The Anonymous Widower

Completing The Bank Station Upgrade

I’m writing this post for two reasons.

The first is to inform people that in the Summer of 2021, there is going to be a closure of the Bank Branch of the Northern Line for several months.

The second, is to illustrate, how in a large transport system like London, good project management can carry out major works, without too much inconvenience to passengers.

This article on IanVisits is entitled Behind The Scenes At London Underground’s Bank Tube Station upgrade.

I suggest you read the article, to get the scale of the project.

In the Summer of 2021, a section of the Bank branch of the Northern line will close for roughly 3 months.

The main reason is so that the New Southbound tunnel can be joined to the existing Southbound tunnel, North and South of Bank station. Think of it as installing a by-pass round a village. Except it’s a railway and it’s around forty metres below ground.

Ian says this about what else will happen, whilst the Northern Line is closed.

While that’s going on, at Bank station, the old southbound tunnel will have it’s tracks filled in and turned into a new large concourse, while the currently hidden new side passages are cut through into the old northbound platform and finished off.

Come roughly September 2021, after a few months of closure, people will arrive at Bank station and see these huge new tunnels, the new escalators down to the DLR, the travolator to the Central line.

This approach is very common on the railways.

If a line has to be closed completely for a few months, say because a tunnel is being repaired, then during the closure, you do all the other tasks you can.

At Bank, where a new track is being connected, there will be no trains through the station for a few months. So all the other jobs will be done in this window.

There may also be other advantages. At Bank station, the Northbound track itself is not being radically changed, so it might be possible to use battery locomotives to bring in supplies and take out rubbish.

Summer 2021 Is Two And A Half Years Away

Project Planners have calculated and it will probably take until the end of 2020, for everything to be ready before the closure can take place, so that the joining of the tracks can begin.

But there could  other reasons, for the 2021 date.

Bank station is an important station on the Northern Line and closing it will cause a lot of inconvenience for passengers, many of whom will still be commuting to the City of London.

Some Big Projects Will Be Complete Before The Closure

Before Summer 2021, these big projects should have been completed.

  • One completed on Friday, when the new Bank Station entrance on Walbrook opened.
  • Crossrail will have opened.. On current forecasts nearly two years earlier.
  • The Northern City Line will be running new Class 717 trains into Moorgate station.
  • Travellers will have learned to use Thameslink as part of the Underground.

All of these projects will help passengers to cope with the Northern Line Closure at Bank station.

Bank Station Will Still Be Partially Open For Business

Bank station will not be fully-closed.

  • The Central Line will be working at Bank station, to something like full capacity.
  • The Waterloo & City Line will be working normally using the new Wallbrook entrance.
  • The Docklands Light Railway will be working, as is possible around all the work.
  • Some new and refurbished routes will connect the Central Line and Docklands Light Railway to the myriad station entrances around Bank Junction.
  • The Circle and District Lines will be working normally, through Monument station.

In addition, the City of London will have improved walking and cycling in the Square Mile.

Where Will Northern Line Trains Run During The Closure?

For a start, all Northern Line trains through Charing Cross station will be running normally.

The Northern Line Extension to Battersea might even have opened, which would give an extra Southern terminal to the Northern Line, which would help operation of the Charing Cross Branch.

Looking at the detailed tracks on carto.metro.free.fr, it appears that trains from the North can turn back at Euston and Moorgate.

Consider.

  • Euston will be in the throws of rebuilding for High Speed Two.
  • The Northern Line is the preferred route between Euston and the City.
  • Moorgate will be a fully step-free rebuilt station with connections to Crossrail and the Central Line.
  • Many people can walk to most parts of the Square Mile from Moorgate.

It looks to me, that it is most likely that Northern Line services will terminate at Moorgate during the closure of the Northern Line through Bank.

Northern Line trains approaching the City from the South have no such convenient turn back between Kennington and Bank stations.

I think the best direct service passengers from the Morden Branch to the City can expect will be a not-very-frequent shuttle service to London Bridge.

Most who need to go to Bank station from the South will find alternative routes and there are several.

  • Travel to London Bridge and walk across the river.
  • Change to the Waterloo and City Line at Waterloo.
  • Change to the Circle and District Lines at Embankment.
  • Change to the Central Line at Tottenham Court Road
  • Change to Crossrail at Tottenham Court Road and walk from Moorgate.

It should also be remembered, that as the closure is taking place in the Summer holidays, travellers should cope.

Conclusion

As Project Managers always seem to say.

You must get your ducks in a row!

So in this example, I would have felt that to have rebuilt Bank station without completion of the following projects.

  • Crossrail
  • Bank Station Walbrook Entrance

Would have been a lot harder.

This example also means that you must get your large projects in the right order, so they help each other to be delivered on time.

London has several large station interchange projects in the pipeline.

  • Camden Town station
  • East Croydon station
  • Holborn station.
  • Oxford Circus station
  • Victoria station

Which I believe should be done in the optimal order, so that travellers suffer the least disruption.

Smaller projects like a second entrance At Walthamstow Central station should probably be done at a time, when money and resources are available.

 

December 2, 2018 Posted by | Transport | , , , , , , , | Leave a comment

The Bank Station Upgrade And The Western Extension Of The DLR

This map from Transport for London (TfL), shows the possible Western extension of the Docklands Light Railway (DLR).

With all the problems of the funding of Crossrail 2, that I wrote about in Crossrail 2 Review Prompts Fresh Delays, could this extension of the DLR, be a good idea?

If you look at the Bank Station Upgrade in detail, the DLR gets a much needed boost in the upgrade.

The two DLR platforms underneath the Northern Line get a triple-escalator connection to the Northern Line level, from where they have the following.

  • Level access to the Northern Line.
  • Escalator access to the Cannon Street entrance.
  • Travelator/escalator access to the Central Line.
  • Access to the current escalators and lifts to the various entrances around Bank Junction.

There will also be lifts everywhere.

According to Services in the Wikipedia entry for the DLR, the following services turn at Bank station.

  • 22.5 trains per hour (tph) in the Peak.
  • 18 tph in the Off Peak.

So the turnback is handling a train around every three minutes.

I have no idea, what is the maximum frequency of the DLR, but as it is an automated system, with new trains to be delivered in the next few years, I suspect the frequency will be pushed higher in the future.

The Bank Station Upgrade has been designed to handle more passengers using the DLR, so there should be no problem about handling more passengers in the two platforms deep in Bank station.

The limiting factor would more likely be in the turnback.

This map from carto.metro.free.fr, shows the DLR lines at Bank station.

Note the turnback for the DLR, under the Central Line platforms 5/6, running alongside the Northern Line.

  • Trains stop in the arrivals platform 10 at Bank station and unload all passengers.
  • They then move to the turnback and the automation then switches to the other end.
  • They then move to the departures platform 9 to pick up passengers.

It is an inefficient way to turn trains. A through station at Bank would have a much greater capacity.

If you look at the map of the proposed Western extension, it has two branches which join and split at City Thameslink station.

  • Charing Cross, Green Park and Victoria.
  • Holborn, Euston and St. Pancras

It should be noted that the two-platform terminal station at Lewisham currently handles upwards of 20 tph in the Peak.

This would mean that if both Western branches had a two-platform terminus, then there could be a theoretical total of forty tph through Bank station.

If Dear Old Vicky can manage thirty-six tph with ten year-old-trains and less automation, I wouldn’t be surprised to see the DLR manage the magic forty tph, with twenty tph on each branch.

Obviously, though there would be other considerations and capacity limits, but I can see a big increase in the numbers of passengers using the DLR.

I would expect that the improvement to the DLR access being added in the Bank Station Upgrade must have been designed to handle the highest number of DLR trains and passengers that anybody can practically envisage.

It should also be noted that the DLR station is below the Northern Line and the turnback siding, which is shown in the map of the lines, will be well out of the way of the new Northern Line and travelator tunnels.

The map of the Western DLR Western Extension,  also shows the extension going West away from the Northern Line tunnels. This would mean it would comfortably  pass underneath the new Southbound Northern Line tunnel.

It therefor looks to me, that the Bank Station Upgrade is very much preparing Bank station for the DLR Western Extension to be built.

So will the DLR Western Extension be constructed?

Why Is It Needed?

Various reasons Have been given.

Better Connection To The Docklands Light Railway for Commuters From The South

The DLR Western Extension will connect to commuter routes at the following stations.

  • Charing Cross
  • City Thameslink
  • Victoria

This should help commuters get to the City and the business areas of East London.

Another Direct Connection Between East London And West Central London

It will also help travellers get betweenEast London and West Cerntral London without changing or using the overcrowded Victoria Line.

A few points.

  1. c2c commuters would also be able to change at Limehouse station to trains going further than Bank station.
  2. It would help me get to places South of Crossrail and Victoria becomes much easier.
  3. Access to Thameslink from the East will be improved, if you’re not near a Crossrail station.
  4. New housing in the East will get the transport links it needs.

East London has a great need for the DLR Western Extension.

Increase The Number Of Trains Serving Bank Station

The Mayor wants to extend the DLR to Abbey Wood and Thamesmead in the South East.

This will mean that extra capacity is needed in the West to turn the trains.

The DLR Western Extension and the Bank Station Upgrade seems a pretty good way to obtain this much-needed capacity.

The People Mover Between High Speed One, High Speed Two, West Coast Main Line And The East Coast Main Line

Proposals exist for a high capacity people mover between High Speed One at St. Pancras and High Speed Two at Euston.

The DLR Western Extension will accept this challenge and do it superbly and could even have connections to the East Coast Main Line.

Take The Pressure Off The Northern Line

Consider.

  • The Northern Line connects Euston and Bank stations via Kings Cross St. Pancras.
  • The Northern Line is supposed to take ten minutes.
  • The route is overcrowded and it is impossible to get a seat, for most of the day.
  • When High Speed Two opens in 2026, more travellers will want to travel to and from the City.

The DLR Western Extension could give as many as twenty tph on the following route.

  • St. Pancras
  • Euston
  • Holborn
  • City Thameslink
  • Bank

With the new DLR trains and the full automation of the DLR, the route will certainly outperform the Northern Line and possibly a black cab, driven  by Lewis Hamilton.

Improve Capacity Between Victoria And The City

Just as the DLR Western Extension will improve the route between Euston and the City of London, the other branch will improve the route between Victoria and the City

I’ve taken a District Line train from .Whitechapel to Victoria station and there are better ways to enjoy yourself.

It’s The Poor People’s Crossrail 2

Crossrail 2 with its mega station at Euston/Kings Cross/St. Pancras will give North-East London much better access to National Rail services going North.

To get to any of these stations now, I have to take a bus to either Angel or Moorgate stations and then get a tube.

I used to be able to get a bus to Highbury & Islington station, but the Mayor from South London has halved the service, so I don’t bother to wait fifteen minutes for a bus and go via Angel.

If the DLR Western Extension were to be opened, I’d get an Overground train to Shadwell station and change to the required route.

Agility – The DLR Advantage

I must say something about the big advantage of the DLR.

The trains have the ability to twist, turn and climb gradients, that a conventional train would find impossible.

This means that the tracks can be threaded through places, where heavy rail just can’t go!

Tunnels

The DLR tunnels and platforms at Bank station are the deepest in London. This article in the Telegraph says this about the deepest station in Central London.

It is the DLR concourse at Bank, which is 41.4 metres below.

Crossrail’s depth by comparison is described in this page on the Crossrail web site like this.

A network of new rail tunnels have been built by eight giant tunnel boring machines, to carry Crossrail’s trains eastbound and westbound. Each tunnel is 21 kilometres/13 miles long, 6.2 metres in diameter and up to 40 metres below ground.

The DLR Western Extension tunnels would cross Crossrail close to Holborn station, so they would probably need to go below Crossrail at this point.

Designing the route of the tunnels is probably the easy part, as construction will be much harder and will take a lot of planning.

Consider, the places for construction sites, where a tunnel boring machine (TBM) could be inserted or the spoil could be taken out.

  • Bank, St. Pancras and Victoria stations are very crowded places, with most of the land already built on.
  • There are the Royal Parks and London’s leafy squares, on the route.
  • This article on IanVisits describes the railway sidings under Smithfield Meat Market, which could be somewhere to start digging. Could spoil be taken out at night by train on Thameslink?
  • As Holborn station is getting a second entrance, this could also be a key site in the construction of the tunnels.

The tunnellers might use the techniques employed in the Bank Station Upgrade, where the tunnel was dug without a TBM and spoil was taken out by truck. But the tunnels for the DLR Western Extension will be much larger.

Stations

It is worth looking at the stations on the route.

Charing Cross

Charing Cross station has been rebuilt in recent decades and still has the two former Jubilee Line platforms in working order, that might be able to be reused.

This map from carto.metro.free.fr shows the lines around Charing Cross station.

Note.

  1. The old Jubilee Line tunnels go through the platforms.
  2. They are long enough to hold two trains.
  3. The tunnels would have to be enlarged to fit the larger DLR trains.

As these platforms and tunnels were built to be extended on a route not unlike that of the DLR extension, I suspect TfL have ideas about how this station could be rebuilt to be part of the Western DLR extension.

City Thameslink

– City Thameslink station is a reasonably-modern, one-line double-ended step-free station.

The DLR Extension would cross the station at right-angles, deep below Thameslink.

Euston

Euston station is being rebuilt for HS2 and the Underground station will be extensively improved.

I would be very surprised, if the new station, has been designed without a feasible place for DLR platforms to be added.

Green Park

Green Park station has been updated several times and I suspect that TfL have ideas about how the station could be served by the extension.

Holborn

Holborn station is being extended with a new entrance. As with Euston, I suspect it has been designed with a feasible place for DLR platforms to be added.

This document on the TfL web site, gives more details of what is proposed at Holborn station.

I extracted this visualisation of the proposed station.

This map from carto.metro.free.fr shows the lines in the through and around the station.

.Note, Crossrail, which is shown by dotted lines passes to the North of the station.

This diagram from Crossrail shows a depth profile of the tunnels between Farringdon and Bond Street stations.

Note.

  1. The blue dot indicating the Piccadilly Line.
  2. The red dot indicating the Central Line

These two lines are close to Holborn station.

I would feel that the DLR Western Extension could be accommodated in the lower level of the updated station. If required, it could use the DLR’s agility to use a route, no normal railway could.

St. Pancras

St. Pancras station is virtually a new station, so at least, the surveys and drawings are up-to-date. This might make designing two platforms below the current complex a bit easier.

Although, actually building them might be more difficult.

Victoria

The Underground station has been substantially remodelled and rebuilding of the National Rail station is in the pipeline.

Plans are also being drawn up, as to how this station will connect to Crossrail 2.

Hopefully, they’ve taken the DLR Extension into account.

Should There Be Any Other Stations?

The DLR Western Extension must be built, so that if required, the two new branches can be extended.

Extending From St. Pancras

One article, I’ve read, says that this branch should be extended to Camden Town.

In Maiden Lane And York Road Stations, I suggested that it should be extended to these two former stations. I said this.

But why stop at S. Pancras? The DLR could be extended under Kings Cross station, stopping where required to finish at York Road station.

  • Only the building would be used.
  • There would be no connection to the Piccadilly Line.
  • The Docklands Light Railway tunnels would be several metres down to travel under buildings and the stations.
  • An underground passage could be built to a reopened Maiden Lane station.

A worthwhile use would have been found for an iconic building and Kings Cross Central would have much better public transport connections.

Given that over the next few years, there will be a large increase in capacity on the North London Line through Maiden Lane station, this could be a very important extension.

Extending further in the future from York Road would be enabled. Next stop Finsbury Park?

Or would it be better to create a connection to the Piccadilly Line at the combined York Road/Maiden Lane station complex?

Extending From Victoria

Obviously, if the Victoria Branch could be extended to Waterloo, this would be an ideal solution.

I would look at the possibility of having a very easy interchange between the Victoria Line and the DLR at Victoria.

Cross-platform interchange would probably be difficult, but if the DLR platforms were under those of the Victoria Line, I would feel a fast step-free interchange could be designed.

This would effectively mean that the Victoria Line would be a virtual extension to the Victoria Branch of the DLR Western Extension.

A Connection To Crossrail

Surely, the DLR Western Extension should connect to Crossrail. Especially, as it connects to Thameslink!

Conclusion

Build the DLR Western Extension!

Why?

  • It will add capacity between Euston and the City.
  • It will add capacity between Victoria and the City
  • It will unlock capacity at Bank and allow more services to the East.

It is the poor people’s Crossrail 2

It won’t be built though!

  • East London isn’t a priority and it’s where the scum and great unwashed live.
  • It doesn’t do much for South and West London, where important people live.
  • The North of England will object, as it’s another London project!

But I’m hoping that it will be built, as it will transform the lives of many who live in the East and/or rely on the DLR.

In 2010, I wrote Cinderella Will Take You to the Ball!, where I was looking forward to the Olympics.

After the Olympics, I was told by a Senior Manager of the DLR, whilst riding on a DLR train, that the system had performed magnificently at the Games and carried more passengers than everybody expected it would!

There certainly weren’t any complaints.

But I did find this article on Rail Magazine, which is entitled The Secret Of Serco’s Success.

This is the first two paragraphs.

In January 2013 Serco was awarded an 18-month contract extension to operate the Docklands Light Railway, one of the most reliable train services in the UK.

This extension (to September 2014) to the original seven-year franchise rewarded a remarkable performance in 2012, a performance that was also a principal reason for National Rail Awards judges awarding Serco Docklands the City & Metro Operator of the Year accolade.

So they got a Gold Medal too!

This is said about their performance during the year.

Almost 12 million passengers were carried during the entire Games period, and during the busiest times, passenger numbers reached more than double the normal level. Numbers peaked at around 500,000 passengers in a single day, over 125,000 more than DLR’s previous record. And yet, despite all that extra pressure, 2012 was DLR’s most reliable year ever.

Sexy the DLR is not, but like the character I name her after, this light railway, works incredibly hard and to a high standard!

It is a true heavyweight amongst urban transport systems.

Perhaps we should abandon Crossrail 2 and just extend the Docklands Light Railway?

 

 

December 2, 2018 Posted by | Transport | , , , , , , , , | 1 Comment

Has The Possibility Been Created For A Pedestrian Tunnel Between Bank And Moorgate Stations?

This visualisation shows the Bank Station Upgrade at Bank station, which is now underway to sort out the station’s problems of capacity and poor step-free access.

This is the bottom-left corner of the visualisation.

Notice that there are two fat tunnels running top to Bottom across the visualisation, which are the Central Line tunnels, with the Eastbound on the left and the Westbound on the right.

There are also four tunnels running left to right across the visualisation.

The top two, which are sticking out to the left of the Eastbound Central Line tunnel, are the current Northern Line running tunnels

  • The top one is the Northbound tunnel going to Moorgate station.
  • The other one is the current Southbound tunnel, which under the plans for Bank station will be closed to trains and used to improve passenger access to the Northbound platform. If you go to the Northern Line platforms, there are tell-tale blue hoardings, indicating where better access will be created.

These pictures show the current state of the current Southbound tunnel.

It looks like at least three sections of the wall between the two platforms will be removed.

The third tunnel, which is shown pink in the visualisations is the connecting tunnel between the Central Line and the new entrance to the station on Cannon Street.

Note the following.

  1. It has a travelator.
  2. it connects to a lobby, where there are triple escalators to the Central Line.
  3. It appears to come to a stop under the Eastbound Central Line platform.

What lies at the Northern end of this tunnel?

The fourth tunnel, which is the new Southbound running tunnel for the Northern Line, has been helpfully drawn with a rail track inside.

This is the top-right corner of the visualisation.

Note.

  1. There are three cross passages between the two running tunnels, just as there appears to be three blue hoardings in the existing Southbound running tunnel.
  2. The Northbound running tunnel now has a wide platform, which has been built inside the existing Southbound tunnel.
  3. The new Southbound running tunnel will be built with a wide platform.
  4. There are three escalators leading to the new Cannon Street entrance.
  5. There are three escalators leading down to the Docklands Light Railway (DLR) platforms

This map from carto.metro.free.fr, shows the layout of lines at Bank station and between Bank and Moorgate stations.

Note.

  1. The Central Line is shown in red.
  2. The Northern Line is shown in black.
  3. The DLR is shown in turquoise.
  4. The two Northern Line tracks cross to the North of Bank station.
  5. The lines at Moorgate station are shown at the top of the map.
  6. Crossrail is shown in violet.

The new Southbound tunnel will be created to the West of the DLR platforms.

This article on IanVisits is entitled Behind The Scenes At London Underground’s Bank Tube Station upgrade.

I suggest you read the article and I feel, you will get the impression the Bank Station Upgrade is a very difficult project, that is being achieved in an innovative manner by the contractors.

In one section, the article describes how they are actually building the new Southbound tunnel, through the piled foundations of existing buildings.

A Travelator Between Bank and Moorgate  Stations

I now feel I can answer the question in the title of this post.

The Route

If the route started at the Northern end of the long connection tunnel with the travelator at Bank station, a route could probably be found on the West side of the Northern Line to break-in to the basement of the Crossrail station at Moorgate station.

This image shows a cross-section through the Moorgate Crossrail station.

Note that under the escalators leading down from the Moorgate Ticket Hall to Crossrail, are a pair of circles.

  • These are the Northern Line running tunnels.
  • A travelator tunnel would be at this level but perhaps twenty or more metres to the West (left in the cross-section).

With modern design and construction techniques, I would expect that a connection could be made.

The Length

I estimate that the travelator would be between three and four hundred metres long.

As there are longer travelators either built or in planning in the world, I suspect, the length wouldn’t be a problem.

By comparison, these are example travelators in London.

  • Jubilee to Northern/Bakerloo Lines at Waterloo – 140 metres.
  • Sloping travelators to Waterloo and City Line at Bank – 76 metres
  • Proposed Central to Northern Lines at Bank – 94 metres

A travelator between Bank and Moorgate stations would probably be, the longest in London.

Building The Tunnel

If you read the IanVisits article, it details how the new Northern Line and travelator tunnels at Bank station were excavated.

I suspect similar techniques could be used to build the new tunnel.

The biggest problem would be removing the tunnel spoil and I suspect that if the tunnel were to be built, when a building on the route needed to be replaced, this would make construction a lot easier.

Why The Tunnel Should Be Built

The main argument for building the tunnel is that it would connect Bank station directly to Crossrail.

Why The Tunnel May Not Be Needed

There are various reasons, why the travelator may not be needed.

Pedestrianisation

The City of London is in favour of pedestrianisation and has already disclosed plans to make Bishopsgate, which is one of the most important North-South arteries through the Square Mile, much more pedestrian friendly.

I would expect more initiatives like this to follow.

So many travellers will use their feet on the surface, between Crossrail and Bank, when the two stations are completed.

Improved Northern Line Connections

The connections to the Northern Line will be improved at both Moorgate and Bank stations, when Crossrail and the Bank Station Upgrade are completed.

So those travellers needing or wishing to do a one-stop transfer, will find it easy.

Connectivity between Crossrail And The Central Line

Crossrail and the Central Line have good connectivity.

  • Stratford – A cross-platform interchange.
  • Liverpool Street – A step-free connection
  • Tottenham Court Road – A step-free connection
  • Bond Street – A step-free connection
  • Ealing Broadway – A step-free connection.

If travellers need Bank and they are coming from either direction on Crossrail, they can change at a convenient station.

Given that Bank station will have a large number of step-free entrances after the Bank Station Upgrade is completed, I suspect many Crossrail passengers will transfer to the Central Line to avoid the walk from Moorgate or Liverpool Street stations.

Conclusion

It may be feasible to build a trevelator between Bank and Moorgate stations, but developments already in hand, may give the project a very bad financial case.

 

December 1, 2018 Posted by | Transport | , , , , , , , , | 2 Comments

Pedestrian Tunnels In London’s Transport System

I take particular interest in pedestrian tunnels, as I believe properly designed tunnels can be a solution to improving access to stations.

This list will be extended as I photograph more.

Bank – Bank And Monument Escalator Connection

I still think of this tunnel, as an escalator connection, as that was how it was marked on the tube map in the 1950s.

It is two escalators down a walk between the Docklands Light Railway platforms and then two escalators up at the other end.

Verdict – The connection is being upgraded.

Bank- Central To Northern Interchange Tunnel

This is the shortest way from the Central Line to the Northern Line.

It does involve a descent of a circular staircase.

When the Bank station upgrade is complete this route will be replaced by an escalator connection between the two lines.

This visualisation shows the connecting escalators.

Note.

  1. The two wide highest level tunnels are the Central Line.
  2. The infamous curved Central Line platforms,create a large gap to mind.
  3. The two mid-level crossed tunnels are the existing Bank and Monument Escalator Connection and the Waterloo & City Tunnel.
  4. The four narrower lowest level tunnels are from bottom to top; the Southbound Northern Line, a new tunnel with a travelator; the old Southbound Northern Line tunnel and the Northbound Northern Line tunnel.
  5. The old Southbound Northern Line tunnel will become a passenger walkway.

Poking through all this spaghetti are the three escalators connecting the Central Line level with the Northern Line level.

Verdict – This connection will become much better.

Bank – Waterloo & City Inclined Travelator

The inclined travelators that link the Waterloo & City Line platforms and the main station entrances around Bank junction, are unique on the London Underground.

There are other travelators, but no others are inclined.

Verdict – I wonder why there are no others, as this pair seem to work very well.

Bank – Waterloo & City Tunnel

This tunnel connects the Waterloo & City Line platforms at Bank station to the central tunnel at Bank station.

Verdict – It is a linear oasis in an otherwise dingy and cramped station.

Bond Street – Northern Entrance Tunnel

This new tunnel connects the new Northern entrance at Bond Street station to the platforms.

Incidentally, I’d arrived at Bond Street station through the main entrance and it was an awfully overcrowded scrum. The Northern entrance was quiet, as the pictures show.

The entrance is steps or a lift between the street and its own gate line and then a well-lit wide passage to the escalators.

In future, it will link to a wide tunnel to the Western end of the Crossrail platforms at the station.

It is much better way to enter Bond Street station.

Verdict – London and other cities with underground railways, need more new station entrances like this.

Green Park – Interchange Tunnel

This tunnel connects the Jubilee, Piccadilly and Victoria Lines at Green Park station.

The opening dates of the three lines, through the station were.

  • Piccadilly Line – 1906 – Modernised in the 1930s with escalators.
  • Victoria Line – 1969
  • Jubilee Line – 1979

Since 1979 the station has been continually improved and is step-free.

This map from carto.metre.free.fr shows the lines at Green Park station.

Note that the Jubilee Line is below the other lines and when the extension was built, it was a radical change to what was originally planned. The lines to the right lead to Charing Cross station and those going South to Westminster station.

The interchange tunnel is long and usually very crowded. I had an incident recently, where I was walking slowly to the Victoria Line and a group of tourists all with four-wheeled cases, were nudging me to go faster. When we all got to the steps at the end, there was an enforced slow down.

Verdict – I avoid interchanging at Green Park like the plague.

Kings Cross – Eastern Tunnel

This tunnel runs which used to be part of the access to the old Kings Cross Thameslink station, runs from East of Kings Cross station and then has access to the main tunnel connecting the Northern, Piccadilly and Victoria Lines.

It has partial escalator access at the Eastern end, where the buses from Islington and the East stop outside the old station entrance. Although getting buses to the East mens crossing the busy Pentonville Road.

Verdict – Needs improvement

Kings Cross – Interchange Tunnel

This tunnel connects the Eastern Tunnel at Kings Cross to the escalators and lifts that lead to the Northern ticket hall Kings Cross St. Pancras tube station. On the way is connects to the Victoria, Piccadilly and Northern Lines.

It is a long walk, especially, if you have accessed it, as I often do, from the Eastern Tunnel which is convenient for buses from Islington and Dalston.

Verdict – Too long and boring

Kings Cross – St. Pancras Tunnel

This tunnel connects St. Pancras station to the Northern ticket hall at Kings Cross St. Pancras tube station.

It is a wide, comfortable tunnel with a double handrail down the middle.

Note that the middle picture shows the connection to the next tunnel.

Verdict – Useful and a better walk than the surface alternative in cold or wet weather.

Kings Cross – Pancras Square Tunnel

This tunnel connects St. Pancras Square to the underground tunnel, that links St. Pancras station to the Northern ticket hall of Kings Cross St. Pancras tube station.

It is a good example of how to create a tunnel.

It has up and down escalators at the St. Pancras Square entrance.

Verdict – Good design and a pleasant walk.

Knightsbridge – Northern Exit Tunnel

This tunnel at Knightsbridge station was built in 2010 to connect the new entrance on the North side of Knightsbridge.

It looks to me that Transport for London had to make do with less space than they needed.

Verdict – Rather narrow and utilitarian.

Paddington – Bakerloo Line Link

This project to create a pedestrian link between the Bakerloo Line and Crossrail at Paddington is currently being built.

  • It will be one hundred and thirty metres long.
  • It will be twenty-five metres below the Paddington station concourse.
  • The design uses a route to avoid existing station facilities.
  • The tunnel is being built without major disruption to Bakerloo Line passengers.
  • It will have lifts and escalators at both ends.
  • The tunnel will handle five thousand passengers per hour in the Peak.

In August 2016, I wrote Paddington Is Operational Again, which describes the tunnel in detail.

Verdict – I have a feeling that this could be one of the most impressive parts of Crossrail.

I can’t wait for this tunnel to open.

South Kensington – Exhibition Road Pedestrian Tunnel

The Exhibition Road Pedestrian Tunnel at South Kensington station is unique in London, as it was built in 1885 and it is Grade II Listed.

As the pictures show, it can get very busy.

Verdict – A Victorian idea, that hasn’t been copied much.

Tottenham Court Road – Interchange Tunnel

This tunnel connect the Central and Northern Lines at Tottenham Court Road station.

It is a bit lacking in colour to my liking. But at least there is some of Eduardo palotzi’s tiles at one end.

Verdict – Bland and too long.

Victoria – New Tunnels

Victoria station has had a new entrance at Cardinal Place and a lot of new tunnels to sort out the poor connectivity, added in the last couple of years.

As the pictures show, not all the tunnels are finished.

Verdict – Victoria is no longer a station yo avoid

Waterloo – Interchange Travelator

This map from carto.metro.free.fr shows the Underground lines at Waterloo station.

Note the large separation of the platforms of the Jubilee Line and those of the Bakerloo and Northern Lines.

The solution was to install a travelator, when the Jubilee Line Extension was built.

Although expense wasn’t spared on the project, I think we would give it a more decorative lining today.

Verdict – It works.

Whitechapel – Refurbished Overground Staircases

There are two staircases between the District/Hammersmith & City Lines and the East London Line, that are being refurbished for Crossrail.

It looks like the work is of a high quality and that the old rails have not been replaced.

Verdict – These were scruffy tunnels a couple of years ago.

Summing Up

Some tunnels are obviously better than others, but what surprised me, was how well the Exhibition Rpad Tunnel to the museums coped with large numbers of passengers.

Perhaps, the Victorians got it right, as some of the best tunnels in my examples are the wider ones.

Comparing the Northern Exit Tunnel at Knightsbridge with the Northern Entrance Tunnel at Bond Street, shows how a wide tunnel and entrance, built with a lift, is a much better solution, than a narrow tunnel and entrance, without a lift.

The only narrow tunnel, that seems to work well is the tunnel connecting the Waterloo & City Line to the main Bank station complex.

But this tunnel is well-lit and I suspect tends to have passengers going the same way most of the time.

It also appears that recent tunnels like those at Bond Street and Victoria, are much better than those built about ten years ago, like the tunnel at Knightsbridge.

The Future

After Crossrail, London has a number of large station projects in the pipeline, some of which will require new connecting tunnels for passengers.

  • The upgrading of Bank station is underway, where tunnels are being dug and escalators, travelators and lifts and being installed.
  • The upgrading of Knightsbridge station is underway, but this will be simpler and I don’t think the upgrade includes more tunnels.
  • The upgrading of Camden Town, Holborn and Walthamstow stations are in the planning stage. All will probably involve creating a new entrance connected to the existing platforms with lifts and escalators, but no long tunnels.
  • Oxford Circus station is likely to be the subject of a major upgrade.
  • Euston and Euston Square stations are being upgraded for the arrival of High Speed Two and there will be new tunnels to dig, between the two stations.

There are also possible new lines to consider, which may or may not be built.

  • Bakerloo Line Extension
  • Crossrail 2
  • Docklands Light Railway to Thamesmead
  • Docklands Light Railway to Euston, St. Pancras and Victoria.

All will be built with lots of entrances and exits, and interchanges with existing lines, so it is likely, there will be quite a few connecting tunnels.

Conclusion

I think that three tunnel projects will define a lot of the thinking about pedestrian access in the future.

  • The Northern Entrance Tunnel at Bond Street, which surfaces in a commercial development.
  • The Paddington Bakerloo Line Link, which appears to be setting new standards of design and construction.
  • The narrow well-lit tunnel at Bank.

Could we see lessons learned with these newly-built tunnels applied to projects like Oxford Circus and Euston stations?

 

 

November 23, 2018 Posted by | Transport | , , , , , , , , , , , , | 3 Comments

Photos From The Disused Tunnels Now Helping The Bank Tube Station Upgrade

The title of this post is the same as that of this informing article on Ian Visits.

The title probably, says it all and Ian describes how London always seem to have a spare tunnel, where it is needed.

April 24, 2018 Posted by | Transport | , , , | Leave a comment

Victorian Tunnelling Uncovered At Bank Station

I took these pictures on the Southbound platform of the Northern Line at Bank station.

They show the old Victorian lining to the tunnel.

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

Note.

  1.  The current two Northern Line tunnels are furthest away in the visualisation, with the Northbound one on the outside.
  2. The lines are aligned left sides together, which is opposite to normal British practice.
  3. The stairs that lead down from the passageways in the middle, where the tunnel size changes to accommodate the current platforms.

The plan looks to be as follows.

  • A new Southbound tunnel will be dug to by-pass the current station. This tunnel is shown in the foreground.
  • The current Southbound tunnel will be closed to trains.
  • Southbound trains will be diverted to the new tunnel and possibly pass through Bank station without stopping for some time.
  • The former Northern tunnel will be used to increase space for the Northbound platform.

Could the fitting out of all the tunnels in the middle be done last, with trains passing through on the outside?

A similar procedure was used at Angel, which explains the extra wide Southbound platform.

March 7, 2018 Posted by | Transport | , , , | Leave a comment

The Massive Bank Station Upgrade Is Running Behind Schedule And Over Budget

The title of this post, is the same as that of this article in City AM.

This is the first two paragraphs.

The hefty upgrade work on Bank station is set to be completed later than planned, and over budget, according to new papers from Transport for London (TfL).

TfL said in its recent investment programme report that final costs for the revamp at Bank are set to be £642m, £19m higher than the £623m originally forecast. That covers a capacity boost and systems integration upgrade at the station.

Other facts can be gleaned from the article.

  • Overall works will now finish in 2022 instead of the original date of late 2021.
  • £322m has been spent so far.
  • Opening of the new entrance to the Waterloo and City Line has been put back from January to March next year because of problems of obtaining fire doors with the correct specifications.
  • Problems have been found with digging the 00 metres of new tunnels.;

At least though, the contractors seem to be keeping all the lines open, as they carry out this most complex of projects in the heart of the City of London.

Once the station is completed, it will be interesting to see how many billions of pounds worth of office space are built on top of the new Underground complex.

 

December 8, 2017 Posted by | Transport | , , , , , , | Leave a comment

The Rebuilt Tunnel Under Bank Station

I never took the connection tunnel between the Waterloo and City Line or Drain platforms at Bank station to the escalators that eventually get you out into the air by Lombard Street, where I used to visit clients at a major clearing bank.

I doubt, it was as good as it is now!

I was travelling home from Waterloo using the Drain and once back on the surface, I just  crossed King William Street and got a 141 bus home.

It might be upwards of a hundred metres underground, but it’s light, airey and traffic-free.

We need more pedestrian tunnels like this under London.

Obviously, it wasn’t Rush Hour!

February 19, 2017 Posted by | Transport | , , , | 5 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.

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 | Transport | , , , , | 1 Comment

Do We Need More Angels?

Before my reader, thinks I’ve gone all religious, I’m talking about the Angel tube station.

The station was substantially rebuilt in the early 1990s and this is said in Wikipedia in a section about the rebuilding.

For years since its opening, the station regularly suffered from overcrowding and had a very narrow island platform (barely 12 feet (3.7 m) in width), which constituted a major safety issue and caused justified fear among passengers. Consequently, the station was comprehensively rebuilt in the early 1990s. A new section of tunnel was excavated for a new northbound platform, and the southbound platform was rebuilt to completely occupy the original 30-foot tunnel, leaving it wider than most deep-level platforms on the system. The lifts and the ground-level building were closed and a new station entrance was opened on 10 August 1992 around the corner in Islington High Street together with the northbound platform while the southbound platform opened on 17 September 1992. Because of the distance between the new entrance and the platforms, and their depth, two flights of escalators were required, aligned approximately at a right angle.

So that explains why the station is unusual and safe. Rather than unusual and scary!

This map from carto.metro.free.fr shows the layout of the tunnels through Angel station.

Angel Station

Angel Station

Note the dotted lines of the original tracks.

  • The track to the North (top) was the original Northbound track.
  • The Southbound track still has the same layout.
  • The original twelve-foot island wide platform has now been widened to create the platform labelled 2.
  • The platform labelled 1 and the track labelled 1992 is new work.
  • The other dotted line was a siding.

I suppose the only complaint, is that the new station is not step-free, but then the work pre-dated the time from when disabled-access became commonplace.

London Bridge station went through a similar process in the late 1990s.

This map from carto.metro.free.fr shows the track layout of the Northern and Jubilee Lines at the station.

London Bridge Tube Station

London Bridge Tube Station

The work that will be carried out at Bank station follows some of the things that were done over twenty years ago at Angel.

This map from carto.metro.free.fr shows the current layout at the station.

bank Tube Station

bank Tube Station

Note the following about the current layout and future developments.

  • Platforms 3 and 4 are the current Southbound and Northbound platforms respectively, with non-traditional on the right running.
  • A new single-track Southbound tunnel is being built to the West of the current one, to create a space between the lines.
  • The current platform 3 will become part of the passenger space as it has at Angel.
  • Platforms are being widened.
  • Better  step-free access is being created.
  • There will be escalators direct to the Central Line.
  • Oversite development is being added on the top of the new station entrance on Cannon Street.
  • In some ways too at Bank station, the precedents set by the new Walbrook Square entrance are also being followed.

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

I think more stations can be rebuilt along using similar techniques.

Clapham North and Clapham Common stations are the last two Northern Line platforms with an island platform in the tunnel and must be towards the top of any list. This map from carto.metro.free.fr shows their locations.

Clapham Stations

Clapham Stations

Note their closeness to Clapham High Street station, I am sure, that eventually a better solution to these two stations will come about because of property development in the area.

Euston station must be added, but this will probably be sorted with HS2 and the rebuilding above.

Camden Town station is planned for a major upgrade with property development on top.

Finsbury Park station is being improved, but given the station’s future importance, is what is planned enough?

And then there is always Highbury and Islington station, which is probably the worst station on the Victoria Line for platform access.

This map from carto.metro.free.fr shows the lines through the station.

Highbury And Islington Station

Highbury And Islington Station

Note the following about Highbury and Islington station.

  • The Overground has been sorted with step-free access.
  • The bridge outside the station, which was decidedly dodgy will be fixed soon.
  • Islington Council have ambitious plans for Highbury Corner.
  • The Northern City Line is being upgraded to a high frequency with new Class 717 trains.
  • The frequency on the North London Line is going to be increased a notch or so.
  • There will be more trains to the South on the East London Line.
  • The Victoria Line is going to get closer to forty trains per hour.

All of this adds up to a desperate need to rebuild the station with more escalators and lifts, probably on both sides of the Holloway Road.

There is a further unlikely possibility at Highbury and Islington station.

Note the Canonbury Crurve in the map, which lies on a single-track electrified line that links the North London Line to Finsbury Park on the East Coast Main Line, Thameslink and the Northern City Line.

If, as I suspect, that in a few years the Northern City Line is upgraded to a higher frequency, once the new Class 717 trains, there will be an even bigger need to sort out this station.

Note

September 10, 2016 Posted by | Transport | , , , , | Leave a comment