners, with development partners to be appointed to take the plans forward. 2.25. Once complete, the LCH is expected to deliver approximately 280,000m² of integrated life-science buildings, including facilities for cancer research, diagnosis, treatment, education and commercial collaboration on the site of The Royal Marsden and former Sutton Hospital and the Institute of Cancer Research in Belmont. 2.26. The LCH will create 7,000 new permanent jobs and 6,200 temporary construction jobs. The project will take at least 20 years to fully complete and require a series of staged transport improvements. 2.27. An extension of the Sutton Link from Sutton town centre to the LCH has been identified as being required to realise the full potential of the LCH proposal. An extension to the LCH is not currently part of the Sutton Link project and is not part of this current consultation. However, any options taken forward for the Sutton Link project would have the potential to be extended to the LCH in the longer term. 2.28. From early investigations we have identified two potential route options from Sutton town centre to the LCH, on-street via Brighton Road or alongside rail services on the Epsom Downs rail line. Both potential route options have significant challenges involving land and property impacts, traffic impacts and expensive infrastructure. 2.29. The further extension of the Sutton Link project is still a long term aspiration to help enable the full development of the LCH site. However, the inclusion of an extension to the LCH would significantly increase the cost of the Sutton Link project. Identifying the funding to deliver the main Sutton Link route to Sutton town centre is challenging and this further phase is therefore not affordable at the current time. Fit with the ’s priorities 2.30. The project directly aligns with the three key themes at the heart of the Mayor’s Transport Strategy (MTS) and its expected outcomes:

 Healthy Streets and Healthy People

o London’s streets will be healthy and more Londoners will travel actively

o London’s transport system will be safe and secure

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o London’s streets will be used more efficiently and have less traffic on them

o London’s streets will be clean and green  A good public transport experience

o More people will travel on an expanded public transport network o The public transport network will offer new connections and more frequent services

o Journeys by public transport will be pleasant, fast and reliable  New homes and jobs

o Sustainable travel will be the best option in new developments o Transport investment will unlock the delivery of new homes and jobs Project objectives 2.31. Based on the problems identified and the policy ambition, we have defined a number of project objectives which the proposals will be designed to meet. These objectives are summarised below:

 Improve public transport capacity and reliability Enable modal shift by improving public transport capacity and quality of service that caters for forecast growth with interventions that provide higher frequency, improved journey times and greater reliability whilst being affordable and offering value for money.

 Improve connectivity within Sutton and Merton and with central London Improve access to jobs, services, major transport hubs and leisure opportunities, enabling greater participation in social activity from those in currently deprived neighbourhoods.

 Support good growth Support the delivery of new housing, new employment floorspace and new jobs by maximising the potential of Opportunity Areas and intensification of land use through improved public transport provision. Provide the flexibility to support the realisation of potential long-term development opportunities.

 Provide safe, secure and accessible transport Deliver improvements which create a safe and secure transport network for pedestrians, cyclists, other road users and public transport, supporting the Mayor's Vision Zero policy. Enhance the physical accessibility of the transport network, considering the Healthy Streets approach.

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 Support the delivery of mode shift to public transport and environmental priorities Support the delivery of the Mayor's strategic target of more trips in London being made by foot, cycle or public transport. Deliver improvements that support the Mayor's priorities for air quality and carbon emissions.

 Support the vitality and performance of town centres in Sutton and Merton Support the role and function of Sutton as a metropolitan centre. Improve the vitality and attractiveness of the less well-performing district centres in Sutton and Merton

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3. Previous consultation

3.1. Proposals for an extension of the London Trams network to Sutton have existed for at least 15 years as a means to help achieve the objectives set out above. Various route options have been investigated over this period but there has never been any detailed design work due to a lack of available funding to develop the scheme in detail. 3.2. In 2014, the London Boroughs of Sutton and Merton, supported by TfL, held a public consultation on a proposed extension of the London Trams network from Wimbledon to Sutton town centre. The results demonstrated strong backing for the proposed tram extension with 84 per cent of over 10,000 respondents supporting it. 3.3. The proposals were supported for a number of reasons:

 The tram extension was considered to be a higher quality transport option, with existing transport options viewed as not suitable for local needs or were often over-crowded and subject to congestion or delays.

 A reduction in traffic and congestion on the roads was seen as a potential benefit of the proposed extension, as well as relieving pressure on existing public transport services.

 The economic benefits that an extension could bring were seen as important factors, both in terms of local businesses and in terms of job opportunities. Many of these comments referred to the regeneration of Sutton town centre, Morden, Rosehill and St Helier.

 Community benefits such as improved opportunities for access to social and leisure opportunities were also identified, with a few particular groups also highlighted as benefitting from the improved transport links, including commuters, older people, those with disabilities, shoppers, and those travelling to schools and colleges. 3.4. There were some concerns expressed about the proposals, these included:

 Potential for alterations to existing transport services

 Overall cost of the proposals

 Impact on traffic and congestion (during construction and when operational)

 Impact on the character of areas

 Safety concerns particularly related to pedestrians, cyclists, and emergency services

 The loss of trees, any open or green space and a negative impact on local wildlife

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4. Option assessment summary

Introduction 4.1. As part of his Transport Strategy, the Mayor, , has asked us to continue to explore opportunities for an extension of the London Trams network to Sutton. 4.2. The starting point was to refresh the original project objectives and to investigate whether a tram extension was still the most appropriate way to address the problems identified. 4.3. As part of this work we have therefore investigated a full range of alternatives that could bring similar benefits. 4.4. We have also considered the feedback received in the 2014 consultation when we have been identifying, developing and assessing options in our work. This consultation 4.5. As a result of this further work we are seeking your views on a wider range of options compared to the 2014 consultation so we can be sure we have identified the best option to meet the needs of the area. This will also give new residents and businesses who have moved to the area in the last four years an opportunity to provide their views. 4.6. A robust option selection process has been undertaken to ensure that the proposals we are consulting on represent the best possible options at meeting the project objectives, as well as being deliverable, affordable and offering value for money. 4.7. The remainder of this chapter provides an overview of the multiple stages of the process we have been through, which has led us to the options that are presented in this public consultation. Option identification 4.8. An initial long list of options was identified at a workshop attended by TfL, London Boroughs of Sutton and Merton and TfL’s consultants. 4.9. The initial long list contained around 180 options to improve transport links between Merton and Sutton. At this stage it included nine corridors between different origins and destinations across the two boroughs and a large number of different types of transport that could be introduced within these corridors. Assessment Stage 1 – Initial assessment against objectives 4.10. We used the first stage of assessment of the long list to rule out any options, including corridors and types of transport, that failed to meet any of the project objectives 4.11. This was done using collective professional judgement to determine whether options passed or failed against each of the project objectives. Any corridors

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or type of transport which failed this assessment were ruled out at this stage and did not progress to the next stage of assessment. 4.12. At the end of this stage, our long list of options was reduced from 180 options to 72 options. 4.13. Corridors ruled out at this stage included:

 West Croydon to Sutton – The corridor does not serve key town centres in the study area, including Morden town centre

 Wimbledon to – The corridor does not improve connectivity between Sutton and central London and does not serve key town centres in the study area, including Sutton town centre

 Colliers Wood to Hackbridge – The corridor does not serve key town centres in the study area, including Sutton town centre 4.14. Types of transport ruled out at this stage were generally interventions that would not provide the required level of capacity or service quality, such as shuttle buses or ultra-light rail, or would be more appropriate as complementary measures, such as cycle hire or changes in policies to promote modal shift. Assessment Stage 2 – High level risk assessment 4.15. The second stage of assessment of the long list followed guidance from the Department for Transport’s ‘Transport Analysis Guidance’. We identified any significant risks that would result in us not being able to construct or operate options, as well as assessing whether options were likely to be affordable and acceptable to stakeholders. Any options that demonstrated significant risk were ruled out at this stage. 4.16. We considered the following questions in this assessment:

 Is the option deliverable?  Is the option technically sound?  Is the option financially affordable?  Is the option likely to be acceptable to stakeholders, including the public? 4.17. At the end of this stage, our long list was reduced from 72 options to 19 options. 4.18. Options ruled out at this stage included various extensions of London Underground lines, such as an extension of the from Morden to Sutton, intensification of existing suburban rail services and enhanced bus services on longer corridors. Route identification 4.19. At this stage we identified the most appropriate routes within the five remaining corridors that we had already identified. The five remaining corridors were:

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 Wimbledon to Sutton

 South Wimbledon / Colliers Wood to Sutton

 Tooting to Sutton

 Brixton to Sutton

 Mitcham Junction to Sutton 4.20. The remaining types of transport at this stage were:

 Tram

 Heavy Rail

 Bus Rapid Transit (BRT)

 Enhanced Bus Services 4.21. We matched the types of transport to the five corridors and developed more detailed routes within those corridors. We identified routes that would:

 serve the least well connected areas within Merton and Sutton; and / or

 would be most likely to support future increases in homes and jobs by serving proposed growth areas or existing centres where intensification of homes and jobs would be most likely. 4.22. This process identified 39 possible options within the five corridors. Assessment Stage 3 – Assessment against objectives 4.23. We reviewed options against the project objectives again and this time ruled out any options that only partially met the project objectives. 4.24. At the end of this stage the long list was reduced from 39 options to 25 options. The 25 remaining options are set out in Table 1 below.

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Table 1 – Options remaining after sifting stage 3

Corridor Route description Transport type to Sutton town centre via Tram the existing Sutton Loop rail line BRT Wimbledon to Sutton centre via Morden town Tram Wimbledon to centre (on-street / rail line) BRT Sutton Wimbledon to Sutton centre via Rosehill (on- Tram street / rail line) BRT Wimbledon station to Sutton town centre via Tram Rosehill and Morden (On-street / rail line) South Wimbledon to Sutton town centre via Tram Rosehill and Morden town centre (on-street) BRT South Wimbledon to Sutton town centre via Tram Rosehill (on-street) BRT South Wimbledon to Sutton town centre via Tram Morden (on-street /rail line) Colliers Wood to Sutton town centre via Tram South Wimbledon / Rosehill and Morden town centre (on-street) BRT Colliers Wood to Sutton Colliers Wood to Sutton town centre via Tram Rosehill and Mitcham (on-street) BRT Colliers Wood to Sutton town centre via Tram Belgrave Walk (on-street) BRT Colliers Wood to Sutton town centre via Tram Morden (on-street) BRT Colliers Wood to Sutton town centre via Tram Morden (on-street / rail line) Tooting to Sutton town centre via Rosehill Tram Tooting to Sutton and Mitcham (on-street) BRT Brixton to Sutton town centre via , BRT Brixton to Sutton Mitcham and Rosehill (on-street) Mitcham Junction Mitcham Junction to Sutton town centre via Tram to Sutton Rosehill (on-street)

4.25. It was at this point that we determined that tram and BRT were the most appropriate options for the Sutton Link. Enhanced bus service and heavy rail options were comparatively worse than tram and BRT options at meeting the project objectives, particularly improving connectivity and supporting growth. Assessment Stage 4 – Assessment against a wide range of criteria (1) 4.26. At this stage we assessed the remaining options against a large number of different criteria recommended by the Department for Transport. This included an assessment of economic, environmental and commercial impacts. Examples of the key types of criteria we assessed are listed below:

 Impact on the environment (during construction and operation)

o Noise, air quality, biodiversity impacts etc

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 Practical feasibility

o Technical complexity, design and implementation interfaces with other projects and existing infrastructure, capital cost

 Funding

o Likelihood of securing funding, prospect of securing private funding vs reliance on public funding sources 4.27. At the end of this stage, our long list of 25 options was reduced to a short list of seven options. 4.28. All on-street / rail corridor hybrid options were ruled out at this stage largely due to the technical complexities and acceptability of connecting off and on to an existing rail corridor at multiple locations. Options on the remaining long corridors between Tooting / Brixton and Sutton were ruled out due to technical complexity and associated costs, as well as construction and property impacts. The Mitcham Junction option was ruled out due to technical complexity of connecting to the existing tram network at this location and the lack of additional connectivity provided by this option. It would also be comparatively worse than most other options at supporting growth in new homes and jobs. 4.29. The seven remaining options are set out in Table 2 below:

Table 2: Options remaining after assessment stage 4

Corridor Route description Transport type Wimbledon to Wimbledon station to Sutton town centre via Tram Sutton the existing Sutton Loop rail line South Wimbledon / Colliers Wood to Sutton town centre via Tram Colliers Wood to Belgrave Walk (on-street) BRT Sutton South Wimbledon to Sutton town centre via Tram Rosehill and Morden town centre (on-street) BRT South Wimbledon to Sutton town centre via Tram Rosehill (on-street) BRT

Assessment Stage 5 – Assessment against a wide range of criteria (2) 4.30. At this stage we assessed the short list of options against the same range of criteria as the previous stage. However, with a reduced list of options, this assessment was much more detailed than the previous stage and involved additional quantification of anticipated impacts where possible. 4.31. At the end of this stage, our short list was reduced from seven options to the five options that we are including in this consultation (three route options and two mode options). The route option that passed directly through Morden town centre was ruled out at this stage. Assessment showed that this route option should not be pursued further due to it being inconsistent with LB Merton’s

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aspirations for the town centre and the overall cost and complexity of the route. 4.32. The five remaining options are set out in Table 3 below:

Table 3 – Options remaining after assessment stage 5

Corridor Route description Transport type Wimbledon to Wimbledon station to Sutton town centre via Tram Sutton the existing Sutton Loop rail line South Wimbledon / Colliers Wood to Sutton town centre via Tram Colliers Wood to Belgrave Walk (on-street) BRT Sutton South Wimbledon to Sutton town centre via Tram Rosehill (on-street) BRT

4.33. This assessment stage resulted in the range of options that we have presented for consultation. These options are described in the next section.

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5. Route options

Route Option 1 – South Wimbledon to Sutton town centre 5.1. A street-based route from South Wimbledon to Sutton town centre via Morden and Rosehill. It would interchange with the existing London Trams network at and the Northern line at South Wimbledon and Morden. A tram or BRT service would be suitable for this route. 5.2. The route mostly operates along existing streets and the majority of works would therefore take place within the highway corridor. These works include:

 New tram or BRT terminus close to South Wimbledon Underground station for interchange with the Northern line  Approximately 8km of tram or BRT corridor between South Wimbledon and Sutton, including a one-way loop around Sutton town centre  A BRT option could require a one-way loop at the northern end to turn vehicles around  New tram or BRT stops approximately 700m apart along the length of the route  Interchange with the existing London Trams network at Morden Road tram stop  Major reconfiguration of Rosehill roundabout  Reconfiguration of other major junctions along the route, including at Angel Hill  New tram or BRT stops in Sutton town centre, including at Sutton Point for interchange with Sutton station  Changes to the local bus network and improved pedestrian and cycle facilities to complement the new service 5.3. This route option has the potential for a loop to serve St Helier Hospital directly, but more work is required to explore whether this can be provided.

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Figure 1 – Route Option 1 – South Wimbledon to Sutton town centre

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5.4. The main pros and cons of Route Option 1 are outlined below. 5.5. Pros:

 The most direct and quickest route between Merton and Sutton (around 10 per cent quicker end to end than Option 2)  Interchange with the Northern line at South Wimbledon and Morden for connections to central London  Serves both Morden and Sutton town centres effectively, improving public transport access to existing communities and new developments  Interchange with Sutton National Rail station  Improves public transport to less well served areas such as St Helier Avenue, Rosehill, Angel Hill and Sutton North  Potential for the tram option to connect directly with the existing tram network from Wimbledon to Croydon 5.6. Cons:

 Challenging to construct a connection to the existing London Trams network at Morden Road (if delivered as a tram extension rather than a BRT service)  Some negative impacts on parks and open space at Rosehill Park West and Nelson Gardens, whilst impacting some commercial properties on Morden Road  Disruption to road and bus users during construction  Most difficult to provide a direct tram service from Sutton to Wimbledon station in the long term because of difficulty of construction at Morden Road tram stop 5.7. If Route Option 1 is built as a tram route it is currently estimated to cost in the region of £425m. To build a new BRT route a cost in the region of £275m is currently forecast. 5.8. These estimated costs are in today’s prices and do not account for future inflation. The estimates are based on initial feasibility work and we will therefore have a much firmer idea on this cost estimate once more detailed development has been undertaken.

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Route Option 2 – Colliers Wood to Sutton town centre 5.9. A street-based route from Colliers Wood to Sutton town centre via Rosehill. It would interchange with the existing London Trams network at and with the Northern line at Colliers Wood. A tram or BRT service would be suitable for this route. 5.10. The main works required for Route Option 2 are:

 The route mostly operates along existing streets and the majority of works would therefore take place within the highway corridor. These works include  New tram or BRT terminus close to Colliers Wood Underground station for interchange with the Northern line  Approximately 9km of tram or BRT corridor between Colliers Wood and Sutton, including a one-way loop around Sutton town centre  A BRT option could require a short one-way loop at Colliers Wood to turn vehicles around, via Christchurch Road and Priory Road  New tram or BRT stops approximately 700m apart along the length of the route  Interchange with the existing London Trams network at Belgrave Walk tram stop, requiring land currently occupied by businesses  New bridge required at Belgrave Walk to carry new route between Morden Road and Church Road over existing tram tracks  Major reconfiguration of Rosehill roundabout  Reconfiguration of other major junctions along the route, including at Angel Hill  New tram or BRT stops in Sutton town centre, including at Sutton Point for interchange with Sutton station  Changes to the local bus network and improved pedestrian and cycle facilities to complement the new service 5.11. This route option has the potential for a loop to serve St Helier Hospital directly, but more work is required to explore whether this can be provided.

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Figure 2 – Route Option 2 – Colliers Wood to Sutton town centre

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5.12. The main pros and cons of Route Option 2 are outlined below. 5.13. Pros:

 Quick journey time (around 21 minutes between Colliers Wood and Sutton town centre compared to 37 minutes today)  Interchange with the Northern line at Colliers Wood for connections to central London  Fewer constraints on connecting to the existing London Trams network at Belgrave Walk (if delivered as a tram extension)  Most effective option for improving the public transport network in less well connected areas, such as Belgrave Walk, and improves public transport at St Helier Avenue, Rosehill, Angel Hill and Sutton North  Interchange with Sutton National Rail station  Easier to provide the connection for a direct tram service from Sutton to Wimbledon than option 1 5.14. Cons:

 No direct access to Morden town centre (approximately 800 metres walk)  Less opportunity to separate vehicles from general traffic (particularly along Morden Road and Church Road)  Major construction work at Belgrave Walk to build new bridge over existing tracks  Some negative impacts on open space in Rosehill Park West, and likely to affect more commercial properties than other options, primarily at Belgrave Walk  Disruption to road and bus users during construction  Priority at junctions for tram or BRT services will result in longer journey times for some road users 5.15. If Route Option 2 is built as a tram route it is currently estimated to cost in the region of £425m. To build a new BRT route a cost in the region of £275m is currently forecast. 5.16. These estimated costs are in today’s prices and do not account for future inflation. The estimates are based on initial feasibility work and we will therefore have a much firmer idea on this cost estimate once more detailed development has been undertaken.

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Route Option 3 – Wimbledon to Sutton town centre 5.17. A route from Wimbledon station to Sutton town centre, mostly using the existing Sutton Loop rail line. It would interchange with the existing London Trams network, District line and National Rail services at Wimbledon. A tram would be suitable for route option 3, but this route is not suitable for a BRT service as it could not operate into Wimbledon station. 5.18. The main works required for Route Option 3 are:

 The majority of works would be to convert the existing rail infrastructure into tram infrastructure:  Extending platforms 9 and 10 at Wimbledon station to accommodate terminating trams and services  Modification of track at West Sutton station for terminating Thameslink services  Modifications to rail signalling and tracks  Removal of third rail electrification and replacement with overhead line equipment  Straightening and lowering of platforms at existing stations to provide step-free access  New intermediate tram stops between some existing stations on the Sutton Loop line  Construction of a new link from the existing rail line to join the street network in the north part of Sutton town centre  New on-street tram loop around Sutton town centre, including works to existing highway junctions and relocation of some bus stops  New tram stops in Sutton town centre, including at Sutton Point for interchange with Sutton station 5.19. Route Option 3 would have implications for existing Thameslink services operating on the Sutton Loop line. 5.20. The proposed tram route would take over the majority of the existing rail line, meaning that Thameslink rail services could no longer operate as a loop via Wimbledon and Sutton. Instead, Thameslink services would terminate at Wimbledon and West Sutton stations, which would require works at these stations to make them suitable for terminating services. Passengers travelling from stations between Sutton Common and Wimbledon Chase wishing to travel to central London would need to take the more frequent tram service and change at Wimbledon or Sutton for onward travel. 5.21. Route Option 3 would involve coordination with 2, as there are also proposals for a new station in Wimbledon. If Route Option 3 is taken forward the Sutton Link and Crossrail 2 projects would be closely coordinated to minimise disruption to the town centre. This may result in delaying the delivery of the Sutton Link project by several years to coincide with the Crossrail 2 construction programme.

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Figure 3 – Route Option 3 – Wimbledon to Sutton town centre

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5.22. The main pros and cons of Route Option 3 are outlined below. 5.23. Pros:

 Most current National Rail stations on the Sutton Loop between Wimbledon and Sutton would have a higher frequency turn-up-and-go service  Step-free access provided at stations on the Sutton Loop served by trams  Least use of roads, meaning less congestion for the Sutton Link service and for other traffic  Least negative impact on open space, trees and property  An interchange with a range of rail services at Wimbledon for connections to central London and elsewhere  Interchange with Sutton and Wimbledon National Rail stations including the District line  Least disruption to the road network during construction  Lowest cost tram option 5.24. Cons:

 No significant journey time improvements for most passengers compared to today  Least effective option for improving the public transport network in less well connected areas of Merton and Sutton such as St Helier Avenue, Rosehill and Angel Hill  Thameslink would no longer serve stations on Sutton Loop line between Wimbledon and West Sutton stations  Limited connectivity to the existing tram network  No interchange with the Northern line  Extensive works required at Wimbledon station with significant disruption to rail and existing tram users  This option would need to be coordinated with the proposed Crossrail 2 station in Wimbledon which could delay the delivery of the Sutton Link by several years to coincide with the Crossrail 2 construction programme  Construction would displace allotments north of Sutton town centre 5.25. The cost of building Route Option 3 is estimated to be in the region of £300m. This cost is in today’s prices and does not account for future inflation. The estimate is based on initial feasibility work and we will have a much firmer idea on this cost estimate once more detailed development has been undertaken. Other route considerations

5.26. Route options 1 and 2 have the potential for a loop to serve St Helier Hospital directly, but more work is required to explore whether this can be provided. Route option 3 could not serve St Helier Hospital directly. 5.27. All of the route options have the potential for a future extension from Sutton town centre to the London Cancer Hub at Belmont. More work is required to determine the best way to achieve this. We know now that it would be easier and cheaper to achieve this with BRT than tram.

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6. Tram or BRT options

6.1. A tram service would be suitable for both street-based options (route options 1 and 2), but we are also considering a Bus Rapid Transit (BRT) service for these routes. A tram would also be suitable for route option 3, but this route is not suitable for a BRT service as it could not operate into Wimbledon station. 6.2. The existing London Trams network provides a quick, frequent, fully accessible and reliable tram service. An extension of the network to Sutton would be operated to the same standards as the existing network, including passenger facilities and high quality, spacious vehicles. We would purchase new trams to operate a Sutton extension. Additional depot facilities would also be needed to keep and maintain these new vehicles. We are assessing potential locations for providing additional depot facilities across the tram network.

Figure 4 – Tram vehicle on the existing London Trams network

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6.3. The possible BRT for the Sutton Link would be a ‘tram on rubber tyres’, with vehicles very different from the types currently used on the local bus network. It would be a modern, high quality system with the same level of separation from other traffic as a tram. This would enable similarly fast journey times and overall capacity of service as a tram extension. Like trams, the BRT proposed for the Sutton Link would have platforms at stops to provide step-free access and stops would be further apart than standard bus stops. A new depot facility would be needed to keep and maintain the new BRT vehicles. We are assessing potential locations along the route of the Sutton Link for a new depot facility.

Figure 5 – Example BRT vehicle being assumed for the Sutton Link from Metz, France

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Figure 6 – Artist’s impression of tram on Morden Hall Road

Figure 7 – Artist’s impression of BRT on Morden Hall Road

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Figure 8 – Artist’s impression of tram on Throwley Way

Figure 9 – Artist’s impression of BRT on Throwley Way

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Figure 10 – Artist’s impression of tram on St Helier Avenue

Figure 11 – Artist’s impression of BRT on St Helier Avenue

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7. Next steps

7.1. Following this public consultation we will publish a report containing an analysis of the responses received. 7.2. The responses received will help us determine the most appropriate route and type of transport. We will then develop more detailed designs for the preferred option identified, taking account of any local needs, issues and opportunities. We will also publish a report responding to the key issues raised and to explain how we have taken into account your views in the development of the Sutton Link project. 7.3. Following the selection of a preferred route and confirmation of whether the Sutton Link will be progressed as a tram or BRT project, we expect to consult again in 2019, seeking views on the further design work. This will provide an opportunity for comments to be provided on the proposed designs before they are completed and submitted as part of any application for planning permission and other consents in 2020. The planning consent process may vary depending on which option is chosen. But whichever process is used, local people will have the opportunity to participate in the planning process and present their views. 7.4. The earliest date that construction could start is in 2022 with services commencing not sooner than 2025.

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