8 STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 9

1.2 Physical Contraints Passenger A number of services are located on the westbound platform Passenger Lift Passenger near to the train shed, including lamp-posts and a dot-matrix West Brompton Station is a Grade II Listed building on the English Lift Grade II Listed Lift service update banner. Heritage register. The architectural features that are covered by Station Building the Listed Building protection include the perimeter walls and For the provision of step-free access to platform 1, this study roof structure of the station building as well as the decorative cast reviews potential locations for a passenger lift on the platform. iron and timber footbridges and stairs in the train shed. Any Passenger The current width of platform 1 varies between 4m and 5m, with enhancement proposals will need to have regard of these Lift Grade II Listed the narrowest section at the station end. heritage assets. Station Building Grade II Listed The platform width is considered an important constraint as the It is not considered that the internal partitions that comprise the Structure provision of a passenger lift will create a narrowing of the ticketing suite in the main station building are protected by the platform in a localised area. The minimum width of platform Listed Building status, as they are a product of many alterations permissible by Underground Station Planning Standards that have been carried out over the station's life. and Guidelines is 2.5m Grade II Listed The station is located on to the north, with Decorated Overbridges the neighbouring site to the east owned by EDF Energy and a EDF Energy Site small nature reserve to the west of the platforms. Each of these constitutes property boundaries that limit potential expansion of the station’s facilities. PLATFORM 1 PLATFORM 4 Dot Matrix Service Update

The eastbound platform has a 7m high back wall at PLATFORM 2 Banner the boundary with the EDF Energy site. Attached to the wall are a PLATFORM 3 PLATFORM 3 number of low voltage power cables supplying lights. It is not EDF Energy Site believed that there are any signi#cant communications services attached to the wall, or buried in the platform construction. PLATFORM Dot Matrix Grade II Listed Service Update Structure PLATFORM 2 The westbound District Line platform is e$ectively an island 4 Banner platform, linked with the eastbound WLL platform. The galva- nised steel palisade fence that separates the two platforms is 1 Physical Constraints Model Physical Constraints Model considered a ‘soft boundary’, as the fence currently allows the PLATFORM WLL line to remain open after the network has closed at the end of each day.

The position of this boundary may be &exible providing su%cient space is retained for safe passenger circulation on each platform.

Equipment on Platform 2 Property boundary with EDF Energy Decorative Iron Footbridges Grade II Listed Facade 10 WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 11

1.3 Existing Dynamic Passenger Modelling 1.4 Existing Finishes

The following text is an extraction from the Halcrow dynamic There is evidence that many areas of the white Su$olk brick passenger modelling report carried out in June 2011: exterior to the building have been cleaned in recent times. The main area of passenger However, there remains a signi#cant portion of the brickwork to congestion is centred on the be cleaned. The brickwork façade facing the street has staining "The two main pinch points identi#ed at West Brompton station #rst arch on the rear wall of that may be removed using low-pressure cleaning equipment. were the gateline capacity, particularly in the AM, and the the ticket hall. northbound stairs capacity, particularly in the PM. Mitigations for PLATFORM 1 The condition of #nishes in the public areas of the ticket hall is these two pinch points have been tested and a summary of the poor. The concourse &oor has mismatching &oor tiles, numerous #ndings is presented below. of which are cracked or damaged. The wall tiling at low level is also damaged and discoloured in patches. The tests indicate that the introduction of one gate is su%cient to LINE bring walkway LoS back to 2009 levels but that an additional four EASTBOUND DISTRICT The painted wall and so%t #nishes are damaged above the tiled gates are required in order for the ticket hall area to operate at no Forming an additional sections of the walls, and areas of paintwork are delaminating higher than walkway LoS C. opening in the rear wall will WESTBOUND DISTRICT LINE from the structure. As well as the poor condition of #nishes, there distribute passenger are also a number of redundant services on the ticket hall walls, Increasing the width of the NB stairs to match that of the movement and decrease including a disused public telephone, that require removal. westbound stairs increases their capacity by approximately 28 congestion PLATFORM 2 pax/min per metre." There are a number of heritage #xtures and #ttings in the ticket hall and train shed that would bene#t from cleaning and repair. The light #ttings are considered to be excellent examples of It is known that there is a current review being undertaken, by PLATFORM 3 design from their period and should be carefully cleaned and others, to extend the West London Line platforms. The extension retained. of the platforms will distribute passengers more evenly along their length, potentially decreasing the congestion on the There is an electrical switch cabinet positioned between the two northbound stair described above. entrances in the ticket hall that has netting over its head to WEST LONDON LINE SOUTHBOUND prevent birds and litter collecting on top. This netting is heavily Options to decrease congestion on the West London Line dirty and should be replaced. platform stairs have been omitted at this stage. It is recommend- LINE ed that these areas be looked at in greater detail once results of NORTHBOUND WEST LONDON At the time of writing this report, works are being carried out to the platfrom extension exercise are available. repair and clean the train shed roof. The timber &ooring to the PLATFORM 4 stairs and footbridges in the train shed are showing advanced The capacity enhancement options in this study focus on the #rst signs of wear. These timbers require repair, and in some areas arch of the ticket hall rear wall, where the highest levels of replacement. Consultation with English Heritage will be required passenger congestion have been identi#ed. to determine the most appropriate methods for refurbishment of these areas.

Interpretation of Dynamic Passenger Modelling showing Areas of Congestion Areas of Passenger Congestion are shown in red together with primary directions of movement

Existing Platform Heritage Features Existing Ticket Hall Finishes 12 WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 13

2 CAPACITY ENHANCEMENT 14 WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 15

2.1 Existing Ticket Hall and Gateline 2.2 Potential Gateline Options

The existing gateline includes three standard automatic barriers Option 1 and wide aisle manual gate. To the right side of the gateline on The #rst option creates additional space for passenger circulation entering the station is a Gate Line Attendance Point and pedestal 1700 by remodelling and reducing the size the ticketing suite. The mounted Ticket Hall Station Control Unit (THSCU). 6840 Ticket O%ce, Station Control Room and adjacent lobby have been 3750 1190 combined to create a more usable space for station sta$, while The existing run-o$s from the gateline are signi#cantly less than Ramp creating more passenger circulation space on the concourse. the 6m required by LU Station Planning Standards and Guidelines 2100 The access between the ticket hall and the #rst footbridge has due to the physical constraints of the ticket hall. Stair to PLATFORM 1 also been improved by reopening the central archway in the back

1480 Platform 1 wall of the station building. 1630 The limited circulation space in the ticket hall results in the 1400 standard queuing areas for the ticket issuing window, excess fares Ticket Stair to The gateline has been expanded to include the maximum window, and the two ticket vending machines to overlap with the Hall Platform 1 number of gates that can be accommodated across the increased run-o$ from the gateline. This is considered an existing non-com- Eletrical width of the ticket hall. After entering through the gateline, there 1150 pliance. The presence of the electrical switch cupboard in the Cupboard GLAP Excess is less than 2m run-o$ before the back wall of the station 8700 ticket hall also reduces the available space for gateline run-o$ Fares building, with the exception of the run-o$s that pass through the and passenger circulation. arched openings in the wall onto the #rst footbridge. It is not Ticket considered that the introduction of new gates with such a 1220 The layout and extent of the ticketing suite has been amended on Window Ticket minimal run-o$ to the back wall is acceptable. a number of occasions during the last century. O%ce Option 2 The second option uses the same con#guration for the ticketing POM Station suite and the increased gateline, however, the three arched Gateline Option 1 Gateline Option 2 Enclosure Control Stair to openings in the back wall of the ticket hall are opened up fully to Room Stair to Platform 2 PLATFORM 2 provide clear access to the #rst footbridge . Platform 2 Locker The creation of this opening will require signi#cant changes to

Room 1400 the structure and appearance of the station wall. While this option provides signi#cant bene#ts in terms of passenger circulation, it is considered that the alterations to the historic O%ce fabric of the Listed structure would be challenging.

Option 3 Ramp The third option includes the rationalised ticketing suite with Stair to PLATFORM 3 increased ticket hall area, while introducing new gates that align Platform 3 with the arched openings in the back wall of the station. This Passenger option, while not fully compliant with station planning standards, Lift represents a more appropriate number of gates, given the limited points of access between the ticket hall and train shed.

Option 4 A fourth option, involving reduction in the area of the combined Ticket O%ce and Control Room was reviewed. While the option provides marginally more passenger circulation area, the size of the Ticket O%ce is not considered su%cient for accommodating Existing Ticket Hall Plan in Early 1900s Existing Ticket Hall Plan all of the equipment associated with ticket sales and the Station Control Room. Additionally, with the ticketing window perpen- dicular to the gateline, the queuing area would con&ict with un-paid side gateline run-o$.

Gateline Option 3 Gateline Option 4 16 WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 17

2.3 Preferred Gateline Option The opening of the central brickwork arch will be carried out carefully using hand tools to avoid damaging the Listed elements of the structure. It is recommended that a structural survey of the Each of the gateline options were discussed with CapCo and it wall be carried out to con#rm that removal of the in#ll blockwork was decided that option 3 should be progressed as the preferred is acceptable. option, as it represented the maximum increase in ticket hall 1700 capacity, given the physical constraints of Grade II listed building 6840 During the initial site visit, the station duty manager mentioned envelope. 3750 1190 that services in the &oor of the ticket hall are accessed from the underside of the building slab. This would mean accessing the The expansion of the public area of the ticket hall is dependent Ramp services from the tracks passing beneath the Bridge on the connecting of the Ticket O%ce and the Station Control Stair to PLATFORM 1 and station deck. Room. In London Underground stations of this size, the SCR is Platform 1 1630 often combined with the Ticket O%ce. Ticket The strategy for extending the gateline and associated services Hall Stair to will require coordination with London Underground and their London Underground Station Planning Standards and Guidelines Platform 1 third party suppliers to con#rm the means of access to the require the access to the ticketing suite to be from the unpaid Eletrical gateline equipment. 1150 concourse. An option to construct a second point of access into Cupboard 3 No. Additional Archway the ticketing suite through the street facade was reviewed Gates Opened up It is considered that the proposed gates will be non-compliant however, it is considered that this would be challenging to Ticket Hall with London Underground standards due to the limited run-o$s achieve from a heritage perspective. available. It is envisaged that concessions against the standards Ticket GLAP 1880 3 No. Additional should be approved in this case as the proposed run-o$s will be Due to physical constraints assocaiated with the ticket hall Window Gates no worse than those of the existing gates. building, it is proposed that the access to the suite will be from Eletrical GLAP the paid side of the gateline. It is considered that application for a Cupboard With the structural works and services relocations complete, the concession against the relevant standard should be acceptable POM Ticket Combined Ticket #nishes in the public circulation areas and the new combined 3400 given the speci#c constraints in this case. Enclosure O%ce Stair to O%ce Ticket O%ce will be made good. Stair to Platform 2 PLATFORM 2 The proposal will include relatively small scale builder’s work to Platform 2 rearrange the layout of the blockwork walls, doorways and ticket Locker issuing windows. The works will also include relocation of a Room number of power and communications services in the two rooms. It is envisaged that these works will require a weekend closure to POM migrate the ticket issuing windows and services. O%ce Enclosure

Locker Ramp Room Stair to PLATFORM 3 O%ce Platform 3 Passenger Lift

Proposed Capacity Enhancements to Ticket Hall 3D Model of Proposed Capacity and Step-Free Access Enhancements 18 WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 19

3 STEP FREE ACCESS TO PLATFORM 1 20 WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 21

3.1 Existing Platform Access 3.2 Overview of Potential Step-free Access Options

All four platforms at the station are accessed through the London Step-free changes in level within stations are achieved using Underground ticket hall. Lift Option 1 ramps or lifts. The decision to use either ramps or lifts is dependent on a number of factors. The #rst factor is the extent of Each of the District Line platforms are accessed by a 1.4m stair the change in level. Ramps are usually considered satisfactory for and a 2.1m stair, totaling 3.5m. The westbound platform 2 is also small changes in level, while lifts are more practical for covering accessed from platform 3 using a gate in the palisade fence that PLATFORM 1 greater heights. separates the two platforms. 2.1m The second set of factors are the physical constraints within the The West London Line platforms are accessed by a 1.5m stair and Stair station, including structures, services, passenger circulation a passenger lift to each platform. The level connection of 1.4m routes and the boundaries with adjacent properties. platform 2 to platform 3 also provides step-free access to the Stair westbound District Line. Using these criteria, it has been determined that a ramped solution for step-free access to platform 1 would not be appropri- Platform 1 is the only platform in the station that does not have ate as it would cover an substantial area of the platforms and step-free access. For the station to be classi#ed as a fully acces- 1.4m 2.1m PLATFORM 2 Lift Option 2 would involve an unreasonable travel time between the ticket sible interchange, a passenger lift is required between the ticket Stair Stair hall and platform level. hall level and platform 1. When considering potential locations for a passenger lift, two 1.5m PLATFORM 3 areas of a station are typically reviewed. To allow for the most Stair convenient access between ticket hall and platforms, the areas within the internal parts of the station are considered #rst. Passenger Lift to Platforms 2 and 3 The second option covers the external, uncovered areas of the station. These options usually require less works to the existing fabric of the station, though the cost saving is often o$-set by the requirement for new bridging structures to link the covered areas PLATFORM 4 of the station to the passenger lift.

1.5m Stair

Passenger Lift to Platform 4

Existing Platform Access Diagram Overview of Passenger Lift Location Options 22 WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 23

3.3 Lift Option 1

The two existing footbridges in the train shed are connected by a short, 2.1m wide ramp accommodating a 300mm change in level. The ramp is positioned against the perimeter wall of the station and is supported by the structure of the existing footbridges. To the side of the ramp is a 1.4m clear width stair linking the #rst footbridge with platform 1.

The record drawings for the station show that the ramp is a relatively recent installation and does not share the heritage characteristics that a$ord the building its Grade II Listed status. (Details of the ramp installation are shown on page 30).

The #rst option involves the careful removal of the ramp and relocating it to the opposite side of the train shed, adjacent to the 1.4m stair linking the #rst footbridge with platform 2. A narrow through-lift is then inserted into the space created by removal of the ramp from its exiting location.

At platform level the lift accesses the space between the base of the 1.4m stair and the train shed wall. A barrier will prevent passengers from accidentally accessing the space under the stair and the non-public end of the platform,

A visual survey of the area at platform level has been carried out Passenger Lift Option 1 to identify structures and services that may be a$ected by the proposals. There is a services cabinet adjacent to the lift position, as well as sections of trunking #xed to the perimeter wall, that are believed to be redundant.

The record drawings for the station show that the base of the perimeter wall is corbelled onto a mass concrete foundation at a depth of approximately 1.5m below platform level. This founda- tion may need to be underpinned to accommodate the pit structure of a passenger lift at this location.

Given the very limited width of the space for inserting the passenger lift, it is not possible to provide a standard London Underground Category 1 type passenger lift that has 1100mm clear width doors. Research has revealed that a maximum clear width opening of between 800mm and 900mm is available for lift installations up to an overall width of 2100mm. However, 800mm doors are acceptable for wheelchair access, as outlined in Part M of the Approved Building Regulations.

The London Underground Accessibility and Inclusion Manager has been consulted regarding this matter and has provided approval in principle to a lift with 800mm doors given the physical site constraints.

Plan of Passenger Lift Option 1 24 WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 25

3.4 Lift Option 2A 3.5 Lift Option 2B

Options 2A and 2B comprise of routes to a passenger through-lift Option 2B comprises the lift installation shown in option 2A with located externally to the main station building, approximately 3m an alternative route between the lift and the station entrance. To to the south of the timber gable façade of the train shed. As with mitigate the con&ict between the link bridge headroom and the option 1, the lift is positioned against the perimeter wall, historic timber façade, a route between the ticket hall and the lift maximising the residual width between the external face of the is formed around the perimeter of the station building. The lift shaft and the platform edge. existing 1.5m stair to the eastbound WLL platform is removed to create space for a steel link-bridge, forming an L-shape plan, From record drawings it has been determined that the width of connecting the second existing footbridge in the train shed with the platform varies between 4m and 5m, with the narrowest the proposed lift. section being adjacent to the existing footbridges in the train shed. At the location of the passenger lift in option 2 the platform The existing 1.5m stairs to the WLL platforms are currently width is 4.8m. The standard LU Category 1 type lift is approxi- narrower than the minimum 2.4m width required by station mately 2.8m wide, including shaft structure and cladding, which planning standards. At the junction of the two new sections of in this instance would leave only 2m between the face of the lift bridge, a new 2.4m wide stair is provide to platforms 2 and 3, and the platform edge. London Underground Station Planning resolving the existing non-compliant stair width. Standards and Guidelines state the requirement for 3m overall platform width with an absolute minimum of 2.5m at local areas It is anticipated that English Heritage will require views of the of the platform. As with option 1, a narrow through-lift with clear historic timber façade to be retained as much as possible by door widths of less than 1100mm is proposed. minimising the extent of structure used in the proposed foot- bridge linking to the passenger lift. This requirement would mean The most direct route between the ticket concourse and the lift that an uncovered bridge structure, with glazed parapets, would involves the construction of a link bridge between the second be encouraged by EH. footbridge in the train shed and the lift, passing under the large timber façade. By overlaying a section through the proposed link bridge on detail record drawings for the timber façade it can be Passenger Lift Option 2B seen that insu%cient headroom is available on the bridge. A Passenger Lift Option 2A signi#cant portion of the timber façade would need to be removed to create su%cient clear headroom on the bridge. The listed status of the building means that this type of modi#cation to the existing façade would only be permissible in exceptional situations where all other alternatives would be not possible. It is not recommended that this option be pursued.

Sketch Plan of Passenger Lift Option 2A Record Drawing of Train Shed Facade showing insu%cient headrooms Section Through Passenger Lift Option 2B Plan of Passenger Lift Option 2B 26 WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT WEST BROMPTON STATION ENHANCEMENTS STAGE C REPORT 27

3.7 Preferred Lift Option The construction of the lift base will also include provision of a new power connection to operate the passenger lift mechanism. An evaluation of the power requirements for the lift, and all other Option 1 provides a passenger lift in close proximity to the ticket necessary services, will be required during the next stage of hall and involves the least amount of construction works within New Passenger New Passenger design. the boundary of the existing station and does not involve the 1700 Lift Lift purchase of additional land. This option represents the most cost 6840 The lift shaft will be constructed from standard steel sections e$ective and practical solution for step free access between the 3750 1190 Lift Waiting Stair to manoeuvred into position using small manual lifting rigs. The ticket hall and platform 1. Area Footbridge steel sections will be brought onto site through the ticket hall on 2150

Width Old Brompton Road during engineering hours and then lowered Available It is proposed that the works to install the passenger lift can take Stair to PLATFORM 1 into position from the existing footbridges in the train shed. place concurrently with the modi#cations to the ticketing suite Platform 1 Beyond 1630 and gateline. Ticket Physical Barrier Stair to With the lift shaft structure in place, the lift mechanism and car Hall Stair to Footbridge will be installed over approximately a 4 week period behind site The limited space available in the station building and train shed Platform 1 Physical hoardings. It is proposed that a machine-room-less passenger lift means that a site compound for the construction works would Eletrical Barrier is installed as this will reduce the depth of the lift pit, and remove 1150 need to be set-up away from the location of the proposed Cupboard the requirement for a lift equipment room. passenger lift. Possible areas for the site compound may include the area to the south of platform 1 away from the main station The #nal sequence of the works will include the #xing of glazed building, or on the adjacent EDF Energy property through a cladding to the lift shafts and the installation of &oor and wall mutual agreement for access. GLAP 1880 #nishes around the passenger lift at street and platform levels.

It is proposed that all works will be carried out during engineer- The use of glazed cladding to the lift shaft will ensure that the ing hours as the passenger circulation areas adjacent to the ‘visual weight’ of the lift installation is minimised, allowing views location of the proposed lift and the relocated ramp will be POM Ticket to be maintained to the existing brickwork walls of the train shed. 3400 required for access and all phases of construction. Enclosure O%ce Stair to The external face of the cladding will be easily accessible for Relocated Platform 2 PLATFORM 2 cleaning from the existing footbridges at high-level, and from the The #rst phase will be the preparation of the two footbridge Ramp Stair to platform at low-level. parapets adjacent to the 1.4m stair to platform 2 to receive the Locker Stair to Footbridge relocated the ramp. Secondly, the existing ramp will be carefully Room Footbridge removed from its bearings and relocated to the opposite side of the train shed over platform 2. It is assumed that this second operation will take place during a weekend station closure. O%ce

With the ramp relocated, all obsolete services will be stripped out from the area surrounding the proposed passenger lift. Any live Ramp services will be diverted. A reinforced concrete lift pit will be Stair to PLATFORM 3 constructed adjacent to the perimeter wall of the train shed. It is Platform 3 proposed that the base of the perimeter wall be excavated using Passenger hand digging to reveal the existing wall foundations. The Lift perimeter wall may require underpinning prior to the construc- tion of the lift pit base on mini-piles. It is assumed that a mini- piling rig will be brought onto the platforms for this operation.

Proposed Step-Free Access Street Level Plan Proposed Step-Free Access Platform Level Plan