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Purveyors of Transport Information to the Aristocracy since September 1998

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Index: Tube & Rail, Road, Foot & Cycle, Air and Others

Tube & Rail

Bakerloo Line Frequency

Central Line Modernisation

· Central Railway passenger services
· Channel Tunnel Rail Link Section 1
· Channel Tunnel Rail Link Section 2
· Chiltern to the City
· Covent Garden temporary closure of entrance
· East London Line to Dalston, Highbury, Dulwich, Streatham, Wimbledon, Croydon
· Gospel Oak to Barking
· Hammersmith / Circle / Metropolitan / District / East London privatisation
· Jubilee Line Extension from Green Park to Stratford

Jubilee Line Frequency

· King's Cross St. Pancras upgrading
· London Bridge Railtrack redevelopment
· London Crosslink: between Southwest, Northwest and Northeast via the North London Line

Northern Line modernisation

· North London Line capacity
· Outer Circle / Orbirail

Piccadilly Line improvements

· Railtrack Underground
· Tottenham Court Road station upgrade

Victoria Line Space Train

· Victoria Station redevelopment
· Virgin Trains from Gatwick via Olympia and Hayes to Reading and Birmingham

Waterloo & City Line Frequency

· Watford Junction to Liverpool Street

Road, Foot & Cycle

· Battersea Power Station footbridge
· Central London congestion charging
· Coventry Street pedestrianisation
· Hungerford Bridge
· Jubilee Bridge (Cannon Footbridge)
· London Cycle Network
· Millennium Bridge ("Wobbly Bridge")
· M25 (North) bus and lorry lane
· National Cycle Network
· Pedestrianisation of Westminster and Trafalgar Squares (World Squares For All)
· Tower Hill pedestrianisation
· Riverside Walkway
· Soho pedestrianisation


· Harrods Heliport

Others (Coach Station
& Intermediate Modes)

· Ecobus
· London Tram (Cross River Transit) between Camden, Kings Cross, Brixton and Peckham

Victoria Coach Station


Modification date

Hammersmith / Circle / Metropolitan / District / East London modernisation

2001 Nov 28 up

  • In January 2001, London's Mayor stated that London Underground planned to increase frequencies on the northern side of the Circle by 8% in 2007 and by 16% (over 2001 levels) in 2015. They also planned to increase frequencies on the southern side of the Circle by 1% in 2015 and by 12% (over 2001 levels) in 2019. The trains used on the main District service were due to be replaced or refurbished in 2005, and the trains used on the Circle and Hammersmith lines were planned to be replaced or refurbished in 2010. For implications of increased frequencies east of Aldgate East, see Whitechapel to Plaistow
  • On 15th September 2000, Metronet (a consortium of Balfour Beatty, DaimlerChrysler Rail Systems, Seeboard Group, Thames Water and WS Atkins which was already shortlisted to take over the Bakerloo, Central and Victoria lines) submitted its bid for the Circle, District, East London, Hammersmith & City and Metropolitan lines. Station access would be improved: more than 70 stations would be modernised (there are 107 stations on the 5 lines). All trains would be replaced with new trains
  • In November 2000, the Strategic Rail Authority stated that modernisation of the Metropolitan line is being carried out in two sections. The first will start in 2004 and complete in 2007. The second phase will start in 2012 and complete in 2015
  • In 2001 Metronet was selected for the "franchise"
  • In October 2001, Metronet hoped to sign contracts by the end of 2001 and promised a complete upgrade of the Metropolitan line within 8 years. The first new Metropolitan trains should enter service within 5 years. During the first 7½ years, journey times between Finchley Road and Harrow-on-the-Hill will improve and the number of Metropolitan trains will increase to add 5% capacity

London Tram (Cross River Transit) between Camden, Kings Cross, Brixton and Peckham

2001 Nov 28 up

  • Map from Transport for London on the BBC website
  • Transport for London is planning a surface light railway through Central London. Although using Kingsway, it would not use any tunnels or the old tram subway
  • The scheme originated when the London Cross River Partnership approached London Transport with a scheme to move tourists between Covent Garden, Holborn and Russell Square. LT advised that such a small scale scheme would be very unlikely to pay its way, and decided to include other traffic objectives in a larger scheme
  • In 1996, it was planned that branches from Camden Town and Kings Cross would join at Euston. A complete list of stops on the central trunk was given as Euston, Tavistock Square, Russell Square, Bloomsbury, Holborn, Covent Garden, Aldwych, Embankment (at the north end of Waterloo Bridge, not near Embankment tube station), South Bank, Waterloo, and Lower Marsh. South of Lower Marsh, two branches would diverge towards Oval and Elephant & Castle
  • In August 1998, a Southwark Council document showed that the route had changed, but the shape of a central trunk with two northern and two southern branches remained: a complete list of stops follows (note that Covent Garden is no longer served)
    • North-western branch:
      • Camden Town station
      • Mornington Crescent station
    • North-eastern branch:
      • Kings Cross North (just south-east of the point where the Thameslink Line crosses the North London Line)
      • Kings Cross St Pancras station
    • Central trunk:
      • Euston (Upper Woburn Place, just south of Euston Road)
      • Tavistock Square
      • Russell Square
      • Holborn station
      • Aldwych (near Montreal Place)
      • South Bank (at the southern end of Waterloo Bridge)
      • Waterloo (near Holmes Terrace)
    • South-western branch:
      • Lambeth North station
      • Kennington Cross (Kennington Road junction with Kennington Lane)
      • Oval station
      • Albert Square
      • Stockwell station
    • South-eastern branch:
      • St George's Circus
      • Elephant & Castle North (by the tube stations)
      • Elephant & Castle South (Walworth Road junction with Elephant Road)
      • Catesby Street (junction with Flint Street)
      • Albany Road (junction with Thurlow Street)
      • Longhope Close
      • Diamond Street
      • Sumner Road (junction with Commercial Way)
      • Peckham High Street
      • Peckham Rye Lane (near Peckham Rye station)
  • In 1998, a study showed that this scheme would
    • save £64m p.a. in public transport time
    • slow down traffic and cost £75m p.a. in increased road users' travel time
    • increase public transport revenues by £30m p.a.
    • decrease the number of road journeys performed in each morning peak by 3000
    • increase the number of public transport trips performed in each morning peak by 4500
  • In February 1999, London Transport stated that assessment of this bus or tram scheme will be completed in the first half of 1999
  • In May 1999, London Transport stated that public consultation could begin in Autumn 1999
  • In 1999, London Transport produced a leaflet that restated the August 1998 alignment and stops. The system will accept Travelcards. Trams and trolleybuses were still options. Construction could start in 2005. The following journey times were given:
    • Euston - Holborn: 5 minutes
    • Waterloo - Euston: 11 minutes
    • Camden Town - Aldwych: 12 minutes
    • Peckham - Holborn: 25 minutes
    • Stockwell - Russell Square: 20 minutes
  • In December 1999, London Transport stated that the cost would be £325m (including rolling stock), and that the route was expected to carry 60 million passengers per year, which is about as much as a tramline can possibly carry
  • In December 2000, a Transport for London source stated that the central trunk would carry 40 trams per hour per direction
  • In January 2001, London's Mayor supported the scheme but did not include it in his list of "key transport priorities". Length (without the Stockwell - Brixton section) was given as 15km and usage was predicted to be 72 million passengers per year
  • In October 2001, a Transport for London source stated the following:
    • The Camden terminus is proposed to be in Camden High street on the western side of the rebuilt Camden Town tube station. This will give direct access to the tube station and to buses in Kentish Town Rd. TfL is producing a masterplan for London Underground to respond to in preparing a plan for the station that will reflect the interchange nature of the station. The CRT stop will close a short section of the street to through traffic, thus helping to traffic calm a very busy section of Camden High St.
    • The southern section of Camden High Street, between Camden Town and Mornington Crescent tube stations will become a 2-way 'transit mall' for CRT, buses and access traffic only. This will improve public transport services in the area and allow a safer and more comfortable environment for pedestrians. There will be off-line bus bays and delivery bays.
    • Kings Cross: The line follows Phoenix Road in Somers Town and then turns into Midland Road to pass under the greatly enlarged St Pancras station by way of the new 4-lane link that meets the realigned Goodsway. The line then turns south alongside the enlarged Kings Cross station to reach a 3-platform stop close to the entrance to the proposed new ticket hall for Kings Cross, which is to be located behind the Great Northern Hotel building. This will also be close to the main exit from the Midland Mainline and Kent Coast Express sections of St Pancras, offering the shortest possible walk link from CRT to all the local stations. The line then loops around to run close to the side of the enlarged St Pancras to rejoin the line in Goodsway. This allows all tram movements to be in a clockwise direction, with no changing ends at Kings X. A link off the loop will allow at least some services to run along a new boulevard through the Kings Cross Railway Lands development. The northern end of the line will be at the back of the development, close to the North London Line embankment and York Way.
    • Islington Council has written in support of the scheme and asked if a later development could take this line across York Way, through their refurbished estates and up to the Nags Head or Finsbury Park: TfL has agreed to examine that proposal at a later date.
    • The route via Somers Town, rather than along Euston Rd, has been chosen because it opens up a new area to public transport, and because it avoids a very busy road, which also has extremely difficult engineering problems caused by the close proximity of the Circle Line tunnels, the new ticket hall works at Kings Cross and a large number of utilities lines. The later prospect of further works for a possible Chelsea/Hackney line connection at Kings Cross would further complicate matters.
    • CRT will cross Euston Rd at Eversholt Street. This is the only junction where CRT would not have 100% priority. Euston Rd is the Inner Ring Road and it is important that traffic flows are maintained. The lights are on a 90 second cycle and careful management of CRT departures from Euston means that delays will be minimised. The elimination of vehicular right turns at Eversholt Street/Euston Road means that the junction will operate far more smoothly than at present.
    • Kingsway: It is just possible that the tram subway could have been used for one way operation, had it been possible to extend it at the northern end so that it underpassed Theobalds Road, but extension north is prevented by a large underground stream in the road and by the safeguarding for the station works for CrossRail at Holborn
    • Aldwych: Current proposals are for the Strand highway improvements and traffic calming to be extended to Aldwych in the near future.  This will result in 2 westbound lanes only in the Strand (with the pavement extended out to St Mary le Strand church) and 2 eastbound lanes in Aldwych. There will also be a contraflow bus lane in Aldwych next to Bush House. This will improve bus interchange (which is significant here). CRT will run northbound against the kerb in Aldwych and southbound in the new bus lane.
    • Elephant & Castle: The whole of the Elephant is to be rebuilt. The outline plan is due to be produced in early 2002. The plan will include a route for CRT that keeps it clear of the road and has a grade separation over the Inner Ring Road. Other proposals are for a new bus facility and an improved tube station.
    • Peckham: The route runs through Walworth / North Peckham along the line of Thurlow Street. This will be traffic-calmed and provided with off-line bus stops and delivery bays (similar to Addiscombe Rd in Croydon). The line crosses Burgess Park on a landscaped lawn track. South of the park the line runs on a new road being constructed by the council as part of the £250m regeneration of Peckham: this road is another Addiscombe Road clone. At Peckham High Road the line runs on a cleared space on the north side of the highway (similar to George St West in Croydon) to a stop at the Peckham Arch. It then enters the highway under traffic light protection and turns south into an improved Bus Station. The bus station, rather than the railway station, is the preferred terminus because bus arrivals in Peckham outnumber rail by 20:1 and transfer from East-West bus to CRT is seen as important traffic.
    • Brixton: The line runs down Stockwell Road, with a 'plug' in the road at Stockwell Green. The plug will only allow CRT and buses through, eliminating rat-running from the road. At the southern end of Stockwell Rd the line crosses the A23 to enter the terminus at Popes Road. This is next to the Brixton Recreation Centre and the Market and only 20m from Brixton Station entrance. If the Atlantic Lines platforms at Brixton are built, this station will become an important interchange. A new shopping mall is proposed for the other side of the station, giving a direct, under cover, access to the tube station. This CRT stop site is thus ideally situated for capturing the considerable walk in traffic to public transport from North Brixton, it serves the local facilities and is within easy reach of both stations. At the same time it avoids adding to the already overcrowded Brixton Road outside the tube station: transfer from bus to tube at Brixton is already one of the heaviest in London and the situation is made worse by the narrow pavement on the northbound side and the impossibility of building a subway.  If CRT had used this section of road bus/CRT interchange would have to be added to an already difficult situation.  Bus / CRT interchange is extremely easy at the Stockwell Road/Academy stop
  • Contact addresses:

    Cross River Transit
    London Transport Planning
    55 Broadway
    London SW1H 0BD

    Cross River Partnership
    Transport Policy
    c/o City of Westminster
    City Hall
    64 Victoria Street
    London SW1E 6QP

Under Construction Northern Line Modernisation

2001 Nov 28 up

  • In early 1999, a signalling upgrade allowing increased frequency was due to start in 2005 at the earliest: Northern Line management were aiming for a 36 trains per hour service from Morden
  • In July 1999, London Underground stated that the Northern Line would have faster services in the next three years, and that a higher proportion of Charing Cross trains would continue to Morden, giving more frequent services south of Kennington
  • On 27th January 2000, the last of the old "1959 stock" trains ran. The fleet now consists entirely of new "1995 stock" trains
  • In July 2000, London Underground stated that peak service between Kennington and Morden would be increased to 30 trains per hour in January 2001. This will require drivers to "step back" at Morden (see explanation of stepping back)
  • In November 2000, London Underground stated that the public-private-partnership contract for Infraco JNP will specify a signalling upgrade to allow 33 trains per hour south of Kennington by 2008
  • By January 2001 the introduction of the new timetable had been delayed by staff shortage
  • In January 2001, London's Mayor stated that London Underground planned a 20% increase in frequency for 2008 over end-2001 levels (Editors note: this 20% increase might relate to north of Kennington only, since a 20% increase south of Kennington would imply 36 trains per hour, which is significantly more than London Underground stated in November 2000)
  • In August 2001, it was reported that the infraco could delay increasing frequency until March 2008 without being penalised
  • In October 2001, Tube Lines (the winner of the PPP franchise for the Jubilee, Northern and Piccadilly Lines) was reported to be hoping to sign final contracts by February 2002. During the 7½ years after signing the contract, new signalling would allow frequency to increase from 27 to 33 trains per hour (Editors note: this would probably be the frequency south of Kennington). 27 stations would be modernised, 38 escalators would be replaced or refurbished, and 17 lifts would be refurbished

Piccadilly Line improvements

2001 Nov 28 up

  • In the mid 1990s, London Underground stated their intention to upgrade the Piccadilly Line to 30 trains per hour before the year 2000, and toward this end additional turning capacity is planned at Oakwood and Cockfosters
  • SARNS - "This target is sought after by London Underground - starting with 26 trains an hour increasing slowly but surely. The Cockfosters relayout is back on the cards, after the injection of cash by the Labour Party. The new track layout in Cockfosters [will involve] four platforms"
  • Oakwood will acquire a new platform on the eastern side for terminating trains, so that the time taken to check that the train is empty before sending it into the depot will not hold up the train behind. Also a new flyover will carry trains from the depot and from the westernmost platform at Cockfosters, over the northbound track to Oakwood southbound platform
  • In March 1999, a senior London Underground source stated that the Oakwood / Cockfosters work will start in late 1999 and will take 18 months: in April 1999, London Transport costed the work at "around £50m"
  • In January 1999, RAIL magazine stated that 4 old Jubilee Line trains would be converted for the Piccadilly Line by December 2000 and a further 11 would be available by end 2001
  • David Connor - "The ex-Jubilee stock will be added into existing trains (e.g. mix one train of Piccadilly and one train of ex-Jubilee Line stock, and you get two hybrids). The ex-Jubilee stock will only run in the middle of trains - outer cabs will always be original Piccadilly stock"
  • In July 1999, London Underground predicted that the refurbishment of the existing Piccadilly trains will be completed during 2000
  • In November 2000, London Underground stated that the public-private-partnership contract for Infraco JNP will specify more trains to allow a 30 trains per hour Piccadilly service by 2004
  • In January 2001, London's Mayor stated that London Underground planned to increase the Piccadilly Line frequency by 5% in 2004 and by 20% over 2001 levels in 2015
  • In early 2001, the Oakwood flyover work was rumoured to be indefinitely postponed (see below)
  • In August 2001, the private consortium selected to run the Piccadilly Line was reported to have agreed to put 15 extra trains on the line by 2004
  • In October 2001, the government stated that the Oakwood work was still planned, but no date was given
  • In October 2001, Tube Lines (the winner of the PPP franchise for the Jubilee, Northern and Piccadilly Lines) was reported to be hoping to sign final contracts by February 2002. The plan for the first three years was to upgrade signalling and modernise all trains with new interiors (Editors note: the Piccadilly Line fleet was refurbished in the late 1990s). In the first 7½ years after signing contracts, 37 stations would be modernised, 23 escalators would be replaced or refurbished and 12 lifts would be refurbished

Jubilee Line Frequency

2001 Nov 28 up

  • In January 2001, London's Mayor stated that London Underground planned a 4% increase in frequency for 2003 and a 22% increase over 2001 levels by 2010
  • In August 2001, the private consortium selected to run the Jubilee Line was reported to have agreed to increase service frequency by 2004
  • In October 2001, Tube Lines (the winner of the PPP franchise for the Jubilee, Northern and Piccadilly Lines) was reported to be hoping to sign final contracts by February 2002. Priority was to upgrade the signalling system to increase the number of trains from 22 an hour to 24 or more in the first two years. During the first 7½ years after signing contracts, 14 stations would be modernised, 20 escalators would be replaced or refurbished and 20 lifts would be refurbished

Under Construction Channel Tunnel Rail Link Section 1

2001 Nov 28 up

  • Official web site with excellent maps and vertical profiles
  • Government CTRL website
  • CTRL Information Line (from the UK) Tel: 0845 741 3556
  • Further details of the project can be obtained from Richard Jones, the Eurostar (UK) Ltd representative, on Tel: +44 (0)20 7681 5000
  • See also CTRL Section 2
  • This is the first new mainline railway to be built in Britain for more than a century
  • Construction of Section 1, due to cost £350m, started on 15th October 1998 and should be complete by 2003. This will cut 20 minutes from journey times between London and the Continent
  • Section 1 is 69km of high-speed overhead-electrified railway from the Channel Tunnel to Fawkham Junction. It leaves Eurotunnel's track at the Channel Tunnel, heads west to Ashford and then north-west to Southfleet. A 3km spur largely follows the alignment of the abandoned Gravesend - Swanley branch from Southfleet to Fawkham Junction, where it joins existing tracks to Waterloo International
  • There will be a station at Ashford
  • In March 2000, Railtrack stated that it was committed to improvements between Fawkham Junction and Waterloo, to allow an increase in domestic services when the international services are diverted onto the new track east of Fawkham. Improvements would include the construction of an underpass at Shortlands. A Transport and Works Act submission should be made in late 2000 and the improvements should be complete by mid 2003
  • In July 2000, the project was reported to be ahead of schedule and under budget
  • In October 2001, the viaduct over the Medway valley was completed. The project was reported to be still on time and within budget

Covent Garden temporary closure of entrance

2001 Nov 28 up

  • Covent Garden has more than 16 million passengers per year and is the busiest Underground station served only by lifts. Entrance (not exit) is regularly closed to prevent overcrowding
  • In 1996, London Transport endorsed the development of a second ticket hall on the north side of Long Acre. By 1998 this plan had been scrapped, and two other sites were being considered for an enlarged station
  • An interim plan to replace the existing lifts was said in 1998 to be starting "soon". Entrance would be closed for six months: exit would be unaffected
  • In November 2001, London Underground announced that Covent Garden station was to be exit-only between 1300 and 1700 on Saturday afternoons because the number of customers using it had risen to the dangerous level of 70000 per Saturday. There were "long-term plans" to redevelop the station

Pedestrianisation of Westminster and Trafalgar Squares (World Squares For All)

2001 Nov 28 up

  • On 20th August 1998, the government announced support for Sir Norman Foster's £50m plan to pedestrianise parts of Trafalgar Square, Parliament Square and Whitehall
  • The scale of the project requires a step by step approach to minimise disruption, starting with Trafalgar Square. It is proposed to create a new pedestrian area on the north side of Trafalgar Square in front of the National Gallery; widen pavements along Whitehall and pedestrianise the south side of Parliament Square joining it to Westminster Abbey
  • In March 1999, Westminster Council signed contracts for a detailed design and submitted a bid for Lottery money
  • In early 1999, it was intended that a substantial part of the work would be complete by the end of 2000 (see below)
  • On 17th February 2000, the public consultation for the work on Trafalgar Square was launched
  • In June 2000, London's Mayor stated that the pedestrianisation would go ahead regardless of Westminster Council's wishes
  • In January 2001, London's Mayor stated that implementation of the first stage of the World Squares proposal - the part pedestrianisation of Trafalgar Square - was a priority and was due to be completed by the end of 2004
  • In April 2001, it was reported that the Trafalgar Square scheme was likely to be approved in May 2001. The £25m scheme would involve pedestrianising the north side of the square, and making the southern side 2-way. Trafalgar Square is used daily by 75000 pedestrians and 55000 vehicles
  • In October 2001, construction work was due to start in November 2001 and last until Summer 2003

East London Line to Dalston, Highbury, Dulwich, Streatham, Wimbledon, Croydon

2001 Nov 28 up

  • Official webpage
  • Map from TfL on BBC website
  • Map on London Underground site
  • The East London Line Group is a consortium of regeneration partnerships and councils stretching from Islington to Croydon. Their contact is Margaret Cooper at Tower Hamlets Council
  • The existing line from Shoreditch to New Cross and New Cross Gate has reopened fully: some (but not all) of the work necessary to make the line electrically compatible with third-rail trains used on National Rail services in South London has been completed
  • David Connor - "The line has been re-profiled to ensure that Networker type stock will fit" [these trains are currently used on the Dartford Lines]
  • In July 1995, Hackney Council gave the locations of the stations on the Northern Extension, which uses most of the disused viaduct which once carried services between Broad Street and Canonbury:
    • Bishopsgate: south of Bethnal Green Road, between Shoreditch High Street and Wheeler Street (although this is over the Central Line, there will not be Central Line platforms)
    • Hoxton: on the northeast corner of Cremer Street / Geffrye Street junction
    • Haggerston: beside Acton Mews
    • Dalston: on the site of the old Dalston Junction station south of Dalston Lane, between Kingsland Road and Roseberry Place (note: this is a few minutes walk from Dalston Kingsland station)
  • A northern extension from Whitechapel to the North London Line in Dalston was given government approval (but no funding!) in January 1997. The powers included abandonment of the existing Shoreditch station and construction of a depot at Silwood, south of Surrey Quays, which would be required if the northern extension was the only extension built: the depot would occupy a triangle of land north of the London Bridge to Deptford railway, west of the existing ELL and east of the planned ELL South London Line Link. The section from the old Dalston Junction station to the junction with the existing North London Line would be a covered way
  • Many different southern extensions were discussed during the 1990s: see also Outer Circle
  • In August 1997, London Transport held discussions with light rail manufacturers concerning the possibility of allowing joint running of light rail and existing Underground trains on the East London Line
  • In 1998, London Transport announced a plan for an extension to Croydon: initial announcements discussed East Croydon
  • In November 1998, London Transport stated that the northern extension could be operational by 2000 if funding could be found (see below)
  • David Connor in December 1998 - "Plans for Central Line platforms at Bishopsgate have been dropped, due to a poor cost/benefit ratio (high cost, plus extra journey time for all Central Line passengers due to an additional stop that few of them will use)"
  • In April 1999, London Underground published a public consultation document called "Extending the East London line", which described extensions to Highbury and Islington, West Croydon, and either Wimbledon or Clapham Junction. Either Wimbledon or Clapham Junction would get ELL service, but not both. The existing Shoreditch station would be closed.
  • In April 1999, London Underground stated that construction might start in 2002, and all three extensions might be open in 2005 (see below)
  • In April 1999, London Underground stated that the 3 branches (New Cross, Croydon, and either Wimbledon or Clapham) would each have 6 trains per hour (see below)
  • In June 1999, London Underground stated that the route to Wimbledon might be too busy for more than 4tph (trains per hour), although the route to Clapham Junction would be able to handle 6 extra trains per hour: this made Clapham Junction (temporarily) the favoured option. The frequency between Surrey Quays and Whitechapel would be 18tph: between Whitechapel and Dalston might be 18tph or 12tph. Only 6tph would proceed to Highbury & Islington (see below)
  • In June 1999, the plan for a grade-separated junction between the South London Line Link and the existing ELL was infringing on the area of the planned Silwood depot: consequently, plans were afoot for a small facility inside the planned grade-separated junction at New Cross Gate instead, with heavy overhaul performed at a large facility in Selhurst. Although powers for the depot at Silwood are still alive, a depot inside the New Cross Gate junction is considered to be less disruptive to local residents. The link would have a flat junction at the Queens Road Peckham end
  • In June 1999, 4-car Networkers or Junipers were being considered as stock for the extended line. Her Majesty's Railway Inspectorate might insist that any trains using the Thames Tunnel must have end doors for detrainment, in which case the Networkers would have to be custom-built. (Junipers have bolt-on cabs, so an end door is an available option.) The existing East London Line stock were refurbished in the late 1990s: they are probably good for another 20 years of service, and would perhaps be given to the Metropolitan Line
  • The decision to proceed was expected to be taken by London's Mayor in 2001, after the public inquiry
  • In January 2000, extension of the New Cross branch to Lewisham was said to require capacity enhancements north of Lewisham
  • In January 2000, the following southern branches and frequencies were being considered (18 trains per hour total):
    • 4tph via Sydenham to West Croydon
    • 4tph via Sydenham to Crystal Palace
    • 4tph or 6tph to New Cross
    • 4tph or 6tph via Peckham Rye to Wimbledon (Clapham Junction has not been ruled out but was looking unlikely)
  • In March 2000, the Environmental Statement for the southern extensions was published, and a 6-week "objection period started (lasting until 2nd May 2000). The Surrey Canal Road station was planned to have 4-carriage platforms, with "passive provision" for 8-carriage platforms. The construction work would necessitate the temporary closure of the East London line between Surrey Quays and New Cross Gate, and more limited closures of the line between Surrey Quays and New Cross
  • In March 2000, a new version of "Extending the East London line" was published, describing the following extensions:
    • Northern Extension: from Whitechapel to Bishopsgate, Hoxton, Haggerston, Dalston and Canonbury Railtrack station. After Canonbury, some trains would go to Highbury & Islington: others would branch via the Canonbury Curve to Finsbury Park. Shoreditch station would close. A "possible option" involved extension from Highbury & Islington to Caledonian Road & Barnsbury, Camden Road, a reopened Primrose Hill, South Hampstead and all stations to Willesden Junction. Maps implied that trains to and from Finsbury Park would serve Canonbury: since trains to and from Finsbury Park cannot currently reach the platforms at Canonbury, this probably implies that new crossovers would be built west of Canonbury
    • New Cross Gate link: extending New Cross Gate services to serve the existing stations at Brockley, Honor Oak Park, Forest Hill and Sydenham. After Sydenham, some trains would terminate at Crystal Palace: the others would serve Penge West, Anerley, Norwood Junction and West Croydon. The slow tracks at New Cross Gate are either side of the fast tracks, so a flyover/diveunder would be built for northbound ELL services
    • South London Line link: a new branch from Surrey Quays via disused trackbed (with a new station over Surrey Canal Road and west of Mercury Way) to Queen's Road Peckham, then over Railtrack lines to Wimbledon, calling at all existing stations via Peckham Rye, North Dulwich and Tooting
  • In March 2000, London Underground gave the cost as £115m and made formal application to the government for powers to build the southern extensions
  • In April 2000, London Underground gave the following predicted journey time reductions:
    • Penge West to Canary Wharf: down from 41 minutes to 21 minutes
    • Anerley to Bishopsgate: down from 37 minutes to 26 minutes
    • Forest Hill to Shadwell: down from 22 minutes to 16 minutes
    • Surrey Quays to West Croydon: down from 30 minutes to 23 minutes
    • Tooting to Canary Wharf: down from 44 minutes to 27 minutes
    • Peckham Rye to Canary Wharf: down from 22 minutes to 13 minutes
    • Crystal Palace to Canary Wharf: down from 34 minutes to 22 minutes
    • Crystal Palace to Bishopsgate: down from 36 minutes to 25 minutes
  • In July 2000, Lewisham Council put earlier objections to the scheme aside and pledged £5m to the project
  • By September 2000, the Strategic Rail Authority had compiled a report on the East London Line being used by both Underground and national railway services and forwarded it to London's Mayor and the British Government (this was the latest in a series of moves in which connections between the East London Line and the national railway were advocated or opposed by the various players: note that the British Government, of which the Strategic Rail Authority is a part, will make the final decision)
  • On 8th November 2000 the public inquiry concluded. London Underground's evidence included suggestions of future East London Line extensions via New Cross: to Bromley North, to Orpington via Grove Park, to Blackheath, to Dartford via Sidcup, or via Elmers End to the recently abandoned Addiscombe Railtrack station (demolished in mid 2001). The inquiry evidence also included indicative service frequencies for the extensions which are the subject of the inquiry:
    • 18tph on the central trunk between Surrey Quays and Dalston
    • 6tph extending from Surrey Quays to New Cross
    • 4tph extending from Surrey Quays via Sydenham to West Croydon
    • 4tph extending from Surrey Quays via Sydenham to Crystal Palace
    • 4tph extending from Surrey Quays via Peckham Rye to Wimbledon
    • 4tph extending from Dalston via Canonbury to Finsbury Park
    • 8tph extending from Dalston via Canonbury to Highbury & Islington, half of which would continue to Willesden Junction
  • In November 2000, the inquiry inspector was expected to produce his report by the end of November, and the government was expected to produce its decision in early - mid 2001
  • In December 2000, London Underground hoped that construction would start in 2002-3 and that services would be running in 2005/6
  • In January 2001, London's Mayor described the scheme as a key transport priority. The branch to Clapham Junction which disappeared from London Underground's proposals in early 2000 was listed as a "possible extension" with services "in due course". (Editor's note: with 5 southern branches to New Cross, West Croydon, Crystal Palace, Wimbledon and Clapham Junction, either the branches would have sparse service or the central trunk would have very frequent service)
  • In April 2001, the Strategic Rail Authority released £39m funding for the Northern Extension only, and stated that construction work was expected to start later in 2001
  • In April 2001, a London Underground ELL bulletin neglected to include Finsbury Park in the proposal: LU apologised to local authorities for this erroneous document, and the next bulletin in August 2001 included Finsbury Park again
  • By August 2001, London Underground were issuing legal notices to owners of land to be compulsorily purchased for the Northern extension. A contractor was to be appointed within weeks, and construction was to start in November / December 2001 and last about 4 years. The existing Shoreditch station was not expected to close for several years. Government approval of the Southern extensions was hoped for in the autumn 2001, allowing construction to finish by 2006
  • On 9th October 2001, the government granted powers to start constructing the Southern extension within 5 years: London Underground's request to grant powers for 8 years instead of the normal 5 years was refused
  • In October 2001, London Underground anticipated that a concession would be awarded for a period of up to 30 years, and the successful private sector bidder would have to invest about £600m to build and maintain the infrastructure. Dalston station was planned to have three platforms, the centre one for reversing. Trains longer than 4 cars were still seen as a potential future enhancement. There was a possiblity that Her Majesty's Railway Inspector might demand that Wapping station be closed or rebuilt with wider platforms before the enhanced services called there
  • In October 2001, the Strategic Rail Authority stated that Phase One of construction work was scheduled to begin in early December 2001. It would include the renewal of railway drains in the Dalston area, partial demolition of the former Bishopsgate Goodsyard structure, and the construction of access roads in the Allen Gardens area
  • Note that the powers to construct the Northern Extension are due to run out in February 2002
  • Please contact:
    • East London line southern extensions
      Stations and Safeguarding Team
      London Underground Limited
      55 Broadway
      London SW1H 0BD
      Tel: +44 (0)20 7308 4400
      Fax: +44 (0)20 7308 2044

Under Construction Central Line Modernisation

2001 Sep 17 up

  • Faster, more frequent services will be introduced - journey times from White City to West Ruislip will be cut from 24 minutes to 16 minutes
  • An updated version of the Victoria Line's ATO (Automatic Train Operation) control system was supposed to start operating on the Central Line in 1997. All of the necessary equipment was in place by early 1999, but activating it was postponed until late 1999 - 2001
  • Track was improved to enable trains to run at 100km/h on the Epping and West Ruislip branches
  • Between October 1998 and approximately July 1999 the fleet was converted to High Performance Mode with better acceleration and speed
  • In March 1999, a senior London Underground source stated that no attempt would be made to run 33 trains per hour until they could run 27tph reliably
  • By July 1999, WSP (wheel-slide protection) had been fitted to more than half of the trains. This was to prevent High Performance Mode trains from overshooting platforms and suffering from wheel-flats. Unfortunately, this was introduced after the High Performance Mode: therefore the ATO could not be switched on yet because ATO could not work properly if trains kept overshooting platforms
  • In July 1999, it was rumoured that ATO might start to be switched on in September 1999: the first ATO section would be Wanstead to Gants Hill, and the second would be Liverpool Street to Mile End. No drivers would be trained for ATO until September 1999
  • In April 1999, the General Manager of the Central Line stated that a 30 trains per hour service was expected to be introduced in Spring 2000: it was rumoured that 30tph was the highest frequency which the system could robustly handle, and that earlier predictions of 33tph had been optimistic
  • 3518 on 11th January 2000 - "[Fitting WSP to the fleet is] now complete"
  • By November 2000, ATO was in operation on all of the underground sections, but variable braking rates on the overground sections due to rain and leaves meant that ATO could not be used on the overground sections in the near future
  • In January 2001, London's Mayor stated that increased Central Line service frequency was expected in April 2001, and that a further 5% increase in frequency was planned for 2003
  • Bumper Harris in March 2001- "At the moment, the ATO is used only in tunnel and between Leyton and Leytonstone, and where it surfaces at Stratford, but in the last week the Traffic Circular has reported that Her Majesty's Railway Inspectorate has given permission for ATO to extend to the whole of the Central line, which will take place in sections in the coming months. To make sure all Train Operators have experience of coded manual operation at least every six months, trains must be operated in coded manual operation on the following sections of line throughout traffic hours on Sundays and Bank Holidays only." [west of Hanger Lane, west of West Acton, east of Wanstead and east of Snaresbrook]
  • From May 2001, ATO was operational on the entire line except West Acton to Ealing Broadway (westbound) and into Woodford Bay platform
  • In August 2001, the private consortium selected to run the Central Line agreed to increase off-peak frequency as soon as they took over, and peak service frequency by 2002

Battersea Power Station footbridge

2001 Sep 17 up

  • In August 2001, the redevelopers of Battersea Power Station were considering an adjacent 290-metre-long foot and cycle bridge across the Thames

Bakerloo Line Frequency

2001 Sep 17 up

  • In January 2001, London's Mayor stated that London Underground planned an 18% increase in frequency for 2019
  • In August 2001, the private consortium selected to run the Bakerloo Line agreed to increase off-peak frequency as soon as they took over, and increase peak frequency by 2003

Victoria Line Space Train

2001 Sep 17 up

  • In January 1999, London Underground stated that the Victoria Line trains were due to be replaced in 2007. Since 1995, London Transport had been investigating the possibility of new Victoria Line trains that could carry 45% more passengers. The trains would be the same length as the current 8-car trains but would contain 12 shorter sections connected by articulated connections, making it easy for crowds to spread from one end of the train to the other. Because each section would be shorter than the current carriages, the trains could also be wider than the current stock without scraping the tunnel walls on the curved sections. The new trains would have low floors, level with the existing platforms for easy access. The name Space Train comes from the increased space on the train. The platforms would have to be cut back slightly to allow the wider trains. The Victoria Line already has insufficient escalator capacity, and station upgrades would be necessary before the line capacity could be increased. Power would be supplied by a single 1500v overhead rail instead of the existing 630v power rails beneath the trains. This would be the start of a 35 year conversion programme of the entire Underground. Draughtsmen on the project had produced 300 drawings and several models. Completion by 2007 was looking unrealistic
  • In 1999, there was also a plan to upgrade the Victoria Line signalling to allow 90-second headways. This and the Space Train would double the line's capacity
  • In January 2001, London's Mayor stated that London Underground planned to increase the Victoria Line frequency by 4% in 2004 and by 21% over 2001 levels in 2010: also that the trains would be replaced or refurbished in 2008
  • In August 2001, the private consortium selected to run the Victoria Line agreed that the off-peak frequency would increase as soon as they took over. They also agreed that, by 2004, the peak frequency would increase and the first prototype new Victoria Line train would be delivered. By 2008 the full entire fleet of 37 new trains will be running under new signalling: these would be conventional 8-car trains, not Space Trains

Open Jubilee Line Extension from Green Park to Stratford

2001 Sep 17 up

  • Opened:
    • On 14th May 1999, Phase 1 between Stratford and North Greenwich opened: this was 1½ years later than planned at the start of construction. Service was on Monday to Fridays until 8pm only, with a timetabled service every 7½ minutes, and every 6 minutes in the peaks
    • On 17th September 1999, Phase 2 (or part of it), between North Greenwich and Bermondsey, opened
    • On 24th September 1999, Waterloo Jubilee station opened, with service to and from Stratford not stopping at Southwark or London Bridge
    • On 7th October 1999, London Bridge Jubilee station opened
    • On 20th November 1999, Southwark station opened, as did the section between Waterloo and Green Park, allowing through running from the old line to the new. Charing Cross Jubilee platforms closed the night before. Weekend and late night service on the extension started. However, Jubilee trains were running through Westminster without stopping
    • On 22nd December 1999, Westminster Jubilee station opened, completing the opening of all tracks and platforms
    • On 28th April 2000, the improved interchange between the Piccadilly Line and the Jubilee Line at Green Park opened (except for the lifts)
  • In 1989, predicted cost was £900m. In mid 1999, predicted final cost was £3300m, making it allegedly the most expensive railway in the world in £ per km (over £0.2m per metre)
  • Due to problems connecting the moving block signalling on the extension to the conventional signalling on the existing line, the moving block signalling was abandoned for the time being, and compressed air lines were fitted to allow conventional trainstops. Planned frequency was cut from 36 trains per hour to 24 or maybe 17
  • In July 1999, London Underground stated that the signalling will not be altered for a year after the extension opens (presumably until after the Dome closes in December 2000), and then moving block signalling will be introduced starting with "the northern end" (Editor's note: it is not clear whether this meant Stratford or Stanmore)
  • In July 2001, Canary Wharf Group, who had paid London Underground £350m for a specific level of service at Canary Wharf station, launched a compensation claim against LUL for failure to supply the specified frequency

Victoria Coach Station

2001 Sep 17 up

  • In Winter 1993, London Transport stated that "certain leases held by the Grosvenor Estates were due to run out from 2005 onwards" and that the coach station might be relocated after 2005
  • In Winter 1994, London Transport Planning favoured moving the coach station to Bishops Bridge, Paddington, but there was fierce opposition from Paddington residents
  • Kenneth Glazier in November 1999 - "There were plans some time ago to have a major redevelopment at Victoria with a coach station above the railway station and the buses in an enlarged area in the front where they are now. As far as I know this scheme is still 'live' but how likely it is to happen I don't know"
  • In July 2000, Westminster Council believed that instead of a single central coach station, London should have a group of smaller coach stations

Scrapped Virgin Trains from Gatwick via Olympia and Hayes to Reading and Birmingham

2001 Sep 17 up

  • In early 1999, Virgin were said to be planning an hourly service from Gatwick Airport to Birmingham and further north, calling at Kensington Olympia, Hayes & Harlington, Reading and other places
  • In June 1999, the start date was given as between 2001 and 2003. Hayes might have been removed from the plan
  • In June 2000, Virgin's plans for Cross-Country services in 2002 contained no trains in London except for Paddington terminators: the planned hourly Brighton service would avoid Greater London completely and travel via Reading, Guildford and Redhill instead. The current sporadic Virgin service via East Croydon and Olympia would cease to run. (This doesn't affect Euston trains.)
  • In July 2001, the scrapping of Virgin services via Kensington Olympia was said to be expected in September 2002

Jubilee Bridge (Cannon Footbridge)

2001 Sep 17 up

  • A private Railtrack footpath on the western side of the bridge carrying Cannon Street trains over the Thames may be opened to the public
  • By October 2000 the Cannon Footbridge Trust had submitted detailed plans for work costing £9m (this is between a third and a half of what a new bridge requiring foundation would have cost). If permission was granted, work could start in 2001. 30 overhead screens on the bridge would be leased for advertisements
  • In April 2001, the Cannon Footbridge Trust hoped for planning permission by the end of May 2001, and hoped that construction would be complete by November 2002
  • In August 2001, the now-renamed Jubilee Bridge Trust received planning permission from Southwark and The City Corporation for London's first covered Thames footbridge. It was renamed the Jubilee Bridge in honour of the Queen's Golden Jubilee in 2002 (it had previously been called the Cannon Footbridge). The price was now £14m, and more than 3.4 million pedestrians per year were expected to use the walkway. The 240-metre-long bridge would have 4 covered viewing areas. The Greater London Authority gave support. If funding was confirmed, the footbridge was expected to be ready in November 2002

Under Construction Hungerford Bridge

2001 Sep 17 up

  • A competition was held to find a replacement for the footbridge from Embankment Station to the South Bank. The £26m winning entry involves removing the existing footbridge and constructing two footbridges one on each side of the railway bridge, further away than the current footbridge. The new bridges would each be twice as wide as the existing bridge, thus quadrupling capacity, and would have lift access. The old bridge will be demolished when the first new bridge is complete
  • In July 1999, Westminster Council predicted that work would start in September 1999 and be completed by early 2001. Government approval was given in the same month
  • On 3rd November 1999, construction work started
  • In August 2000, the work was stopped because of safety restrictions imposed by London Underground which would add £19m to the cost. According to London Underground, Cross River Partnership had not fulfilled their statutory obligation to give London Underground full details of their plans for working close to tube tunnels before starting construction. The bridge was a target in World War 2, and drilling could trigger any undiscovered bombs
  • By February 2001, work had restarted after new £40m contracts were signed with Costain, who predicted completion in March 2002

Tower Hill pedestrianisation

2001 Sep 17 up

  • In July 2001, the Tower Of London was reported to have received £5.4m from the Heritage Lottery for a scheme which included the pedestrianisation of the road called Tower Hill and demolition of a concrete pedestrian bridge which obscures views of a medieval causeway

North London Line capacity

2001 Sep 17 up

  • In February 2000, Silverlink planned to extend 22 platforms at 12 North London Line stations to handle 4-car trains
  • In July 2001, Silverlink planned to extend 22 platforms at 12 North London Line stations between Richmond and Stratford to handle 6-car trains. The line currently has 3-car Class 313 units, as do the Watford to Euston service and the Watford to St Albans service: the two Watford services would get new 4-car units, and the displaced 3-car units would be added to the North London Line fleet

Victoria Station redevelopment

2001 Sep 17 up

  • In June 2001, Westminster Council gave planning guidance for a redeveloped Victoria Station, predicting that commuters per day would rise from 350000 to 500000 per day, with a 45% increase in the morning peak by 2020. Interchange would be improved between buses, trains and the Underground. Offices, shops and housing would be built above the existing station to pay for the development. The eastern half of the station and the Grosvenor Thistle Hotel are listed, and should be retained. Terminus Place buildings might be demolished for a piazza. A public consultation and two public forums were set to be held in July 2001. The draft planning brief was to be put out for consultation between July and September 2001. Westminster expected submission of Railtrack’s Planning Application by the end of 2001

Central London congestion charging

2001 Sep 17 up

  • Map of area affected
  • In Summer 2000, a study sponsored by the government stated that congestion charging could reduce congestion in Central London by around 12%, and that a charge of £5 per car per day could raise more than £200m a year to spend on improving transport
  • In September 2000, London's Mayor stated that a consultation would take place from January 2001, and that the scheme could be running by the end of 2002 (see below). The scheme would be preceded by traffic management measures to increase capacity on the boundary route (possibly the Inner Ring Road)
  • On 27th October 2000, London's Mayor stated that the proposed £15 charge for commercial vehicles had been reduced to equal the proposed £5 charge for private cars. Cars running on alternative fuels and motorbikes would pay nothing. Those living in the charging area would receive a 90% discount, and hospital and school workers who live in the Central Zone would receive a larger discount. The disabled would pay nothing except for a registration fee. Congestion charging couldn't start until there was a noticeable improvement in public transport, and that the plan was unlikely to begin before early 2003. Other plans included 20mph speed limits, improved river services, cycle routes and £0.70 bus fares in Central London
  • In November 2000, it was said that introducing congestion charges would cost £64m, and road improvements needed for congestion charging would cost another £68m
  • In January 2001, London's Mayor proposed that the charging hours would be 7am to 7pm, Monday to Friday. The scheme would cost £250m, with benefits valued at some £100m-£150m pa and net revenues of £190m per year. The boundary would be on the Central London side of these roads: Tower Bridge, Minories, Goodmans Yard, Mansell Street, Whitechapel High Street, Commercial Street, Great Eastern Street, Old Street, City Road, Wakley Street, Goswell Road, Pentonville Road, Penton Rise, Kings Cross Road, Acton Street, Grays Inn Road, Euston Road, Gower Street, Grafton Way, Tottenham Court Road, Euston Road, Marylebone Road, Baker Street, York Street, Gloucester Place, Marylebone Road, Old Marylebone Road, Edgware Road, Park Lane, Grosvenor Place, Lower Grosvenor Place, Bressenden Place, Vauxhall Bridge, Kennington Lane, Newington Butts, Elephant & Castle, New Kent Road, Tower Bridge Road, Tower Bridge
  • In January 2001, a Westminster Council survey showed that 40% of businesses claimed a road charge would force them to relocate, cut staff numbers or close sites. Westminster Council urged London's Mayor to improve public transport before introducing congestion charging
  • In April 2001, opinion polls showed that a small majority of Londoners supported the scheme. Transport for London were planning to spend £20m on advertising the scheme (compare with £1m spent in early 2001 on advertising the Mayor's Draft Transport Strategy). Wandsworth, Westminster and Kensington & Chelsea councils had demanded a public inquiry into the scheme, which experts stated would have little effect on pollution
  • In May 2001, it was reported that Tower Bridge (the crucial part of the cordon) may have to close if more overweight vehicles use it, and that even if weight limits are obeyed it will need major refurbishment within 10-15 years
  • In June 2001, Transport for London was expected to publish the scheme order in July 2001, to be followed by consultation with the boroughs. The Corporation of London threatened to force TfL to hold a public inquiry into congestion charging, unless TfL dealt with concerns about the effect that more traffic diverting onto the historic Tower Bridge would have on its structural integrity. A public inquiry would delay introducing congestion charging beyond the January 2003 deadline
  • In July 2001, TfL produced a brochure describing how license plates would be automatically filmed when entering and driving around the zone. Public meetings about the scheme were due at 7pm on 10th and 11th September 2001 at Shaw Park Plaza Hotel, 100-110 Euston Road

London Bridge Railtrack redevelopment

2001 Sep 17 up

  • In January 2000, Railtrack stated their intention for a £400 million redevelopment of London Bridge station. Plans include trebling the size of the concourse to 75,000 ft². The split concourse will be at street level. Work was not expected to start within two years or be completed until 2006. Railtrack stated that before the project can start, talks will be held with the Strategic Rail Authority to find ways of acquiring a "sizeable amount of money"
  • Railtrack has promised that services to and from Charing Cross and Cannon Street - besides Thameslink trains - would not be reduced while work was being done
  • By March 2001, planning permission for the station work had been given, although the work still depends on Thameslink 2000 receiving permission
  • In June 2001, Railtrack stated that the work would start in 2002/3 if planning permission (Editor's note: presumably Thameslink 2000 planning permission) and funding could be acquired

M25 (North) bus and lorry lane

2001 Sep 17 up

  • In May 2001, the Highways Agency were reported to be considering a bus and lorry lane on the M25 between junctions 16 and 27 (i.e. the northern side from the M40 to the M11)

Central Railway passenger services

2001 Sep 17 up

  • This plan for a 400-mile electrified freight railway from Liverpool to the Channel Tunnel has an official web site
  • Opponents also have a website
  • The 1996 plan was to use existing tracks from Ashendon, Buckinghamshire to Acton and new tracks from Acton to Olympia alongside the Central Line and West London Line. A new tunnel(s) would carry the line from Olympia to Streatham, from where it would run adjacent to existing railways to south of Croydon. After a tunnel beneath the North Downs it would run beside the M23 to Nutfield, and would then run beside the existing railway to Tonbridge, Ashford and the Channel Tunnel portal
  • Passing loops would be reinstated at Denham, Beaconsfield and Gerrards Cross stations to allow freight and passenger expresses to overtake the existing passenger services: this would slow the existing passenger trains down
  • Because the freight trains would be wider than normal British trains, stations which only have room for two tracks (such as Denham Golf Club, Seer Green & Jordans and Saunderton) would have to be rebuilt with platforms further apart, leaving a dangerous 600mm gap between the platforms and existing passenger trains. In 1996, Central Railway denied that these stations would have to close
  • In 1996, an application for powers was made to the government, but was unsuccessful
  • In 1998, Wandsworth Council were objecting to the plan on the grounds that freight not destined for London shouldn't pass through London and that not enough work had been done on the impact of the scheme
  • In Spring 1998, Central Railway published revised proposals
  • In August 1999, Central Railways stated that a full public consultation (originally intended for 1998) would take place in 2000
  • Tony Polson in November 1999 - "Central Railway appear to have recognised the strength of public opposition to their original proposed route through south London. New Civil Engineer reports that a route taking the line around the inside of the M25 is now being considered. During the previous evolution of the proposed link, strong opposition was mounted to Central Railway's proposed route alongside the Brighton main line through Croydon on its way to Redhill and Tonbridge. This route now appears to have been abandoned"
  • In November 1999, Central Railway stated that they would bid for government approval by July 2000 (see below), and that they were hoping to open in 2007
  • In December 1999, Central Railway stated that it was asking contractors to provide up to £10m in risk finance to launch the £5000m project. It stated that the line would remove about 2.5m trucks a year from Britain's roads - equal to up to 40% of long-distance truck freight between Britain and Europe. The timetable had slipped: government permission by end 2000, construction start in 2003 and opening in 2008. Estimated revenue would be £1400m per year within two years of opening. A station at Heathrow was rumoured
  • Anonymous in May 2000 - "Central Railway insisted that no decision has yet been taken [over whether the alignment would run through London or around the M25]. Central Railway is currently undertaking an extensive public consultation on the project, and an announcement on the route will be made at some point during the consultation period, before an application is lodged under the Transport and Works Act. It appears that the timetable for the application has slipped yet further - no application will be made until as late as spring 2001. Notwithstanding [Central railway's] denial of a decision, it certainly seems likely that the final application will propose an orbital route, with a station in the Heathrow / M4 / M25 interchange area. The original route provoked a great deal of opposition from local residents, and given the level of congestion on railways within London, and the possibility of the West London Line being developed (which would be incompatible with Central Railway), it seems almost inconceivable that Central Railway would risk resubmitting this route. However, opposition is already mobilising to an orbital route, and there are significant concerns about the technical problems that such a route would face. For example, construction could entail rebuilding part of the M3, which would have to be closed for some months. This is simply unworkable. Railtrack themselves have looked into the possibility of an orbital freight route, but it is thought that they favour either an option that would run even further west, along existing lines, or an east-of-London alignment, crossing the Thames in the vicinity of the CTRL"
  • Matthew Burchell in July 2000 - "Central Railway has now announced that it will submit an application under the Transport and Works Act 1992 to build a dedicated freight railway which will run on an orbital alignment around London. The cross-London alignment has now definitely been rejected, but no specific route has been chosen for the alternative. It is already provoking fierce opposition among the residents of Kent and Surrey"
  • In November 2000, plans to share the existing railway through Addlestone were rumoured to have been dropped
  • In January 2001, Central Railway stated that if the government didn't sanction a "hybrid bill" which would avoid the need for a public inquiry, the plan was in danger of never happening
  • In March 2001, the Strategic Rail Authority gave the scheme a 10-year-plus timescale
  • In May 2001, Central Railway talked of high-speed double-decker passenger trains linking Heathrow Airport with the Midlands, Yorkshire and the North West. Work could begin in 2003, with services running by 2008

London Crosslink: between Southwest, Northwest and Northeast via the North London Line

2001 Sep 17 up

  • In February 1999, Anglia Railways planned services between Northampton and Ipswich, between Ipswich and Basingstoke and between Basingstoke and Watford Junction
  • For intermediate stations served in the February 1999 plan, see my out-of-date map
  • Each of the three services would be two-hourly, giving an hourly service on the combined sections
  • The service between Watford Junction and Ipswich will use electric trains. Both Basingstoke services will use a small section of non-electrified track between Brentford and South Acton: in April 1998 Hounslow Council were advocating electrification of this stretch. The Basingstoke to Watford service uses another non-electrified section between Acton Central and Harlesden
  • In May 1999, Anglia stated that these routes (plus their Waterloo to Romsey/Southampton route) "will be introduced in stages between 1999 and 2002"

Ipswich to Basingstoke

  • In February 1999, Anglia Railways were hoping to start this in September 1999 (subject to approval by the Rail Regulator)
  • In July 1999, Anglia stated that although the service was expected to be profitable after passenger numbers had built up, if they did not receive government subsidy in the short term they would not be able to start the service in September 1999
  • In early September 1999, the timetable was published for the service, which was due to start on September 27th 1999 with Sunday services starting on 5th December 1999. However, the service did not happen
  • In December 1999, the Shadow Strategic Rail Authority agreed to pay approximately £2.8 million subsidy over the first three years of service. The two-hourly Monday to Saturday service would start in May 2000, running between Chelmsford or Colchester and Basingstoke via Stratford, Highbury & Islington, West Hampstead, Willesden Junction, Feltham, Staines, Woking and Farnborough. Anglia Railways stated "If the trains are popular the plan for the future would be to run an hourly service with all trains starting from Norwich/Ipswich at the East Anglia end and running through to Southampton at the southern end"
  • In May 2000, the service started operation, although Willesden Junction was not served
  • From May 2001, weekend trains served Camden Road, and Sunday trains and certain weekday trains served Brentford

Ipswich to Watford Junction

  • In February 1999, Anglia gave the western terminus as Northampton
  • Anglia Railways initially requested to start this in May 1999, but Railtrack refused due to congestion on the West Coast Main Line. Anglia Railways subsequently requested to start it in September 1999
  • In May 1999, Anglia gave the western terminus as Watford Junction
  • Between (approximately) August 1999 and (exactly) November 1999, the "City Line" was electrified. This links Kensal Rise with the "Slow Line" towards Wembley Central (paradoxically, the "Slow Line" is not used by the stopping Silverlink Metro services, but by the medium-speed Silverlink County services). It was already possible to run semi-fast electric services between Watford and Chelmsford via Queens Park, but this work enables running via West Hampstead instead. I do not know which route will be taken
  • In December 1999, Anglia Railways restated their Ipswich to Watford ambitions

Watford Junction to Basingstoke

  • This requires signalling work in the Willesden area, and will not be running before September 2000 at the earliest
  • In December 1999, Anglia Railways restated their Watford to Basingstoke ambitions

Under Construction Gospel Oak to Barking line

2001 Sep 17 up

  • Bids for government funding have been accepted for most or all years since 1995/6
  • In July 1999, Enfield Council stated that a bid for government funding for improved passenger information had been made
  • In July 1999, Enfield Council described a scheme to improve cycle facilities at all stations on the line, but no timescale was given
  • In approximately September 1999, the government stated that there were no plans to electrify the line (see below)
  • By September 1999 the "heritage" (i.e. ancient) trains had been replaced by Class 150 Sprinters built in the 1980s
  • In October 1999, Silverlink stated that the refurbishment of the Class 150s should start in February 2000
  • In October 1999, Silverlink expressed a desire to run through services from Barking to Clapham Junction via Gospel Oak and Willesden Junction. They also expressed a desire to run a train from Barking to Gospel Oak every 20 minutes (this might be incompatible with the Clapham extension plan)
  • In March 2000, Railtrack described the "option" of remodelling Gospel Oak by 2004, so that trains running between Barking and Clapham Junction could serve Gospel Oak. (The through lines between Upper Holloway and Hampstead Heath currently avoid any platforms at Gospel Oak)
  • In mid 2000, Railtrack stated that electrifying the line was an "option"
  • By July 2000, at least one refurbished train was in service
  • In Winter 2000-1, the line had a daily service, courtesy of funding from the government for the next three winters: for many years the line had been closed on winter Sundays. Funding included £0.001m each from Camden, Islington, Haringey, Waltham Forest and The Corporation of London
  • In July 2000, Waltham Forest stated that 2001/2 should be the final year for which a bid for funding is made: this will be for CCTV and information screens
  • In May 2001, the Strategic Rail Authority proposed a £25m upgrade which would allow an increase in weight and frequency of freight trains, and would include passive provision for future electrification. This upgrade and the subsequent electrification are necessary if CrossRail trains are not to be obstructed between Forest Gate and Stratford by freight trains to and from the Barking direction. Passive provision would also be made for a single-track link from Manor Park to Wanstead Park, which would allow all freight to be routed away from Forest Gate

Woodgrange Park:

  • Improvements were performed in 1997-8 (but the station is not step-free)

Wanstead Park:

  • Had access improvements in 1995-6
  • Further improvements were performed in 1998-9 (but is not step-free)

Leytonstone High Road:

  • Was completely rebuilt in 1995-6 (but is not step-free)

Leyton Midland Road:

  • Status unknown

Walthamstow Queens Road:

  • In April 2000, ramped access to both platforms was under construction and expected to be completed by the end of the month
  • By October 2000, both ramps looked complete but were not open
  • By March 2001, both ramps were open
  • By August 2001, both ramps were closed again
  • See also Walthamstow interchange improvements

Blackhorse Road:

  • This station was moved to its current location in 1981 (thanks to David Connor for the info)
  • In July 1999, Barking Council stated that improvements were planned for financial year 2000/2001

South Tottenham:

  • In July 2000, Haringey Council stated that improvements were planned for financial year 2000/2001
  • In late 2000, South Tottenham was due to be rebuilt with shorter platforms. WAGN were said to object to the shortening because they hoped to start calling there when the Enfield Town - Stratford service goes all-day
  • In April 2001, Railtrack were reported to be about to start work on entrance improvements

Harringay Green Lanes:

  • Railtrack spent £0.4m on rebuilding the platforms and making this the first step-free station on the line (not including the termini)
  • By late January 2000, the new platforms and Green Lanes entrances were open. Wheelchair access was not yet finished
  • By October 2000, work on the nearly-completed wheelchair access had been stalled for 6 months or more
  • By March 2001, work had restarted, and some work completed in 2000 had been torn up
  • By July 2001, the wheelchair accesses looked complete but were not open
  • By August 2001, both platforms were wheelchair-accessible

Crouch Hill:

  • Improvements were performed in 1997-8

Upper Holloway:

  • In July 2000, ramped access looked nearly complete

Tufnell Park:

Under Construction Channel Tunnel Rail Link Section 2

2001 Sep 17 up

  • Official web site with excellent maps and vertical profiles
  • Government CTRL website
  • CTRL Information Line (from the UK) Tel: 0845 741 3556
  • Further details of the project can be obtained from Richard Jones, the Eurostar (UK) Ltd representative, on Tel: +44 (0)20 7681 5000
  • See also CTRL Section 1, Kings Cross St Pancras upgrading and former and current proposals for extending DLR to Stratford International
  • As well as Eurostars to St Pancras and the North, Section 2 from Southfleet to St Pancras will also carry up to 8 domestic high-speed services per peak hour, carrying over 35,000 passengers a day. These trains will have to be able to change from overhead electric to third rail while travelling at speed and will need in-cab signalling: currently, Eurostar trains are the only trains with this capability. The domestic services would all terminate at St Pancras: some international trains would terminate at St Pancras, some avoid St Pancras and travel to the West Coast Mainline, and some will reverse at St Pancras and proceed to the East Coast Mainline
  • In February 1996, the government announced that there will be intermediate stations at Ebbsfleet and Stratford
  • Journey times:
    • St Pancras to Stratford: 7 minutes
    • St Pancras to Gravesend: 20 minutes
    • St Pancras to Ashford: 37 minutes
    • St Pancras to Dover: 1 hour and 10 minutes
    • St Pancras to Brussels: 2 hours
    • St Pancras to Paris: 2 hours and 20 minutes
    • Ebbsfleet to Brussels: 1 hour and 45 minutes
    • Ebbsfleet to Paris : 2 hours and 5 minutes
  • In Autumn 1997, a public inquiry was held into a new station at Stratford and a twin-track connection from the CTRL to the North London Line and West Coast Main Line. The twin-track connection east of St Pancras will allow trains to transfer directly from the CTRL to the North London Line and the West Coast Main Line and vice versa without having to pass through St Pancras, using Stratford instead as the London stop. This would replace the single-track connection authorised by the CTRL Act and would improve operational flexibility and reliability
  • In September 1998, the government was "minded to approve" proposals to build the twin-track connection from the CTRL to the North London Line and West Coast Main Line
  • Stratford International station will be 400 metres north of the existing Stratford station - this has come about because the decision to include the station took place after the alignment of the line had already been fixed. A travolator will link Stratford International with Stratford station. Earlier proposals for stations at Barking and Rainham are dead. Ferry Lane and Manor Way level crossings in Rainham will be replaced by footbridges over all four tracks, and a replacement roadbridge over the railways will be constructed approximately halfway between them
  • In November 2000, Railtrack's role in CTRL Phase 2 was in doubt. London and Continental Railways approached financiers to discuss alternative methods of funding, due to Railtrack's weak financial position caused by the expensive track replacement following the fatal Hatfield derailment
  • In January 2001, London's Mayor stated that it was "essential that implementation of the London section of the Channel Tunnel Rail Link commences as soon as possible"
  • In February 2001, the government gave the go-ahead for the Stratford station
  • In March 2001, contracts were let for some of the tunnelling work, due to start in Summer 2002. The Strategic Rail Authority stated that Connex South Eastern would have first refusal on running domestic services through the tunnel
  • In March 2001, the National Audit Office stated that optimistic passenger forecasts for the scheme could cost British tax payers £1200m. The government had used out-of-date economic growth estimates and incorrect assumptions about journey time cuts to estimate the benefit of the link as £1000m, when £220m would have been the correct estimate: furthermore, if passenger figures were 4% below forecasts, the benefit of the link would be zero, and if passenger figures were even worse, the government could have to lend £1200m to London & Continental Railways. The link represents poor value for money in terms of estimated economic benefits, and errors were made by this (Labour) government and the previous (Conservative) one
  • In April 2001, the government stated that the completed CTRL Section 2 would not be bought by Railtrack but would remain with its financiers London & Continental Railways. Construction was expected to last from July 2001 until the end of 2006 at a cost of approximately £3300m in "outturn prices". Contracts worth £800m had already been let
  • In May 2001, residents near Ebbsfleet were reported to be objecting to Dartford Council's choice of "Kent Thames-side" as the name of the new station, and wanted it to be called "Ebbsfleet" instead
  • In June 2001, a London Underground source stated that CTRL Section 2 cannot open until the Kings Cross St Pancras upgrading is complete
  • In July 2001, construction work started at Stratford
  • In August 2001, it was reported that a £141m contract had been signed for rebuilding St Pancras, and that the total value of contracts for CTRL Section 2 had reached more than £1000m
  • By September 2001, domestic trains from South Kent were planned to join the line at Ashford International. Domestic trains from North Kent would join the line to St Pancras via a connection from Gravesend station to Ebbsfleet station (near Northfleet station). The Ebbsfleet connection would be a few kilometres north of the point where the Waterloo and St Pancras Eurostars would split, so the Waterloo Eurostars and North Kent - St Pancras trains would not share track. The Ebbsfleet connection would join the CTRL a few metres north of Ebbsfleet station, so Ebbsfleet station would have a pair of platforms on the connection and a pair of platforms on the line from Ashford. International trains travelling at 300 km/h will share track with domestic trains travelling at only 200 km/h. At St Pancras, 6 Eurostar platforms would fill the trainshed and stretch out to the north side, and all other platforms would be completely to the north of the train shed: 4 platforms on the west side for the Midland Mainline (and possibly Heathrow Express) and 3 on the eastern side for high-speed domestic trains to Kent

Outer Circle / Orbirail

2001 Sep 17 up

  • Note that this has nothing to do with the Orbirail proposed by SWELTRAC to link Heathrow with Kingston, Wimbledon and Croydon
  • This plan to link the East London Line, North London Line, West London Line and South London Line came from Transport 2000, a pressure group
  • Alan Francis, Green Party Transport Speaker - "When [the Deputy Prime Minister] launched the consultation for the Transport White Paper back in 1997 he said that the Outer Circle was the sort of thing he wanted to see in the White Paper. Strangely nothing about it actually appeared in the White Paper which was neutered by Nos. 10 and 11 (PM and Treasury)"
  • In April 2001, the Strategic Rail Authority stated "Quite soon, the SRA intends to approve, with TfL, a sort out of the North London Line to move freight more efficiently while offering more capacity to passenger operators in preparation for a new Orbirail franchise, whose core will be the network from Willesden to Dalston to Docklands, around South London, to Clapham and back to Willesden in the North West of London"
  • See also East London Line Extensions


2001 Apr 01 up

  • This bus from Covent Garden to the Tower via Waterloo Bridge, Millennium Wheel (London Eye), Bankside Tate Gallery, London Bridge Station and Tower Bridge was expected to probably utilise electric, zero-emission accessible vehicles. It could carry up to 7 million passengers per year, 75% of whom could be tourists
  • In July 1999, Westminster Council gave a start date of April 2000
  • In March 2001, a London Underground source stated that the route had been tendered and awarded to First Capital, but that no start date had been fixed. The long-term intention was to use gas-powered buses

Under Construction Millennium Bridge ("Wobbly Bridge")

2001 Apr 01 up

  • The Millennium Bridge, a new footbridge between Blackfriars Bridge and Southwark Bridge, was designed by Norman Foster and engineered by Ove Arup
  • Millennium Bridge site including controllable webcams
  • Connecting the City with the Bankside Tate Gallery, it will be toll-free and will afford new views of St Paul's Cathedral
  • Construction started on 28th April 1999
  • On 10th June 2000, it opened to the public, only to close again on the evening of 12th June 2000 due to oscillations. The fitting of stabilisers was planned to take approximately 3 months. The oscillation is caused by people responding to tiny motions of the bridge by walking in step, which makes the oscillations get bigger and bigger. This problem occurred in a footbridge in Japan in 1989, but was hushed up rather than communicated to the world's engineers
  • In October 2000 it was reported that fixing the oscillation would cost £5m. Note that the original estimate for the cost of the entire bridge was only £9m, and the cost of the bridge as opened in June 2000 was £18m
  • In February 2001, Ove Arup said that the bridge would not reopen until the end of October 2001

Waterloo & City Line Frequency

2001 Apr 01 up

  • In January 2001, London's Mayor stated that London Underground planned a 15% increase in frequency for 2004

Under Construction King's Cross St. Pancras upgrading

2001 Apr 01 up

  • Free 24-hour helpline (within UK) Tel: 0800 1695416
  • Before and After maps and official progress newsletters
  • In the morning peak 55000 people use the station: this is expected to rise to 82000 in 2007 when the Channel Tunnel Rail Link opens at St Pancras
  • In January 1999, the government announced a £160m upgrading which will increase ticket hall capacity, improve interchange between lines and provide step-free access as part of the Channel Tunnel Rail Link project
  • In April 1999, the £80m first phase was due to start early in 2000 and end in 2004. It will include a new western Metropolitan / Circle ticket hall, enhancements of the existing tube ticket hall, and improved access for people with restricted mobility.
  • The second phase, including a new ticket hall linked directly to the planned St Pancras Eurostar station, will be carried out when CTRL Section 2 is built
  • By July 2000, preparatory service relocation had commenced
  • In August 2000, the main project was due to begin in Autumn 2000
  • In March 2001, a hoarding in St Pancras Railtrack station hid the construction of a temporary entrance
  • In March 2001, London Underground produced a glossy brochure describing the work
  • LURS are expected to hold a talk on the Kings Cross St Pancras Upgrading on
  • In June 2001, London Underground stated that the Western and Tube Ticket Halls should be completed in 2005, and the Northern Ticket Hall will be completed in 2006. Natural light will filter into all three ticket halls. The travolator between the tube area and the CTRL / Thameslink / Midland Mainline area had been removed from the plan. The roof of the Thameslink tunnel will have to be replaced where it passes beneath the tube ticket hall: this was intended to happen when the Thameslink tunnel was shut for Thameslink 2000 works, but slippage in the Thameslink 2000 project means that the tunnel roof will have to be replaced in weekend possessions of the Thameslink line before the closure

Tottenham Court Road station upgrade

2001 Apr 01 up

  • Official webpage
  • London Underground plans to upgrade the Underground's 8th busiest station and make it wheelchair-accessible
  • In approximately September 1999, London Underground appointed a consultant for the scheme, costed at £28m (see below)
  • In January 2000, London Underground produced a booklet about the scheme: available as a 814k pdf file
  • In February 2000, London Underground commenced the 18-month planning and public consultation procedures for a greatly enlarged ticket hall, lifts for step-free access and improved bus access. A Transport and Works Act order was scheduled for spring 2000. Construction was due to begin in late 2001 or early 2002 and take approximately four years. The station would remain open throughout
  • In July 2000 the plans were displayed at a public exhibition
  • By November 2000, the cost had risen to approximately £40m. The scheme would include the pedestrianisation of Andrew Borde Street, although Camden Council were considering this anyway
  • Please contact:
    • Consultation Manager
      Tottenham Court Road station upgrade project
      London Underground Limited
      Townsend House
      Greycoat Place
      London SW1P 1BL
      Tel: +44 (0)20 7918 4104
      Fax: +44 (0)20 7976 6563

Harrods Heliport

2000 Oct 06 up

  • In August 2000, Mohamed Fayed was appealing a decision against his proposal to build a helipad on top of his Harrods store
  • See also Battersea Heliport sale

Scrapped Railtrack Underground

2000 Oct 06 up

  • Map
  • In early 1999, Railtrack proposed two new cross-London services. The first would join the suburban services at Paddington and Liverpool Street using the northern side of the Circle line as an alternative to CrossRail. The second would join suburban services at Fenchurch Street and Wimbledon using the District Line. Consultants had previously rejected these schemes because of the Circle Line's short stations and flat junctions. Railtrack's £5000m proposals included lengthening stations for 10 or 12 cars, fitting moving-block signalling to allow 36 trains per hour, eliminating flat junctions either by grade separation or by withdrawal of some services such as Circle and Metropolitan Aldgate services. Conversion to 25 kV overhead power was considered. Connection at Paddington would be easy: connection at Liverpool Street and near Fenchurch Street would be difficult. London Transport opposed the scheme
  • In June 1999, Railtrack confirmed that it had agreed to enter into a dialogue with the government and London Transport with a view to concluding, in early 2000, a contract for Railtrack to maintain and upgrade infrastructure, including rolling stock, for the Hammersmith & City, District, Metropolitan, Circle and East London Lines. Railtrack has also agreed to develop options for integrating these lines with the national railway to enable better flexibility of journeys, greater capacity and easier interchange at key points on the network. The government's map suggests only linking the Great Western Line to the north side of the Circle Line: currently, Heathrow Express is the only electrified service on this line (diesel services would not be suitable for the Circle Line)
  • Through trains from Heathrow to the City would take just over 30 minutes
  • Services using the East London Line between Finsbury Park or Highbury & Islington and East Croydon, Gatwick and Brighton were hinted at: compare with London Underground's plans for East London Line extensions
  • On November 1999, the government, Railtrack and London Transport stated that all such east-west proposals were scrapped, and that Railtrack would not take over any London Underground lines. Subsequent statements from the government and from Railtrack gave a confusing picture, but in January 2000, Railtrack revealed (again) that it was pulling out of the bidding for the Underground
  • By mid 2000, Railtrack's East Croydon / Gatwick aspirations for the East London Line seemed dropped in favour of London Underground's proposal

Scrapped Chiltern to the City

2000 Oct 06 up

  • In September 1999, Chiltern Railways was preparing a proposal for the Strategic Rail Authority which involved extending the Underground's electrification scheme from Amersham to Aylesbury and connecting National Rail services at Liverpool Street to the Circle Line. Specially built electric trains would run from Aylesbury via Amersham and Baker Street to an eastern destination, using overhead electrification east of Liverpool Street
  • In October 1999, Modern Railways stated that Chiltern Railways were in talks with the Strategic Rail Authority over electric trains from Aylesbury to the City: no mention was made of extension east of Liverpool Street
  • This scheme seemed incompatible with those versions of CrossRail which serve Harrow-on-the-Hill
  • In August 2000, Chiltern Railways won a 20-year franchise extension: using the Circle Line was not part of their plan

Soho pedestrianisation

2000 Apr 06 up

  • Starting from August 16th 1999, Soho Street, Fareham Street and Moor Street were closed to traffic all day, and Frith Street and part of Old Compton Street were closed from midday to 4am
  • This £0.2m scheme was supposed to be for a trial period of one year
  • The scheme was judged a failure: the daily closure of Old Compton Street was due to end in April 2000 and the other streets were due to reopen in approximately July 2000

Watford Junction to Liverpool Street

1999 Dec 06 up

  • In 1997, Silverlink's research on the attractiveness of direct services between Bletchley and Liverpool Street showed that such a service would abstract passengers from their Euston services, but would not abstract enough passengers to allow Euston services to be cut, so the service would make a loss
  • Duncan Pflaeger in February 1998 - "Silverlink is reported to be in talks with the Franchise Director to operate a Watford - Liverpool Street service via the Graham Road curve. The service would be run instead of a Watford - Gatwick service that was part of the franchise agreement"

Under Construction National Cycle Network

1999 Dec 06 up

  • Three routes of the 4000km National Cycle Network pass through Greater London:
    • Route 1 runs via Sewardstone, Hackney Marsh, Greenwich Foot Tunnel, Thamesmead and Erith
    • Route 4 runs from Greenwich Foot Tunnel via Rotherhithe, Lambeth Bridge, Chelsea, Putney Bridge, Richmond Park, Kingston Bridge and Hampton Court
    • Route 21 (Waterlink Way) runs from Greenwich Foot Tunnel to the North Downs via Lewisham, Lower Sydenham, Elmers End and New Addington
  • In July 1999, Bromley Council stated that Route 21 was scheduled to be complete by March 2000 (I am unsure whether this means the whole route or just the part in Bromley Borough)
  • See also London Cycle Network

Under Construction London Cycle Network

1999 Dec 06 up

  • Currently under construction, this scheme costs £70m at 1996 prices
  • Every London council seems to be doing some work on this 1000-mile scheme
  • A free yearly handout map called "London Cycle Network" is available in many libraries
  • See also National Cycle Network

Coventry Street pedestrianisation

1999 Sep 04 up

  • In September 1999, Westminster Council stated that it would seek public opinion on the pedestrianisation of Coventry Street (near Piccadilly Circus)

Riverside Walkway

1999 Jan 23 up

  • This scheme would create an integrated illuminated walkway on the North bank of the Thames from Embankment to Tower Hill
  • Discussed in Corporation of London documents in 1994 and 1998

See How They Run: TPftLA: © 1998-2001