See How They Run: TPftLA: West

Purveyors of Transport Information to the Aristocracy since September 1998

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Index: Tube & National Rail, Eurostar, Road and Foot, Others

Tube & National Rail

· Bakerloo from Queen's Park to Ealing and Central Line from Shepherd's Bush to Richmond
· Brent Cross Thameslink station
· Chiltern Metro
· Chiswick Park Piccadilly / District / North London Line station
· Croxley Link
· Ealing to Greenford Branch
· Earl's Court
· Great West Road new station
· Hanger Lane Station relocation
· Marylebone enlargement
· Old Oak Station
· Olympia to the East Coast Main Line
· Paddington redevelopment
· Park Royal Piccadilly Line / Central Line interchange
· Piccadilly Line Uxbridge Branch separation
· South Greenford new platform
· Watford Stadium reopening
· Wembley Stadium station
· West Coast Route Modernisation
· West Hampstead redevelopment and Chiltern / Metropolitan platforms
· West London Line stations at Shepherd's Bush, Chelsea Harbour etc.
· White City Hammersmith & City Line / Central Line interchange
· Willesden Hub
· Watford High Street station
· Watford Junction station upgrade


· Watford and Olympia Eurostar

Road and Foot

· A40 Acton
· A406 Ealing
· Hammersmith Bridge
· Hammersmith Road
· M25 widening between the M40 and the A41 spur
· M25 widening between M4 and M40
· M25 widening between the M4 and the M3
· M4 widening
· M40 widening
· Neasden pedestrianised area
· Richmond Park traffic ban
· South Ruislip Station Road height restriction

Others (Bus Lanes,
Park + Ride,
Intermediate Modes)

· Brent Cross Light Rail
· Edgware Road Intermediate Mode
· Heston Park & Ride
· M4 bus lane extension
· West London Superlink
· West London Transport Strategy
· West London (Uxbridge Road) Transit


Modification date

West London Transport Strategy

2001 Nov 28 up

  • West London Transport Strategy is the name of a consortium of West London boroughs: its main proposal is a series of concentric orbital quality bus routes
  • In West London, nine new orbital express bus routes are proposed to interchange with the existing radial railways and express bus to create an integrated network in which any journey requires only one change, similar to the network formed by Copenhagen's radial S-trains and orbital S-buses. Each route would have at least six buses per hour in each direction and would have every known bus priority measure used along its entire length. Bus-train interchanges would be improved and Countdown would be installed at every interchange. The buses would be designed for comfort and prestige
  • The pilot scheme will involve the three routes listed below, and twelve key interchanges (in bold) will be upgraded to the high standard which will ultimately be applied to every interchange in West London
    1. From Harrow & Wealdstone to Harrow-on-the-Hill, South Harrow, Northolt Park, Northolt, Yeading & Hayes (The Grapes), and Hayes & Harlington. One branch will continue to Heathrow and another will continue to Hatton Cross and Feltham
    2. From Wembley Park to Wembley Stadium, Wembley Central, Alperton, Hanger Lane, Ealing Broadway, South Ealing, Kew Bridge, and Richmond
    3. From Willesden Junction to White City, Shepherd's Bush (Central Line), Hammersmith, and Putney Bridge
  • The scheme is supported by seven boroughs, namely Brent, Ealing, Hammersmith & Fulham, Harrow, Hillingdon, Richmond, and the lead borough Hounslow. It "has been the subject of wide ranging consultation"
  • By July 1999, the three routes were unchanged, but the number of key interchanges to be improved had been reduced to seven: Harrow & Wealdstone, Harrow-on-the-Hill, Feltham, Wembley Stadium, Wembley Central, Ealing Broadway, and Hammersmith
  • In July 1999, a bid for £2m funding for 2000/1 was made. Further bids of £2m per year until 2005 were expected
  • In July 2000, Harrow Council still hoped to implement the scheme, either within the borough or across West London
  • In July 2001, WLTS proposed improving the following corridors (the numbers are the bus routes on the corridors):
    • Corridor A: Heathrow - 222 - Uxbridge - U1 - Ruislip - H13 - Pinner - H12 - Stanmore
    • Corridor B: Fulwell - 281 - Hounslow - 120 - Northolt - 140 - South Harrow - H10 - Wealdstone (also Harrow - 186 - Edgware)
    • Corridor C: Twickenham - 267 - Brentford - E8 - Hanwell - E3 - Greenford - 92 - Sudbury Hill - H17 - Harrow - 183 - Hendon
    • Corridor D: Wembley Park - 182 - Brent Cross
    • Corridor E: Chiswick - E3 - Acton - 266 - Brent Cross
    • Corridor F: Barnes - 283 - East Acton (also Hammersmith - 266 - Acton)
    • Corridor G: Willesden - 226 - Neasden - 232 - Brent Cross

South Ruislip Station Road height restriction

2001 Nov 28 up

  • The low bridge on Station Road and other physical restrictions in the area force high vehicles travelling between Victoria Road industrial area and the A40 to divert via Pembroke Road, adding up to 5km to each journey
  • In July 2001, Hillingdon Council hoped that the Mayor would support their proposal for lowering the road beneath the bridge, and stated that the Government had not supported earlier proposals. No timescale was given or funding bid was made

West Coast Route Modernisation

2001 Nov 28 up

  • The finished railway wouldn't offer any improvements for travel within London, but the work itself was to cause a lot of disruption until the work was complete
  • The Rail Regulator decided that Bushey doesn't need any service apart from the all-stations Euston to Watford service
  • In March 2001, a Silverlink spokesman stated that whether Bushey would still have fast trains after 2005 had not been decided
  • In October 2001, the plans for 140mph track were scrapped by Railtrack, even though Virgin Trains was already taking delivery of an entire 140mph fleet for the West Coast Mainline. The plans for upgrade to allow trains to run at 125 mph was reported to be delayed to March 2003, and Railtrack was reported to have to pay £300m compensation to Virgin
  • See Official Website

West London Superlink

2001 Nov 28 up

  • A quality transport service linking Wembley Park station with Neasden Station, Willesden Junction, Park Royal Station, Hanger Lane Station and Ealing Broadway
  • In July 2001, Brent Council bid £0.05m for design work, and hoped to have the initial link implemented within 2 years. "Initially, the link will be bus-based, with appropriate end-to-end priority measures. With the implementation of major developments on the route, e.g. the National Stadium at Wembley, theGuinness Development at Park Royal, etc., demand can be generated for a higher grade guided busway and ultimately a light-rail system. This system will allow flexibility to be linked into the West London Transit Scheme"

Wembley Stadium station

2001 Nov 28 up

  • In July 1998, a proposal existed to replace the station with a larger one nearer the stadium where bus access could be enhanced. The larger station would receive more services from Marylebone which in turn would have to be enlarged: Chiltern Railways stated that enlarging Marylebone is unrealistic in the short to medium term
  • A separate proposal exists to add a turnback on the eastern side of the station. Currently, Chiltern runs additional services from the west on event days, but these services have to continue to Marylebone before they can turn around, and the cramped Marylebone terminus limits the number of such services which can run
  • In August 2000, Chiltern won the franchise for 20 years with (among other things) a commitment to increased frequencies at the station, starting in 2002
  • In July 2001, Brent Council stated that a £2m bid for interchnage and access improvements had been submitted in June 2001

West Hampstead redevelopment and Chiltern / Metropolitan platforms

2001 Nov 28 up

  • Official website
  • See also proposed Heathrow-St Pancras trains
  • Railtrack applied for planning permission for a £20m redevelopment of the North London Line station and the Thameslink station, as well as improving interchange with the Jubilee Line station and rebuilding the shops on West End Lane. If approval was given, work was to start in early 2000 and be completed in Spring 2001
  • In July 1998, Camden Council stated that Railtrack were looking at the possibility of adding Chiltern Line platforms at West Hampstead, but by 1999 this no longer formed part of the proposal (see below)
  • In January 1999, Railtrack stated that more than 40% of passengers using the Jubilee, Thameslink and North London Line stations in the morning peak were interchanging between lines
  • In March 1999 it was stated at a meeting that lift access would be provided at the Thameslink and Silverlink stations
  • In July 1999, London Underground stated that access to the Jubilee Line platforms would be step-free by the end of 2001 (see below)
  • In September 1999, Ove Arup were performing a study into road, rail, Underground, bicycle and buses, to be completed by December 1999
  • In October 1999, Chiltern Railways were working with the Strategic Rail Authority on "long term plans" for an interchange also including the Metropolitan line
  • In early 2000, London Transport stated that the work for step-free access would start in the 2000/1 financial year
  • In August 2000, Chiltern Railways won a 20-year franchise extension and were "proposing to develop with the SSRA, Railtrack and others" a "world-class major interchange" with Thameslink, the North London Line, Chiltern, and the Jubilee and Metropolitan Lines
  • In January 2001, London Transport User's Committee stated that Transport for London supported Metropolitan trains serving West Hampstead
  • In May 2001, Railtrack intended to develop proposals for the station in the next year
  • In November 2001, Chiltern Railways stated that they were keen for platforms at West Hampstead, and that Transport for London, Camden Council and the Strategic Rail Authority all supported the proposal but that Railtrack were uncertain. The proposal was for an interchange station of airline-terminal quality. There was room for Metropolitan, Jubilee and Chiltern platforms. All Chiltern trains would call there

West London (Uxbridge Road) Transit

2001 Nov 28 up

  • In September 1996, London Transport defined the "core alignment" from Shepherd's Bush / White City to Uxbridge, following Uxbridge Road with a diversion to Ealing Broadway station. An alternative route was shown using the railway from Ealing Broadway to West Ruislip via Castle Bar Park and Greenford
  • In July 1998, Ealing Council stated that they are "actively participating in studies commissioned by London Transport into the possibility of introducing trams or other intermediate modes on the Uxbridge Road"
  • At Ealing Broadway, the tram proposal is being integrated with the proposed creation of an enhanced accessible bus/rail/cycle interchange
  • In February 1999, London Transport stated that assessment of this bus or tram scheme would be completed in the first half of 1999
  • In July 1999, Hillingdon Council stated that an option being considered involved dividing the route on the west side of the Parkway/Uxbridge Road roundabout, with one branch to Hayes town centre and Hayes station, and the other branch to Uxbridge
  • In December 1999, London Transport predicted that usage would be extremely high
  • In May 2000, London Transport produced a leaflet showing the alignment from Shepherds Bush Central Line station direct to Uxbridge with no branches, and suggested opening in 2005/6. Articulated trolleybuses were an option still being considered, even though studies favoured trams. The leaflet featured prominent pictures of trolleybuses and less prominent picture of trams. Evaluation suggested that the scheme would attract 50 million passengers per year
  • In July 2000, Ealing Council stated that the route from Shepherd's Bush to Uxbridge would have about 42 stops, compared with 66 on the 207 bus and 17 stops on the 607 at present. There would be a tram every 3 minutes east of the Hayes Bypass and every 6 minutes west thereof. Each tram would hold 250 passengers (cf. Croydon trams hold 200). A bid for £0.15m for the financial year 2001-2 was made for design, consultation and Transport And Works Act Order preparation
  • In January 2001, London's Mayor supported the scheme but did not include it in his list of "key transport priorities". The length was given as 20km and predicted usage was 50 million passengers per year
  • Colin McKenzie in July 2001 - "Uxbridge Road Transit consultation is going ahead in September. The scheme will probably leave other traffic more roadspace than the initial draft. Local FoE and LCC will oppose anything that doesn't keep the road open throughout for cyclists."
  • In July 2001, Hillingdon Council stated that a new Southall Southern Bypass might be constructed to unblock Southall High Street for tram use. In Hillingdon Borough this would use Springfield Road and the western part of Beaconsfield Road
  • In October 2001, Transport for London held the public consultation. The favoured location for a depot was the former gas works in Southall, approximately 1 kilometre away from the planned service route. In Shepherds Bush, options included reserving the north side of The Green for public transport. In Acton, options included reserving Uxbridge Road between Mill Hill Terrace and Church Road for public transport, and restricting general traffic flow at the former Tram Depot and at the North London Line bridge. In Ealing Broadway, options included reserving the east-west part of The Broadway for public transport. In West Ealing, the Uxbridge Road would be reserved for public transport in both directions by sending general traffic along Singapore Road and Leeland Terrace. In Hanwell, space on the Uxbridge Road would be freed for segregated public transport lanes in both directions by creating a clockwise one-way system for general traffic on Uxbridge Road, Boston Road and Lower Boston Road. In Southall, options included restricting general traffic flow on both sides of the town centre, and construction of a Southern Bypass for general traffic alongside the railway

Under Construction Earl's Court

2001 Nov 28 up

  • Marc Maitland - "Earl's Court Station is due for a £17 million facelift, that will see improved access, a new overall roof and new electronic platform indicators. The famous arrow-indicator boards are to remain"
  • In May 1999, Kensington & Chelsea Council gave permission: LT stated that the work will be done "when the money becomes available in the next year or two"
  • By March 2000, London Underground had issued a leaflet stating that Phase 1 (including wheelchair access between all platforms and both main entrances) will be completed in 2001
  • In September 2001, a Transport for London source stated that work had started in Feb 2001

Paddington redevelopment

2001 Sep 17 up

  • On June 23rd 1999, Phase 1 opened, allowing remote baggage check-in for Heathrow Airport. This free facility is not connected with Heathrow Express: passengers can check their luggage in at Paddington in the morning, spend the day touring the West End and then take any route to the airport
  • Phase 2 may involve moving platforms 13 and 14 to be adjacent with the other platforms
  • "Long Term Vehicular Access" was a provision of the Heathrow Express bill, and aims to focus Paddington traffic onto the strategic road network, away from Praed Street and local roads. In July 1999, Westminster Council stated that construction should start in Spring 2000 and take three years: and that this is a short term solution, and more work would be needed before Terminal 5 reaches capacity in 2016
  • In February 2001, Phase 2 was expected to involve demolition of Grade I listed "Span 4" of the station, and rearrangement of the area occupied by platforms 9 to 14 to include the new platforms 9 to 15, which will all have bufferstops level with platforms 1 to 8 (Editors note: presumably London Underground's platform 15 will be renumbered). Paddington Basin will have a new entrance to the existing concourse, and a new entrance to a new concourse level with the mid-platform bridge
  • In August 2001, the tender assessment date for the design and construction of the Long Term Vehicular Access was reported to have been extended until the 5th December 2001. The work would involve widening Bishop's Bridge Road. Design work was expected to take 6 to 12 months, and construction was expected to take up to 30 months
  • See also CrossRail
  • For detailed paperwork on this £60m project contact Tel: +44 (0)20 7641 2888

Chiswick Park Piccadilly / District / North London Line station

2001 Sep 17 up

  • Robin Cox in 1998 - "The Kværner Group are to develop the former bus works opposite Gunnersbury Station. The plans include a new train/tube station. London Underground are sceptical about the desirability of a new passenger interchange to join the North London, District & Piccadilly Lines"
  • In 1998, Hounslow Council issued planning notification to local residents
  • Robin Cox in September 1999 - "More news in this week's Brentford Chiswick and Isleworth Times. Developers preparing to unveil detailed plans for a £150m office scheme on the former Chiswick bus works are committed to building the area's fourth underground station. Stanhope are to honour an agreement made by the old site owners [Kværner] to radically improve transport links to the Chiswick High Road Business Park. It would be at the junction of Bollo Lane and Ivy Crescent [Street map ] and would complement existing stations at Turnham Green, Chiswick Park and Gunnersbury"
  • Robin Cox - "From the Brentford, Chiswick and Isleworth Times, 11th February 2000: Plans for a new Tube station in Chiswick have been shelved as talks continue between developers and Hounslow Council. Stanhope plc have to spend 10 million on transport improvements under the terms of planning permission for their old bus works office scheme. Local opposition has forced a rethink. Stanhope and Hounslow Council are now in talks to find a new project for the money. They expect to make an announcement in January 2001"
  • By March 2001, a study recommended that the money would be spent on a foot/cyclebridge between Chiswick Park station and Colonial Drive, and an upgrade of Gunnersbury station, among other things. It was also suggested that a new North London Line station be built near the project (this might be a relocation of South Acton station)
  • Latest news at

A40 Acton

2001 Sep 17 up

  • At least 200 houses were bought and demolished in preparation for the scheme
  • Peter Tomlin - The original plan to build grade-separated junctions at Gypsy Corner and Western Circus was "scrapped as part of the roads review"
  • Colin McKenzie in 1998 - "Western Avenue 'improvements' include shared use cycle/pedestrian path from the elevated section to Hanger Lane. Junction improvements for Western Circus are supposed to happen in 1999, with Gypsy Corner following 'within a year'. Replacing the bridges over the North London and Great Western is planned for early next century"
  • In November 1998, the Highways Agency produced a leaflet describing the plan to block off all side roads on the southern side between St Dunstan's Avenue and Glendun Road inclusive. Side roads on the northern side would not be blocked
  • Colin McKenzie in July 2001 - "Gipsy Corner works still haven't started, but Street Management have finally acquired the necessary land"

Piccadilly Line Uxbridge Branch separation

2001 Sep 17 up

  • In the late 1990s, London Transport was considering a plan to remove the Acton Town to Uxbridge branch from the Piccadilly Line. The branch would then be run using larger trains, the same size as those on the Metropolitan and District Lines. Stations from Ealing Common to Uxbridge currently have platforms at the "compromise height" because they are (or have been) served by small Piccadilly Line trains as well as large Metropolitan and District trains. This scheme would allow these platforms to be rebuilt, level with the large trains
  • In March 1999, a senior London Underground source stated that this was no longer planned, and that even after Heathrow Terminal 5 opens the Piccadilly Line services east of Hatton Cross will remain broadly the same as now apart from a slight frequency increase
  • In early 2001, the separation was rumoured to be under consideration once more

Croxley Link

2001 Sep 17 up

  • Croxley Metropolitan Line station and Watford West station on Railtrack's disused Croxley Green branch would be connected by a short stretch of new track passing to the north of the disused Croxley Green station. Watford Metropolitan station would be closed and sold: after Croxley, Metropolitan trains would call at Ascot Road (new station), Watford West (reopened), Watford High Street and Watford Junction. The track from Watford West to Croxley Green would be permanently abandoned, and has already been severed by a new road (Ascot Road)
  • David Connor - "Croxley Green National Railway station would also disappear (it will never see another train, just replacement buses)"
  • Graeme Wall - "[This scheme was] in the London Rail Study, published November 1974"
  • SARNS in November 1998 - "The last I've heard is that the following are causing hold-ups... money, local planning permission, permission from the Rail Regulator's office"
  • Peter Lawrence - "The [following text] is copied from Hertfordshire Local Transport Plan - Consultation Draft dated May 1999. In partnership with London Underground Ltd, Watford Council, Three Rivers District Council and local business, Hertfordshire County Council is seeking to fund the Croxley Rail Link project, which would be project managed and delivered by Railtrack. The scheme involves linking London Underground's Metropolitan Line with the Railtrack Branch Line at Croxley in order that Underground trains can run between Baker Street to the Centre of Watford and provide valuable east-west local services. [...] The improved integration provided by such a link builds on the increasing role of Watford Junction Station as transport hub north of London, where local services such as Croxley Rail Link will interchange with the improved West Coast Main Line and potentially, Eurostar. The project is estimated to cost £42.5 million of which £30 million capital would need to be raised by the Partnership and the remaining costs would be met through revenue charges from Railtrack to London Underground Ltd. Approximately £10 million capital is to be raised through the local councils and private sector partners and £20 million of TSG is sought by the County Council. Subject to funding being available from April 2000, Transport and Works Act procedures could start in January 2000, construction starting in January 2002 and the line open in January 2004"
  • In July 1999, Hertfordshire Council stated that the operating cost would be £1.1m per year and the revenue would be £2.9m per year (1998 prices)
  • Paul Embleton in October 1999 - "The link scheme would involve a viaduct c. 600 metres long, over the 'Two Bridges Roundabout', the canal, new Ascot Rd and old Ascot Rd to link up with the existing track between Croxley Green and Watford West [1], which would be twinned where now single. A new stn at Ascot Rd, with a 200-space car park, would be more accessible to local housing, the Business Park, the soon-to-be-redeveloped Sun site and ease current parking difficulties at Watford Met. Watford West stn would be upgraded and a second exit the other end of the platform would give access towards Vicarage Rd, the Regeneration Site, General Hospital and Football Ground. This new access point would be a significant link to the SRB project. There would be no Stadium station since in operational terms it would be far too close to the West station to be feasible. High St station work would be via local businesses upgrade contribution with some more direct links to the Harlequin and Town Centre. The demand model (Halcrow-Fox) indicated commercial viability, (with 8 trains per hour each direction at peak) and with up to 10% projected transfer from private use, the local community would benefit. The scheme is economically viable, but not commercially viable to build or operate. Railtrack is willing to build and London Underground is willing to operate. Hertfordshire County Council's bid to the government for Transport & Works Act application to fund the partnership through to the next stage should be determined in December 1999. Some funds would be allocated under the Capital Challenge scheme, whereby local authorities make a bid for funds from an available pool [2]. There are many such bids. The scheme would then have to pass a Public Inquiry and although local voices recently raised in protest have generated more positive interest and renewed support, there remain some genuine concerns [3]. There is now a new Minister [4] to determine the case [5].
    • [1] by extrapolation shows c.70% of existing path to be retained.
      [2] from money which was skimmed off their budgets in the first place.
      [3] though how those who bought houses backing on to the existing line could be seen to have reasonable grounds for objection remains to be seen.
      [4] one whose degree of favourability and persistence is still unknown.
      [5] which may yet fall victim again to political expediency.
  • Paul Embleton in October 1999 - "A meeting between the Minister and the specific County and Local Authority officials was scheduled for August. There was to have been expected a definitive financial commitment. However a reputable Watford source says that, even if such a meeting were to take place within the next couple of months, it is very likely there'll be no move whatsoever on this project until London's Mayor has been elected. The view expressed to me was that the spur re-routing needs an element of LT capital and commitment: if LT do not wish to make such, then there is little that the local authorities and Hertfordshire County Council can do. If the new Mayor decides to review and reprioritise funding and spending s/he should be as free as possible to do so. A further delay would be unfortunate since all relevant official parties have built up steam and local opinion, save a few residents whose properties back onto the existing Croxley Green spur, is much in favour. A Ministerial decision to grant funding for the next stage of the process is expected this December. No decision on a Transport & Works Act application has yet been made. No date has been announced for the necessary public inquiry. The project could be intertwined with the environmental improvements and current central government funding of the "community regeneration" SRB [Single Regeneration Budget] package for West Watford: the proposed second exit of an upgraded West Watford Station would provide access directly to the regeneration site. A while back, West Watford was identified as being an area in need of help (parts of the locality were severely run down - in stark contrast to the rest of SW Hertfordshire)"
  • In February 2000, Chiltern Railways were rumoured to be considering through trains between Aylesbury and Watford Junction using the Croxley Link
  • In July 2000, Hertfordshire included the scheme in their Local Transport Plan
  • In December 2000, the government stated that did not yet have sufficient information to form a view on whether to fund the scheme
  • Paul Embleton in March 2001 - "[The following information] comes from Watford Town Hall (a report issued on 13th February 2001, which in turn reflects the latest position from both Hertfordshire County Council and Government Office East Region at Bedford) so it can be taken as a very well informed and accurate statement of the latest situation. Although the government has agreed that the scheme meets their funding criteria, they have a few queries they want resolved, and once this has been done (hopefully by the summer this year) approval in principle for the scheme is expected. Transport & Works Act procedures would start immediately after a positive decision with construction possibly starting in 2003 and the line opening at the end of 2005. Hertfordshire County Council are now likely to be the lead partner for the project and will be dealing with the government who want to see an updated appraisal which addresses
    • Firm proposals for delivering the project
    • A statement of commitment from London Underground
    • Statement of Transport for London's views"
  • On 22nd March 2001, the Strategic Rail Authority, with the support of Hertfordshire County Council, initiated formal discontinuation of passenger services on the Croxley Green branch and formal protection of the part to be used after the Croxley Link is built. Without these measures, the line would be automatically be deemed closed after five years without service (March 1996 - March 2001) and there would have been no requirement to protect any part of the route
  • In March 2001, the government was expected to make a statement in June 2001
  • On 12th July 2001, the closure hearing for Croxley Green branch was held

Brent Cross Thameslink station

2001 Sep 17 up

  • In July 2001, Railtrack was reported to be considering a new station between Cricklewood and Hendon Thameslink. No name or location for the new station was reported

Park Royal Piccadilly line / Central line interchange

2001 Sep 17 up

  • Colin McKenzie - "The proposal is to create a Central Line / Piccadilly Line interchange where the lines cross at Park Royal. In the current version of the plans, the existing Piccadilly platforms are retained. The Central platforms will run east from the point where the street map shows a footbridge over the line. It appears that there will be a direct (low-level?) link from the eastbound Piccadilly platform to the westbound Central one. There is agreement with London Underground. I guess the target is to have the station open mid-2002. There is a hint that platforms on the adjacent mainline tracks may be a possibility later. These would have to be further east because of the works siding connection, which is being retained"
  • In October 1998 Guinness, the developers of the First Central Business Park who are funding the scheme, held an exhibition concerning this scheme
  • On 19th November 1998, Brent had their planning meeting and referred the business park scheme to the government because it violates zoning policy - the government had 21 days to respond. Brent are unhappy about bus provision: while bus provision for the completed business park will be financially viable, Brent want Guinness to fund a comprehensive bus network through the early years when the business park is only partly opened
  • The original plan included moving the Piccadilly platforms northward to the other side of Western Avenue and building the Central platforms further west, so that the Piccadilly and Central platforms would be close together at one end. However, the Piccadilly Line is on a slope and Her Majesty's Railway Inspectorate won't allow new platforms to be built on a slope. Therefore replacing the existing Piccadilly platforms (which are sloping) south of Western Avenue and replacing them with new sloping platforms north of Western Avenue would not be legal. Changing the level of the Piccadilly Line would cost more money, so the Piccadilly platforms are being left where they are. The HMRI are therefore ensuring that all passengers interchanging at Park Royal over the next fifty years will have a 200 metre walk to the present sloping Piccadilly platforms instead of a 10 metre walk to new sloping platforms
  • By July 1999, the exact timetable for the work had not been decided, but the order in which work would be performed was tightly controlled: the new access road must open before the first office block can open, and the station must open before the third office block can open. The station is unlikely to open before 2001, and the full development (at least 8 office blocks) is supposed to be completed by 2004 (this is rumoured to be "optimistic")
  • For further information contact Michaela Penfold at Cadenza Communications (Tel: +44 (0)20 7436 4444)
  • Street map showing existing station and lines
  • By May 2000, the office development was under construction, but station construction appeared not to have started
  • In March 2001, the Park Royal Partnership's Draft Transport Strategy stated that Guinness would also fund construction of a bus station at the tube station

Hanger Lane Station relocation

2001 Sep 17 up

  • In March 2001, the Park Royal Partnership's Draft Transport Strategy suggested that following the opening of the new Park Royal Central line platforms, Hanger Lane station might be relocated westwards to the vicinity of Lynwood Road in order to better serve Brentham. The existing station was unpopular because of perceived security problems in the underpasses. Relocation would also allow reconfiguration of the gyratory system.

Old Oak Station

2001 Sep 17 up

  • Note that the name "Old Oak Station" has been used to describe two fairly different sites for an extra North London Line station between Willesden Junction and Acton Central. In 1995, the proposed site was 750 metres south-west of Willesden Junction, approximately where the line crosses the 1990s proposed alignment of the Aylesbury branch of CrossRail (although CrossRail platforms did not appear to part of the plan). In 2001, an alternative (additional?) site further south was discussed, where the North London Line and proposed Heathrow-St Pancras line cross the Central Line, with a pedestrian link to North Acton Tube station
  • In July 1995, Brent Council were hoping that contributions from local developers towards the £0.8m cost of the northern version would enable it to be built by 1998
  • In July 1999, Ealing Council bid for a very small amount of funding for the year 2000/1, presumably for study / design work
  • In July 1999, Brent Council stated that a bid would be made for £2.5m funding over the years 2000-5 for this station and Mitre Bridge station (note that Old Oak Station would be in Ealing Borough and Mitre Bridge would be in Hammersmith Borough)
  • In mid 2000, Railtrack's list of proposed stations did not include this
  • In July 2000, Ealing Council bid for a very small amount of funding for 2001-2 in connection with this station
  • In March 2001, the Park Royal Partnership's Draft Transport Strategy described the North London Line / Heathrow St Pancras Line / Central Line interchange as "possible"

Scrapped Olympia to the East Coast Main Line

2001 Sep 17 up

  • On 26th January 1999, a parliamentary select committee stated that there are no significant technical obstacles to operating Regional Eurostar services on the East Coast Main Line by early 2000. They did not accept that carrying domestic and international passengers raised insurmountable security issues. Trains from Europe would stop at Olympia, Peterborough, Doncaster, York, Darlington, Edinburgh and Glasgow
  • In early April 1999, the government invited tender bids for a consultant's review of Regional Eurostar services, including scope for carrying domestic passengers. This review is likely to take "some months". The government stated that it was not opposed to allowing domestic passengers on regional Eurostar services, provided that proper security controls were in place
  • In late April 1999 the Eurostar staff earmarked for the service were made redundant or reassigned, because of Eurostar's doubts over service viability
  • In July 1999, some local authorities (either on the ECML or the WCML) were threatening legal action if Regional Eurostar services did not commence
  • In early 2001, a review concluded that there would be no economic or social grounds for providing a subsidy for regional Eurostar services

Watford Junction station upgrade

2001 Sep 17 up

  • By November 2000, work had ceased on the Transport and Works Act order for rebuilding Watford Junction with two platforms in each direction on the Fast Lines. The proposal now involved new parking space on the east side, with an access road crossing the Watford - St Albans line either via a new bridge with a sharp turn close to its summit (which is a safety concern) or via a new level crossing (which is also a safety concern). Virgin Trains' earlier promise that all Virgin tilting trains which pass through Watford Junction would serve the station had become conditional on the station acquiring additional parking spaces
  • In March 2001, the Strategic Rail Authority stated that additional platforms and a different track layout were still being considered
  • See also Watford and Olympia Eurostar

Chiltern Metro

2001 Sep 17 up

  • In late 1997, Chiltern Railway announced a proposal for a "Chiltern Metro" service with 15 to 20 minute headways, calling at all stations between Marylebone and either West Ruislip or Gerrards Cross
  • By July 1998, Ealing Council had offered to part-fund a feasibility study
  • In July 1999, Brent Council stated that Chiltern Railways was not actively pursuing the scheme, because the Travelcard scheme funding structure restricts the revenue that they could hope to receive
  • In March 2000, Railtrack stated that they were considering quadrupling the Chiltern line between West Ruislip and Northolt Junction by 2001/2 to allow increased services at London stations
  • In August 2000, Chiltern Railways committed to quadrupling between West Ruislip and South Ruislip by October 2002
  • In November 2000, the Franchise Executive stated that if the version of CrossRail which utilised the Perivale alignment went ahead, it is very likely that capacity on the Sudbury alignment would be available for Chiltern Metro
  • By January 2001, Chiltern Railways had stated that the scheme required a reversing facility at West Ruislip and passing loops at Sudbury Hill Harrow and Wembley Stadium, and that the railway already owns the land required
  • In March 2001, the Strategic Rail Authority stated that the scheme was being studied, with a view to possible completion in 4-7 years

Watford High Street station

2001 Apr 01 up

  • In July 2000, Hertfordshire County Council stated that Capital Shopping Centres proposed to fund £5m of access improvements to the station

Under Construction Willesden Hub

2001 Apr 01 up

  • In early 1998, the design of a £310,000 enhanced rail/bus/foot interchange at Willesden Junction was completed
  • Work was due to start in financial year 1998/1999 and finish in 1999/2000 (see below)
  • There was also a proposal for platforms on the "Slow Lines", which are used by the Silverlink County services (not the Silverlink Metro services). However, in July 1998 no funding was available
  • In July 1999, Ealing Council stated that a bid had been made for the year 2000/1 for a very small amount of cash relating to "additional platforms" (perhaps for feasibility / design work on the Slow Lines platforms)
  • In approximately August 1999, preparatory work on the interchange started
  • In February 2000 it was rumoured that Connex trains between Gatwick and Rugby would be re-routed via the Low Level Goods Lines from January 2001 (see below), and that platforms might subsequently be built on those lines to allow the Connex trains to stop there
  • In July 2000 Ealing Council bid for a very small amount of cash in connection with "additional platforms"
  • In March 2001, Railtrack stated that the rerouting of Gatwick trains onto the Low Level Goods Lines would take place in May 2001, and that a working party had been set up to investigate the viability of platforms on those lines

Richmond Park traffic ban

2001 Apr 01 up

  • In November 2000, the Royal Parks Agency was determined to decrease the number of vehicles in Richmond Park. They produced a report comparing various options, such as closing gates, closing the link roads between gates, making the main route around the park one-way, introducing tolls, reducing speed limits, building road humps or chicanes, and introducing alternative forms of transport in the park. Some measures being considered would have the effect of increasing traffic levels on Roehampton Lane by 60%, and that Roehampton Vale, Kingston Road and Upper Richmond Road would also become more congested
  • In early 2001, the park was temporarily closed to all traffic to prevent the Foot and Mouth virus from reaching the deer

M4 bus lane extension

2001 Apr 01 up

  • The 3½-mile £1.9m coach, bus and taxi lane on the London-bound outside lane of the M4 from junction 3 to 2 opened in June 1999: as it opened, the Government was already considering extending it westwards
  • The existing lane is on Britain's busiest stretch of motorway. It operates 24 hours a day every day and is enforced by CCTV cameras. At opening, it was expected to cut journey times for the 50 buses and 350 taxis an hour which use it in the peak by 10 minutes, and cut accidents by 20%
  • In August 1999, the Highways Agency announced that the bus lane was not only speeding buses and taxis, but that eastbound cars were saving 1 minute in the morning peak and 2½ minutes in the evening peak. If the scheme performs successfully for a year, bus lanes may be introduced on the M3 (or A3?) and A40
  • In January 2001, a government report confirmed the success of the existing bus lane

Hammersmith Road

2000 Dec 03 up

  • In June 2000, a 3-tonne weight limit and width restriction was imposed for an estimated 2 years on the structurally defective Railtrack bridge linking Kensington High Street and Hammersmith Road. Buses and other heavy or wide vehicles will be diverted via the A4. Railtrack said it was doing studies to see if temporary measures would allow them to raise the weight limit in the short term
  • In November 2000, London Buses expected the bridge to reopen to buses on 24 November (thanks to Robin Cox for this info)

Hammersmith Bridge

2000 Dec 03 up

  • This is probably the only bridge in Western Europe that is bombed so frequently that it needs an official website for status reports
  • In July 1999 Hammersmith Council announced that it would reopen to all traffic in November 1999. Buses would have strict priority over other traffic: traffic lights controlling the car lanes and barriers controlling entry to the bus lanes will be operated by transponders fitted to buses.
  • Robin Cox - "Hammersmith Bridge reopened to all traffic [up to 7.5 tonnes] on Monday 20th December [1999]." [The bus priority measures were to be introduced over the next few weeks]
  • On 1st June 2000 the bridge was bombed for the third time and subsequently closed
  • On 29th October 2000, the bridge was reopened

Marylebone enlargement

2000 Oct 06 up

  • In August 2000, Chiltern Railways won a 20-year franchise extension with (among other things) a commitment to increasing the number of platforms at Marylebone from 4 to 6 by October 2003

Ealing to Greenford Branch

2000 Oct 06 up

  • In 1996 London Transport contemplated conversion to Light Rail: see Uxbridge Road Tram
  • In July 2000, Ealing Council bid for £0.015m funding for a study into potential improvements

M25 widening between the M4 and the M3

2000 Oct 06 up

  • In September 1999, the government stated that this was programmed to take place in the near future
  • In July 2000, the government stated that the scheme was "being taken forward"

Scrapped Great West Road new station

2000 Oct 06 up

  • On the Hounslow Loop between Kew Bridge and Brentford stations, to be served by SWT trains from Waterloo
  • In July 1998, Hounslow Council described it as "proposed", but no spending was planned
  • In July 1999, Hounslow Council seemed to be no longer mentioning it
  • In mid 2000, Railtrack's list of proposed stations did not include this

West London Line stations at Shepherd's Bush, Chelsea Harbour etc.

2000 Oct 06 up

  • In November 1996, Railtrack stated that due to heavy freight usage of this line, only 3 new passenger stations could be built, and only 3 trains per hour can serve them. West Brompton is now open and Shepherd's Bush seems likely to go ahead, meaning that only one of the other six proposed stations can go ahead unless track capacity is increased at significant cost.
  • National Express indicated in their Silverlink franchise agreement a willingness to spend up to £1.7m to allow a Watford to Gatwick service: part of this would be spent on signalling improvements
  • In July 1999, Wandsworth Council stated that line capacity would increase if the changeover point between third rail and overhead electrification was moved to a station
  • In July 1999, Hammersmith Council seemed to imply that Shepherd's Bush and Chelsea Harbour were the only serious contenders for new stations
  • In mid 2000, a Railtrack map of "possible" new stations included only Shepherd's Bush and Chelsea Harbour on this line
  • Mitre Bridge:
    • This interchange with services from Paddington to Reading is in long term plans for the Park Royal area in which Hammersmith Council is a party
    • It also appeared in Ealing Council's July 1998 transport policy document
    • In July 1999, Ealing Council stated that a bid for a very small amount of funding for the year 2000/1 had been made, presumably for feasibility / design work
    • In July 1999, Brent Council stated that a bid would be made for £2.5m funding over the years 2000-5 for this station and Old Oak Station
    • In July 2000, Ealing Council bid for a very small amount of funding for 2001-2 in connection with this station
  • North Pole:
    • This would serve residential areas, and Hammersmith Council has secured £0.7m in grants towards the £1m cost (1998 prices)
  • White City:
    • Serving business areas, this has attracted some private sector funding and may attract more towards the £1m cost (1998 prices)
    • In July 1998, Hammersmith Council stated that this might be an interchange with the Hammersmith & City Line (not the Central Line) - however, a plan produced by White City developer Chelsfield in August 1998 places the projected Hammersmith & City Line station close to the Central Line, giving the West London Line poor interchange with the Hammersmith & City line
  • Shepherd's Bush:
    • Street map here
    • In early 1998, White City developer Chelsfield agreed to fund this station: at the time, the predicted cost was £1m
    • In July 1998, Hammersmith Council stated that this station is "likely to go ahead"
    • In January 1999, a planning decision was due in March 1999
    • The station will be on the north side of Uxbridge Road, with an entrance at both ends of the platforms
    • In March 2000, Chelsfield stated "Outline planning consent has been granted for the station and detailed designs are being prepared with which to seek the necessary approvals from Railtrack. A joint bid has been made to the Shadow Strategic Rail Authority by Hammersmith & Fulham and Kensington & Chelsea Councils for £7m of funding to undertake infrastructure works to the line to enable new stations at Shepherds Bush and Chelsea Harbour. The bid is currently being appraised by SSRA"
    • In March 2000, Hammersmith Council stated that the interchange will not only include a West London Line station and a bus station, it will probably also include new direct access from the Central Line platforms, easing interchange between the two lines. The existing Central Line ticket hall will be retained and possibly rebuilt
    • In March 2000, Chelsfield stated "The design of the [West London Line] interchange provides for direct access to the existing Shepherds Bush Underground station"
    • Contact Paul Dimoldenberg: Tel +44 (0)20 7631 3434, Fax +44 (0)20 7631 1399, or e-mail him
  • West Brompton:
    • Opened in May 1999. Silverlink and Connex trains serve the station: the District Line served it initially on Mondays to Saturdays, but daily from September 2000
    • It was described as an "interchange" with Earl's Court station, but it requires a 450-metre walk or a trip on the District Line
  • Stamford Bridge (Fulham Road):
    • Expected to receive a significant private sector contribution towards the £1.4m cost (1998 prices)
    • Concerned locals have forced a review of station site and design
    • In July 1998, Hammersmith Council stated that this station would be served by Chelsea football specials from Britain and perhaps the Continent: however Kensington Council stated in the same month that the station would have to be closed at match times due to insufficient security and ticketing arrangements
  • Chelsea Harbour (Sands End):
    • In 1998, Hammersmith Council expected significant contributions towards the £0.8m cost (1998 prices) from local developers
    • In July 1999, Wandsworth Council stated that St George (the developer of Imperial Wharf) was prepared to fully fund construction of the station, and that the council was looking to secure funding for a foot/cycle path over the Thames to be attached to the railway bridge
  • Battersea High Street:
    • A station in this residential area is unlikely to attract private sector funding towards the £1.4m cost (1998 prices)
    • In 1998, Wandsworth Council described this station as "low priority compared to the other West London Line stations", despite it being the only proposed WLL station in their borough
    • An alternative to building this station involves a footbridge across the Thames to the planned Chelsea Harbour station

M25 widening between the M40 and the A41 spur

2000 Oct 06 up

  • In July 1998, Buckinghamshire Council stated that the plan to widen the M25 between J16 and J19 to 4+4 lanes was to be reviewed to see if a smaller scale improvement would be sufficient
  • In July 2000, the government stated that a climbing lane would be built between J18 and J19 by March 2002

Heston Park & Ride

2000 Jun 06 up

  • Motorway service stations surrounding London might become park & ride terminals, with motorway hard shoulders turned into express lanes for coaches
  • In May 2000, Granada stated that the government had given the go-ahead, and there was likely to be a 4000 car pilot scheme at Heston service station within 18 months

White City Hammersmith & City line / Central line interchange

2000 Jun 06 up

  • Developers Chelsfield are planning to redevelop the land currently occupied by White City Central Line Depot. A new Central Line depot would be built underground in the south-west corner of the site
  • In January 1999, a map from August 1998 showing the development and a "potential" Hammersmith & City Line station just east of where the line crosses the Central Line was on display in Shepherds Bush Library
  • In March 2000, Hammersmith Council stated that Chelsfield were buying additional land close to the Hammersmith & City line, and that application to build this station was expected within "a few months"
  • In March 2000, Chelsfield stated that their plans "will include" the interchange and will incorporate a new bus station
  • Contact Paul Dimoldenberg: Tel +44 (0)20 7631 3434, Fax +44 (0)20 7631 1399, or e-mail him

South Greenford new platform

1999 Oct 19 up

  • South Greenford had no southbound platform for several years after an embankment gave way. Passengers from South Greenford to Paddington had to get on a train to Greenford and then wait for the train to come back to Paddington
  • On 27th September 1999 the new southbound platform opened, making South Greenford a normal two-way station once more

M40 widening

1999 Sep 04 up

  • Robin Cox - "Work has been carried out to widen the section between J1A (M25) and J3 (West Beaconsfield) to four lanes each way and was completed in October 1998"
  • The proposal to widen the M40 between J3 (West Beaconsfield) and J4 (High Wycombe) was dropped in 1996

Brent Cross Light Rail

1999 Sep 04 up

  • In July 1999, Railtrack unveiled plans for a £60m light rail system that might be "open within 5 years" on railway land from Finchley Road Underground station to Brent Cross Shopping Centre. This plan was incompatible with the plan to extend the shopping centre itself, which was subject to a public inquiry

Scrapped Bakerloo from Queen's Park to Ealing and Central Line from Shepherd's Bush to Richmond

1999 Jun 14 up

  • The Bakerloo Line would have been extended through new tunnel from Queen's Park to North Acton, and would then have replaced the Central Line's North Acton to Ealing Broadway service
  • The Central Line would have been extended through new tunnel from Shepherd's Bush to Turnham Green, and would then have replaced the District Line's Turnham Green to Richmond service. In the 1989 West London Assessment Study, new Central Line stations were proposed at Goldhawk Rd H&C station and at Askew Rd/Paddenswick Rd. Proposed service on this branch was 11tph (whether this was peak or off-peak was not stated)
  • David Connor - "These [proposals] were made in the 1989 Central London Rail Study, and I've heard nothing about them since then"

M4 widening

1999 Jun 03 up

  • In October 1993, public consultation was held about widening the M4 between J4b and J5 from 4+4 lanes to 5+5 lanes, and building a 3+3 dual carriageway from J5 to J8/9 with one carriageway each side of the M4. J6 and J7 would be disconnected from the motorway and attached to the new road. Two extra junctions on the new road would be built in the Slough area
  • In July 1998, Buckinghamshire Council stated that the scheme was to be reviewed to see if a smaller scale improvement would be sufficient

M25 widening between the M4 and the M40

1999 Jun 03 up

  • The plan to widen the M25 between J15 and J16 to 5+5 lanes seems to be well advanced
  • In July 1998, Buckinghamshire Council stated that the next stage will be publication of the Transport and Works Order

Watford and Olympia Eurostar

1999 Apr 11 up

  • In December 1998, the consortium which will shortly take over Eurostar delivered a report to the government in which direct trains from Europe to the North of England were dismissed as being uneconomical until the CTRL opens. Instead, trains from Europe to Watford Junction are favoured
  • On 26th January 1999, a parliamentary select committee stated that there are no significant technical obstacles to operating Regional Eurostar services on the West Coast Main Line and the East Coast Main Line by early 2000. It recommended that services from Watford to Paris should commence as soon as possible
  • In early April 1999, the government invited tender bids for a consultant's review, which would consider the potential for Watford and Olympia Eurostar (among other things). This review was likely to take "some months"
  • See also Watford Junction station upgrade

Edgware Road Intermediate Mode

1999 Apr 11 up

  • Unlikely to be rail based, this quality bus link from Marble Arch via Edgware Road, Cricklewood, Claremont Road, Brent Cross Shopping Centre (not the station) and Hendon Way to Hendon Central would involve segregated running between Cricklewood and Brent Cross. Alternative alignments included Staples Corner and Wembley Stadium
  • In April 1996, London Transport presented a draft study to councils
  • In Spring 1997, London Transport announced an intention to proceed with the proposal. LT were impressed with the demand for such a solution but felt that it would be difficult to develop a successful intermediate mode scheme at present
  • In May 1998, consultants delivered a draft report to Barnet, Brent, Camden, Harrow and Westminster Councils and London Transport
  • By February 1999, London Transport seemed to be no longer mentioning this scheme

Neasden pedestrianised area

1999 Mar 21 up

  • In July 1998, six reopening schemes for this underused pedestrianised area were being considered, including a bus and cycle only option. The selected scheme will be implemented in 1999/2000

Watford Stadium reopening

1998 Dec 18 up

  • Tony Furr - "The Football Club are having talks with Silverlink about reopening the station. However it would be for matches only"
  • The station was on British Rail's Croxley Green branch, which is currently disused and might be taken over by the Metropolitan Line

A406 Ealing

1998 Oct 17 up

  • Colin McKenzie - "There is a plan to change Hanger Lane from two lanes northbound, one southbound to the reverse. This is supposed to happen early 1999, on the stretch northwards from North Ealing. The justification is to provide more space for cars to tail back from the narrow bridges near North Ealing, so that they don't block the Gyratory. Longer-term, they plan to build wider bridges"

See How They Run: TPftLA: © 1998-2001