The Anonymous Widower

Are Network Rail And Heathrow Southern Railway Moving Towards A Joint Project On Western And Southern Access To Heathrow Airport?

In Could Rail Access To Heathrow Be Formed Of The Best Bits Of Various Schemes?, which I wrote in August 2018, I came to an extensive series of conclusions, which I have now changed as HS4Air and Windsor Link Railway have now been consigned to the landfill site of unbuilt projects.

In Could Rail Access To Heathrow Be Formed Of The Best Bits Of Various Schemes, But Discounting HS4Air And Windsor Link Railway?, I give my latest views.

These were my conclusions.

Heathrow Connectivity

Heathrow needs a very high level of connectivity, for passengers, workers and freight.

The two major schemes, that are left,  provide that.

  • Heathrow Southern Railway, which extends Heathrow Express to the South West and provides links to Waterloo and Greater South London.
  • Western Rail Approach To Heathrow does what it says in the name.

Both schemes would share the same Western access route to Terminal 5 station and this could be modified to serve a new rail terminal under the new third runway.

What About The Workers?

Heathrow’s other big need is rail access for the increasing numbers of people, who work at the airport and live locally.

  • Heathrow Southern Railway links the airport to South West London.
  • Western Rail Approach To Heathrow links the airport to Reading and Slough.
  • Crossrail links the airport to Old Oak Common with its housing developments and rail connections with High Speed 2 and the London Overground.
  • West London Orbital Railway will bring more workers and passengers to Old Oak Common from all over North West and South West London.

Old Oak Common will be important for many working at the airport.

Pollution Solution

As the airport develops, Heathrow Southern Railway and Western Rail Approach To Heathrow could together make a substantial reduction in the pollution emitted by the airport.

Old Oak Common station

Old Oak Common station will become an important interchange for workers and passengers travelling to and from Heathrow.

  • It must be totally step-free.
  • Some of the long interchange walks on current plans should be augmented by travelators.
  • Crossrail is planning six tph between Old Oak Common and Heathrow. Is that enough?

Get Old Oak Common right and all those needing to go to and from Heathrow will benefit.

Heathrow And Gatwick

The connection between Heathrow and Gatwick airports is tortuous at present, but will get better as the years progress, as Crossrail and Thameslink improve.

As the airports grow, with a third runway at Heathrow and a second one at Gatwick, how many people will want to travel quickly between the two airports, as increasingly, both airports will offer services to more destinations?

As a Londoner, I also believe that we will see more split flights, where passengers stopover in London for a night or two, when they are going halfway around the world.

Terminal London will be the best airport transfer terminal in the world.

Heathrow And High Speed One

I will be very surprised if many travellers need to go quickly between Heathrow and High Speed One.

For those that need to do it, using an extended Crossrail between Heathrow and Ebbsfleet will probably be good enough.

Heathrow And High Speed Two

For all sorts of reasons Heathrow needs good connectivity to High Speed Two.

With the elimination of direct access to the airport by High Speed Two, a short journey between Heathrow Airport and Old Oak Common stations will have to be acceptable.

It should also be noted, that Network Rail’s Western Approach To Heathrow (WRAtH) and Heathrow Southern Railway (HSR) would share the following infrastructure or interests.

  • Heathrow Terminal Five station.
  • The Western access tunnel and track to Heathrow.
  • Network Rail is planning a flyover at Woking, which would help HSR’s plans.

If a rail terminal were to be built under a new third runway, that too would be shared.

An Update On Heathrow Southern Railway

In the May 2019 Edition of Modern Railways there is an article which Is entitled Time For Action On Heathrow’s Southern Link.

Most of the article takes the form of an interview with Graham Cross, who is the Chief Executive of HSR.

The first part is a call to the Government to make a decision soon, as otherwise HSR’s funding and timescale will be at risk.

In the rest of the article, Mr. Cross talks about the project and introduces some changes.

More Tunnels

This is an extract from the Modern Railways article.

The line would be mainly in tunnel to minimise environmental impact. “We would need to tunnel under certain obstacles anyway, and once you’ve set up tunnel boring machines, you might as well stay underground.” says Mr.Cross.

Could this move to tunnels also be driven by improved tunnelling techniques and cost savings, in addition to the environmental impact?

If so, will we be seeing more new tunnels in the UK, for rail, roads, electricity and sewage?

This Google Map shows the Northern section of the HSR route.

Note

  1. The South-Western corner of Heathrow Airport can just be seen in the North-Eastern corner of the map.
  2. Wraysbury station is towards the North-Western corner of the map.
  3. The M25 running North-South
  4. Staines station is the station South of the King George VI Reservoir
  5. The Staines-Windsor Line running North-West from Staines station.
  6. The Waterloo-Reading Line running West from Staines station.

The HSR would need to thread its way on the Eastern side of the M25.

From the map in the Modern Railways article, it appears that the route from Heathrow Terminal 5 station splits into two Southerly routes a short distance to the East of the point where the Staines-Windsor Line goes under the M25.

This map from carto.metro.free.fr may help to make everything clearer.

Note.

  1. The reservoirs are shown.
  2. The troublesome level crossings between Staines and Egham.
  3. It also spears that there is a disused railway going North through Yeovenney Halt.
  4. Yeovenney Halt would not be far from the route of the HSR to the East of where the M25 and the Staines-Windsor Line cross.

This Google Map shows the area in detail.

It’s not an area that with large numbers of houses and businesses.

Two routes are shown for HSR on the map in Modern Railways from the area to the East of where the M25 and the Staines-Windsor Line cross.

  • One route joins the Staines- Windsor Line to take trains to and from Staines station.
  • A second route is shown passing under the Staines-Windsor Line.

Note.

  1. As there is plenty of space, a flyover could be built if needed to connect Heathrow Airport to Staines station.
  2. The space would also be useful for creating a tunnel portal to continue the route to the South.

Two options are shown on the map in Modern Railways, to connect Heathrow to the Chertsey Branch Line.

Option 3 connects to North of Virginia Water station.
Option 8 connects to North of Chertsey station.

This Google Map shows Virginia Water and Staines stations and the area in between.

Note

  1. Virginia Water station is towards the bottom-left of the map,
  2. Staines station is towards the top right.
  3. The area of Yeovenney Halt can just be seen.

This Google Map shows the area between M25 and Chertsey station.

Note that Chertsey station is in the South-East corner of the map.

It looks like one or even both of the routes from Yeovenney Halt to the Chertsey Branch Line could be fairly easy to dig.

  • There could be suitable sites at both Virginia Water and Chertsey.
  • The distance is under ten miles.
  • Much of the work could probably be done without closing the railways.
  • There’s space for a flyover at both locations.
  • Very few, if any business or residents would need to sell up and move.
  • The tunnels could even be under the M25.

As Mr. Cross said, tunnelling could be a good option.

As WRAtH will also be tunnelled could both twin bore tunnels be dug with the same tunnel boring machines? Or as part of the same contract?

There certainly seem to be options for co-operation between the two projects to save money.

No West-Facing Triangular Junction At Staines

This is an extract from the Modern Railways article.

An earlier idea to create a triangular junction with a west-facing connection towards Egham did not command local aupport and was dropped.

I described this previously in Heathrow Southern Railway’s Proposed Chord At Staines.

It was intended to enable a two tph service between Weybridge and Heathrow Terminal 5 stations.

I would assume passengers are happy to change trains at Staines, which is step-free.

The Google Map visualisation, shows the footbridge at Staines station.

Waterloo To Heathrow Services

This is an extract from the Modern Railways article.

The first would comprise a four trains per hour (tph) service from Waterloo to Heathrow Terminal 5 as an extension of existing SWR services, with 2 tph running via Twickenham and 2 tph via Hounslow. HSR envisages these services would be formed of SWR’s new Class 701 trains.

Note.

  1. Ten-car Class 701 trains will probably be used.
  2. These trains have 556 seats and can accommodate 740 standees, which is nearly 1300 passengers.

The frequency and capacity compares well with Crossrail to the Airport.

Heathrow Express Extension To Woking, Guilford and Basingstoke

This will become two services wit a frequency of two tph.

  • Paddington and Guildford via Old Oak Common, Heathrow, Woking and Basingstoke.
  • Paddington and Guildford via Old Oak Common, Heathrow, Woking and Guildford.

Note.

  1. Basingstoke, Guildford and Paddington get a direct train to Heathrow, Old Oak Common and Paddinhgton.
  2. Twelve car Class 387 trains would work the service.
  3. My rough estimate says thirty four-car sets would be needed.
  4. A twelve-car Class 387 train has sixty percent more seats than a nine-car Class 332 train.

It is also said in the article, that a flyover could be built at Woking in CP6, which would help the Heathrow Express services.

Crossrail Extension To A Bay Platform At Staines Station

In Heathrow Southern Railway’s Plans For Staines, I discussed a plan to extend Crossrail services from Heathrow Terminal 5 station to a bay platform at Staines station.

It is not mentioned in the Modern Railways , so am I right to think, it is not going to happen.

  • The proposed Waterloo to Heathrow Terminal 5, will provide a capacity of 5,200 passengers per hour between Staines and Heathrow Terminal 5
  • Do WRAtH intend to run the two tph, that HSR wanted for Staines, to Slough and Reading to provide Western access to Heathrow?

So dropping the original plan is probably a reasonable decision.

How Many Trains Will Use Heathrow Terminal 5 Station

Currently, the service to Heathrow Terminal 5 station is as follows.

  • 4 tph – Heathrow Express – Paddington and Terminal 5
  • 2 tph – TfL Rail – Paddington and Terminal 5

There is also a shuttle to Terminal 4 station, running approximately every fifteen minutes.

Crossrail

After Crossrail opens the service will be.

  • 4 tph – Heathrow Express – Paddington and Terminal 5
  • 2 tph – Croosrail – Paddington and Terminal 5

Only the name on the train and the train type will have changed.

WRAtH

According to Wikipedia, WRAtH will have the following services.

t is envisaged that there would be a service of four trains an hour from Heathrow to Slough and Reading. Earlier publicity also suggested there would be two trains per hour to Twyford and Maidenhead.

Heathrow Express have offered to run services to Reading which would stop only at Slough.

I have I have a few thoughts.

  • A service from Reading must have access to all terminals at Heathrow.
  • All stations between Langley and Reading need at least two tph to Heathrow.
  • Should services between Paddington and Heathrow be extended to Reading?
  • Services must run on a 24/7 basis, to allow people to get to and from work and passengers on seriously delayed flights to get to their destination..

One way to provide a good basic service would be to combine the shuttle between Terminal 4 and 5 with the service to Slough and Reading.

  • A train starting at Reading would call at a number of stations including Slough on its way to Heathrow Airport.
  • It would then call at the following station in order; Heathrow Terminal 5, Heathrow Central, Heathrow Terminal 4, Heathrow Central and Heathrow Terminal 5.
  • It would then return to Reading via Slough.

The stopping pattern between Langley and Reading would be arranged to suit passenger needs.

Advantages of this extended shuttle are as follows.

  • All terminals are served by services originating in the West.
  • The four tph shuttle is matched with four tph on WRAtH to and from Reading.
  • No Westward-facing bay platform is needed at Terrminal 5 to turn trains from Reading.
  • A Westward-facing bay platform might be useful for service recovery.

All trains using WRAtH to and from Reading would use through platforms at Terminal 5.

HSR

HSR will have the following services.

  • 2 tph – Heathrow Express – Paddington and Basingstoke via Woking
  • 2 tph – Heathrow Express – Paddington and Guildford via Woking
  • 2 tph – SWR – Waterloo and Terminal 5 via Hounslow and Staines
  • 2 tph – SWR – Waterloo and Terminal 5 via Twickenham and Staines

Note.

  1. The Heathrow Express services will use through platforms.
  2. The Waterloo services could use a bsay platform.

This map from carto.metro.free.fr shows the current layout of platforms at Heathrow.

 

Adding all the requirements together, the following platforms will be needed.

Two through platforms for the following services.

  • 2 tph – Heathrow Express – Paddington and Basingstoke via Woking
  • 2 tph – Heathrow Express – Paddington and Guildford via Woking
  • 4 tph – Crossrail – WRAtH services between Reading and all terminals

Note.

  1. Eight tph would not be difficult to handle.
  2. Heathrow Express and the WRAtH services would alternate.
  3. There would be same platform interchanges between Heathrow Express and WRAtH services.

In addition, there would be the following.

  • A bay platform for Waterloo services.
  • Possibly another platform for service recovery.

Ther could also be extra platforms for long distance services between Heathrow Terminal 5 and destinations like Bristol, Cardiff, Oxford and Plymouth

It has amazed me, how by combining HSR, Crossrail, Heathrow Express and WRAtH services together needs so few platforms in Terminal 5 station.

Conclusion

Network Rail’s Western Appoach To Heathrow and Heathrow Southern Railway may currently be two separate schemes with different funding models, but they have a lot of shared infrastructure, interests and objectives.

Both projects would surely be better with strong co-operation.

Judging by how well it all seems to fit, it does seem that they are talking.

 

 

April 28, 2019 Posted by | Transport | , , , , , | 8 Comments

Cricklewood Station To Go Step-Free

This document on the Government web site is entitled Access for All: 73 Stations Set To Benefit From Additional Funding.

Cricklewood station is on the list.

This Google Map shows the platforms at Cricklewood station.

Note.

  1. There are three island platforms with two faces. Not all are used.
  2. Each island platform has a set of stairs to a subway.
  3. Two pairs of lines pass between the platforms.
  4. The fast lines are are the Western pair and the slow lines are the Eastern ones.
  5. Platforms are numbeeds from right to left.
  6. To the West of the Western platform, there are two freight lines, which might also be used for the West London Orbital Railway.

This map from carto.metro.free.fr shows the lines in detail.

Note how the freight lines are directly connected to the Dudding Hill Line, that goes off to the West, via the Cricklewood Curve.

These are a few pictures of the station.

Note that the subway and the station entrance appear to be iin good condition.

Installing Step-Free Access

This type of station with a subway under a series of platforms isn’t as common in the UK, as it is on the Continent.

But there are several examples in the UK, where this type of station has had Subway-to-Platform lifts installed. Examples can be seen at Finsbury Park and Stratford stations.

The West London Orbital Railway

The West London Orbital Railway may be built in the next few years.

One route could connect West Hampstead Thameslink and Hounslow stations and could have a stop at Cricklewood station.

This might mean that up to two extra platform faces would be needed at Cricklewood station, in which case provision must be made to extend the subway and add lifts to any new platforms.

An alternative could be to use bi-directional working between Cricklewood and West Hampstead stations.

  • Only four trains per hour (tp[h) are planned to use the route.
  • The distance between the two stations is only around a mile.
  • Spare faces of existing platforms could be used at both stations.
  • four tph can easily be handled in a terminal platform.
  • No extra tracks would need to be laid.

It would certainly reduce the cost.

Conclusion

This is a relatively easy station to make step-free and it could also be made ready for the West London Orbital at the same time.

Wouldn’t it be wonderful if to build, the West London Orbital, just needed the following.

  • Finish step-free access at Cricklewood and Isleworth stations.
  • Refurbish and update the track, signalling and points and crossings.
  • Build a platform at West Hampstead Thameslink station.
  • Build a platform at Houslow station.
  • Open an initial service using battery-electric trains between West Hampstead Thameslink  and Hounslow stations calling at Cricklewood, Acton Central, South Acton, Brentford, Syon Lane and Isleworth.
  • Build the new intermediate stations.

Too often Network Rail’s project management is strung out over a long period, because they play far too safe and attempt not to spend any money!

Here boldness is possible, as there are no large sub-projects, except building the new stations, so they can be done afterwards by developers, who would like to build large numbers of flats with a station in the basement.

I believe that as the railway is there and working, once it has been refurbished and three important platforms have been added, battery-electric trains could start a service.

What better advertisement for your development, than to see the trains to the important hubs at Old Oak Common and West Hampstead,  already running through the building site!

London needs more new rail services, more new and refurbished fully-accessible stations and a lot more housing!

So why not do them all as a partnership?

 

April 6, 2019 Posted by | Transport | , , , , , | Leave a comment

And We Think Crossrail’s Got Problems

Berlin Brandenburg Airport is Berlin’s new airport, that was planned to replace all the current ones.

This is the last paragraph of the introduction in the Wikipedia entry.

After almost 15 years of planning, construction began in 2006. Originally planned to open in October 2011, the airport has encountered a series of delays and cost overruns. These were due to poor construction planning, execution, management, and corruption.[9] Autumn 2020 became the new target for the official opening date[12][13] as 2019 became too improbable.[15][16] A new TÜV report published in November 2017 suggested that the opening could even be delayed until 2021.

Crossrail could be up to two years late, but it looks like this airport could be up to ten!

But then major projects seem to be missing deadlines all over Europe. Even Spurs didn’t get their stadium ready on time!

March 25, 2019 Posted by | Transport | , , , , | Leave a comment

Should The Three Class 378 Trains Saving The Gospel Oak To Barking Line Be Named?

Lots of passengers will be eternally grateful, if over the next few or more weeks, the three Class 378 trains, currently working the line provide an acceptable service across North London, until the Class 710 trains take over the route.

So after they return to normal service should they be given names?

I would suggest Faith, Hope and Charity, as these names wouldn’t cause offence to anyone.

But they would constantly remind the Mayor, Transport for London and Bombardier, that their failure to plan properly for non-arrival of the Class 710 trains, could have had a much more embarrassing outcome.

March 19, 2019 Posted by | Transport | , , , | Leave a comment

Hochtief Brought In For Crossrail Station Construction Work

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

This is the first two paragraphs.

Hochtief has been handed a £40m contract to carry out improvement works at three stations in west London that will be part of the Crossrail route when it opens.

In a deal published to the Official Journal, the German contractor has been chosen to carry out improvement work at Hayes and Harlington, Southall and West Drayton stations.

The article then goes on to give a detailed report oif the state of the Crossrail stations in the central section.

In the article, the new Crossrail boss; Mark Wild was also very forthcoming about the line’s problem.

My Project Management experience, says to me, that the standard of planning and reporting on the project wasn’t of the best.

January 21, 2019 Posted by | Transport | , , | Leave a comment

The Structure Of Artemis

Some claim, that Artemis was the first relational database. I don’t! Although, I must admit, it would be nice to have invented something.

When the system was being designed, we realised that we needed to use a small computer that could fit into a desk. This would differentiate us from the competition, which was inevitably based on large mainframe computers like the IBM 360.

We all had experience of dial-up time-sharing computing using a teletype, but we knew of the limitations of dial-up lines and wanted a project management system, that could fit into a small office, possibly on-site or at a remote location.

In my mind, I had an image of a computer system like the IBM 1130, I’d used a few years earlier at Liverpool University.

This had a processor, a keyboard, some rudimentary data storage and a printer in a desk-sized unit.

I can remember drawing up a list of three possible computers, that could be used.

I think, we thought that the DEC would be favourite.

  • It was the market leader in small computers.
  • Our chairman, had spent a lot of money buying PDP-10 computers for his company; Time-Sharing Ltd.
  • I had a lot of experience, with their Fortran compiler on the PDP-10 and it was very good.

But, they just didn’t want to know and felt our plan was an impossible dream!

DG tried hard, but to get the computing power, I estimated we would need, their offering would be expensive.

Luckily HP were more interested.

I remember the day, that their two salesmen, gave the Chairman and myself a presentation, by his swimming pool on a very hot summer’s day in possibly 1977 or 1978.

HP  gave me a lot of help and I was able to use a machine at their premises in Wokingham to thoroughly test out the 21MX computer and its Fortran compiler.

We ended up using a computer with a specification like this.

  • A 21MX processor.
  • 64 Kb of memory
  • A five megabyte hard disc, with a 5 megabyte removable disc.
  • A VDU and a printer.

It all fitted into a custom-built desk, about the same size as a typical office desk.

I’d now got a computer and ~I could start to design Artemis.

All complicated software systems need access to some form of tables or arrays.

If you have ever used a spreadsheet program like Microsoft Excel seriously, you’ll know that you can create a series of worksheets in a workbook.

But this was the 1970s and the first spreadsheet program; VisiCalc didn’t launch until 1979.

For Artemis, I needed arrays to hold the following during processing.

  • The activities
  • The events
  • The calendar details
  • The resource details

And I didn’t think small, so the maximum-sized project was going to be 16000 activities.

For a time, it looked as if, I would have to write a sophisticated database structure to access the data on the limited five megabyte hard discs.

But HP had just released a program possibly called DSMP, that could handle up to 16 tables of up to 16,000 records.

So I used this program to handle the data that I needed.

Activities

In a PERT network, activities are entered for each task in a project.

I used two tables for this. The main one held the activities themselves and a secondary one held details of the resources needed for the activity.

Both tables had a 16,000 limit.

Calendars

Artemis had a comprehensive calendar structure and these were stored in another table.

Each activity was linked to the appropriate calendar record.

Resources Available

Another table was used to list the resources available to a project.

Working Tables

One working table contained all the event names used by the activities.

Linking Them All Together

I used a variety of techniques to link these tables together.

In some cases, I used simple pointers, which used the record number, but in other cases, I wrote very sophisticated and fast software to generate the links on the fly. Incidentally, the algorithm was based on research I found in IBM’s library on the South Bank, that dated from the 1950s.

I had taken HP’s DSMP program and effectively created a relational structure, that created links as it needed them.

Building On The Original Structure

In my view, I made the right decisions technically, as it enabled the scope of Artemis to be expanded.

The Multi-User Version

This was designed in an alcohol-fuelled session with Nobby (Richard Nobbs), in either Suffolk or Amsterdam and basically involved Nobby creating a version of DSMP for HP’s multi-user operating system.

Linked Datasets

I was able to use the structure to create other tables in the projects.

Again the linking was on the fly and it greatly increased the applications of Artemis.

So Was Artemis A Relational Database?

It is true to say, that from the earliest days in the late 1970s, I used relational techniques deep in the program to link all of the data together.

Working on such a small computer, I had no choice!

 

 

January 18, 2019 Posted by | Computing | , , | 3 Comments

Deep Insights Into Crossrail

London Reconnections is a web site, that often gives deep insights into rail projects in the London area.

Recently, they have published two articles about Crossrail.

I have read every word of both articles and feel that, the Project Management on Crossrail has been severely lacking.

If I go back to the days of Artemis, Project Managers were always using our innovative graphics to communicate all of the details of project costs and status to managers and stakeholders.

I can remember in one case, we were the bringers of terrible news about costs to a major company. One of our project managers had distilled a very large project to a series of graphics on a single sheet of A3 paper, so senior management couldn’t avoid our message.

Today, the company would probably shoot the messenger, but we went on to sell the company over a dozen systems.

I know nothing of modern Project Management systems, but surely they are more capable than Artemis, which was largely written by myself and others in the 1980s.

 

 

January 18, 2019 Posted by | Transport | , , | Leave a comment

Network Rail And Project Management

This article on the Railway Gazette is entitled UK Railway News Round-Up.

This is a paragraph.

Network Rail has awarded The Knowledge Academy Ltd a framework contract to provide project management courses for its employees.

Have Network Rail finally accepted, that they have a project management problem?

 

January 17, 2019 Posted by | Transport | , | Leave a comment

Crossrail’s Latest Issues Begs The Question, How Do We Judge Success In Transport Megaprojects?

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

The article makes some interesting points about transport megaprojects. It is definitely a must-read.

As an example of a megaproject that went wrong, it cites the Channel Tunnel, which exceeded its budget by 80%, required refinancing and then Eurostar only carried a third of forecast traffic.

This article on the BBC, which is entitled How Eurotunnel Went So Wrong, gives the full story of the Channel Tunnel finances.

So should it now be closed? Obviously not, as the alternatives of driving and flying would create a lot more unwanted carbon dioxide and would need more motorways and airports.

The benefits of building Crossrail, such as increasing the capacity of London’s transport system, reducing congestion in Central London and giving better access to Canary Wharf, East London, Heathrow, The City and West London will just come in a year or so later.

The article also says that according to Oxford professor; Bent Flyvbjerg, Crossrail is suffering a 7% cost overrun, where the average for rail projects is 45%.

In my view Crossrail has suffered from a number of problems that together have caused the cost and time overruns.

  • Not enough time was built into the schedule to test the sophisticated trains with their three signalling systems.
  • No dedicated Crossrail test track was created, so the trains could be fully tested.
  • An unfortunate transformer explosion, was a big cause of delay in testing systems.
  • There were not enough workers to finish the project.
  • Central London is awash with large projects, some of which became viable because of Crossrail, that are sucking up masses of workers.
  • Brexit uncertainty has meant that a lot of EU workers have gone back to Europe to build projects nearer their homes.

Where was the European project supremo, who added up all the needs of these European megaprojects, to make sure, we had enough resources to build all of them on time?

 

December 25, 2018 Posted by | Transport | , , , | 2 Comments

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