The Anonymous Widower

Down Into The Depths At Moorgate Station

This visualisation shows Moorgate station and mas of tunnels that will connect Crossrail to The Northern Line, the sub-surface lines and the Northern City Line.

Note.

  1. The Circle, Hammersmith and City and Metropolitan Lines are shown in yellow.
  2. The Northern City Line is shown in purple.
  3. The Northern Line is shown in black and the two platforms are underneath the two platforms of the Northern City Line
  4. Older parts of the existing station are shown in white.
  5. New Crossrail infrastructure is shown in green.

There is a new pedestrian tunnel that links the far ends of the Northern and Northern City Lines to the main Crossrail station.

The tunnel is in the top left of image and has a right-angle bend in the middle.

This picture shows the lift between the Northern Line platforms and the tunnel.

Note.

  1. It is a standard Transport for London lift lobby.
  2. There is signage for the Circle, Hammersmith and City and Metropolitan Lines and the Elizabeth Line above the lift doors.
  3. The lift appears to be showing floor -8, which is the floor where the lift is currently parked.

I know Moorgate station is deep, but are there eight underground levels?

  • The escalator to the Northern City Line is probably about three floors and it starts in the current original booking hall, which is one floor  below street level.
  • So that would make the Northern City Line at level -4.
  • As the Northern Line is one level below the Northern City Line, it must be at level -5.

This picture shows the stairs that go between the Northern Line and the pedestrian tunnel to Crossrail.

It really is a long way down.

For those, who can use escalators, there is still the rat-up-the-drainpipe route I described in Up From The Depths At Moorgate Station.

July 16, 2021 Posted by | Transport | , | 2 Comments

Crossrail’s New Opening Plan

This article on the excellent and well-informed IanVisits is entitled Crossrail Changes Its Staged Opening Plans.

Ian states that Crossrail will be split into two routes.

  • Shenfield and Paddington
  • Abbey Wood and Heathrow/Reading

Frequencies will be reduced, but Ian states there could be two positive benefits.

  • Abbey Wood and Paddington could open earlier in 2022.
  • The full integrated service could be brought forward six months.

Why is this possible?

These are my thoughts.

The Covid-19 Pandemic

The current TfL Rail service between Shenfield and Liverpool Street stations coped well before the pandemic  and now with reduced passenger numbers it is able to handle current passenger loads without a problem.

I have used Crossrail from Paddington to Heathrow and Reading during the pandemic and Crossrail’s nine-car trains are handling passenger numbers with ease.

It would appear to me, that by using two platforms at Liverpool Street and Paddington stations, the benefits of Crossrail have been delivered to the East and West of the massive Greater London conurbation.

Stratford Station

Stratford station is more or less complete with respect to Crossrail.

  • It can handle ten-car trains, if they run in the future.
  • The two dedicated platforms for Crossrail, can probably handle the maximum frequency of trains, the line will ever carry.

But Stratford’s biggest advantage is the connections to the Central and Jubilee Lines, and the North London Line of the London Overground, which between them give access to most of Central and North London.

Ealing Broadway Station

A few weeks ago, a fully step-free Ealing Broadway station opened, as I wrote about in Ealing Broadway Station – 31st May 2021.

As with Stratford station, Ealing Broadway station is ready for any future Crossrail service.

It also has connections to the Central and District Lines to give access to most of Central London.

Can The Underground Cope In Central London?

All Lines except the Northern and Piccadilly Lines have seen improvement to signalling and/or trains in recent years and in my meandering around London, they seem to be coping well with the current passenger levels.

Liverpool Street Station

I use Liverpool Street station regularly and changes are happening at the station.

  • Platforms have been lengthened so that ten-car Crossrail trains can be handled.
  • The main entrance to the Underground was updated a few years ago and has a very wide gateline.
  • A wider gateline is being installed for Crossrail and other suburban services on the East side of Liverpool Street station.
  • A new entrance to Crossrail has been completed in front of Broadgate and appears ready to open, as I observed in Crossrail’s First Inclined Lift Is Now Available To View!.

A second high capacity step-free entrance has opened on Moorgate. When Crossrail opens through Liverpool Street station opens it will enable the following.

Passengers will be able to walk underground between Liverpool Street and Moorgate, with a substantial section of the route up and down escalators. I described the route in detail in London’s First Underground Roller Coaster.

The Crossrail entrance inside the Underground station at Liverpool Street station is now visible.

Note.

  1. Crossrail is behind the two pairs of massive stainless-steel doors.
  2. Peeping through the window, construction appeared to be almost at completion.
  3. If you turn right here, you take the escalator down to the Central Line.

Eventually, Liverpool Street and Moorgate stations could even be considered a single station with a massive escalator connection between the two original stations.

Liverpool Street And Stratford Stations Together Give Crossrail A Comprehensive Under/Overground Connection

These Under/Overground lines connect to either or both stations.

  • Central Line – Connects to both stations, but at Stratford it’s a cross-platform interchange with Crossrail. Ideal for Oxford Street, the City of London and St. Paul’s.
  • Circle Line – Connects to Liverpool Street. Ideal for Euston, Kings Cross, Paddington, St. Pancras, Victoria and large parts of South Central and West London.
  • Hammersmith And City Line – Connects to Liverpool Street. Ideal for Euston, Kings Cross, Paddington, St. Pancras and large parts of West London.
  • Jubilee Line – Connects to Stratford. Ideal for Bond Street, Canary Wharf, London Bridge, Waterloo and Westminster.
  • Lea Valley Lines – These Overground Lines connect to Liverpool Street. Ideal for Enfield, Hackney, Haringey, Waltham Forest and North East London and South East Hertfordshire.
  • Metropolitan Line – Connects to Liverpool Street. Ideal for Euston, Kings Cross, Paddington and St. Pancras, Wembley Stadium and North-West London.
  • North London Line – This Overground Line connects to Stratford. Ideal for Acton, Brent, Dalston, Hackney, Hampstead and a large proportion of North and West London.

Liverpool Street and Stratford certainly have comprehensive connections to the Underground and Overground.

Liverpool Street And Shenfield Is Signalled With TPWS

TPWS is the only signalling system used on the section of Crossrail between Liverpool Street And Shenfield stations.

It offers these benefits, as opposed to the ETCS used in Crossrail’s core tunnel.

  • It eased the replacement of the original Class 315 trains with new Class 345 trains.
  • It allows Crossrail’s trains to share tracks with other trains not fitted with ETCS.
  • Drivers only have to handle one signalling system on the route.

The single signalling system must make commissioning and operating the service between Liverpool Street And Shenfield stations easier.

Liverpool Street Station Gives Crossrail Flexibility In The East

The distance between the two current Crossrail platforms at Liverpool Street station and the steel doors will probably be no more than a couple of minutes walk with just a couple of steps down into the Underground station, which can be by-passed by a lift.

Currently, the service between Liverpool Street and Shenfield station has a frequency of eight trains per hour (tph)

  • These trains are currently nine-cars long.
  • The two Crossrail platforms at Liverpool Street have been lengthened to handle ten-car trains.
  • The gateline for the Crossrail platforms is being improved to handle a higher volume of passengers.

If overcrowding should become a problem between Liverpool Street and Shenfield, then there is a quick fix of adding a tenth car to the trains, which would increase capacity by eleven percent.

The extra cars would be borrowed from Crossrail trains sitting in sidings, that are not needed because of the reduced train frequencies.

When Crossrail opens between Abbey Wood and Paddington stations, passengers needing to go between say Ilford and Paddington will be able to take the short walk between both pairs of Crossrail platforms at Liverpool Street station.

But the big advantage comes, when Crossrail starts running between Shenfield and Paddington.

Trains can be gradually swapped between Liverpool Street and Paddington as a terminus.

If there is a problem in Crossrail’s central tunnel, then services can be swapped back to Crossrail’s two current platforms in the National Rail station.

It looks to be a well-designed system.

Could The Pedestrian Route Between Liverpool Street And Moorgate Stations Be Opened Early?

This article on IanVisits is entitled Northern Line Bank Branch To Close For 4 Months Next Year.

The Northern Line will be closed between Moorgate and Kennington stations from the 15th January to mid-May.

Extra buses will obviously be run between Moorgate and Kennington to help during the closure.

  • Finsbury Square is already used to turn buses and could be used as a Northern terminal.
  • London Bridge has a bus station and could be used to turn buses.
  • In his article Ian talks of buses between Oval and the City.
  • The 21 and 141 bus routes run between Moorgate and London Bridge.

Would opening the pedestrian link help a lot of people by providing an easier route between Bank and Moorgate stations, by using the Central Line to Liverpool Street and then the tunnel?

  • It would be fully step-free.
  • Passengers from say St. Paul’s or Chancery Lane stations on the Central Line needing to get to say Angel station might find it an easier route.
  • The weather isn’t always good enough for a walk.

It would be an escalator connection par excellence.

I suspect that this pedestrian route could open before January 15th.

  • It will obviously need to be open when Crossrail opens between Abbey Wood and Paddington.
  • As a pedestrian route, it will improve connectivity at both Liverpool Street and Moorgate stations.
  • The Crossrail station at Liverpool Street, has been handed over to Transport for London.
  • It could allow the opening up of the step-free tunnel from the Northern and Northern City Lines to the new entrance at Moorgate station.

Could the last point be the most significant, as it would make the Northern Line platforms at Moorgate station fully step-free in time for the blockade between Moorgate and Kennington stations?

As Transport for London have accepted Liverpool Street station, opening of the pedestrian route is surely their sole decision.

Could The Pedestrian Route Between The Bakerloo Line And Crossrail Be Opened Early?

Access to the Bakerloo Line at Paddington is being transformed by two projects.

  • The addition of a step-free pedestrian tunnel, which will be around eighty metres long, that will link the Bakerloo Line and Crossrail.
  • A new step-free entrance and booking hall for the Bakerloo Line,that will replace the current Praed Street entrance.

This page on the Transport for London web site, which is entitled Paddington Bakerloo Ticket Hall, gives more details of the new entrance.

Transport for London indicate that the second project will be completed by mid-2022.

But I do wonder, if after Paddington station is handed over to Transport for London, if this tunnel could be opened to give interim step-free access to the Bakerloo Line, until either Crossrail or the new entrance opens.

When Crossrail and these two projects are completed, will this mean that the Bakerloo Line will see a lot more passengers?

Abbey Wood And Paddington

Crossrail between Abbey Wood And Paddington has the following characteristics.

  • It is a new twin-track railway, that it doesn’t share with other trains.
  • Most of the route is in tunnel, with just three sections on the surface.
  • The route is signalled with ETCS.
  • All new underground stations will have platform-edge doors.

It is very much a railway designed to the highest modern standards.

The Surface Section At Abbey Wood

The surface section at Abbey Wood has these purposes.

  • To provide an interchange station with the North Kent Line.
  • To turn back trains towards the West.
  • To provide stabling for trains and service trains to enable a smooth operation of the Abbey Wood and Paddington section of Crossrail.

This map from cartometro shows the track layout to the East of Plumstead station.

Note.

Crossrail is shown in purple.

Abbey Wood station has two platforms for Crossrail and two for the North Kent Line.

The platforms appear to be numbered one to four from the South.

There appears to be a turnback for Crossrail trains in Platform 3, which also appears to have crossovers to connect to the North Kent Line.

Crossovers to the West of Abbey Wood station allow trains to use either Crossrail platform.

These crossovers also allow access to the sidings at Plumstead.

The Plumstead tunnel portal can be seen below Plumstead Depot.

If Abbey Wood station follows the two National Rail platforms at Liverpool Street in handling a total of 8 tph, then initially Abbey Wood could handle this frequency of trains.

Ian says this in the first article about the frequencies of Crossrail during testing.

Before the blockade, Crossrail was testing the line with an 8 trains per hour (8tph) service, but this week they are going to be ramping that up to 12tph, which will mirror the timetabled service that the line will offer when it opens early next year.

Note.

12 tph will require Abbey Wood station to handle 6 tph on each platform.

Transport for London also intend to simulate 24 tph through the central section, which will be the Peak frequency when the line fully opens.

The Surface Section At Custom House

This map from cartometro shows the track layout around Custom House station.

Note.

  1. Crossrail is shown in purple.
  2. The DLR is shown in light green.
  3. The tunnel portal for the central Crossrail tunnel is to the West of Custom House station.
  4. The tunnel portal for the Connaught tunnel is in the area of the former Connaught Road station.
  5. Between the other end of the Connaught tunnel and Woolwich station, some of the route is in a cutting.
  6. There are crossovers either side of Custom House station.

I suspect a lot of the complications are because an old route was reused.

The Surface Section At Paddington

This map from cartometro shows the track layout around Paddington station.

Note.

  1. The Crossrail station at Paddington is a straight-through two platform station.
  2. The Royal Oak portal, where Crossrail comes to the surface is just to the West of Royal Oak Underground station.
  3. Two lines are labelled CRL Eastbound and CRL Westbound are connected to the Crossrail lines.
  4. Between and around these lines is Paddington New Yard
  5. There are two full crossovers between Paddington New Yard and the Royal Oak portal.

To reverse at Paddington, trains proceed to Paddington New Yard, where the driver changes ends and then returns to Paddington, when needed.

Trains for Reading and Heathrow use the CRL Eastbound and CRL Westbound lines to connect to Crossrail’s Western surface tracks and the Central core tunnel.

It all looks well-designed to my untrained eye.

Platform Edge Doors

This page on the Crossrail web describes the platform edge doors.

This is the first paragraph.

Crossrail has installed floor-to-ceiling platforms screen doors at each of the eight new underground stations on the Elizabeth line – that’s roughly 4 kilometers of platform edge screens in total.

The new stations between Abbey Wood and Paddington are,

  • Paddington
  • Bond Street
  • Tottenham Court Road
  • Farringdon
  • Liverpool Street
  • Whitechapel
  • Canary Wharf
  • Custom House
  • Woolwich

This is eight underground stations and one surface station; Custom House.

So does it mean that Custom House station doesn’t have platform edge doors?

 

I took thse pictures of Custom House station today.

Note.

  1. The Crossrail trains were running at a frequency of 8 tph.
  2. , The pictures don’t show any platform edge doors or structures capable of supporting platform edge doors.

Could the regulations allow a surface station like Custom House to be built without doors, or were they left out to save money?

Safety is assured by being able to shut off all entrances to the platforms.

But it does appear that between Custom House and Paddington stations, passengers and trains are separated by platform edge doors.

Platform edge doors are controlled by the signalling, so with the correct interlocking a lot of things are possible.

Suppose, a station is not ready for passengers, then by locking the doors closed, trains can still pass through.

Does this mean that at stations like Liverpool Street, where passengers might need to walk between the Moorgate and Liverpool Street ends of the station to change trains, that these pedestrian routes could be opened? I think it does?

It does appear to me, that platform edge doors are the key to opening a partially-completed railway.

When Could Abbey Wood And Paddington Open?

It strikes me that the following conditions must be met.

  • Paddington station must be handed over to Transport for London.
  • Platform edge doors at all stations must work reliably.
  • The trains must work reliably with the signalling.

It looks like Bond Street, Paddington and Whitechapel stations, are the only stations that have not been handed over to Transport for London.

I suspect, as Paddington is a terminal station, it must be handed over.

Crossrail have said they could live with Bond Street opening later.

Whitechapel appears to have been a difficult station to build, so perhaps it could open later.

Could Crossrail open partially, earlier than anyone thinks?

Perhaps this post called Your First Crossrail Service May Arrive In Time For Christmas, was based on fact and not rumour in the Sunday Times.

 

 

 

 

 

July 14, 2021 Posted by | Transport | , , , , , , , | 1 Comment

Moorgate Station’s Old Entrance Has Now Reopened

I went to Moorgate station today, as the old entrance has now reopened with lifts and stairs to the sub-surface lines.

Note.

  1. The stairs down to the tunnel connecting the Northern Line and Crossrail look a bit steep.
  2. The ceiling design in the entrance lobby.
  3. The escalators down to Crossrail at the Southern side of the entrance lobby.
  4. The gate line is very wide.

The oversite development, which is still being built, will surely tidy up the entrance.

In The New Lift To The Northern Line At Moorgate Station, I showed and described this visualisation.

Note.

  1. The Northern City Line is shown in purple.
  2. The double escalator going down to between the two terminal platforms of the Northern City Line.
  3. The Northern Line is shown in black and the two platforms are underneath the Northern City Line.
  4. The Northern Line tunnels cross over the top of the Crossrail running tunnels.

The dark green tunnel with the right angle bend at the top of the map, is the pedestrian tunnel that connects the Northern Line and Crossrail.

The tunnel will be accessed from the Northern line platforms by the lift or the stairs, shown in the first two pictures.

Alternatively, you will be able to take he rat-up-the-drainpipe route to the surface from the Northern Line, that I described in Up From The Depths At Moorgate Station. That route is escalators all the way and then the lift in the pictures to the main entrance lobby.

July 6, 2021 Posted by | Transport | , , , , , | Leave a comment

On The Finishing Straight At Moorgate Station?

As I passed through Moorgate station this morning, there were signs that work was coming to an end in the non-Crossrail parts the station.

Note.

  1. The blue hoardings had been taken away on two staircases.
  2. The lifts were going up and down.
  3. I couldn’t be sure, but there did appear to be people going around with lists and clipboards.

These were the first visible signs of work in a current passenger area, since, the new lift was unveiled in March, which I wrote about in The New Lift To The Northern Line At Moorgate Station.

June 21, 2021 Posted by | Uncategorized | , , | Leave a comment

The New Lift To The Northern Line At Moorgate Station

Look at this image, I’ve clipped from this large visualisation of the massive Liverpool Street-Moorgate Crossrail Station.

The image shows the Northern City Line coming into Moorgate station.

Note.

  1. The Northern City Line is shown in purple.
  2. The double escalator going down to between the two terminal platforms of the Northern City Line.
  3. The Northern Line is shown in black and the two platforms are underneath the Northern City Line.
  4. The Northern Line tunnels cross over the top of the Crossrail running tunnels.
  5. Note the other escalator going down to the left of the Northern City Line escalators, that is connected to the Northern Line by two passages and stairs.
  6. There are also two single escalators connecting the Northern Line to the Northern City Line above. I regularly use the up escalator, when I arrive in Moorgate station on the Northern Line, as it is quicker and there are no steps. I described this exit in Up From The Depths At Moorgate Station.
  7. There is also a new passage shown in the visualisation, which appears to link the main Crossrail station with the Northern Line platforms or the area underneath them.

Whilst going through the station today, I found this lift.

It appears to be squeezed in between the two escalators linking the Northern and Northern City Lines.

Note

  1. Does it serve the Northern City and Northern Lines and the passage to Crossrail?
  2. The sign says Moorgate. Does this mean that the lift goes to the surface? But it would come probably up to the surface in Boots. So I suspect it leads to the passage, which means you go to Moorgate that way.
  3. The lift looks finished.
  4. The lights are on.

It certainly looks Crossrail-ready.

If you look at the visualisation in detail by clicking on it, it looks like,there could be two new short escalators and a lift going down from the Northern Line platforms to the passage underneath.

It looks to me, that if you arrive in the passage underneath the Northern Line from the main Crossrail part of the station, that you can do one of the following.

  • Take one escalator to the Northern Line.
  • Take two escalators to the Northern and City Line.
  • Take three escalators to the surface.

In addition you can do the following.

  • If you’re on the Northern and City Line platforms, you can take two escalators down to take the passage to access Crossrail.
  • If you’re on the Northern Line platforms, you can take pne escalator down to take the passage to access Crossrail.
  • Use the lift to go up or down as required.

If I’m not right what is shown in green?

I can see this technique used to squeeze escalators and a lift between the platforms on some stations with less space than a 1960s Mini.

March 29, 2021 Posted by | Transport | , , , , | 8 Comments

Up From The Depths At Moorgate Station

Moorgate station must have been built for rabbits, as it is a bit of a warren.

On arriving on the Northern Line platforms at the station a few days ago, I took the rat-up-the-drainpipe route to the surface.

This is the route I took.

  • Up the escalator to the Northern City Line platforms.
  • Straight up the Northern City Line escalators to the surface.
  • Through the barrier and then up to street level on one of two flights of steps, which are on opposite sides of Moorgate.

It is quicker and has less steps.

Crossrail

How will axxess change, when Crossrail opens.

Look at this image, I’ve clipped from this large visualisation of the massive Liverpool Street-Moorgate Crossrail Station.

The image shows the Northern City Line coming into Moorgate station.

Colours are as follows.

  • Blue – Northern City Line
  • Yellow – Circle and Hammersmith & City Lines
  • Black – Northern
  • Turquoise – Crossrail

Details to note.

Existing Northern City Escalators

The escalator shaft to the existing ticket hall is shown in white by the letter M of Moorgate.

Existing Northern Line Escalators

The double tunnels from the stairs leading to the platforms to the escalators are shown in white underneath the Northern City Line.

The escalators to the existing ticket hall are clearly shown. Both are in white.

Circle And Hammersmith & City Lines

When Crossrail opens, passengers would seem to still do, as they do now to interchange between Northern/Northern City and the Sub-Surface Lines.

But there is also a turquoise tunnel with a right-angle bend in the middle, that appears to do the following.

  • Link to the Northern and Northern City Lines at its Northern end.
  • Run under the sub-surface Lines.

Finally the tunnel connects to the big turquoise block, which I take to be the new Crossrail ticket hall.

There appear to be lifts on both sides of the Sub-Surface Lines.

Note.

  1. The lift on the North side of the Sub-Surface Lines, appears to be in a room with a window. Perhaps, the wall will be removed?
  2. The lift on the South side of the Sub-Surface Lines, appears to be in a lobby, set back from the tracks, but accessible from all three platforms on that side.
  3. I suspect they connect to the connecting tunnel below the platforms.

There does appear to be quite a bit of work to do.

The New Crossrail Station

The big turquoise block is the new Crossrail station and Ticket Hall.

Crossrail would appear to connect to the Northern and Northern City Lines, using the new subway, but it doesn’t seem that obvious how passengers will walk between the Sub-Surface Lines and the Crossrail Ticket Hall.

It

February 18, 2021 Posted by | Transport | , , , , | 6 Comments

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

From Silicon Roundabout To Bank – 4th February 2021

I was on top of a 21 bus, as I took these series of pictures.

Silicon Roundabout

Note.

  1. My bus Crossed from North to South down the East side of the roundabout.
  2. Work is now concentrating on creating the new road and pedestrian layout in the North-West corner of the roundabout.
  3. There will be a lift for passengers in this corner.

This map from Transport for London shows the future layout.

Note the Shoreditch Grind coffee house on the map.

20 Ropemaker Street

This will be a twenty-seven storey tower.

Moorgate Station

The road was blocked off yesterday, when I went earlier to Marks and Spencer. It still was when I took these pictures.

This screen-capture from a Crossrail video shows a possible future Moorgate.

Note the new buildings at 101 Moorgate and the current Moorgate station.There appears to be a gap, so will the station entrance be set back behind a small pedestrian area.

From Moorgate To Bank

The last two pictures show the works at Bank station.

February 5, 2021 Posted by | Transport | , , , , | Leave a comment

Parallel Trains At Finsbury Park

I was travelling from Finsbury Park to Kings Cross, so I got on a Grand Northern service.

Like I’ve seen several times, there was a good cross-platform connection, between services going to Kings Cross and Moorgate, which leave from opposite sides of the same platform.

Note.

  1. The wide platform at Finsbury Park station between the two services.
  2. At the current time, the Kings Cross trains are every thirty minutes and the Moorgate trains every five minutes.
  3. Going say from Stevenage to the City would mean a wait of no more than five minutes.
  4. But going North, you might wait at Finsbury Park for up to half-an-hour.

Finsbury Park could be a very handy interchange as it has Thameslink, Victoria and Piccadilly Line services, in addition to the Kings Cross and Cambridge and Moorgate services.

January 13, 2021 Posted by | Transport | , , , , | Leave a comment