The Anonymous Widower

Design For Bank Tube Station Entrance For Approval

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

This is the introductory paragraph.

Design details for Bank tube station’s new Cannon Street entrance have been submitted to the City of London for planning approval.

Note.

  1. It certainly looks to be an entrance with a very high capacity.
  2. It looks like there will be a fully-accessible toilet inside the barriers, which many will welcome.

I would hope that approval will be quickly nodded through!

March 2, 2021 Posted by | Design, Transport | , , | 1 Comment

The Pedestrian Tunnels In Bank Station

Growing up in London in the 1950s, I was always intrigued by the escalator connection between Bank and Monument stations, shown on the tube map.

The connection opened in the 1930s, but I can’t remember using it until recently.

It is not shown on the latest map.

The combined Bank and Monument stations now have lots of tunnels and some will be affected by the works to extend the station.

Arriving On The DLR

These pictures show arriving on the DLR and taking the route up the escalator to the Central, Northern and Waterloo and City Lines.

Note.

  1. Once at the top of the escalator, the Central, Northern and Waterloo and City Lines are accessed by more tunnels.
  2. The tunnel, that used to run between the two platforms appears to be closed off at the moment.
  3. Could the Northern end be being turned into an information point?

Access To The Central Line

This visualisation shows the current and future access to the Central Line.

Note.

  1. The two fat curved grey tunnels on the left are the Central Line.
  2. The straighter one on the left is the Eastbound tunnel, with East at the top.
  3. The curved one is the Westbound tunnel.
  4. The tunnel facing us, between the Central Line tunnels is the triple escalator barrel from the entrance under Bank junction.
  5. Just visible underneath it is the spiral staircase that connects to the Northern Line.
  6. A new triple escalator will connect the Central Line platforms down to the main North-South travelator.
  7. Above the new escalators is the current connection between the Central Line platforms and the DLR.

These pictures show the connection between the Central and Northern Lines via the spiral staircase.

Note that once down the spiral staircase, the passage is level.

Northern Access To The Northern Line Platforms

Currently, there are two staircases down from the lobby, where both the previous routes end to the Northern Line platforms.

This visualisation shows the Northern ends of the current Northern Line platforms.

Note.

  1. North is to the left.
  2. The two tracks and the narrow island platform of the current Northern Line on the far side of the visualisation.
  3. The two staircases leading up from Northern Line to a lobby, where passengers can walk North to the Central Line.
  4. The double escalator barrel going down to the DLR.
  5. The three cross passages linking the DLR escalators to the lobby between the Central and Northern Lines.
  6. The most Southerly of these cross passages has a lift to the DLR.

These pictures show the two staircases leading up from the Northern Line platforms.

Other pictures show, top of the stairs, the lobby and the current state of the Southbound platform.

After completion of the upgrade, the following works will have been done.

  • The Southbound track will be filled in.
  • The Northbound platform will be extended over the former Southbound track and platform, to make a very wide platform.
  • The doors in the tunnel walls will become cross passages to the new Southbound platform about thirty metres to the West, the triple bank of escalators to the new Cannon Street entrance, escalators to the DLR and the travelator to the Central Line.

What will happen to the two short staircases?

At present they lead up to lobby with passages to the DLR and the Central and Waterloo & City Lines and the lifts.

  • It all depends on how much, they will be used with so many new routes in the station.
  • They could be refurbished, with perhaps one for up and one for down.
  • They could be shut off.

There certainly is space for wide staircases, leading down to the very wide single platform.

I think they should be kept to please the duckers-and-divers.

From The Northern Line Platforms To Monument Station

This is the original 1930s escalator connection between the Northern Line at Bank station and the District and Circle Lines at Monument station.

Note.

  1. Judging by the two sets of blue hoardings, there will be some extra passages connection to this route.
  2. The escalator is surprisingly long.

I do wonder, if this route might tend to be sidelined, as many passengers will find the new Cannon Street entrance quicker.

From Monument Station To The DLR

These pictures show going between Monument station And The DLR.

Note.

  1. Except at the DLR end, there is no blue hoardings hiding the construction work.
  2. The tunnel between the two platforms is blocked off.
  3. At the DLR rnd, both platforms can be accessed.

It strikes me that after the completion of the expansion of Bank station, this tunnel will be substantially the same.

 

February 23, 2021 Posted by | Transport | , , , , , | 1 Comment

Thoughts On The Closure Of The Northern Line At Bank To Complete The Upgrade To Bank Station

The Bank Station Upgrade is a major project that will increase the capacity of Bank station by forty percent.

This document on the Transport for London web site gives details of the project.

It was originally planned that sometime in late 2021, the Northern Line will be closed through Bank station.

The document says this.

We will need to close part of the Northern line Bank branch in 2021, between Kennington and Moorgate, to connect new and existing sections of tunnel safely. Trains will run less frequently on those sections of the Bank branch that are still open. Check back here for details.

This would mean that Bank, London Bridge, Borough and Elephant & Castle stations will be closed on the Northern Line.

To help passengers, TfL say, they will do the following.

  • Run 33% more trains on the Northern line Charing Cross branch
  • Review bus use and consider enhancing services where necessary
  • Investigate scope for passengers to use alternative National Rail services, such as Waterloo to London Bridge, and London Bridge to Cannon Street
  • Review available walking space on the Moorgate to London Bridge pedestrian corridor.

These are my thoughts.

The New Cannon Street Entrance To Bank Station

This visualisation shows the new Cannon Street entrance to Bank station.

Note.

  1. South is to the right and we’re looking from roughly the North-West.
  2. The existing twin bores of the Northern Line on the far side of the visualisation.
  3. The escalator connection to the District and Circle Lines at Monument station Starts at the Southern end of these two narrow platforms.
  4. The new single bore of the new Southbound tunnel on the near side of the visualisation.
  5. The triple escalators descending from the new Cannon Street entrance to one of the four cross-walks between the Northern Line platforms.
  6. The current Eastern ends of these cross-walks are shown in The Southbound Northern Line Platform At Bank Station.

But where is the Docklands Light Railway (DLR)?

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

Note.

  1. The two existing Northern Line Platforms 3 and 4 are shown in black.
  2. The Central Line is shown in red.
  3. The DLR is shown in turquoise and sneaks under the Northern Line into Platforms 9 and 10.
  4. Platforms 7 and 8 are the platforms of the Waterloo and City Line.
  5. It would appear that the escalator connection between Bank and Monument stations goes between the existing tracks of the Northern Line.

So where is the Docklands Light Railway?

  • As Platforms 3 and 9 appear to be close together with Platform 9, the deeper of the two, I suspect we can’t see  the Docklands Light Railway in the visualisation, as it is hidden behind and underneath everything else.
  • I also suspect that the triple escalators between the new Northern Line cross-walks descend in the space at the Southern ends of Platforms 9 and 10.

This is the Northern end of the visualisation I showed earlier

Note.

  1. North is to the left.
  2. The two tracks and the narrow island platform of the current Northern Line on the far side of the visualisation.
  3. The two staircases leading up from Northern Line to a lobby, where passengers can walk North to the Central Line.
  4. The double escalator barrel going down to the DLR.
  5. The travelator that will connect the Northern and Central Lines
  6. The three cross passages linking the DLR escalators to the lobby between the Central and Northern Lines.
  7. The most Southerly of these cross passages has a lift to the DLR.

The new Southbound platform of the Northern Line, would appear to be to the West of the Docklands Light Railway.

It appears to be a very tight fit.

These pictures show the current status of the new entrance.

There would appear to be still a lot to be done.

This TfL image shows how it will look in 2022.

Ducking And Diving

No-one ducks and dives like Londoners. So rest assured, that if someone needs to get from A to B and the obvious route is blocked, Londoners will always get through. And if all else fails, a black cab will find a way, usually driven by a Londoner or someone infected with the ducking and diving virus.

Crossrail

As ever Crossrail is the herd of elephants in the London railway system.

The Northern Line is possibly the most important North-South route across Central London with two branches through the centre; Bank and Charing Cross.

But Crossrail connects to these  North-South routes.

  • Lea Valley Lines at Stratford
  • East London Line at Whitechapel
  • Lea Valley and West Anglia Lines at Stratford
  • Northern Line Bank Branch at Moorgate/Liverpool Street
  • Northern and City Line at Moorgate/Liverpool Street
  • Thameslink at Farringdon
  • Northern Line Charing Cross Branch at Tottenham Court Road
  • Jubilee Line at Bond Street
  • Bakerloo Line at Paddington

Crossrail will give a lot of opportunities for ducking and diving.

Under original plans Crossrail was supposed to open in 2019, with the Bank station closure for the upgrade in 2021.

This phasing certainly seemed a good idea at the time.

  • Crossrail will be able to offer alternative routes during the closure.
  • If the Crossrail stations are substantially complete, they can release workers to finish Bank station.

I wonder, if it would be sensible to not upgrade the tracks through Bank station until Crossrail opens through Moorgate/Liverpool Street.

As I wrote in Your First Crossrail Service May Arrive In Time For Christmas, Crossrail could open this year.

So are we being prepared for the mother of all cunning plans?

  • Crossrail between Paddington and Abbey Wood opens before Christmas.
  • The closure of the Bank branch to allow the Bank station upgrade happens at a convenient time after the opening of Crossrail through Moorgate/Liverpool Street.
  • Moorgate continues to have a limited Northern Line service to the North.
  • Crossrail continues work on the other branches.

Note.

  1. There is a crossover to the North of Moorgate station, which might allow Moorgate to work as a two-platform terminal station handling up to 4 or 6 trains per hour (tph).
  2. If Crossrail is running at Moorgate, the station should be step-free to and from the deep-level platforms.
  3. Transport for London are looking at walking routes on the Moorgate and London Bridge route.
  4. During the closure of the Northern Line through Bank, passengers for the City will go to Moorgate and walk or perhaps take a bus.

It is my view, that Crossrail must be open, before the Northern Line through Bank station is closed to allow work to be completed.

A Demonstration of the Northern Line Capacity At Moorgate When Working As A Terminal Station

Yesterday, which was a Sunday, the Northern Line was closed between Moorgate and London Bridge stations.

  • After a walk, I returned home from Moorgate station via Angel station, where I got a 38 bus.
  • I was surprised to find that trains on the Northern Line were leaving Moorgate station for the North every four to five minutes.

This would seem to indicate that frequencies of between 12 and 15 tph are possible.

Current frequencies through Bank station are 24 tph in the Peak and 20 tph in the Off Peak, so it will be a substantial reduction. But it is better, than my original estimate earlier in this section.

33% More Trains on the Northern Line Charing Cross Branch

Currently, the Charing Cross branch has a capacity of twenty-four tph and handles the following services in the Peak.

  • 10 tph between Edgware and Kennington
  • 2 tph between Edgware and Morden
  • 10 tph between High Barnet and Kennington
  • 2 tph between High Barnet and Morden

And these services in the Off Peak.

  • 10 tph between Edgware and Kennington
  • 10 tph between High Barnet and Kennington

Note.

  1. Extra trains go between the two Northern branches and Morden via the Bank branch.
  2. Kennington and Morden can handle 28 tph and regularly does.
  3. The loop at Kennington turns twenty trains per hour in both the Peak and the Off Peak

If there is an increase of 33 % in the number of trains, this must mean that 32 tph will run through Charing Cross in the Peak and 28 tph in the Off Peak.

  • The signalling system on the Northern Line is the same as that on the Jubilee Line, where it handles 30 tph.
  • It also can handle up to 30 tph between Kennington and Morden on the Northern Line.
  • Perhaps it can be stretched to 32 tph through Charing Cross in the Peak.

If the Charing Cross branch can only be uprated to 30 tph, that is still an increase of 25 % in the number of trains.

The Kennington Loop

I mentioned the Kennington Loop and this beautiful old drawing shows its layout.

Note.

  1. South is at the top of the drawing.
  2. At present, as I said, the loop turns twenty tph all day.
  3. The extension to Battersea connects to the loop.

This map from carto.metro.free.fr shows a map of the loop.

Note.

  1. The Charing Cross branch goes to the North-West from Kennington.
  2. The Bank branch goes to the North-East from Kennington.
  3. ,The lines to Battersea are shown dotted.
  4. Trains using the extension to Battersea can only use the Charing Cross branch.

I don’t know, but I wouldn’t be surprised, if the line speed to and from Battersea, is faster than it is round the loop.

It’s just that the lines to Battersea are not such a sharp curve and they have been recently designed and built.

As the Modern branch can handle 30 tph, I wouldn’t be surprised to find that the Battersea extension has been designed to handle this frequency.

The Northern Line Extension To Battersea

This document on the Transport for London web site gives details of the Northern Line Extension To Battersea.

This paragraph introduces the project.

The Northern line extension (NLE) between Kennington and Battersea will help regenerate the Vauxhall, Nine Elms and Battersea areas by supporting new jobs and homes. The extension is scheduled to be completed in autumn 2021.

The opening of the extension could offer benefits to the existing Northern Line.

As I said in the previous section, twenty tph are turned at Kennington using the loop.

Will all these trains now use the new Battersea extension, when it opens?

  • The Battersea extension is fully double-track.
  • Battersea Power Station station has two platforms and a cross-over, so if Brixton and Walthamstow Central stations can handle in excess of 30 tph, I suspect London’s newest terminal station can too!

If the Battersea extension has a design capacity of 30 tph, it would certainly be able to handle 20 tph.

So I wouldn’t be surprised to see all trains that currently turn at Kennington will take the Battersea extension, when it opens.

There must surely be the interesting possibility of before the Battersea extension opens to passengers, using it to turn the trains that would otherwise use the loop at Kennington. It would certainly be a very thorough test, of track and signalling.

I am fairly certain, there would be advantages in having the Battersea extension open before the Bank branch is upgraded.

  • Running trains to Battersea could be more efficient than using the Kennington Loop.
  • Opening the Battersea extension would need the signalling at Kennington to be upgraded and fully tested, so any changes needed for increased frequencies on the Charing Cross branch could be performed at the same time.
  • All the residents of the new housing in Battersea. would have an Underground connection.

Opening the Battersea extension will change passenger patterns on the Northern Line and as the changes will be difficult to predict, it would surely be better to upgrade Bank station, after the opening of the Battersea extension.

Thameslink

Thameslink is not mentioned in any of the Transport for London documents, but surely it has a big part to play.

  • Thameslink serves a lot of stations in South and South East London and beyond, including Brighton, East Croydon, Orpington, Sevenoaks and Woolwich Arsenal.
  • Thameslink has an interchange with the Circle and District Lines at Blackfriars.
  • Thameslink has an interchange with the Metropolitan and Circle Lines at Farringdon.
  • Thameslink will have an interchange with Crossrail at Farringdon.
  • Blackfriars and City Thameslink stations have good walking routes along the River and to the City.

Thameslink should be appearing on the Tube Map any time soon.

Waterloo And City Line

I am missing the Drain, as it is the easiest way for people in the area, where I live to get to Waterloo station.

I just take a bus to Bank and then walk underground to London’s shortest Underground line.

According to this article on London SE1, it is closed because of the covids, but should reopen in April 2021.

Surely, Transport for London could reopen the line, if they vaccinated all the drivers.

As the Waterloo and City Line has an independent new entrance on Wallbrook, there should be no reason, why it couldn’t reopen before the Northern Line through bank is upgraded.

The Central Line At Bank Station

Nothing has been said, about whether the Central Line will be closed through Bank station, during the upgrade.

I don’t think it will be continuously closed, although access to some parts may be restricted.

There could be partial closures at weekends or in the evenings.

So for commuters and other must-travellers, I suspect the Central Line will get through.

The Circle And District Lines At Monument Station

My thoughts about the Circle and District Line would be similar to the Central Line.

But these lines with their connections at Westminster, Blackfriars, Cannon Street, Tower Hill and Whitechapel could prove important during the works.

The Docklands Light Railway At Bank Station

Again my thoughts about the Docklands Light Railway would be similar to the Central Line.

But there is a lot of work going on to improve access to the Docklands Light Railway, and this could result in a closure to allow completion.

Review Bus Use

When I come into London Bridge station, I usually go to the bus station and get a bus, which stops within fifty metres of my front door. Going to London Bridge isn’t as convenient and I take a variety of routes.

But the corridor between London Bridge and Old Street via Bank and Moorgate has three bus routes; 21, 43 and 141, the last two of which terminate in the bus station at London Bridge. I suspect that the frequency of the last two buses could be increased, if they had a few more buses and drivers, and turned them faster at London Bridge.

I also feel there is scope to run a shuttle between Finsbury Square and London Bridge station.

  • It would loop round Finsbury Square at the Northern end.
  • It would loop through London Bridge station, as the 43 and 141 buses currently do.
  • They would serve Moorgate and Bank.
  • As it will be running through a busy part of the City with lots of pedestrians, these buses should be either battery or hydrogen.
  • But as they should be high-capacity double-deckers, battery probably wouldn’t have enough power.

What better way would there be, to showcase London’s new hydrogen buses?

And I’m sure Jo Bamford, would make sure that London had enough new Wrightbus hydrogen buses  to provide the service.

National Rail Between Charing Cross/Waterloo And London Bridge

I am probably not alone in using this route in preference to the Jubilee Line to travel between Westminster and London Bridge, as where there is an alternative to the deep-level Underground, I will often use it.

In my case coming home from Waterloo, I’ll often hop to London Bridge on National Rail and then get a 141 bus home.

This is classic ducking and diving on my part.

I’m sure others will do the same during the Bank branch closure.

I would also hope, that season tickets would allow passengers to swap terminals without too much trouble and any expense.

National Rail Between Cannon Street And London Bridge

Using Cannon Street instead of London Bridge could be an relatively easy alternative for many passengers.

  • It connects to the Circle and District Lines.
  • There are East-West buses outside the station.

This Google Map shows the location of the station.

There are a number of useful walking routes from the station, which is towards the bottom of the image slightly towards the right.

  • Bank station is about 300 metres and six minutes away.
  • The North-South buses between Moorgate and London Bridge on King William Street are 200 metres and three minutes away.
  • St. Paul’s is a bit further but it does have the Central Line and lots of buses including the 76 to Moorgate and Old Street stations.

At seventy-three, I can still walk between Cannon Street and Moorgate stations in 15 minutes.

Walking Between London Bridge and Moorgate

Transport for London have said they will review this,

It is not a difficult walk and it has improved since traffic was reduced at Bank.

Conclusion

As originally planned, the timings of the various projects were such that these projects would be more of less completed before the upgrade of the tracks at Bank station was to be performed.

  • Crossrail
  • The Northern Line Extension to Battersea.
  • The new Wallbrook entrance to Bank station.

But no-one had foreseen Covid-19.

So I would plan the date of the Northern Line closure with the utmost care.

February 8, 2021 Posted by | Health, Transport | , , , , , , , , , , , , , , , , , | 6 Comments

Walking Between Cannon Street And Moorgate Stations

I took these pictures as I walked between Cannon Street And Moorgate stations.

Note.

  1. It was a Sunday, so there wasn’t much traffic about.
  2. The bus stop on King William Street is served by buses 21, 43 and 141. wjich all go to Moorgate and Old Street stations.

I needed to find out how long it took for this other post, called Thoughts On The Closure Of The Northern Line At Bank To Complete The Upgrade To Bank Station.

Timings were as follows.

  • Cannon Street Station to the Northbound bus stop on King William Street – 3 minutes
  • Cannon Street Station to Bank Junction – 6 minutes
  • Cannon Street Station to Moorgate Station – 15 minutes

How much faster would I be in better weather?

February 8, 2021 Posted by | Transport | , , , , , | 1 Comment

The Southbound Northern Line Platform At Bank Station

These pictures show the Southbound platform of the Northern Line at Bank station.

Can there be a Metro, U-bahn, Underground or subway platform anywhere with such bad design and worse decor?

  • There are no tiles or cladding on the walls.
  • You can see all the cast iron linings dating from the nineteenth century.
  • How do people get across the tracks to the passages in the wall?
  • But above all there are no adverts.

The state of this tunnel only tells a one-sided story.

Some metres to the West of the existing tunnel a new larger Southbound tunnel has been dug.

This map from Transport for London, shows the route of the new tunnell.

Note.

  1. The continuous black line of the existing Northbound line.
  2. The dotted black line of the new Southbound line.

This sentence from this article on IanVisits, which is entitled Bank Tube Station Upgrade Reaches Tunnelling Milestone, explains how the new tunnels were built.

Part of the tunnelling work saw the project team cut through deep-level piled foundations of one building, which required careful excavation and the installation of a new load-support system to support the existing foundations while still allowing a tunnel to pass through them.

According to Ian, 1300 metres of new tunnels have been constructed. All have been dug by fairly traditional methods, uding men, shovels and small diggers and other machines.

The space between the two running tunnels will become a wide concourse. This picture taken at Angel station, shows a wide platform that could be delivered at Bank station.

The old Southbound tunnel will be filled in to form the concourse. Those curious doors will become through passages to the escalators, lifts and the other platform.

 

February 4, 2021 Posted by | Transport | , , , | 4 Comments

Tunnelling Complete At Bank Tube Station

The title of this post, is the same as that of this article on Infrastructure Intelligence.

This is the opening paragraph.

Tunnelling work at the project to modernise and expand Bank Underground station in London has been completed, marking a major milestone in the project. The tunnelling, which forms part of the programme to expand the size of the station by 40%, has seen more than 1.3km of tunnels constructed since May 2017.

I use Bank station regularly and it has been fully-functional during the tunnelling.

Hopefully, it will only in 2022.

October 29, 2020 Posted by | Transport | , | Leave a comment

Plans To Pedestrianise Bank Junction In The City Of London

The title of this post is the same as this article on IanVisits.

Bank Junction is the heart of the City and to pedestrianise it and just allow cyclists and buses could create a central focus for the City, where people will meet just as they do at other important squares like Trafalgar and others all over the world.

In a couple of years time,  Bank Underground station will be an extremely well-connected step-free station, with even more entrances.

Taken with the pedestrianisation of the junction, the two projects will transform access to the City of London.

Further pedestrianisation in the area is also on the cards, which will make things even better.

February 7, 2019 Posted by | Transport | , | Leave a comment

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 | , , , , , , , , | 4 Comments

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 | , , , , , , , , , | 3 Comments