The Anonymous Widower

Could London Introduce Lifts With Inbuilt Ticketing?

Use the Underground or the trains in London and you have to have to touch in and out with your contactless ticket, Oyster card, smart phone or Freedom Pass.

Suppose you want to put lifts into a station, where putting the lift inside the ticket barriers would be difficult, but perhaps putting it outside on the street would be easy.

This technique has been used at Bank station to provide step-free access to the Docklands Light Railway.

When I called the lift to enter the station, the lift was sent by an operator in the Control Room.

So why not combine an outside lift with the ticketing?

Perhaps to call the lift, you need to touch in or out?

 

November 10, 2017 Posted by | Travel | , , , | 2 Comments

Bank Junction Goes Buses And Cyclists Only

On Monday, the 22nd of June 2017, the City of London brought in an order making the busy Bank Junction buses and cyclists only between seven in the morning and seven in the evening from Monday to Friday.

I took these pictures soon after ten in the morning.

The first few pictures were taken from the top of a Routemaster bus on Route 21, as it travelled from where I live across the city to London Bridge station.

Note.

  • Most drivers seemed to be avoiding the area.
  • The City of London Police were telling drivers, but didn’t appear to be ticketing anybody.
  • Much of the congestion seemed to be caused by half-empty polluting Tour Buses.
  • One pedestrian was moaning that he couldn’t use his car to get around the City.

Overall, it appeared to be a calm start.

The Upgrade Of Bank Station

I have only shown the area on the surface, but under the ground around Bank Junction, a massive construction project is starting in the City of London’s twin goals of more and better office accomodation and transport links.

Bank station is getting a major upgrade, which will include.

  • In The New Tunnel Under Bank Station, I wrote about an upgraded pedestrian tunnel that crosses the area.
  • In Between Bank And Cannon Street Station, I wrote about how Bloomberg are helping develop a new step-free entrance to the Waterloo and City Line and Bank station, which will open by early 2018.
  • A new Northern Line tunnel to create more space on the platforms and increase frequency on the line.
  • The station weill receive a forty percent increase in capacity.
  • Full step-free access with thirteen new escalators and three new lifts.
  • A new entrance to Bank station opposite Cannon Street station.
  • Two North-South moving walkways.
  • Some of the £600million project cost will be funded by oversite office development.
  • Hopefully, much of the work will be finished by 2021.

There’s more in this article in the Guardian, which is entitled Bank station upgrades point to London’s bigger, busier future.

Bank Station And Crossrail

You may wonder, why if Bank station is so important, that Crossrail doesn’t call and Crossrail 2 won’t either.

It may not, but the Central Line will have good connections to Crossrail at Stratford, Liverpool Street, Tottenham Court Road and Bond Street stations.

So passengers for Bethnal Green, Bank, St. Paul’s, Chancery Lane and Holborn will change from Crossrail to the Cwntral Line at a convenient station.

In addition, Crossrail will feed passengers into loops in the District, Hammersmith and City and Jubilee Lines.

Travellers will pay their money and take their choice.

Other Developments At Bank

I wouldn’t be surprised to see more pedestrian routes linking the City stations of Bank, Cannon Street, Fenchurch Street, Liverpool Street and Moorgate; both on the surface and possibly underground.

I would also make sure that all buses in the centre of London are low-emission vehicles. That certainly doesn’t apply to those polluting and jam-creating Tour Buses and tourist coaches.

 

May 25, 2017 Posted by | Travel | , , , , , , , , , | Leave a comment

The New 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 | Travel | , , | 2 Comments

Bank Junction

These pictures show Bank Junction, at around mid-day.

Would banning of all vehicles except buses and cycles work?

The taxi-drivers think not! Thyey’ve been protesting all wek!

 

January 19, 2017 Posted by | World | , | 1 Comment

Taxis And Bank Junction

The City pf London is proposing to make Bank Junction accessible to only buses and cyclists.

On a personal note, I’m in favour, as my normal route to and from the area of Bank station is to take a 21 or 141 bus. I also use the 141 bus to get to and from London Bridge station, as the terminal stop is on the staion forecourt. They are extremely convenient buses for me as the Northbound stop is perhaps fifty metres from my house over a zebra crossing. Going South, the walk is a little further, but it is no more than a hundred and fifty metres.

However, not everyone is in favour of restricting traffic at Bank Junction.

This article in the Standard is entitled Cycling campaign groups slam black cab protest over traffic ban at Bank station.

This is said.

Cycling campaign groups have slammed a taxi protest over plans to close Bank junction off to most traffic, saying drivers are supporting “the right to poison Londoners”.

Black Cab drivers brought traffic to a standstill on Monday evening as they protested plans to close off the notorious junction to all traffic apart from bikes and buses.

Union members have argued that the proposals to only allow cyclists and buses at the junction are an example of TfL dodging the problem of congestion.

So it would be cyclists on one side and black cabs on the other.

The RMT union blames Uber on their web site.

This is said in the article.

The union claims the congestion is caused by Uber cars which, in turn, leave people turning to cycling out of “desperation”.

RMT General Secretary, Mick Cash, said: “The decision to close Bank Junction to traffic is a comically inept one, made exceptionally bitter as the Mayor promised greater access to road space for black cabs.”

As I said earlier, all I want is this vital junction to run smoothly for buses.

I don’t use a taxi very often, except on say a busy, wet day to bring my shopping home, as the rank is outside Marks and Spencer, Waitrose and Sainsburys. How convenient is that?

The taxi drivers are not happy, but then London’s black cab drivers have rarely been happy in the years I’ve used them, since the 1960s.

  • Getting to my house has  caused a new moan, which is caused by the work that I wrote about in Why I’m In Favour Of Cycling Superhighways.
  • Cyclists are always good for a moan.
  • But their biggest ire is usually reserved for Uber and their lack of regulation.

Surprisingly, I’ve had no moans about moving to low-emission or electric vehicles.

So how do I think the situation will improve in the next few years?

Crossrail

Crossrail doesn’t serve Bank Junction directly, but I will be surprised if the massive double-ended Crossrail station at Liverpool Street and Moorgate, doesn’t attract a lot of passengers travelling to and from the City of London.

Bank Station Upgrade

Under Future Developments, Wikipedia says this.

  • A new entrance on Walbrook, near Cannon Street station, will provide new escalators and lifts to the Waterloo and City line platforms.
  • TfL is also consulting on retunnelling and widening the Northern line platforms.
  • Adding lifts and new entrances on King William Street and Cannon Street.
  • A new tunnel could be built to relocate the southbound Northern line platform.

The work could be completed by 2021 and will boost capacity by 40%, with 12 new escalators and 3 new lifts.

A well-designed Bank Underground station must relieve surface traffic of all types in the area.

Waterloo And City Line

When the new entry at Wallbrook to the Waterloo and City Line,  opens hopefully in late 2017, it will dramatically improve the usefulness of the Waterloo and City Line.

But improvements are also needed at the Waterloo end of the line.

  • Better connections to the new platforms 20-24 at Waterloo will be needed. Are they being provided in the current works.
  • Better connection to Waterloo East station, so passengers can get access to Charing Cross services.
  • Direct access to the street.
  • Step-free access.

The line should at least run seven days a week, if not all the time under automatic control.

It could be a much more important line in London’s transport system.

It could even be renamed the City and South Bank Line.

The Northern City Line

The Northern City Line is London’s forgotten suburban line, as it terminates in a two-platform station under Moorgate station.

One of Crossrail’s collateral improvements will be to give the Northern City Line excellent connections to the following.

  • Crossrail
  • Liverpool Street station
  • Central Line

The deep and dingy station will also have much better connection to the various walking routes in the area.

But connectivity would be nothing without trains and the Northern City Line is getting new Class 717 trains, which could run at up to twelve trains per hour all day.

The original plans for the Northern City Line envisaged the line running to Lothbury station, which would be just to the North of the Bank of England.

If this extension had been built, it would have surely proved to have been a valuable part of London’s railways. But it wasn’t and probably to build it now would be too expensive and impossible.

Walking Routes

The actual City of London is compact and this Google Map shows the Northern part of the City between Bank, Moorgate and Liverpool Street stations.

lothbury

Note.

  • How one of the three main stations is within reach of much of the area.
  • I would reckon that the three stations are about eight hundred metres apart.

If you don’t fancy walking, there are bus routes between the stations and the Central and Northern Lines also provide connections.

Uber

Uber is the fox in the hen coup.

It is disruptive technology and I don’t like it for various reasons.

  • I like to pick up my cab from a rank or by hailing it on the street.
  • I feel that apps with credit card details in them will be the next big fraud opportunity.
  • I like a properly trained and regulated driver, who understands the intricacies of London’s streets.

I took an Uber cab once from Walthamstow to home and the driver came from West London and managed to get lost twice. As I wasn’t paying, I didn’t bother.

I can’t help feeling that Uber is very inefficient for the driver and only works if they have a monopoly of taxis on the streets.

Conclusion

I have given alternatives to the use of taxis around Bank Junction.

Taxi drivers will protest, but that area is one, where for most people, public transport will increasingly be the best way to travel.

 

 

January 18, 2017 Posted by | Travel | , , , , , | 1 Comment

Improving Services To Cannon Street And Charing Cross Stations

Platform Changes At London Bridge Station

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

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

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

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

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

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

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

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

Other factors help capacity in the area include.

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

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

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

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

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

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

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

Services To Charing Cross

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Services To Cannon Street

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

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

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

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

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

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

There are more observations in Improvements At Bank Station.

Interchange At London Bridge Station

Effectively, London Bridge station has four sets of services.

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

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

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

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

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

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

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

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

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

The Southeastern Metro

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

Southeastern Metro

Southeastern Metro

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

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

It also connects to the following other lines.

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

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

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

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

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

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

These are some Off Peak service levels.

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

Also consider.

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

I think that TfL could have lots of fun!

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

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

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

Effects On The Jubilee Line

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

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

Heavy rail – 14 tph x 12 cars = 168

Jubilee Line – 36 tph x 7 cars = 252

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

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

Consider.

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

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

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

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

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

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

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

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

It would give some advantages.

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

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

Consequences For Southern Crossrail

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

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

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

Conclusion

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

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

 

 

 

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

Improvements At Bank Station

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

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

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

Bank Tube Station Layout

Bank Tube Station Layout

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

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

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

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.

Bank Tube Station Layout

Bank Tube Station Layout

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 | Travel | , , , | Leave a comment

The Walbrook Entrance To Bank Station

This press release from TfL is entitled BANK STATION: WORK STARTS ON A NEW ENTRANCE.

It describes how work has started to fit out the new Walbrook entrance, which will give step-free accress  to the Waterloo and City Line.

So I went to have a look.

I didn’t see an obvious entrance, but is it actually on the north-west corner where Walbrook joins Cannon Street.

This Google Map shows the area.

The New Walbrook Square Entrance At Bank Station

The New Walbrook Square Entrance At Bank Station

Cannon Street station is the brown and white roofed building at the bottom, which is south-east of the junction of Walbrook and Cannon Street. The big bare site on the opposite quadrant of the junction, now contains Walbrook Square, with the station entrance to be built on or close to the junction on the Walbrook side of the building.

Note the three other main entrances to Bank station.

  • The roundel at the top in the middle is main entrance under the major road junction called Bank.
  • The roundel at the bottom-right indicates the Monument entrance.
  • The McDonald’s on Cannon Street will be replaced by the new Cannon Street entrance.

The station certainly has the area covered, when you add in all the smaller entrances.

I returned a few days later on a Sunday in the sun. This picture from the hoardings outside the construction side, shows the corner of the building opposite Cannon Street station.

The Walbrook Entrance To Bank Station

The Walbrook Entrance To Bank Station

That looks like a square with a cafe to me.

I assume the Walbrook entrance to Bank station is somewhere behind.

 

January 7, 2016 Posted by | Travel | , | 1 Comment

The Connection Between Northern And Circle/District Lines At Bank Station

I’ve done this interchange at Bank station a few times but not that I remember it. These pictures show my route as I walked from a southbound Northern Line train to the Circle/District Lines, where I went one stop to Cannon Street station.

The Northern Line is unusual in Bank station, in that the southbound track is on the right hand side of the two lines, whereas normally in the UK, they follow the same rules as the roads.

I walked down the platform, took the exit at the far end and then used the escalators to get to the passageway leading to the Circle/District Line platforms.

When the station is upgraded with a new Cannon Street entrance, a new southbound tunnel will be bored several metres to the west and the space between the two tunnels will become a generous circulation space, with four cross tunnels linking the two Northern Line platforms, which hopefully will be wider than the current narrow ones.

Connections to and from the circulation space will be as follows.

  • A set of three escalators will ascend to the new entrance. They are actually two sets vertically, with a landing to turn everthing the right way.
  • Two travalators will connect to the Central Line platforms to the North.
  • Another set of three escalators will descend to the DLR platforms some ten metres below.
  • Two lifts will connect to the new entrance above and the DLR platforms below.
  • The two escalators and their connection to the Circle/District Lines will be opened out and upgraded.

I’m not sure how this space connects to the Waterloo and City Line, but I’m sure that the architects have a solution.

But I do think, it’s rather a neat solution to convecting all the lines together, as the amount of walking that passengers will do compared to the current station will be greatly reduced.

I also think, it’s going to be a straightforward station to build, in that you can leave the current platforms to handle the trains until you’ve dug most of the station tunnel for the new southbound line, completing as much of the entrance as you want above the working Northern Line and DLR. Once the Northern Line is closed, the circulation space with all its lifts, escalators and travalators is put together.

I think a lot of the work will be done from the top in a big hole, lifting everything in, by the use of large cranes.

Will much of the mechanical infrastructure be put together in a nice, warm, dry factory?

January 7, 2016 Posted by | Travel | , , , , | Leave a comment