The Anonymous Widower

Are Crossrail Developing A Philosophy For Linking With Other Lines?

I have now written some posts about rail lines that have strong connections to Crossrail.


All are different solutions, individually designed for the interchange.

Crossrail At Reading

If you look at the Reading station page on the Crossrail web site, nothing of substance is said, except the obvious.

Reading station requires relatively little work to prepare for the new Elizabeth line service.

But then you’d expect that as Reading station was only reopened after a complete rebuild in 2014. If the station hadn’t been designed to accept Crossrail efficiently, it would have been a design disaster of the highest order.

If say you are travelling from Bristol and want to go to say Bond Street you will have two possible routes.

  • Stay on the train to Paddington and change to Crossrail there.
  • Change to Crossrail at Reading.

I would appear that the change at Paddington is a short walk and an escalator down, but I have read nothing about how you will change trains at Reading.

Will it be a walk across a platform at Reading or an escalator up to the bridge and then another one down?

Judging by the London Bridge experience, I suspect it’ll be the escalator route.

As you have two options for the interchange, I doubt it will take long for passengers to work out what is their best route. They would also have the option to change their mind en route.

Some of the biggest winners will be passengers between say Bristol and stations between Reading and London, as they will probably have a relaxed change at Reading, rather one in a busy Paddington.

Crossrail At Shenfield

A lot of the reasoning at Reading for long-distance passengers applies at Shenfield, as you can change at Shenfield, Stratford and Liverpool Street for many services.

Crossrail At Abbey Wood

Passengers to and from North Kent only have one station to interchange with Crossrail,  unlike those from the East and West.

Some information says that it will be a cross platform interchange at Abbey Wood station, but it could be a double escalator transfer.

It should be clear next year, when Abbey Wood station, is more complete.

The High-Frequency Interchange

If you look at  stations  and the frequency of Crossrail trains  to and from Central London in trains per hour (tph) you get.

  • Abbey Wood – 12 tph in Peak, 8 tph in Off Peak
  • Shenfield – 24 tph in Peak, 16 tph in Off Peak
  • Paddington – 24 tph in Peak, 16 tph in Off Peak
  • Shenfield – 12 tph in Peak, 8 tph in Off Peak

So certainly going into Central London, you probably won’t have long to wait for a train.

Coming out, you might develop a philosophy if you need to catch a specific train out of Paddington or Liverpool Street.

The tube-like frequency of Crossrail will be a great help to passengers.

Interchange Between Crossrail And The Central Line At Stratford

This double cross-platform interchange is working at Stratford, where the Shenfield Metro and the Central Line have shared a platform, as long as I can remember. It actually dates from 1946.

At present there are 6 tph on the Shenfield Metro and 24 tph on the Central Line.

Crossrail will introduce other high-frequency interchanges like this.

Interchange Between Crossrail And The Great Northern Metro

At Moorgate, the frequencies of the two lines will be.

  • Crossrail – 24 tph in the Peak and 16 tph in the Off Peak
  • Great Northern Metro – 14 tph in the Peak and 10 tph in the Off Peak

The longest time you are likely to wait in the Peak is about four minutes, with six minutes in the Off Peak.

Obviously, you’ll still have to walk between the two platforms and the first train that comes might be going to the wrong destination.

I think Irene’s Law, that works so well for the Underground, could work equally well for Crossrail and lines linked to it, like the Great Northern Metro.

Interchange Between Crossrail And The Victoria And Piccadilly Lines

There is no direct interchange between Crossrail and the Piccadilly and Victoria Lines.

But there is cross-platform interchange between the Great Northern Metro and the \Victoria Line at Highbury and Islington station.

So will passengers going between Crossrail and the Nortern reaches of the Victoria Line do the double change at Moorgate and Highbury and Islington stations? I think East Londoners with their honorary degrees in ducking and diving will!

And then to get on the Piccadilly Line going North, it’s just another cross-platform interchange at Finsbury Park.

It won’t be a route on the tube map, but I’ve just calculated that if you’re going from Oakwood to Heathrow Central, it’ll be twenty minutes quicker than taking a direct run on the Piccadilly Line.

Interchange Between Crossrail And The Northern Line

Crossrail has interchanges with both branches of the Northern Line.

  • City Branch at Moorgate
  • Charing Cross Branch at Tottenham Court Road

As both branches are 20 yph now and will only increase, the longest wait to chanmge to the Northern Line will be little more than three minutes.

Interchange Between Crossrail And Thameslink

Both lines have a frequency of 24 tph, where they meet at Farringdon station.

If the interchange is an easy one, this one must work with the minimum of delay.

Interchange Between Crossrail And The East London Line

At Whitechapel, the frequencies of the two lines will be.

  • Crossrail – 24 tph in the Peak and 16 tph in the Off Peak
  • East London Line – 20 tph from 2019 all day.

The longest time you are likely to wait is about four minutes.

As the interchange will be a couple of escalators, it will be an easy one.


I said this earlier.

All are different solutions, individually designed for the interchange.

But until proven otherwise, they would appear to be easy and fast.

One factor that seems to fall out, is that if you have an interchange between two high-frequency lines, the interchange can be easy and fast.

Interestingly, train services at stations served by Crossrail are slated to be increased.

  • Abbey Wood is getting extra Thameslink services and possibly other services made possible by Thameslink’s unblocking of London Bridge.
  • Liverpool Street is getting more services because of new trains on the London Overground.
  • Liverpool Street, Shenfield and Stratford are getting more services because of the new Abellio franchise and a billion pound purchase of new trains.
  • Moorgate is getting more services because of the creation of the Great Northern Metro.
  • Paddington and Reading are getting more services, courtesy of the Great Western Electrification.

I don’t think we’ve seen the last of the positive affects of Crossrail.



September 30, 2016 Posted by | Travel | , | Leave a comment

Is Community Rail A Good Thing?

This article from the BBC is entitled TransWilts rail service made permanent by government.

It would certainly appear that the revived fifty kilometre service across Wiltshire has been a success.

The line may not be as spectacular as Settle-Carlisle, but like that famous line, Transwilts seems to show that Community Rail lines work.

September 30, 2016 Posted by | Travel | , | Leave a comment

A Station In Need Of Improvement

For some people, Hackney Wick station is an ideal place to start a visit to the Olympic Park.

But as these pictures show, it is not one of the best of London’s stations.

On the other hand, you can see in the first of the pictures, that work has started on a major station upgrade.

A guy in head-to-toe orange told me, that a new station will have emerged by February 2018.

In The Plans For A New Hackney Wick Station, I show a few pictures of what the station will look like.


September 29, 2016 Posted by | Travel | | Leave a comment

Progress Through Walthamstow – 28th September 2016

These pictures show the Gospel Oak to Barking Line through Walthamstow.


  • It looks like both tracks have been mostly relaid.
  • The slab track under Pretoria Avenue, where it was put in due to a sewer being beneath the bridge.
  • There is also slab track at the other end of this section of line, but I suspect, it’s covered with ballast.

From what I could see at Blackhorse Road station, there doesn’t appear to be any foundations for lift towers or ramps to create step-free access to the Overground platforms. On Network Rail’s Access for All list of improvements. the improvements at Blackhorse Road station are listed as Future Planned for 2017/2018.

As the new Class 710 trains will start running in 2018, surely it would be good planning to at least do all the work needed on the Overground platforms now!

Or is there some rule, which says that when you make one line at a station step-free for all, you must do that for all lines?

It is interesting to look at this Google Map of the station.


The Victoria Line station is the square building to the North East of the obvious GOBlin station, with the space between the stations being just grass and some bushes.

In one of the pictures, there is a lot of work going on in this area.

Could it be, that there is a route to create a lift shaft from somewhere in this area, that goes both down to the Victoria Line and on the surface connects to the ticket hall and the bridge over the GOBlin?

It could also be work associated with a new chiller described in this article on the TfL web site., which is entitled Innovative new fan chiller to help customers beat the heat.

If you look inside the station, you’ll see that the escalators down to the Victoria Line platforms, start just to the West of the bridge over the Overground.

Without more information, it’s difficult to work out what is happening.

But it would surely be a good idea to do all the work at the same time and get the station step-free before the GOBlin starts running electric trains.


September 29, 2016 Posted by | Travel | , , | Leave a comment

Vivarail In The Financial Times

There is an article about Vivarail’s Class 230 train in the Financial Times today.

I have a feeling that this is one of those projects, where the engineering will deliver, but the overall concept might initially not be a big seller.

I can think of one or two cars, for which that could be said.

I’m certainly looking forward to riding in the prototype that hopefully will be appearing between Coventry and Nuneaton before the end of the year.

It will be interesting to compare the experience with that of a D78 stock, that I rode a couple of weeks ago.

As any horseman will say. “Handsome is as handsome does!”

September 28, 2016 Posted by | Travel | , | Leave a comment

Escalators In Station Design

Over the last few months, I’ve been to three brand-new stations.

All are well-built stations with step-free access.

But I have to ask, if Kirkstall Forge and Lea Bridge would be better stations with a more favourable financial outlook, if they had escalators instead of stairs to the bridge.


  • London Transport used escalators extensively before the Second World War and few think that was wrong.
  • Escalators must surely attract more paying passengers.
  • If escalators are used could we see them paired with inclined lifts. to perhaps create more compact stations.

Quite frankly, Kirkstall Forge and Lea Bridge have boring layouts. I do think, we need more innovative station designs.

In some ways the most interesting station I’ve seen in the last few months is Welwyn Garden City, where the station is on the First Floor of a Shopping Centre. The main escalators and lifts are in the Shopping Centre with individual lifts and stairs to the platforms.

September 28, 2016 Posted by | Travel | , , | Leave a comment

Improving Services To Cannon Street And Charing Cross Stations

Platform Changes At London Bridge Station

The Thameslink Programme will change the platform layout at London Bridge station considerably.

In 2012, the platform layout at London Bridge was as follows.

  • Platform 1 – From Cannon Street
  • Platform 2 – To/From Cannon Street
  • Platform 3 – To Cannon Street
  • Platform 4 – From Charing Cross
  • Platform 5 – From Charing Cross and Bedford
  • Platform 6 -To Charing Cross and Bedford
  • There was also a through line to Charing Cross without a platform.

I can’t remember much about those days, except that the platforms were very crowded.

When London Bridge station and the Thameslink Programme is completed, the new platform layout will give opportunities to create new services through London Bridge to both; Cannon Street and Charing Cross stations.

The platform layout at London Bridge station will be as follows.

  • Platform 1 – From Cannon Street
  • Platform 2 – To/From Cannon Street
  • Platform 3 – To Cannon Street
  • Platform 4 – From Thameslink
  • Platform 5 – To Thameslink
  • Platform 6 – From Charing Cross
  • Platform 7 – From Charing Cross
  • Platform 8 – To Charing Cross
  • Platform 9 – To Charing Cross

So, six through platforms and seven lines have been replaced by nine through platforms. This is a 50% increase in platforms and a 28% increase in tracks. The Borough Market Viaduct was the major engineering in creating the extra two tracks across the South Bank.

Other factors help capacity in the area include.

  • The Bermondsey dive-under sorts out all the lines South of London Bridge station and will present trains to the right platforms at London Bridge. |Spaghetti Junction is so 1960s!
  • Effectively, there are now three parallel and probably separate railway systems virtually from Bermondsey through London Bridge station, that split after the station; a pair of lines for Cannon Street, another pair for Thameslink and two pairs for Charing Cross.
  • There has been a lot of work on track and signalling.
  • The Tanners Hill Fly-Down has been built to improve capacity between London Bridge and Lewisham, which must help Cannon Street and Charing Cross services.
  • The design of London Bridge station with its wide through platforms and more escalators than a science-fiction fantasy, could mean that passengers are there in time for their trains.
  • The electrification changeover for Thameslink has been streamlined.
  • The Class 700 trains must be better at changing voltages in the Thameslink tunnel.

All of these factoras must have positive affects on the capacity of the system.

I also think that one of the major benefits  of the new layout, is what happens if something goes wrong.

If say a train breaks down on Thameslink at Blackfriars, because it is a separate railway, this doesn’t affect Cannon Street and Charing Cross services in the way it did before the new layout. There would still be the problems of fixing the train and what to do with those following behind, but the new design of London Bridge station means that passengers can be handled safely in all the space.

I’d love to see Network Rail’s thinking for handling all problems, but the design of London Bridge and its tracks could be one of those designs, that in a hundred years, engineers will look at and copy.

I can’t believe that the new layout won’t allow more trains to go to and from Cannon Street and Charing Cross, just as it allows more trains to go through the core Thameslink tunnels.

Thameslink is going from  something like fifteen trains per hour (tph) to 24 tph or an increase of 60%. So what sort of increase will we see into Charing Cross and Cannon Street?

Services To Charing Cross

In 2012, Charing Cross to London Bridge was handled on three tracks between the two stations and three platforms at London Bridge. Two of the platforms were shared with Thameslink running 15 tph through them.

These three tracks and platforms have been replaced with four tracks, each with its own platform at London Bridge and possibly Waterloo East stations.

The tracks must have been fitted with a higher-capacity signalling system and an efficient track layout.

I am surprised that the four lines to and from Charing Cross share a platform at London Bridge with the other line going the same way.

Surely, it could be better if the Thameslink and Charing Cross services shared an island platform, when they were going in the same direction.

This would give a same-platform interchange between Thameslink and Charing Cross services, which the 2012 layout had.

I suspect that sharing is not possible, as it would mean that services would have to cross other lines to get there and the track doesn’t and can’t allow it.

But if the current service level of fourteen tph to and from Charing Cross station, can be achieved with just two platforms at London Bridge station as they are in the half-completed station, then there must be potential to increase the number of services to and from Waterloo East and Charing Cross, by a worthwhile margin.

Compared to some places in the UK, Charing Cross station already has an intense level of services to stations in South East London and beyond.

These are some example of trains out of Charing Cross between eleven and twelve in the morning.

  • Abbey Wood – 2 trains
  • Ashford International – 2 trains
  • Dartford – 6 trains
  • Gravesend – 4 trains
  • Greenhithe – 4 trains
  • Hayes – 4 trains
  • Lewisham – 7 trains
  • Orpington – 6 trains
  • Rochester – 2 trains
  • Sevenoaks – 8 trains
  • Tonbridge – 6 trains
  • Woolwich Arsenal – 2 trains

If this is increased, I can’t see any complaints from passengers, especially as most trains appear to have ten-cars or more.

I do think though that there will be a need to improve capacity, onward connections and walking routes at Waterloo East and Charing Cross stations.

I say more about these two stations in A Look At Charing Cross Station and Around Waterloo East Station.

It’s just that all these passengers will need somewhere to go.

Services To Cannon Street

Cannon Street station will be getting the same number of lines in 2018, as it did in 2012.

So I doubt, that the service will be any less intense, than it was in 2012.

Currently, in the Off Peak, there is a sixteen tph service, to and from Cannon Street station, which compares well with the current fourteen to and from Charing Cross station.

There is also going to be improvement at Cannon Street station with respect to onward connections and walking routes.

  • Bank tube station is getting two new entrances, which are closer to Cannon Street.
  • The connection between Cannon Street station and the Central Line will be improved with a travelator running North-South between the two Northern Line tracks at Bank station.
  • The connection between Cannon Street station and the Northern Line will be improved with triple escalators directly down from Cannon Street, perhaps a hundred metres from Cannon Street station.
  • The link to the District and Circle Lines is already excellent and those lines will be improved and get higher frequencies in the next few years.
  • The City of London has ambitions to pedestrianise a lot of the area around Bank station.

Cannon Street station will certainly become one of London’s better-connected terminal stations.

There are more observations in Improvements At Bank Station.

Interchange At London Bridge Station

Effectively, London Bridge station has four sets of services.

  • Those that terminate in the station.
  • Through services on Thameslink
  • Through service to and from Charing Cross station.
  • Through service to and from Cannon Street station.

I’ll leave out the Underground, as the entrance to that hasn’t been fully opened yet!

All the current sets of services have their own set of platforms.

Interchange between the various services is a matter of taking an escalator down from the platform on which you arrive and then take another escalator up to your departure platform.

At present, they seem to be using the rebuilt through platforms flexibly as follows.

  • Platform 7 – From Charing Cross
  • Platform 8 – To/From Charing Cross
  • Platform 9 – To Charing Cross

As trains out from Charing Cross seem to pass through London Bridge on either platform 7 and 8, there does seem to be a degree of flexibility in the track. But then there are no Thameslink services needing to be accommodated.

I do wonder if at some time in the future, they will arrange the lines at London Bridge, so that there is some cross platform interchanges. But I suspect that given the complex layout of the tracks, changes will only be limited.

So passengers will continue to go down and up the escalators. But they don’t seem to be complaining!

The Southeastern Metro

This map shows Southeastern Metro services, which are close to the London termini and fall within the Oystercard area.

Southeastern Metro

Southeastern Metro

If nothing else the map shows why Transport for London want to get control of Southeastern Metro  services  and paint them orange, as it is a ready made network that compliments the current Underground and Overground services.

The network has five Central London termini and stations; Cannon Street, Charing Cross, London Bridge, Victoria and Waterloo East.

It also connects to the following other lines.

  • Several Underground Lines including the Bakerloo, both branches of the Northern Line, the District Line and and the Circle Line.
  • The Overground at Denmark Hill, New Cross and Peckham Rye
  • The  Docklands Light Railway at Greenwich, Lewisham and Woolwich Arsenal.
  • Tramlink at Elmers End.
  • Crossrail at Abbey Wood.
  • Thameslink at Dartford, Greenwich, London Bridge and Orpington.

In addition, many of the stations have step-free access..

These are the services from a selection of stations close to London.

  • Dartford has six tph to Charing Cross and two tph to Cannon Street and Victoria.
  • Greenwich has six tph to Cannon Street.
  • Hayes has two tph to Charing Cross and Cannon Street.
  • Lewisham has eight tph to Cannon Street, 4 tph to Charing Cross and 2 tph to \Victoria.
  • Orpington has four tph to each of Cannon Street, Charing Cross and Victoria
  • Woolwich Arsenal has six tph to Cannon Street and 2 tph to Charing Cross.

So in some ways it’s an all-places-to-all-terminals Metro.

Transport for London must look at the Southeastern Metro and have all sorts of ideas about how they could use the network to the benefit of London.

These are some Off Peak service levels.

  • Sixteen tph between London Bridge and Cannon Street.
  • Fourteen tph between London Bridge and Charing Cross.
  • Ten tph between New Cross and Cannon Street.
  • Eight tph between Orpington and London Bridge.
  • Eight tph between Dartford and London Bridge
  • Twelve tph between Lewisham and London Bridge.

Also consider.

  • Would more services be possible after Thameslink is completed between London Bridge and Charing Cross.
  • Could more use be made of an interchange at New Cross to get passengers to Canada Water for Canary Wharf and Witechapel for Crossrail?
  • Could better use be made of Orpington station?
  • Could Lewisham be improved?
  • Will Brockley Lane station be rebuilt and a connection to the East London Line created?
  • How would the area be affected by an extended Crossrail to Gravesend?
  • How would New Cross cope with more than four tph on the East London Line?

I think that TfL could have lots of fun!

For instance, with a bit of reorganisation of services, it might be possible to create a ten tph or upwards set of lines  across South London.

As an example Lewisham to Charing Cross via New Cross, London Bridge, Waterloo East could easily be ten tph.

No new trains, track or signalling would be needed, but the bottleneck of London Bridge must probably be removed before it is possible. And the Thameslink Programme is doing that!

Effects On The Jubilee Line

I don’t have any figures on passengers, but the section of Jubilee Line from London Bridge, will get a high-capacity by-pass on the surface.

But if we assume the current 14 tph on the rail line and 2019 frequency of 36 tph on the Jubilee Line, these are the numbers of carriages going between London Bridge and Charing Cross/Waterloo.

Heavy rail – 14 tph x 12 cars = 168

Jubilee Line – 36 tph x 7 cars = 252

Incidentally, the seats per hour figures are 10206 for Class 377 trains and 8424 for the S Stock on the Jubilee Line.

So will passengers choose to travel on the surface, thus freeing up capacity on the Jubilee Line?


  • Changing from say Thameslink after travelling up from Brighton to a Charing Cross service at London Bridge will be down and up two escalators and fully step-free.
  • How many passengers will walk or take a bus to and from London Bridge to complete their journey?
  • Some connections to the Underground at London Bridge require lots of walking.
  • Going between London Bridge and Waterloo by a train rather than the Jubilee Line may well be a more pleasing experience.
  • There are people like me, who prefer not to use a deep-level Underground Line, if there is an alternative.

Remember though that the the Charing Cross platforms at London Bridge are paired with 6/7 handling trains from Charing Cross and 8/9 trains the other way. Both pairs will share an island platform, escalators and a lift. So it may be quicker if you’re going to say Waterloo station, Trafalgar Square  or Covent Garden to take a train.

Every so often, various plans are put forward as to what to do with the closed Jubilee Line platforms at Charing Cross. This is said about the platforms in Wikipedia.

As the Jubilee line platforms and track are still maintained by TfL for operation reasons, they can can also be used by film and television makers requiring a modern Underground station location. While still open they were used in the 1987 film The Fourth Protocol, and after closure in numerous productions, including different episodes of the television series Spooks.

I can envisage someone coming up with a plan, whereby these platforms are used as a second Southern terminus for the Jubilee Line. By 2019, it is intended that 36 tph will be running from North Greenwich to West Hampstead.

But there could be a problem, in that depending on what you read, there may not be enough trains for this increase in service.

But if, the uprated service between London Bridge and Charing Cross takes passengers from the Jubilee Line between London Bridge and Waterloo could the service be split into two?

  • Most Jubilee Line trains would run as now and provide sufficient service between North Greenwich to West Hampstead.
  • A small proportion of trains, perhaps 10 tph, would divert into the closed platforms at Charing Cross station.

It would give some advantages.

  • There would be improved Underground connections at Charing Cross station.
  • Trafalgar Square would gain another Underground Line.
  • Charing Cross would have a two-stop link to Crossrail and the Central Line at Bond Street station.

Unlike most new station and interchange projects, the infrastructure is already there and maintained.

Consequences For Southern Crossrail

If everything works out with the Thameslink Programme and the rebuilding of London Bridge station, I can see no point to Southern Crossrail.

However, there idea of rebuilding Waterloo East station, is probably a good idea, to improve connectivity to the Underground and Waterloo station.

Waterloo East station could be handled a lot more passengers in the near future.


It looks to me, that Thameslink has been well-thought out and if the trains, track and signalling performs from London Bridge along the South Bank, as everybody hopes it should, we will see a world class Metro service across South-East London.

But I do feel that if the service along the South Bank is a quality one, then it will take passengers from the Jubilee Line and this line could be open for development.




September 27, 2016 Posted by | Travel | , , , , , , , | 2 Comments

Improvements At Bank Station

As I passed Bank station, there was a lot going on in the area and in the short walk to Cannon Street station.

What is happening on the surface, is only small beer compasred to what is going on under the ground.

This visualisation, shows what the new Bank station will look like.

Bank Tube Station Layout

Bank Tube Station Layout

Completion dates look like 2017 for the Walbrook entrance and 2021 for the completed Bank station.

I think that this development will have one of the largest effects of any transport-related project in London.

September 27, 2016 Posted by | Travel | , , | 1 Comment

A Look At Charing Cross Station

Charing Cross station, is one I don’t use very often for the following reasons.


It is very difficult to get to from where I live near Dalston.

All of the services to and from Charing Cross station, call at London Bridge station, which is a simple bus ride away.

I took these pictures on a visit today.

I think it is one of that group of stations, that can be made more welcoming by improving the public realm outside the station.

Perhaps, the forecourt of Charing Cross station, needs a similar treatment to that given to Kings Cross station.

Surely the station’s Eleanor Cross needs to be better displayed.

I also think, that the whole area would benefit, if a pedestrianised space outside Charing Cross station, were to be linked to the nearby Trafalgar Square.

September 26, 2016 Posted by | Travel | , | 1 Comment

Around Waterloo East Station

In Southern Crossrail, Idiscussed the possibility of creating a direct link from Waterloo across London to London Bridge. The proponents of Southern Crossrail also take about rebuilding Waterloo East station.

So I went to look at the station and took these pictures.


  • The complex arrangement of high bridges.
  • The highest white bridge is the pedestriain link between the two stations.
  • The red bridge is what remains of the former rail link.
  • It’s about a hundred metres between the two stations, with a slope down to the platforms at Waterloo East station.

This Google Map gives a view from above.

The Link Between Waterloo And Waterloo East Stations

The Link Between Waterloo And Waterloo East Stations

The link is the white-coloured link that goes between the two stations. Don’t confuse it with the two trains in the map.

In the previous post, I said that rebuilding this station could be a project that a quality developer would relish.

But I do think that Southern Crossrail’s dream of connecting Waterloo East and Waterloo stations with a rail link is an impossible dream.

  • There is now a retail balcony at Waterloo station, which was built in 2012 at a cost of £25million. It would need to be demolished.
  • The lift and a couple of escalators  to Waterloo East station are in the middle of where the new track would go at Waterloo station.
  • The residents of the area probably wouldn’t like to have trains trundling through at height.

In the previous post, I said that rebuilding this station could be a project that a quality developer would relish.


  • Waterloo East station could be replaced with a better station.
  • There is probably space around and above the station to add some sympathetic development.
  • Escalator and lift connections could link Waterloo East station to the Northern, Bakerloo and Jubilee Lines.
  • A full step-free connection could be built between the two Waterloo stations.
  • The current connection to the Jubilee Line at Southwark is poor.
  • The Waterloo and City Line will soon be getting a very good connection at Bank, so why not build a good one one to both Waterloo and Waterloo East.

This is one of those pedestrian links, that can benefit the around seven million or so passengers, who go through Waterloo East station every year.

Given the right financial figures, I think that there could be a developer, who would create the sort of development that residents, passengers and visitors to the area would like.

My ideal station would have the following.


Four platforms to match the four platforms 6-9 at London Bridge station.

Sympathetic over-site and surrounding development, preferably with affordable housing.

Escalator and lift connections to the Underground and Waterloo and City Line.

Full step-free access to Waterloo station, which would probably use the current entrance on the balcony.

Better passenger facilities at Waterloo East station.

A proper passenger entrance on Waterloo Road for Waterloo East station.

The ability to handle an increased number of trains from the current fourteen trains per hour between London Bridge and Charing Cross stations.




September 26, 2016 Posted by | Travel | , , , , | 1 Comment