Today, only 48 Underground stations are fully accessible to disabled visitors. Another 18 stations can be reached with assistance, and there is level access from the entrance to all platforms at these 36 stations. The Bakerloo and Jubilee lines are totally inaccessible to wheelchair users between certain stations. At many of the stations not fully accessible, ramps have been provided from platform to street-level in recent years. Access to transport in the capital is considered one of the most important ways to reduce social exclusion, and the Underground has been named as one of London's five main "Social Exclusion Zones" by the London Assembly Planning Committee.
The committee, chaired by Val Shawcross (Labour), set up to investigate inequalities in London, published a report into public transport options for disabled people in March 2002, My City of London (mycityoflondon.co.uk). Even before the Disability Discrimination Act 1995, work went on within the Underground to improve accessibility for wheelchair users. However, more fundamental changes came in the modernisation drive of 1993-98. There was a long-term plan to introduce platform gap fillers and replace wheeled trains with rubber-tyred ones, but that probably belongs to the Twenty First Century.
Bakerloo Line Extension To Lewisham
A map of present-day London shows a Bakerloo line with stations at both ends, but no station between Elephant & Castle and Harrow & Wealdstone. This is because in 1939 the Metropolitan line was extended from Harrow & Wealdstone to Stanmore and the old trackbed between Harrow & Wealdstone and Stanmore was scheduled for the construction of an extension of the Bakerloo line from Elephant & Castle to Lewisham. Although work had begun in East London there was then a change of heart and only a twelve-mile (19 km) stretch actually opened, becoming what is now known as the Jubilee line.
The Bakerloo Line Extension project is the idea of a Bakerloo line extension to South London. The proposal has been discussed in detail by Transport for London (TfL) planners who have developed a number of possible routes using combinations of the sub-surface railways and Tube lines that run through the area. The extension has been on TfL’s agenda since at least 2004; detailed feasibility studies were undertaken in two phases over 2005–2006 and 2007–2008.
The Bakerloo line (also known as the Baker Street & Waterloo Railway) is an underground line of the London Underground, coloured brown on the Tube map. It runs partly on the surface and partly at deep level from Elephant & Castle in Central London, through the West End, to Watford Junction and Stanmore in the north-east. It serves 25 stations. The extension to Camberwell is likely to be an extension of the Bakerloo line from Elephant & Castle tube station.
This extension was approved in 1931, but due to post-war austerity it was never implemented. Ken Livingstone, the then Mayor of London, revived the proposal in 2006, with a 20-year plan for its implementation. Accessibility for people with limited mobility was not considered when most of the system was built, and before 1993 fire regulations prohibited wheelchairs on the Underground. Having been closed in November 1994 for the works necessary to upgrade it for disabled passengers, it remains subject to occasional [closure|(closures)]] for engineering work.
Bakerloo Line Extension To Watford Junction
A Bakerloo line extension to Watford Junction was proposed in 2007 as part of the project to convert the North London line to become part of the London Overground. This proposal would incorporate and replace the existing electrified route from Elephant & Castle to Queens Park station, with new track being built by tacking a new branch off from Kennington via 6 new stations: Queen's Park, Harlesden, Stonebridge Park, Brondesbury, Queens Road Peckham and then Watford Junction.
These plans were subsequently shelved due to funding issues after the election of Boris Johnson as Mayor of London. The Bakerloo line currently terminates at Elephant & Castle, a major interchange with the National Rail network. At Watford Junction TfL proposed introducing London Underground services to three existing stations: Watford High Street; Watford Junction; and Watford DC. It would also have introduced new stations at Cassiobridge, close to the site of Watford Football Club's Vicarage Road stadium and Bushey station serving the town centre and Bushey Arches station on the West Coast Main Line for through services from Milton Keynes to Watford Junction.
This option was amended in 2008 to call for an underground station at Cassiobridge, linking the extended line to Watford Junction via a new tunnel from Queens Park. The 2013 Transport for London Rail Programme stated that the Bakerloo line extension to Watford Junction would be safeguarded and designated a project of "vital importance" with a target opening date of 2026. The scheme is estimated to cost £1bn. One of the three preferred routes will be announced in early 2016, with construction planned to start in 2017.
The Bakerloo line extension to Watford Junction is a proposal to extend the Bakerloo line from Elephant & Castle in South London, following the route of the existing Watford DC line, to the West of Watford Junction railway station on the existing WCML. Not much information exists on this possibility and it is considered by planning officers as one of a number of long-term options. Although the re-extension did not go ahead, discussions continued into 2009 between London Underground and Hertfordshire County Council, which owns the track in the area.
Responding to a questionnaire from the council, TfL said that there was still a case for extending the line, but no funding was available. If any of you remember back in the 80s, the Bakerloo Line used to extend to Watford Junction. It was part of what was later called the London outer-suburban network which was essentially a service that connected more rural areas of London with the centre by rapid transit. I hope you will enjoy reading them and planning your London weekends.
Central Line Extension To Uxbridge
With regard to extending the Central line into Uxbridge, in his reply Mr Anderson said: "This option would provide additional Underground capacity in west London, would relieve congestion on the A40 and would be well-used in the evenings and during weekday peak hours. However, there are also significant challenges associated with a Central line extension to Uxbridge. Although it is close to central London, this location is not as accessible as alternatives such as Wembley Central or Brent Cross.
The need for new trains and depot capacity along the route could be costly, resulting in higher-than-average operating costs over the life of a train compared to other extensions that are currently being considered. ". There's been a plan in place for the Central line extension to Ruislip, then on to Heathrow Airport. But why stop there? How about we continue westward and add Uxbridge into the mix? I mean, one can dream right? If you look at a map of London, Uxbridge sticks out like a sore thumb.
It's not exactly on the way to anywhere else. This line would give Hillingdon residents an alternative to travelling into central London, where road and rail networks are often choked with traffic. It is intended that the line will ultimately run through to Denham, terminating at the Uxbridge branch of Iver. In the north of London, the Central line terminates at White City; in the South West of London, it terminates at West Ruislip.
Delays And Overcrowding
Although the station is a major interchange in an area with a high population and daily usage, it has no specific timetable for opening and closing doors, resulting in restrictions on passenger flow at peak periods. Passengers sometimes cannot get on the first train because all of the doors are already closed, with crowded trains regularly occurring throughout the entire day (including non-peak hours). This is attributed to underinvestment in automatic platform gates and intercoms that provide real-time travel information to passengers, which new stations have.
Many passengers are forced to take trains operated by other companies. The first departures are usually very crowded, and sometimes fights break out among passengers, often over a lack of seats. In 2009, the "Perilleux" team of the BBC program "Panorama" reported that during rush hours, some trains were so crowded that passengers couldn't board them, and that workers were sometimes forced to skip breakfast or lunch breaks because they had not had time to eat.
Some even risked being fired if they came late. Delays and overcrowding have been a recurrent problem on the network. Although severe delays are uncommon, on some occasions São Paulo's Metropolitan Region has suffered from severe traffic disruption in both road and rail due to a myriad of reasons, but mainly protracted road works, accidents or heavy rain. Such problems resulted in severe overcrowding of the transport network during morning hours in January 2014, due to a peak of 4.
0 passengers per square meter inside some trains. Some passengers have to make their way by walking through the aisles due to the lack of space. In total, about 54% of passengers cannot find a seat on the trains. The overcrowding has also lead to hygiene issues and, particularly during peak hours, the carriage floors can become slick as a result of excessive amounts of water from rain or other sources. Passengers slip on the water while walking and this is especially dangerous for senior citizens and people with disabilities.
The London Underground has been undergoing massive expansions in the last decade. Despite this, there is a fear that because of rising passenger figures and congested services, the network will reach capacity by 2023, requiring another £10bn worth of investment to prevent major delays and disruption. The authorities want to increase capacity by 20% by 2022, which will mean the longest trains on the deep-level tubes, taking up to 2,000 passengers on each train.
There are many delays in the system that causes overcrowding to get even worse sometimes. This tends to happen during peak hours when people are commuting from point of origin and destination, and during the weekends when people with families are travelling home. The overcrowding factor is also important to consider because of the lack of seat availabilities. Trains get so crowded that many passengers find no space at all to sit on. It passes through Shepherd's Bush, Ealing, Acton and Northfields on the way.
Disused And Abandoned Stations
The most recent significant closure was that of five stations on the London Underground Jubilee line extension in May 1999, after the line had opened in 1979. From the earliest days there were also isolated stretches of track which closed soon after opening, for example short sections along the Central London Railway (now part of the District line) and City & South London Railway (now part of the Northern line). Mapping the disused parts of the London Underground on a modern tube map is not an easy task.
Many lines have closed stations, and sometimes have been rerouted to avoid closed stations. In addition, many parts of the underground outside the central area have no current service at all. The official Transport for London maps do not show disused stations or lines, so it can be difficult to recognise them. I looked at the London Borough of Hillingdon's website (in particular, the page about the proposed upgrades to the Tube) and from my view something seems a bit off.
Greater London Council Era
It was replaced by the London Transport Executive (LTE), chaired by Sir Peter Maudsley, which, with the London Transport Board, formed the core of the publicly owned London Transport. The LTE took control of all bus, coach and ferry services in Greater London with the exception of those run by London Country for example long distance coach services from London to Birmingham and Manchester which were franchised to National Express to this day. The LTE itself was a division of another organisation — the Greater London Council — but for operational purposes it was operated as a quasi-private body corporate.
On 2 April 1970 the Waterloo & City Railway as well as the London Underground concession in South London transferred from British Rail to the GLC. On 7 November 1971 responsibility for franchising bus services passed to the GLC, and its London Regional Transport subsidiary took over administration of municipal bus companies outside Greater London, while the Metropolitan Borough of Poplar became responsible for services within Greater London. The political head of the GLC was the Leader of the Greater London Council, and its chairman was the Mayor of London.
The GLC consisted of 75 members: between 10 and 15 executive members known as aldermen ; 50 elected members known as councillors; and between 5 and 10 co-opted members. A Transport Committee, made up of the GLC's two mayors and nine councillors, acted as. The Metropolitan Police force, which covered the whole of Greater London increased its numbers. In terms of transport services it was now responsible for all public and private transport in the capital except the railways, which came under British Rail from 1 January 1971.
The GLC now operated an integrated transport system of bus, rail and underground, under the. The London Transport brand name was replaced by a generic identifier in 1999 when it became part of the new Transport for London (TfL) public body. The old system of using coloured bands to indicate different operators began to be phased out from 2009, when only two remained: red for the TfL-owned bus network and green for the Green Line Coaches.
The capacity boost from the two lines would be equivalent to building the extension to Battersea for £1 billion less than previously thought, TfL said. The Tube network will require further major expansion and upgrades in the future. Over £30 billion is expected to be pumped into improving the network over the next decade, with new lines being built in central London at Crossrail 2, a new line along London's northern perimeter at the Tottenham Court Road to Watford Junction route, while upgrades and extensions are also underway at other current lines.
One of the aims is to increase frequency on certain major transport routes by introducing double decker trains and five carriage trains. The Jubilee line is a line on the London Underground. The line is coloured green on maps; and both the track and trains are owned by Transport for London (TfL). The tube's only underground station that is not in Zone 1 is Waterloo, which serves the South Western main line. These trains, which have not yet been delivered, are similar to the previous stock, but have air-conditioning to reduce energy usage.
They are also fully accessible for disabled users (with at least one per train being wheelchair accessible). London Overground has not yet ordered a full fleet of trains, but has requested the option to purchase up to 350 when needed. This is the first time that a British operator has opted for trains with a lifetime longer than 30 years. In mid-2014 Transport for London issued a tender for up to 18 trains for the Jubilee line and up to 50 trains for the Northern line.
London Underground (LU) is the oldest and third longest metro system in the world. The system serves 270 stations and was formed from many different companies including the River Thames Tunnel Company, Metropolitan Railway, City & South London Railway and Great Western Railway. The first underground railway was opened in 1863 between Paddington and Farringdon with wooden carriages hauled by steam locomotives. This was followed by many more lines opening across London through the 1800s as a means of transport around the city.
In 1933 the first deep-level tube railway, known as the 'City & South London'was opened running from King William Street south of Bank station to Stockwell. The London Underground (often referred to as the Tube) is a metro system in England, serving a large part of Greater London and some parts of Buckinghamshire, Hertfordshire and Essex. The world's first underground railway, the Metropolitan Railway between Paddington and Farringdon Street using gas-lit wooden carriages began on 10 January 1863.
The London Underground is a metro system serving a large part of Greater London. It was the first underground railway in the world that went into service in 1863. Today it consists of 11 lines, covering 402km (4 lines) or 415km (7 lines). Historian Peter Dobereiner called it 'the first and prototypical metropolitan railway'. These would be used to increase frequencies and cover the Battersea extension on the Northern line. In early 2015 London Underground announced that Bombardier would be building the new Northern line trains with a contract worth £1.
London Regional Transport Era
LRT had very large debts inherited from the two previous public transport operators, which were 'tidied up'in two ways. One was to sell off surplus bus garages and over 200 routes to London Buses Limited in preparation for deregulation under the Transport Act 1985 (which came into full effect in London on February 18 1986). The other was to sell off redundant Underground assets and the two unfinished Jubilee line extension stations, at Canary Wharf and Stratford, to a new organisation named Jubilee Line Extension plc, floated on the stock market.
This enabled it to be privatised by the Conservatives on January 6 1987. London Regional Transport became a subsidiary of MTL London Ltd (subsequently known as Transport for London) which. Under LRT, the Underground again lost its branding and its management control. This time, however, it wasn't nationalised, but was privatised. The London Underground (less infrastructure) is now owned by Transport for London. The Subway is branded TfL Rail with services run by MTR Corporation (under a permanently-entered "management contract" – not a PPP) on behalf of TfL under contract from the Department for Transport; services are provided using mainline rolling stock which is maintained at depots to the north and south of London in addition to smaller depots within the Tube lines'areas.
The legacy rolling stock operational under LRT ownership is maintained at depots in Wimbledon and Edgware with several other major. By 1985 the unpopular bus replacement services had been abolished, and six new garages opened in quick succession, in Clapham, Crystal Palace, Hornsey, Leytonstone, Uxbridge and Park Royal. The next year LRT took over Green Line Coaches in south west London, adding routes and some vehicles to the London Transport fleet, while a new rail private operation running west of London called London & Country was bought by its management.
LRT was headed by Bob Reid, and co-ordinated public transport in the entire region outside of London. It inherited a disjointed bus network run by a myriad of local authorities, and heavily fought-over rights to the areas that LRT sought to rationalise it. Baker Street: A History of London's Most Famous Underground Station. The LRT lost the right to use the 'London Transport'name and logo, and instead used the name 'London Buses'. It continued to operate bus services under contract to London Regional Transport until May 1994.
Main Line Services Using Lu Tracks
Services that operate on main lines in London are normally called LU Mainline services, they are mostly used by Thameslink, Southern and Southeastern. The ticketing structure refers to these services by letters (i. e. ‘A’ for First Capital Connect), although the codes are 'M'for Southern and 'D'for Thameslink. They provide a frequent service, including through running on some lines with no other stopping trains between termini. The right to run these services, and provision of the rolling stock used on them, is fully separate from the provision of Underground or Overground services; however they do occasionally use Underground platforms at stations where mainline tracks also stop; for example at Blackfriars (four.
New Trains For Deep-Level Lines
I am sure that you have used London’s underground at least once in your life, or probably a couple of times. Maybe even you have used the deep-level lines as well. They are one of the best and most efficient public transport systems in the world. But are you aware that these lines have been running from 1890, and not from 1890 it was known as the underground or subway? Well, even if you knew this, it is time to refresh your knowledge about it because there is going to be a new set of trains to be delivered by companies like Bombardier or CAF for the underground deep level lines as well as for the two main lines (metropolitan and Hammersmith & City).
These new trains won. The new trains are three-car formations, and will use electric storage brakes. They are being built by the Siemens Rolling Stock Company in Germany to the same design as in service on Tokyo's Hibiya line, but with some modifications for London conditions. The first new trains were delivered in 2017. They will be introduced on the deep-level Northern line first, followed by the Jubilee and then the Victoria lines later. Due to changes in plans for developments at Battersea after 2020, it is possible that some trains will still be needed for that purpose.
After a very long development period and a protracted procurement process, the first new Northern line rolling stock now known as S Stock was introduced in July 2010. The trains are currently being delivered to depot by Bombardier, who will also maintain them for TfL for the first five years of operation. The S Stock is scheduled to eventually replace all deep-level trains on the Northern line,. In late-May 2014 a contract was awarded to Alstom to build 18 seven-car trains for the Jubilee line as part of the New Tube for London project.
In November 2014 it was announced that by 2021/22, new signalling would be operating on the Bakerloo, Central and Piccadilly lines. This increase in capacity will allow 100,000 more people per hour to travel on these lines. It is intended that London Overground will add 12 trains to the existing fleet, making it a total of 70 six-car trains. London Overground has announced its intention to build a new works at Old Oak Common in West London to allow for the construction and repair of these new trains, as well as other rolling stock used on the London Overground network.
London Underground is now running a modern-looking service that offers step-free access, wide carriages, air conditioning and full CCTV. Transport for London has placed an order with Bombardier Transportation London Croydon for Deep Tube trains whose design was unveiled at the InnoTrans Exhibition in Berlin on 15 September 2016. There is an abandoned line from Finchley Central to Edgware that remains in BR ownership and occasional main line use, as well as a branch from Wembley Park to Holborn now operated by London Overground and used temporarily on nights on extra trains.
Night Tube is a 24-hour service where trains commence running through the night on Friday and Saturday nights. Transport for London (TfL) have announced plans to extend this to the Piccadilly, Northern and Jubilee lines starting on Friday morning and continuing right through until Sunday evening. Night Tube began running at weekends on the Central and Victoria lines on 19 August 2016. TfL plan to start running all four lines'services from September 2016, followed by the Northern line in February 2017, then the Piccadilly line in May 2017 and finally the Jubilee line in 2020.
The Mayor of London has suggested rolling it out across more lines, including stopping Bayswater station at night to stop fare evasion. The Night Tube service is a 24-hour, seven-day service on the Victoria and Central lines. It’s part of a wider plan to roll out all night services across the London Underground network as part of the Mayor’s Transport Strategy. It’s something I’ve been calling on TfL to provide for many years and feedback from our passengers has consistently provided support for this.
Northern Line Extension To Battersea Power Station
The Northern line extension is a planned transport addition to the Battersea Power Station redevelopment. The extension will provide a new Northern line branch from Kennington via Battersea Power Station, serving the Battersea Power Station and Nine Elms development areas—primarily for use by predicted new employees of the major development—between 2020 and 2022. The final design of the extension was published in February 2014 as part of a draft Transport and Works Order. The extension is scheduled to open in 2020, sharing tracks with the existing Northern line from Kennington to Battersea Power Station before diverging and heading south via new tunnels to two new platforms at Clapham Junction.
Proposed Improvements And Expansions
This would also enable construction of a new Northern Line¬†platform at Kennington to interchange with the Bakerloo line; the future Northern line platform would be built on top of the existing Jubilee line platforms and tracks. It is projected that the extension will create 20,000 jobs and 25,000 homes by 2030. In April 2014, a proposal to build an additional platform at Kenlane station to help increase capacity on the Northern line was revealed by London Mayor Boris Johnson.
A decision on the proposal will be made in June 2014. New signalling and an extension of the Northern line's service to Battersea Power Station were agreed in principle by the government in October 2016. This will allow for faster, more frequent and more reliable trains from Kennington to Battersea via Nine Elms by December 2020. The estimated cost of the project is expected to be £1. 4bn and will also allow for a proposed future extension of the line from Battersea northwards to Chelsea Football Club via Stamford Bridge and southwards to Sutton via Croydon.
In February 2017, Transport for London invited proposals for the next stations to be built along the route of the Northern Line Extension. The first three stations that will be built along the route are at Nine Elms, Battersea Power Station and Belvedere. These stations are all to be constructed on an elevated bridge structure above Longford Street and Wandsworth Road/Battersea Park Road. Permanent Secretary at Transport for London (TfL), Sir Peter Hendy, announced that the northern line extension to Battersea would be delayed until 2020.
The London Underground is a metro system serving a large part of Greater London and parts of the counties of Essex, Hertfordshire and Buckinghamshire in the southeast of England. The world's first underground railway, the Metropolitan Railway, opened between Paddington and Farringdon on 10 January 1863. At that time the world's longest tunnel belonged to Marc Isambard Brunel's Thames Tunnel and was just 3,200 yards (2. 96 km) long; this record was lost in 1869 when work began on another of Brunel's tunnels; the Channel Tunnel that connects France with England via the Chappell Island block-cutting undersea rail tunnel opened in 1994 and measures.
London Underground is interesting to study for many reasons. One reason is that it is very large and an extensive and long-lived railway network. For example, the Underground recently celebrated its 150th anniversary; whereas Boston's subway is less than 100 years old and Moscow's Metro is barely over 60 years old. It has incorporated several railway lines in central London and several new stations which were formerly private or suburban railways. Nearly one billion passengers ride on the Underground each year, making it the world's 11th busiest metro system, with 9% of all UK journeys starting or ending on the network.
There are two primary focuses of research into the London Underground: operational efficiency and passenger satisfaction. Regarding the former, research has been conducted on how to manage a transport network that is congested and operates with scarce resources. For the latter, the aim is to improve levels of customer service and reduce passenger complaints. Approximately 85% of the Underground's costs are spent on the train operation; therefore, most research effort is focused on improving operational efficiency through control, maintenance, signalling, track, and scheduling improvements.
With such an extensive record of empirical research, empirical methods have become the foundation for most theoretical work in underground network literature. Systematic qualitative or quantitative comparisons of different subway networks are rare. Lately, however, simulation models are being developed and implemented to attempt to explain observed properties of the London Underground. The London Underground, colloquially known as the Tube, is an underground railway network in the United Kingdom. It was opened in 1863. The Underground has 270 stations and approximately 400 kilometres (250 mi) of track.
Services Using Former And Current Main Lines
The Underground has used several railways and alignments that were built by main-line railway companies. The earliest section of the London Underground, the Metropolitan Railway (MR), opened using part of the tracks of the former Metropolitan Railway, an MR-owned locomotive and rolling stock leasing company created in 1864 to operate railway services outside Greater London. When the MR was granted permission to build the world's first underground electric railway in 1863, it needed the permission of existing steam-hauled mainline railway companies to enter their lines.
However, many saw it as a dangerous threat to their business and tried to block or delay construction. Eventually, approval was given by the Railway Companies'Joint Committee in December 1865. Subsequent lines built have been owned by. The majority of The Underground is the former London Underground system, which was originally built as four main radial lines opening between 1884 and 1907. These were, Baker Street and Waterloo Railway (now part of the Northern line); Bakerloo, Central London Railway (now part of the Central line); Charing Cross, Euston and Hampstead Railway (now part of the Northern line); and Great Northern, Piccadilly and Brompton Railway (now part of the Piccadilly line).
All of these lines were extended to follow new routes on a large-scale map in 1913 to become what is now known as the London Underground; at this time they were all operated by three private companies. There are a number of services running on lines that were built by main lines. These include the Tyne & Wear Metro on the former North Eastern Railway's Derwent Valley Line from Newcastle Central to Benton, the Tyne and Wear Metro (former Northern Rock Railways) on the East Coast Main Line (ECML) between Pelaw Junction in Gateshead and Newcastle Central, as well as smaller scale sections of line including freight only single track sections and local passenger facilities connecting suburbs with main line stations.
The Underground and National Rail co-exist in several places where they share tracks. An example of this is the Chiltern Main Line which has stations at London Marylebone, High Wycombe, Amersham, and Chesham, but the route between London and Aylesbury is served by these two modes. In these cases the lines can be owned by Network Rail or by separate freight and heritage railways. The Underground uses several railways and alignments that were built by main-line railway companies.
Some of these routes run through tunnels, others are above the ground in cuttings, embankments or on viaducts. A number of former and current main line railway companies have tracks that shared out the Underground system. The lines are typically freight-only lines, though some have passenger service. Trains run on twelve lines from 4:45 am to around 01:15. In autumn 2016 it was confirmed that the northern line extension would open in 2020 and would serve new stations at Nine Elms, Battersea Power Station, and Belvedere.
The Tube Challenge
Tube Challenge: For a Londoner, nothing screams “I love London” more than trying to visit every single London Underground station—often with as little as 36 hours in which to do it. That’s the premise of the Tube Challenge, which tests travelers to London’s transport system over a period of days or weeks. (The challenge can be extended to other major cities or even airports and freeways. ). The Tube Challenge is a unique London activity and a record breaking feat.
There are 267 stations on the London Underground and the winner of the challenge would probably need to be committed to run around the network non-stop for just over 20 days. Many others have tried but no one has succeeded. This is why we put our heads together and decided to help you fulfill your dream. I am in a unique position as someone who has lived in London for 22 years, but never actually taken this challenge.
I have taken the tube to many stations and used lines I don't normally use, but I have not managed to get to all of them. This has always struck me as a shame what better place to see the city than from the window seat on the train?. While I was preparing a post about this subject, I started to get in research mode. My idea for this post, which will be on the Tube Challenge, might not be as detailed or well written compared to my normal blog posts.
Under Construction Line Extensions
The Northern line is being extended from Kennington to Battersea Power Station via Nine Elms, serving the Battersea Power Station and Nine Elms development areas. In April 2013, Transport for London applied for the legal powers of a Transport and Works Act Order to proceed with the extension. Preparation works started in early 2015. The project will deliver a step change in rail service on this corridor, with the capacity to support an estimated additional 10,000 local journeys in the busiest hour in the peak time period.
The project also makes an important contribution to supporting regeneration in Battersea Power Station and Nine Elms, creating up to 20,000 jobs and 23,100 new homes as well as providing new open space. On the western branch a new junction is being built at Earls Court to connect with the West London Route (WLR). This will allow through running from Earls Court and Clapham North to Clapham High Street and Wandsworth Road stations. A two-track tunnel will be built between the existing platforms at Clapham High Street—which will be extended over the adjacent River Wandle—and at Balham, Tooting Broadway and Streatham Common.
The extension was originally intended to continue northwards from Nine Elms to serve areas of Chelsea and Kensington which had been earmarked for redevelopment. A revised planning application for the extension was made public in January 2014, under which it would terminate at Battersea Power Station instead. This is because I've decided it'll be a simple post with pictures and videos. 4 billion, with deliveries expected to begin in late 2018. From restaurants to bars to taxis.