Crossrail Media Briefing Note-Tunnelling Contract Awards 7-4-2011

8/3/2019 Crossrail Media Briefing Note-Tunnelling Contract Awards 7-4-2011

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7 April 2011

MEDIA BRIEFING NOTE: CROSSRAIL TUNNEL CONTRACTS, TUNNELLINGSTRATEGY AND CROSSRAIL PROGRESS

Introduction:A total of 21kms of twin-bore tunnels are required to be constructed to deliverCrossrail.

The five tunnels to be constructed are:

Royal Oak to Farringdon west (Drive X) - length of drive approximately 6.2 km

Limmo to Farringdon east (Drive Y) - length of drive approximately 8.3 km

Stepney Green to Pudding Mill Lane (Drive Z) - length of drive approximately2.7 km

Limmo to Victoria Dock Portal (Drive G) - length of drive approximately 0.9 km

Plumstead to North Woolwich (Drive H) - length of drive approximately 2.6 km

All of this adds up to 42km of bored tunnels located below the busy streets ofLondon.

Tunnelling activity will get underway in late 2011. In the second quarter of 2012, thefirst two tunnel boring machines (TBMs) will start out on their journey from Royal Oaktowards the west of Farringdon station. This will be followed later in the year by thelaunch of two further tunnel boring machines in Docklands that will head undercentral London towards the east of Farringdon. Further shorter tunnel drives will takeplace in the Royal Docks and east London.

Teams of dedicated construction workers will be working 24 hours a day to completethe tunnels for Europe's largest civil engineering project with thousands of othersemployed to upgrade the existing rail network and build major new stations along thecentral section of the route.

The tunnels will weave their way between existing underground lines, sewers, utilitytunnels and building foundations from station to station at depths of up to 40m.

Tunnel portals will be constructed at Royal Oak, Pudding Mill Lane, North Woolwich,Victoria Dock, and Plumstead.

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Tunnel contract awards:Todays announcement (7 April 2011) relates to the following tunnelling and portalcontracts:

C310 Thames Tunnel construction (Plumstead to North Woolwich);

C315 Connaught Tunnel Refurbishment; and C350 Pudding Mill Lane Portal.

The shortlist invited to submit bids for C310 - Thames Tunnel (Plumstead to NorthWoolwich) was:

Joint Venture comprising: BAM Nuttall Ltd, Ferrovial Agroman (UK) Ltd, KierConstruction Ltd;

Joint Venture comprising: Balfour Beatty Civil Engineering Ltd, Alpine BeMoTunnelling GmbH, Morgan Sindall (Infrastructure) plc, Vinci ConstructionGrand Projects;

Joint Venture comprising: Costain Ltd, Skanska Construction UK Ltd, BilfingerBerger Ingenieurbau GmbH Niederlassung Tunnelbau;

Joint Venture comprising: Laing O'Rourke Construction Ltd, Strabag AG,Bouygues Travaux Publics; and

Joint Venture comprising: Hochtief Construction AG, J Murphy & Sons Ltd.

The shortlist invited to submit bids for C315 - Connaught Tunnel were:

Vinci Construction UK Ltd;

Joint Venture comprising: Hochtief Construction AG, J Murphy & Sons Ltd;

BAM Nuttall Ltd; and Joint Venture comprising: VolkerFitzpatrick Limited, Barhale Construction plc.

The shortlist invited to submit bids for C350 - Pudding Mill Lane Portal were:

Vinci Construction UK Ltd;

Carillion Construction Ltd;

Dragados-Sisk Joint Venture; and

Morgan Sindall plc.

Major tunnel contract awards December 2010:In December 2010, Crossrail confirmed the contract awards for the four maintunnelling contracts:

C300 - Western Running Tunnels: Royal Oak to Farringdon;

C305 - Eastern Running Tunnels: Limmo Peninsula to Farringdon; LimmoPeninsula to Victoria Dock and Stepney Green to Pudding Mill Lane;

C410 - Early Access Shafts and Sprayed Concrete Lining Works for Bond Streetand Tottenham Court Road stations tunnels; and

C510 - Early Access Shafts & Sprayed Concrete Lining Works for Whitechapeland Liverpool Street stations tunnels.

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The contracts were awarded as follows:

C300 Western Running Tunnels (Royal Oak to Farringdon)Joint venture comprising: BAM Nuttall Ltd, Ferrovial Agroman (UK) Ltd, KierConstruction Ltd.

C305 Eastern Running Tunnels (Limmo Peninsula to Farringdon; Limmo Peninsulato Victoria Dock; Stepney Green to Pudding Mill Lane)Joint venture comprising: Dragados S.A., John Sisk & Son (Holdings) Ltd.

C410 Early Access Shafts and Sprayed Concrete Lining Works for Bond Streetand Tottenham Court Road stations tunnelsJoint venture comprising: BAM Nuttall Ltd, Ferrovial Agroman (UK) Ltd, KierConstruction Ltd.

C510 Early Access Shafts and Sprayed Concrete Lining Works for Whitechapel

and Liverpool Street stations tunnelsJoint venture comprising: Alpine BeMo Tunnelling GmbH, Balfour Beatty CivilEngineering Ltd, Morgan Sindall (Infrastructure) plc, VINCI Construction GrandsProjects.

Major tunnel contracts shortlist:In December 2009, Crossrail confirmed the shortlist of bidders for the two principaltunnel contracts and works for the station platform tunnels at Bond Street,Tottenham Court Road, Whitechapel and Liverpool Street.

The shortlist who submitted bids for C300 (Western Running Tunnels), C305(Eastern Running Tunnels), C410 (Early Access Shafts & Sprayed Concrete LiningWorks at Bond Street and Tottenham Court Road), and C510 (Early Access Shafts &Sprayed Concrete Lining Works at Whitechapel and Liverpool Street) were:

Joint venture comprising: BAM Nuttall Ltd, Ferrovial Agroman (UK) Ltd, KierConstruction Ltd;

Joint venture comprising: Alpine BeMo Tunnelling GmbH, Balfour Beatty CivilEngineering Ltd, Morgan Sindall (Infrastructure) plc, VINCI Construction GrandsProjects;

Joint venture comprising: Bilfinger Berger (Ingeneirbau GmbH), Costain Ltd,Skanska Construction UK Ltd;

Joint venture comprising: Dragados S.A., John Sisk & Son (Holdings) Ltd; and

Joint venture comprising: Bouygues Travaux Publics S.A, Laing O'RourkeConstruction Ltd, Strabag AG, (Bouygues are part of C300 JV only).

Tunnel Portal contracts:Five new tunnel portals will be constructed as part of Crossrail at Royal Oak,Pudding Mill Lane, North Woolwich, Victoria Dock and Plumstead.

The Western and Eastern running tunnels will have tunnel portals at Royal Oak,Pudding Mill Lane and Victoria Dock.

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The Thames Tunnel between North Woolwich and Plumstead will have tunnelportals constructed at either end in advance of the main tunnelling works.

Construction of the first tunnel portal at Royal Oak got underway in January 2010.Costain Skanska JV were awarded the contract to deliver the Royal Oak portal.

The North Woolwich Portal and Plumstead Portal is included as part of main worksfor the C310 Thames Tunnel contract.

The remaining Victoria Dock portal construction contract will be awarded later thisyear.

Tunnel construction strategy and sequence:

The tunnelling strategy for the western section of the Crossrail route (from Royal OakPortal to Farringdon) is quite different from the eastern tunnelled sections (betweenFarringdon and Victoria Dock Portal, and between North Woolwich and Plumsteadportals).

In the west, the tunnelling strategy proposed by the winning contractor has beenadopted. The Tunnel Boring Machines (TBMs) will be launched at Royal Oak Portalto tunnel towards east of Farringdon, creating the running tunnels first, after whichthe station tunnels will be enlarged around the running tunnels. These TBMs willpass under station sites at Paddington, Bond Street, Tottenham Court Road and

Farringdon.

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In the east (from Limmo Peninsula to Farringdon and Victoria Dock Portal in thesoutheast), the station tunnels and underground structures will be built before theTBMs pass these locations. The stations located on this section are Liverpool Street,Whitechapel, Canary Wharf and Woolwich.

Between North Woolwich and Plumstead Portals, the TBMs will pass through thepre-constructed station box at Woolwich.

Drive X (Contract C300) Royal Oak Portal to Farringdon

The first two tunnel boring machines will embark from the portal at Royal Oaktowards Farringdon. The TBMs from Royal Oak Portal will pass through the stationsites at Paddington, Bond Street, Tottenham Court Road, and on to Farringdon east

where the cutter heads will be removed and the machines dismantled.

At Bond Street and Tottenham Court Road, some Spray Concrete Lining (SCL)works will need to progress simultaneously with main tunnelling. To enable this,when the TBMs pass Bond Street, a cross-over will be installed here. The functionof the cross-over will be to divert the TBM excavated material out of one tunnel boreto allow the creation of the SCL station platform in the other.

Excavated material from the platform and running tunnels will emerge at Royal OakPortal rather than be transported by lorry through Londons busy streets. This allhelps to minimise disruption to Central London.

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This excavated material will be transported by rail from Royal Oak Portal to atransfer dock where it will be loaded onto river barges bound for development sitesfor re-use.

Crossrails new tunnelling strategy significantly reduces the amount of excavatedmaterial removed by road, significantly reducing Crossrail lorry journeys on the busystreets of London. Over 85% of Crossrail excavated material will now be transportedby either rail or river.

Further information about the transportation of excavated material is contained in alater section in this briefing note.

Drives Y,Z and G (Contract C305) Limmo Peninsula in the Royal Docks toFarringdon east and Stepney Green to Pudding Mill Lane

Tunnelling for Drives Y and Z will commence slightly later than Drive X. For Drive ZPudding Mill Lane Portal (C350) will be complete before the TBMs arrive and forDrive Y the station platform tunnels at Whitechapel and Liverpool Street will need tobe constructed.

The sequence of work for Drive Y is to launch two TBMs from the Limmo shaft whichwill then head towards Farringdon east, through Canary Wharf, Whitechapel andLiverpool Street stations.

When the two TBMs pass Stepney Green, another pair of TBMs will start out from

Stepney Green to tunnel towards Pudding Mill Lane Portal (Drive Z).

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The contractor will simultaneously progress Drives Y and Z as well as the two tunneldrives between the Limmo shaft and the Victoria Dock Portal (Drive G).

When Drive Y ends, the final SCL works at Whitechapel and Liverpool Street Stationwill be completed.

Drive H (Contract C310) Thames Tunnel: Plumstead to North Woolwich

Construction of Plumstead Portal will begin later this year to enable the first TBM tobe launched from it in Q4 2012. The construction of the North Woolwich Portal willbegin in early 2012 in order to receive the first TBM in 2014.

The westbound tunnel will be constructed first but the TBM will cease excavation justbefore arriving at the Woolwich station box. The TBM cutter-head will be maintained

in position; lubricated on the outside to avoid jamming, and disconnected from therest of the machine known as the back-up system.

The back-up system will be pulled back to the Plumstead Portal and connected witha second TBM shield to drive an adjacent eastbound tunnel from the same Portal.

The second TBM will complete the whole eastbound drive through the Woolwichstation box all the way to the North Woolwich Portal.

After this is achieved, the back-up system will be pulled through the tunnel, back outto the Plumstead Portal.

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It will then be pushed back into the westbound tunnel and reconnected with the firstTBM shield to recommence excavation and complete the drive to North WoolwichPortal.

Following completion of these TBM drives by mid-2014, there will then be some

remaining portal works and the installation of concrete base to the running tunnelsbefore final completion of all the Crossrail tunnels in 2015.

Connaught Tunnel refurbishment:To deliver the Crossrail branch to Abbey Wood, a major proportion of theconstruction work involves reusing disused rail infrastructure including theConnaught Tunnel on the former North London Line branch to North Woolwich anddisused National Rail tracks to Custom House - which both closed to passengertraffic in December 2006.

The Connaught Tunnel is around 550 metres long and runs between Royal VictoriaDock and Royal Albert Dock close to London City Airport. The tunnel dates back to1878.

Crossrail will be enlarging the existing tunnel so that it can accommodate Crossrailtrains and overhead line equipment.

Sections of the existing tunnel are in a poor structural condition. Around 100 metresof tunnel wall will be removed and replaced with a new tunnel lining. The existingbrick arches, part of the tunnel approaches, will be retained and repaired.

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The central section of the Connaught Tunnel became weaker after the Royal VictoriaDock was deepened in 1935 to allow larger ships to enter the dock. This resulted inthe roof of the Connaught Tunnel below the dock becoming exposed. As part of workto deepen the Royal Victoria Dock, the central section of the Connaught Tunnel wasnarrowed with brickwork removed and cast iron tunnel segments installed.

One of the first pieces of work required to be carried out is the reinforcement of thecentral section of the Connaught Tunnel. This section lies at the bottom of the RoyalVictoria Dock at the border with the Royal Albert Dock.

A large concrete base will be installed on the dock floor to ensure the safety andstability of the Connaught Tunnel. The contractor will dredge a wide passageway inbetween the Royal Albert Dock and Royal Victoria Dock and install a 1m thick,reinforced concrete protection slab, measuring 1000m3 on the bed of thepassageway. This is located just west of the Connaught Road Bridge. The slab willbe placed using marine pontoons and with the help of divers.

Following installation of the dock protection slab, the cast iron linings in theConnaught Tunnel will be removed in stages.

During this operation, the remainder of the brick-lined tunnel with be grouted andfilled with a low strength foam concrete to ensure the integrity of the existing tunnel.

These tunnels will then be enlarged by boring through the foam creating binoculartunnels large enough to allow Crossrail trains to pass. Precast concrete tunnelsegments will be installed in this section of the tunnel.

Tunnel Portals:Five new tunnel portals will be constructed as part of Crossrail at Royal Oak,Pudding Mill Lane, North Woolwich, Victoria Dock and Plumstead.

The Western and Eastern running tunnels will have tunnel portals at Royal Oak,Pudding Mill Lane and Victoria Dock. The tunnel boring machines (TBMs) willcommence their eastbound journey under London from Royal Oak and westboundfrom the Royal Docks.

To deliver Crossrail services to Abbey Wood, a tunnel will be constructed betweenNorth Woolwich and Plumstead the Thames Tunnel. Tunnel portals will beconstructed at either end in advance of the main tunnelling works.

Construction of the first tunnel portal at Royal Oak got underway in January 2010and is due to complete in early 2012.

The first tunnel boring machine will set out on its journey from Royal Oak towardsFarringdon in Q2 2012.

The works at Pudding Mill Lane involve the construction of 300m of portal box

structure that will be created using the cut-and-cover technique, a 120m coveredapproach portal ramp and a new DLR station.

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Construction of the Pudding Mill Lane Tunnel Portal is due to complete in early 2015.

The Pudding Mill Lane Portal will be complete before the TBMs launched fromStepney Green to Pudding Mill Lane (Drive Z) arrive. The first TBM will arrive at theportal in Q2 2014 and the second in Q3 2014.

About the Tunnel Boring Machines (TBMs):To construct the 42km of tunnel required for Crossrail, at least seven tunnel boringmachines will be used and will undertake ten individual tunnel drives to construct the6.2m diameter rail tunnels.

Each TBM will be up to 120m in length with an external diameter of 7.1m. Thisallows for an inside tunnel diameter of 6.2m once the concrete tunnel segments arein place.

At the front of the TBM is a full face cutter head which rotates at 1 to 3 rpm. As the

TBM advances forward the cutter head excavates the ground.

At least seven TBMs will be used in total. The first two TBMs will be delivered toRoyal Oak Portal, just west of Paddington; two TBMs will be delivered to LimmoPeninsula in Londons Docklands and two will be delivered to Stepney Green. Onefurther TBM will be delivered to the Plumstead Portal site for the Thames Tunnel butwill have two cutter heads - the main section will be attached to a new cutter head tocomplete the tunnel.

There will be two different types of TBM to reflect the differing ground conditionsalong the Crossrail route. Six will be Earth Pressure Balance Machines, which will beused for the main running tunnels between Royal Oak and Pudding Mill Lane. Thesewill pass through ground which is predominantly London clay, sand and gravels. TheThames Tunnel, which is predominantly constructed through chalk, will use a SlurryTBM.

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The seven tunnel boring machines will be used as follows:

Royal Oak to Farringdon (Drive X) 2 x earth pressure balanced TBMs

Limmo to Farringdon (Drive Y) 2 x earth pressure balanced TBMs

Stepney Green to Pudding Mill Lane (Drive Z) 2 x earth pressure balanced

TBMs Limmo to Victoria Dock Portal (Drive G) 2 x earth pressure balanced TBMs

re-used from the Stepney Green to Pudding Mill Lane drive

Plumstead to North Woolwich (Drive H) 1 x slurry TBM

To help reduce the likelihood of settlement while the tunnels are constructed, theTBMs have to run nearly 24 hours a day, 7 days a week, 365 days a year. There willbe scheduled breaks to allow maintenance on the TBMs to take place.

Each TBM will be operate by a tunnel gang comprising of around twenty people -twelve people on the TBM itself and eight people from working from the rear of themachine to above ground.

All of the TBMs will be manufactured in Europe. There are no UK-based companiesthat manufacture TBMs. Crossrail will make a further announcement about TBMmanufacturers and expected arrival dates in the UK later in April 2011.

Excavated material will be removed from the tunnel face at a controlled rate anddeposited onto a series of belt conveyors (pipes for a slurry machine) which removethe excavated material through the TBM and out of the tunnel. The TBM advancesforward by using a series of hydraulic rams at the back of the cutter shield which

push forward from the last precast concrete ring erected.

Precast concrete segments will be designed to be built in rings behind the TBMs.Once the cutter shield has advanced forward by a defined distance the next precastconcrete ring can be erected.

These concrete segments will be made in a factory and transported to the tunnellingworksite. Arrangements for the production of the concrete segments will beconfirmed later this year as the successful bidders for C300, C305 and C310 arecurrently identifying the best locations for these facilities for their respective tunneldrives.

Sprayed Concrete Lining will be used to build the larger platform tunnels at stationsand the shorter passenger circulation tunnels at stations. The sprayed concretelining is applied in layers to the excavated ground to form a robust lining. Thismethod of lining is slower to construct but is more suited to larger and more irregularshaped tunnels and tunnel connections. The tunnel lining will have a design life of atleast 120 years.

Materials, including concrete tunnel segments, will be brought to the TBM by atemporary railway constructed in the tunnel.

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Tunnel construction schedule:

Location of Tunnel Drive TBM LaunchTunnel Drive

Complete

Royal Oak to Farringdon (Drive X) Second Quarter2012

Third Quarter2013

Limmo to Farringdon (Drive Y)Third Quarter

2012

Third Quarter

2014

Stepney Green to Pudding Mill Lane (Drive Z)Fourth Quarter

2013

Third Quarter

2014

Limmo to Victoria Dock Portal (Drive G)Second Quarter

2014

Third Quarter

2014

Plumstead to North Woolwich (Drive H)Fourth Quarter

2012

Second Quarter

2014

Excavated Material:All construction projects by their nature will result in some degree of disruption but itis critically important that Crossrails impact on central London is kept to a minimumwhile construction is underway.

Excavated material from tunnelling will generally be removed by rail and water whileconstruction material from stations and station related work such as permanentaccess and ventilation shafts will generally be initially removed by road and thentransferred to the river.

During the delivery of Crossrail, a total of 7.3 million m of material will be excavated,which is the equivalent of covering the whole of Hyde Park and Kensington Gardenswith a three metre layer of soil. Close to 100% of the 7.3 million m of excavatedmaterial is expected to be clean and uncontaminated and can be reused elsewhere.

Crossrail is working with the Port of London Authority and British Waterways to

promote and maximise the use of water transport for delivery of constructionmaterials and the removal of construction material and waste, and with the railindustry to ensure a joined-up approach to the use of rail for transportation ofmaterials.

There will however be some journeys that will require the use of lorries. Crossraillorries will be required to travel on designated routes that have been approved bylocal authorities under the Crossrail Act. Lorries will not generally operate at night.The standard delivery hours are 07.00 to 19.00 Monday to Friday and 07.00 to 14.00on Saturdays.

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The safety of all road users is paramount. Crossrail has introduced a trainingprogramme for every lorry driver regularly working on the construction of Crossrail tobe trained on how to drive carefully near cyclists. The programme aims to givedrivers the skills they need to navigate Londons busy roads safely. By the end ofMarch 2011, 770 lorry drivers had been through the one-day course. About 4,000

professional drivers will complete the tailored training course, which has beendeveloped in consultation with cycling and road safety campaign groups and issupported by the freight industry.

Excavated material movement:To minimise the impact on London, Crossrail will now build the tunnels first and thenexcavate the stations, which means more excavated material than originallyexpected will be removed through the tunnels than by road in central London. Over85% of excavated material will now be removed by rail or water.

Drive X - Farringdon to Royal Oak Portal

The running tunnels will be dug first and the excavated material will emerge throughTBM conveyor belts at Royal Oak Portal which will be transported by rail to a storagefacility in Northfleet, Kent until it can be loaded on to barges for transportation.

Material emerging from the station shafts will need to be transported by road to asecond Docklands wharf (yet to be identified), from where it will be sent by barges aswell.

Drive Y - Limmo Peninsula to Farringdon and Stepney Green to Pudding Mill Lane

The station boxes will need to be ready before the TBMs arrive at each station onthis section. Excavated material emerging from station shafts will be transported byroad to a second Docklands wharf.

Excavated material from the running tunnels that emerges at the Limmo shaft will bebrought by rail to Instone Wharf for loading on barges bound for Kent.

Excavated material from the Pudding Mill Lane Portal will be brought to Northfleet.

Drive H Plumstead to North Woolwich

All excavated slurry material will emerge at the Plumstead Portal, where it will befilter pressed to reduce its water content before onwards transportation for reuse.

To limit disruption on roads in east London from excavated material emerging atshafts, Crossrail is also trying to identifying alternate routes in outer London that maybe suited to transport the material to other sites for reuse.

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Tunnelling and Underground Construction Academy and skills:

As well as delivering much needed additional rail capacity, Crossrail has animportant role to play in supporting regeneration and the economy as well ascreating a skills legacy.

Construction work started in October 2010 on the new Tunnelling and UndergroundConstruction Academy (TUCA) at Aldersbrook sidings in east London, near IlfordTown Centre. 5m in funding for the Tunnelling and Underground ConstructionAcademy has been provided by the Department of Business Innovation and Skills(BIS) via the Skills Funding Agency (SFA).

TUCA aims to address the shortage of people with the necessary skills to work onCrossrail and other tunnelling projects across the UK. It will provide training on the

key skills required to work in tunnel excavation and underground construction.

Whist the UK has tunnelling expertise and knowledge there is not a purpose-builttraining facility in the UK to act as a focal point for the industry. TUCA will be theEuropean Centre of Excellence for soft-ground tunnelling skills. Currently the nearesttunnelling training centre is Hagerbach in Switzerland, which specialises in hard-rocktunnelling.

The volume of tunnelling and underground construction work taking place in the UKover the next decade is unprecedented. Apart from Crossrail, Thames Water will beconstructing the Thames Tideway Tunnel sewerage scheme while National Grid will

be constructing new electricity cable tunnels under London. The Tunnelling andUnderground Construction Academy will provide training for contractors working on

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other major London tunnelling projects, as well as the potential to assist Europeanprojects. The new Academy will ensure that there are sufficient numbers of peoplewith the skills to work safely in underground construction to satisfy industry demand.

TUCA will start to offer training in summer 2011 and the building will be fully open by

September 2011. The Academy will offer training to at least 3,500 people inunderground construction alone over the lifetime of the project.

Following the completion of Crossrail TUCA will remain providing a lasting legacy forLondon and the UK construction industry. It will be operated as an independentorganisation once the Crossrail construction is complete and become a long-termprovider of tunnelling skills to the construction industry.

Crossrail is also committed to delivering at least 400 Apprenticeships through itssupply chain over the lifetime of the project this is a high number by industrystandards. Apprenticeships are offered as contracts are awarded. Crossrail is

working in partnership with the National Apprenticeship Service (NAS).

Crossrail has also formed partnership with Jobcentre Plus (JCP) which aims toprovide local people with opportunities to work on the Crossrail project. JobcentrePlus works with a network of local job brokerage and outreach agencies to matchvacancies to suitable candidates and arrange interviews for short-listed applicants.

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Crossrail construction schedule:

Tunnel Portals and Shafts

The following table of start and completion dates for the tunnel portals and shaftsreflects the start of construction (main civil contract works) and when enabling works

begin.

LocationEnabling

Works Start

Construction

Starts

Works

Complete

Westbourne Park / Royal Oak Portal Feb. 2010 May 2010 2014

Pudding Mill Lane Portal July 2009 April 2010 2015

Victoria Dock Portal July 2010 Third Quarter2012

2016

Plumstead Portal Oct. 2010First Quarter

20112016

North Woolwich Portal Aug. 2010First Quarter

20122015

Fisher Street shaft and crossovers Sept. 2009Second

Quarter 20112015

Stepney Green shaft April 2010 Dec. 2010 2016

Mile End shaft Oct. 2012Third Quarter

20132016

Eleanor Street shaft April 2012Third Quarter

20132016

Limmo Peninsula shaft May 2010 Dec. 2010 2016

Stations

The following station construction time table highlights start and completion datesacross the Crossrail route.

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Location Enabling Works Start Construction StartsMain Civil Works

Complete

Canary Wharf Dec 2008 May 2009 Third Quarter 2017

Tottenham Court Road

Tube station and Crossrail

eastern ticket hall at Charing

Cross Road

Jan 2009

(Started by London

Underground)

Early 2010

(Started by London

Underground)

Second Quarter 2017

Crossrail western ticket hall at

Dean Street

Nov 2009 Third Quarter 2011 First Quarter 2017

Farringdon

Thameslink and Crossrail

western ticket hall at

Cowcross Street

July 2009 Third Quarter 2011 First Quarter 2018

Crossrail eastern ticket hall at

Barbican

March 2010 Second Quarter 2011 First Quarter 2018

Paddington

New Hammersmith & City

and Circle Line station

Feb. 2009 Aug. 2010 First Quarter 2012

Crossrail station at

Eastbourne Terrace

May 2010 Sep. 2011 Second Quarter 2018

Whitechapel April 2010 Feb. 2011 Third Quarter 2018

Woolwich April 2011 First Quarter 2012 Third Quarter 2013

Bond Street

Crossrail western ticket hall at

Davies Street

April 2010 Fourth Quarter 2012 Third Quarter 2015

Tube station Aug. 2010 Late 2010 2016


Hanover Square

April 2010 Second Quarter 2013 Second Quarter 2015

Liverpool Street

Crossrail and Tube integrated

ticket hall on Moorgate

June 2010 Third Quarter 2011 Fourth Quarter 2017


Liverpool Street station

May 2010 Aug. 2011 Fourth Quarter 2017

Finsbury Circus temporary

shaft

March 2010 May 2011 Fourth Quarter 2017

Custom House First Quarter 2012 Third Quarter 2012 Third Quarter 2014

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Crossrail opening strategy:As announced in the Comprehensive Spending Review in October 2010, a more

efficient construction timetable means that Crossrails central section will now be

delivered in 2018 rather than 2017. It is expected that Crossrail services will

commence on the central section in late 2018 followed by a phased introduction of

services along the rest of the Crossrail route over several months.

About Crossrail:Crossrail will run 118 km from Maidenhead and Heathrow in the west, through newtwin-bore 21 km tunnels under central London to Shenfield and Abbey Wood in theeast. It will bring an additional 1.5 million people within 45 minutes commutingdistance of London's key business districts.

When Crossrail opens it will increase London's rail-based transport network capacityby 10%, supporting regeneration across the capital, helping to secure London'sposition as a world leading financial centre, and cutting journey times across thecity.

Crossrail will deliver substantial economic benefits for all of London and the SouthEast. Latest economic forecasts suggest that Crossrail will add 42bn to theeconomy. Previous estimates were that Crossrail would deliver up to a 36bn boostto the UK economy.

Up to 14,000 people will be employed at the peak of construction in 2013/2015, with

an estimated further 7000 jobs created indirectly.

Crossrail is being delivered by Crossrail Limited (CRL). CRL is a wholly ownedsubsidiary of Transport for London. Crossrail is jointly sponsored by the Departmentfor Transport and Transport for London.

Crossrail will significantly improve the connectivity of London and the Southeast byreducing journey times (and the need to change) to key destinations across London.

Journey 2010 Journey Time Crossrail JourneyTime

Slough to Tottenham CourtRoad

55mins 36mins

Ilford to Bond Street 35mins 22minsHeathrow to Liverpool Street 55mins 36minsLiverpool Street to Abbey Wood 40mins 22minsPaddington to Canary Wharf 30mins 17mins

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Crossrail Media Briefing Note-Tunnelling Contract Awards 7-4-2011

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