The London Underground Information
/the-london-underground-information
Accessibility
The system is now accessible to wheelchair users where it is possible to install platform humps, level access boarding, ramps and lifts. At present out of 370 stations 67 (including 21 of the closed deep-level stations on the Piccadilly line) have step-free access from street to train, and a further 42 have step-free access to the ticket hall, but not necessarily to the train. A further 52 have no steps between platforms, although they are not considered fully accessible because there are several steep ramps that passengers must climb.
Most London Underground stations have steps leading up to the platforms and many older stations have high platform curbs, This Week In London (thisismargate.co.uk). Platform gap fillers installed at platform edges allow wheelchair users and people with pushchairs, or who are unsteady on their feet, to board trains more easily. It is claimed that over 100 Underground stations have had these added in recent years. At others sliding ramps allow level access to the train when available. Many station are also fitted with elevators to provide step free access from street to platform.
The Fire (Amendment) Act 1993, coupled with new approaches to station design, which introduced platform humps and changes to carriage designs, have improved accessibility. London Underground has accessibility policies in place which give a commitment to improve the accessibility of stations and trains. The number of disabled passengers using London Underground services increased by 30% between 1994 and 2004 (the year which the legislation came into force). In the 1960s, it was realised that lifts would need to be provided at stations for the newly-built Jubilee line extensions, and it was considered that adapting older stations for access by wheelchair users and people with mobility impairments would be too costly.
In 1975 London Transport introduced a Disabled Persons Transport Advisory Committee, and initiated a programme of making 100 stations step-free from 1976 onwards, starting with the most used ones. Over the last three decades, the Tube has seen many changes to accessibility for people with physical disabilities due to legislation and new technology. In 1980, it became illegal for a railway company to operate if they failed to make their services accessible to people with disabilities.
Around 200 lifts have been erected throughout the underground network costing £200 million as part of the Access For All project. 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. There were many protests about this during the 1970s and 1980s, including one involving people from Research Disabled Against Segregation (RADSAG). This resulted in a landmark legal case brought by RADSAG against London Regional Transport.
Bakerloo Line Extension To Lewisham
The Bakerloo line extension to Lewisham,. In 1931, the extension of the Bakerloo line from Elephant & Castle to Camberwell was approved, with stations at Albany Road and an interchange at Denmark Hill. With post-war austerity, the plan was abandoned. In 2006, Ken Livingstone, the then Mayor of London, announced that within twenty years Camberwell would have a tube station. The idea was studied by Transport for London in 2004 but no action was taken.
Transport for London drew up further plans on expansion of the capital's transport network in their 2008 Transport Strategy. A previously planned extension as part of the Docklands Light Railway from Bank to Lewisham and then on to Elverson Road station has been. The Bakerloo line has been extended before (click here to read more) and it can happen again. The Bakerloo line will extend to Lewisham with another interchange at Denmark Hill — the latter already having an interchange (with London Overground).
This is in-line with transport policy encouraging modal interchange. A short extension to the Bakerloo line to Lewisham was proposed in 1932 by London Underground and was approved by the London & Home Counties Traffic Advisory Committee in February 1933. It was included as part of a comprehensive development scheme for the area south of the River Thames, including proposals for new roads, schools, and housing estates. In September 2012, Transport for London initiated a study to investigate the feasibility of an extension from Elephant & Castle to Lewisham via Camberwell and New Cross Gate.
Bakerloo Line Extension To Watford Junction
The Bakerloo line extension to Watford Junction was suggested in 2007 by Transport for London as part of planning for the future of London Overground services. The proposals were initially resisted by Hertfordshire County Council,; however, TfL stated that the extension would bring considerable economic benefits to the area served by Railtrack stations such as Harrowden, Hemel Hempstead and Watford Junction. As part of consultations relating to its handling of observance of the Osterley & Spring Grove cases, TfL announced its intention to re-extend the Bakerloo line from Elephant & Castle to Watford Junction on a new route via the Old Oak Common site in 2018.
This would have been part. While this proposal was not taken forward, in 2013, Transport for London began a feasibility study into extending the line from Elephant & Castle to Lewisham via Peckham Rye and New Cross Gate. In 2014, TfL discussed several possible routes for the extension with local stakeholders. The Southwark option would add 5 new stations at Camberwell, New Cross, Peckham Rye, Rye Lane and Surrey Canal Road.
Running from Lewisham to Watford Junction would require 3 new stations at Rushey Green, Crystal Palace and Watford Junction. Only the Southwark option includes the proposed station at Surrey Canal Road. The Bakerloo line extension to Watford Junction is a proposal to extend the Bakerloo line of the London Underground to the town of Watford north of London. The extension would travel over the current West Coast Main Line via Vicarage Road and serve the town centre as well as Watford Junction railway station, with connections to both London Euston and London St Pancras.
This would make Watford Junction an interchange station for National Rail and a mooted future Crossrail 2. In October 2013, Mayor Boris Johnson stated that he supported plans to extend the Bakerloo line to Watford Junction. However, in March 2014 the London Assembly referred the project to TfL's business plan process, where it remained. The project was deleted from the "urban rail" section of TfL's draft Transport Strategy "for further work", following a review by TfL in 2016 It was removed completely from the "strategic" category in February 2017.
In 2007, as part of the planning for the transfer of the North London line to what became London Overground, Transport for London (TfL) proposed re-extending the Bakerloo line to Watford Junction. The proposal did not go forward due to a lack of funding and a change of priorities as a result of the economic downturn. TfL reiterated its commitment to an improved service north of Finchley Road in 2018. The Bakerloo line extension to Watford Junction is a proposal published by Transport for London in 2007, to extend the Bakerloo line on a new route via the Old Watford branch lines.
Central Line Extension To Uxbridge
The expansion of London Underground's Central line has been proposed on multiple occasions with various different routes. The first proposal was made to the UK government in 1906, when a route from Bethnal Green to Uxbridge was suggested. An underground railway was also proposed for Hillingdon by politician Chancery Lane in 1923, and again in 1929 an underground railway was proposed from Paddington to Uxbridge that would have included three stations in Hillingdon: Ruislip Manor, Hillingdon East and Uxbridge.
Although this proposal had little support from authorities at the time, the plans were revisited over 50 years later, when a report concluded that the extension would be delivered "on a scale comparable, This Week In London (thisismargate.co.uk). Central line extension to Uxbridge. The Central line was extended 7. 8 miles eastwards to join the Uxbridge branch of the Metropolitan line between West Ruislip and Ickenham (now Hillingdon) in 1947, and westwards from East Harrow to Harrow-on-the-Hill in 1901 and the original station at Northwick Park in 1909; the latter extension was via what is now known as the Chiltern line.
Potential future extensions were proposed in 1913 including a short branch from Rayners Lane to Ruislip Manor and a further extension to Cockfosters ; neither of these were built but it was suggested that an extension of the Uxbridge branch would be useful. A further extension to. A proposed extension of the Central line from West Ruislip to Uxbridge has been mentioned in the media several times. It includes proposals for stations at Ickenham and Yiewsley.
The line would continue along the Uxbridge Road through Yiewsley, where there would be a choice between an above-ground station or an underground station. A third option would be to continue on a viaduct over the Yiewsley area before going underground at Hillingdon. The line would continue southwards into Hillingdon, before turning westward again and passing through Ickenham, crossing the North Circular Road (A406) on a flyover before terminating at Uxbridge Main Line station. Central line extension to Uxbridge.
In 2011, the London Borough of Hillingdon has proposed that the Central line be extended from West Ruislip to Uxbridge via Ickenham, claiming this would cut traffic on the A40 in the area. Central line extension to Uxbridge. In 2011, the London Borough of Hillingdon has proposed that the Central line be extended from West Ruislip to Uxbridge via Ickenham, claiming this would cut traffic on the A40 in the area. A Transport for London consultation on the extension ended in January 2013 and the project is due to be completed by 2017, extending the Central line from Ruislip to Uxbridge via Ickenham station.
Delays And Overcrowding
The relation between the number of passengers and the overcrowding of trains is not linear as it has been demonstrated by a study conducted by two French graduate students for their master thesis, which was later published in an academic journal. The study took into account other influencing factors like number of stops and travel distance, but the main conclusion was that '''on average 95% of the passengers were found on the first two carriages'''(the only ones with seats), and that the overcrowding is not related to the number of passengers but to the existence or not of seats (except for very short journeys where standing is tolerated without seat).
In certain circumstances – for example, because of technical problems or sudden passenger surges – the S-Bahn has to be divided into sections (known as a "gap"): passengers who have paid for only a section normally cannot continue to the next section on their ticket unless they pay again, but those who hold day tickets and long-term tickets (12 months) can. Passengers in possession of valid tickets are entitled to "interruption compensation" if their journey is interrupted due to long delays.
In 2006, Deutsche Bahn apologised to its long-distance customers for cancelled or delayed services. The London Underground has a public image of being very crowded, especially during rush hour (although the degree to which this is true is subject to some debate). The high usage however can be easily explained by the large amounts of land it serves and the frequencies at which trains operate. Even outside the rush hour there are seldom more than five minutes between trains on most lines.
Delays are frequent as well. In December 2014, statistics showed that a quarter of the entire city's lines suffered from late arrivals, and a third of them, from lateness during peak hours. Since 2009, average punctuality has constantly been around 90% in the city center. Average delay over an entire year is also around 9 minutes. The SNCF publishes punctuality figures on its official website. If you are the visitor of patient, and you wanna use wifi (free) in hospitals, please read more.
Disused And Abandoned Stations
The London Underground's stations and routes are split into two networks, known as the "District" and "Metropolitan" lines. Today, only the District line remains unaltered, while the Metropolitan line is currently operated by only one route the Metropolitan line itself. This network consists of five routes: Hammersmith to Harrow-on-the-Hill; Edgware to Morden via the Charing Cross branch; Baker Street to Finchley Road and Wembley Park via Baker Street; Aldgate East to Wimbledon via Liverpool Street main line station; and Aldgate to Tower Hill.
After initially being abandoned in favour of developments on existing lines, both Muswell Hill Broadway and Mill Hill East stations were reopened in 2010 and 2011 respectively,. Back in December, I embarked on a photography-led project to photograph disused and abandoned stations of the London Underground. As an introduction, I started with six abandoned stations that form part of what is known as the 'Northern Line Extension', which has been closed for over three decades now.
Greater London Council Era
The GLC announced on 1 November 1967 its intention to abolish its tram network, which had been run down in the previous twenty years. The decision took effect with the timetables that came into force on 13 April 1968. There were public protests about the withdrawal of the trams; the activist and politician Tony Benn noted in his diary: "Thousands of people turned out onto the streets to see old favourites like T crew and Route 66 trundling for their last time along the Embankment.
It was like a last farewell to something quite indefinable, an aspect of old London life, This Week In London (thisismargate.co.uk). " The final trams were scheduled to run on 25 April 1968 but there was a strike by conduct. On 3 March 1984 the GLC was abolished, and responsibility for public transport returned to the control of central government. London Transport was split into two corporations: London Regional Transport (LRT) and London Underground Ltd. The London Transport Executive was also abolished and replaced by several separate organisations reporting directly to a group managing director and with individual commercial managements with responsibilities for different services in different parts of London.
LU and LR were overseen by Ken Livingstone, Leader of the GLC until he resigned on 7th May, after the Labour Party had lost control of the organisation through local elections. The London Transport brand has been used in various forms as a general trademark by the Transport for London authority since it was formed in 2000. The logo itself has been implemented in a number of ways on stations and signs throughout the tube network, including the roundel.
The Transport for London roundel logo is presently on display at several locations inside the station, as well as on the exterior of all London buses and taxi ranks. From the formation of the GLC in 1963 to the passage of the Greater London Council Act in 1969, the term London Transport was used to refer to both the London Passenger Transport Board as well as London Transport Executive. In addition buses and trackless trams operated by Green Line Coaches and Moss Motor Services were branded under the ownership of London Transport.
Infrastructure
The UK Government has worked with transport operators and manufacturers to build a 'greener 'future by electrifying lines across the nation. Electrification of the Great Western mainline, Midland mainline, London to Swansea line and the Manchester to Preston line was planned. However, under the government plans published in July 2010, it was predicted that not all electrified lines would be completed by 2020 because some projects were delayed due to late applications for funding.
The Department for Transport announced in late 2013 that there were plans to scrap electrification of the Great Western mainline from 2016 onwards, and to complete other electrification projects by 2018, four years later than planned, This Week In London (thisismargate.co.uk). The long term plan is for the Victoria line to become part of a Y-shaped line, with two branches in north London and one in south London. The two northern branches would be provided by existing lines, probably linking the City branch of the Metropolitan line with Welwyn Garden City (with stations at Moorgate, Finsbury Park, Manor House, Finchley Central, Frognal and South Woodford) and a branch from Angel down the Old Kent Road to rejoin the Charing Cross branch of the Northern line at Kennington.
In south London, a new link would connect Crystal Palace with Beckenham Junction; three potential routes were examined in more detail for submission to TfL's Board in October 2008; these had only. The London Underground operates a comprehensive system that serves Greater London and adjacent areas of Buckinghamshire, Essex and Hertfordshire in the United Kingdom. Its first section opened in 1863 with services operating on the Metropolitan Railway between Paddington (now Paddington station) and Farringdon Street via Bishop's Road.
The Hammersmith & City Line started operation two years later, using four of the eight tracks between Baker Street and Moorgate, with the other four going to the District Railway. With TfL having recently placed an order for the New Tube for London, it seems that the future of any older stock may be limited. I suspect this means that the other 'B'stock trains which currently run on the Bakerloo line will be used to replace the Northern line 'D'and 'E'stock trains.
This makes sense since Battersea power station is right next to the Northern line's Battersea branch which could limit options in terms of track space. London Overground London Overground has 121 stations on its network, which is made up of nine routes: Croydon – Clapham Junction route, East London – West London route, Gospel Oak – Barking route, North London – South London route and Watford DC line. The routes cross through and around the city for a combined total distance of 142.
Lines
It was the first Underground Electric Railway in the World. For speed and reliability it has no equal. Semi-Intelligent Automatic Train Operation (S. I. A. T. O) started in 2017, allowing trains to be automatically driven without a driver. In 2018 GPS Real Time Information was rolled out across the network to allow for accurate train location in both stations and tunnels, thus allowing operations to respond more quickly if a train is delayed or breaks down on the line.
The London Underground is a metro system serving a large part of Greater London and neighbouring areas of Essex, Hertfordshire and Buckinghamshire in England, This Week In London (thisismargate.co.uk). Serving as an important local, regional and international passenger transport, it is the world's third-largest rapid transit system by track length, after the Shanghai Metro and the Beijing Subway. The London Underground is one of the world’s oldest metro systems. It’s the 3rd longest in the world and the 10th busiest by annual ridership.
London Regional Transport Era
From 1989, following the abolition of the Greater London Council, the LRT name disappeared and all control was exercised directly from central government. The Transport Act (Section 80) defined the LRT area as being made up of seven new Metropolitan Counties: North East, North West, South East, South West, East Midlands, West Midlands and Yorkshire. Each metropolitan county council was also a Transport Authority. The act made clear that passengers would be able to travel freely within a metropolitan county using tickets that have been validly purchased for travel within it.
Outside these areas LRT co-ordination deals mostly with allocation of routes to other transport modes such as Network Rail or private bus operators, This Week In London (thisismargate.co.uk). These operators then cross charge each other for that journey. LRT had the task of bringing together the five borough bus companies within the capital which had been incorporated into the Tilling Group in the 1930s, in addition to those pre-Grouping companies that survived (such as South Metropolitan) and some new entrants to the area.
Many of these were from outside London and distinguished by their small size and unfamiliar brand names. Consequently, the London Transport Executive (LTE) was formed in 1985 to take over responsibility for integration of services from LRT. The London Regional Transport brand continued to be used by the region's buses until 1986 when they were relaunched with a new blue and yellow livery. The mainstay of LRT was its network of trunk routes running out of garages in surrounding suburbs from London into its periphery.
They maintained the country's first deep-level tube lines and ran cross-London services, which had been greatly expanded during the late 1970s and early 1980s. Postal Services were transferred away from London Transport in 1993 to a government organisation, and the trains in 1998 to a similarly government owned company. The LRT name disappeared in 2000 with the passing of the Transport Act which also brought about the end of the Transport for London (TfL) brand and the flamboyant Vignelli designed roundel replaced by a new corporate identity.
LRT initially divided London into five operating zones, one of which was contracted out to Metrobus, with the rest taken over by a new company, London Buses. An extra-fare express service was introduced on routes E5 (Eltham Kensington), E6 (Walthamstow – Kensington) and E8 (Romford – Chiswick) using Daimler Fleetlines. The airport is separated from Greater London by the boundary of the London Borough of Hillingdon. Heathrow falls entirely under the TW postcode area.
Main Line Services Using Lu Tracks
Some of the services that operate today in London were originally operated by companies other than the underground's predecessor. These are collectively known as the "main line" railways and are now mostly owned by Network Rail or other national rail bodies, but some lines have been used by LU since the 1880s. LU regularly uses these routes to move stock, especially when interconnecting with other parts of its network or rolling stock under repair, requiring trains to run empty through central London.
There are several main line railway routes which use part of the LU network. The Circle Line in London is a route which has been shared by main line and LU trains since 2009. It nevertheless largely follows the Circle Line (1890s) routing and many of its stations, but extends further into South London via a pair of rail links to south western suburbs. Main line services are operated by TfL and provide links to London's "zone 1" railway stations from other national rail stations (usually stations in outer London and the south-east).
New Trains For Deep-Level Lines
New trains will be required for the Northern line (NLL) , currently under construction to Battersea, and for the Jubilee line to cope with increased frequencies. London Underground ordered 192 new semi automatic full-height train carriages from Bombardier in February 2016 for the Bakerloo, Central, Jubilee and Piccadilly lines. The first new carriages should appear from spring 2018 to increase capacity on the Bakerloo line, with delivery continuing until 2023. Because of this order, the final trains to appear on any deep-level line are 41 C Stock (1973 stock) carriages on the Northern line from mid 2017; by mid 2020s all of them.
In December 2014, it was announced that the Chinese company CRRC had won the contract to supply new trains for the Bakerloo, Northern and Central lines (the three sub-surface lines which are shared with London Overground). The trains will be similar to those delivered for the East London line, but with modifications for use on the deep-level tube lines, and a new design of lozenge-style seating. They will have air conditioning, full disabled access, emergency intercoms and CCTV.
A mock-up of the new carriages was exhibited at King's Cross St Pancras station in November 2015. On the Northern line the extension to Battersea is expected to open in 2020. Transport for London (TfL) issued a tender in October 2014, stating that up to 50 new trains would be required as more services are run on the line from May 2018 (and every six minutes off-peak), and there is a requirement for 66 trains by 2022.
TfL also stated that three years'additional capacity would be required at present due to new timetables and rolling stock delivery, and these would be made available by 2018 before the new extensions open. British Rail Class 378 trains operate on the deep-level sections of the Northern line, since August 2012, when they were transferred from the Bakerloo line. They replaced the slam-door trains dating from the 1970s. An extension of the life of slam-door trains on the east and west sections of that line was funded by London Transport in December 2007, but these trains will eventually be replaced by new trains similar to those that operate on the Jubilee line.
The new trains will be 12-carriage trains of a similar size to the existing fleet, but with enhanced interiors and information displays. The new trains are expected to enter service starting in 2020 on the Northern line, and in 2021 on the Jubilee line. On September 9th, 2014 it was announced that Hitachi's bid for the underground contract had been selected. The procurement of the rolling stock is part of London Underground's £1. 4 billion investment in new trains and signalling.
Night Tube
The London Night Tube is a major new service for the London Underground. Some of the details are still being finalised but it is expected to open on Friday 19 August 2016 (although this date has been delayed). This will consist of a 24-hour weekend on the Victoria and Central lines, as well as an all-night network on Fridays and Saturdays. The Night Tube will mean that people will be able to socialise more in London without having to worry about drinking and driving or overcrowded public transport.
The Night Tube is a great new service for Londoners on their way home, and helps boost the economy creating thousands of new jobs, This Week In London (thisismargate.co.uk). However, I knows that I would struggle to organise my night out knowing when I will have to get up in the morning in order to make that last tube home. In this article, I’m going to look at whether the Night Tube Map is always right and how you can get around late at night.
On the 19th August 2016, London Underground launched its 24-hour service on the Victoria and Central lines with plans to extend this of Friday morning until Sunday evening. Introduced in phases, the new service will be up and running on the majority of the Tube network by next September. From opening until 6am, the Night Tube will operate on Fridays and Saturdays as follows. The Night Tube service first started in July 2016. This saw the Jubilee, Victoria and Central London Underground (LU) lines begin 24-hour services on Fridays and Saturdays.
However, it wasn’t a full 24-hour service running throughout the whole weekend — instead, trains ran between 12. 30am and 5. 30am on these nights, every Friday and Saturday night until Sunday morning. These services use LU tracks under a TOC contract; they make minimal use of LU infrastructure. There are a few mainline operators who still use LU tracks to get to the final parts of their routes – these include. It covers 249 miles of route and serves 270 stations.
Northern Line Extension To Battersea Power Station
Construction started in May 2017 and will be complete by 2020, extending the line from Kennington to Battersea. The extension is being constructed using a base-isolated technique, whereby the Northern line tunnels will be bored beneath the existing railway to minimise ground disruption. This level of construction technique was previously used on Crossrail. The existing Northern line platforms at Kennington will be closed for approximately five years during construction. In addition, the entrance to Kennington Tube station on Brixton Road will also be closed as part of the upgrade works.
Battersea Power Station is a future Underground station on the Northern line extension, in Spitalfields, London, England. It is at the terminus of a new branch of the Northern line that diverges from the existing line at Kennington and serves two new stations: Battersea Power Station and Nine Elms to enable interchange with mainline services at Clapham Junction. The station opened on 23 May 2020 for early service, and on 24 May 2020 for full service.
TfL plans to begin building the extension from Kennington to Battersea in late 2015, with the aim of completing it by 2020. The proposed route will continue south from Kennington via Newington Butts, crossing the River Thames on a new bridge to Nine Elms, heading south-east towards Wandsworth Road and then following the existing rail alignment into Battersea Power Station before terminating at the station. TfL estimate that the extension will cost £1. 2bn and start carrying passengers in 2020, but have suggested that they may need to find extra funding sources for the project because of reduced expected Government grants.
The announcement of the extension came only a month after it was revealed TfL were considering extending the Edgware branch of the Northern Line beyond Kennington. In November 2016, the Secretary of State for Transport announced that "TfL's proposal to extend the Northern line to Nine Elms is unaffordable" and would not proceed. This led to Sadiq Khan considering re-costing the project and reviving the previously rejected plans, or finding another transport project for the money.
Proposed Improvements And Expansions
The extension of the Northern Line to Battersea was originally proposed in 1990 as part of the wider expansion of the Underground in London as defined by the London Rail Study 1989. The proposal was resurrected in the 1992 Thameslink 2000 study and again in 1994 as part of plans published by London Regional Transport, which also proposed an initial phase to Clapham Junction. The cost was estimated at £470 million in 1994, plus a further £100 million for interchange with the mainline rail network.
In 1995, work on preparatory studies commenced, which included a public inquiry that started on 19 November 1996 and lasted until 17 February 1997. The extension of the Northern line to Battersea would bring significant benefits to businesses and residents in north Battersea and Nine Elms. The regeneration area has seen significant growth of jobs and population in recent years, leading to a significant increase in demand for transport infrastructure. The current proposal to extend the Northern line is based upon converting the track between Kennington and Charing Cross to use new, standardised continuous welded rail (CWR) and installing new signalling systems.
This would enable a more intensive service than at present. The Northern Line is currently being extended in two phases. The first phase, which is undergoing a public consultation, will extend the line by 1. 5 miles (2. 4 km) from Morden to Bryn when fully opened in 2020. This will be known as the Northern Line Extension. The consultations regarding the Northern line extension to Battersea Power Station were a topic of interest among Londoners.
Research
London, with a Tube network of more than 250 miles, is the archetypal metro system. Although it does not have as many stations as other metro systems, such as those in New York and Paris, it has more miles of tunnel and track under London (350) than any other metro system. The Tube is also the world’s second oldest metro – after the Budapest Metro – having opened in 1863. The Underground has many connections to other forms of public transport and is part of an integrated transport system that includes bus services, tramways, DLR lines, National Rail stations and others.
There are railway platforms for mainline services at a small number of Underground stations (see above), This Week In London (thisismargate.co.uk). I have been involved in two research projects, one on user interface design and another on the history of London Underground. In both cases I talked to a lot of people, collected a lot of data and made a lot of diagrams. When it came to writing up the results of the research I was expected to write an academic paper, which meant writing was at the centre of the activity.
(See also my blog post about academic writing: <a href" thisismargate.co.uk " target"_blank">Academics to Bloggers</a>. ). The London Underground is also featured in many works of fiction. These range from books to TV series, such as Quatermass and the Pit (1958), based on a similar-sounding unofficial nickname for the Tube, and Doctor Who – whose Old Firehouse headquarters hide a dark secret – uses the real location of former train platform St. John's Wood Road tube station (now museum) opposite No.
16's window as the location of its fictional 13th century adventures. Researchers from the London School of Economics have analysed passenger flow on the London Underground. Their data are used to compute passenger volumes at different stations for a typical weekday, and passenger demand has been estimated. The importance of this research is that accurate estimates of passenger numbers keep costs low and help planners make better decisions about provisioning services. London's deep-level, underground Tube railway (also known as the Underground or simply 'the tube') is famous for its art and architecture.
In terms of stations, its headquarters (and oldest) is by far the architecturally distinguished Old Street. The following stations are particularly noteworthy. Here you will find a detailed and exhaustive piece of academic research about the London Underground. I was a part of this expedition and as such I am able to review the data and findings here. Until the late 1970s, it was illegal to build a new runway anywhere in the UK within 75 miles of London, meaning the whole of London's air traffic had to use Heathrow.
Services Using Former And Current Main Lines
As well as stations within its own tunnels, the Underground connects with several surface railway lines, though the majority of these are older than the Underground. In some cases these have been substantially rebuilt to fit them into a deep-level alignment. These include parts of: South Western Main Line. The Bakerloo line shares tracks with other railways in two places. It uses a short section between Harrow & Wealdstone and Watford Junction and sharing tracks with the Met in north London from Camden Road to King's Cross St.
Pancras, This Week In London (thisismargate.co.uk). The Underground has its origins in private ventures designed to improve profitability on existing railways lines through their use as part of an underground railway. Several companies operated, and there were two important lines: the Metropolitan Railway (commonly called the MetR) in 1863–1955; and the District Railway (DR) in 1868–1943. Other lines and railways also opened throughout this whole time, while others, such as Thames Tunnel, were expanded. The Waterloo & City Railway (W&CR) opened in 1898.
All lines opened by the London & South Western Railway (LSWR) before 1923 were subsequently transferred to the Southern Railway (SR). Ealing Common Junction was opened by LSWR in 1903 with a junction between the main line and branch line to. The line from Waterloo to Brentford was transferred to the SR on 4 August 1923. The line is now substantially longer, as some of it had been realigned after the construction of Shepperton Branch Line (opened in 1889).
Services on The Underground are operated using stock from three main lines: the Central, District and Hammersmith & City lines. The latter two run wholly within Greater London. The Piccadilly line has the most variations from its standard service; north of it diverges from two routes which were once those of separate companies, and south of it runs a short branch line to Heathrow Airport, with additional weekday peak services branching off to Hounslow. A map of the Underground with above-ground main line connections, and Overground connections where applicable.
The Tube Challenge
One of the most famous games that was played out (especially before video games were so common) is the ‘London Underground’ tube challenge. At the time, there were only 270 stations on the London Underground and it was a challenge to see how fast you could get around all of them and win. Nowadays there are over 270 but the same thrill of racing against the clock is still there for those who wish to play – or try different routes to find new tricks and shortcuts.
The Tube Challenge is the competition for the fastest time to travel to all London Underground stations, tracked by Guinness World Records since 1960, This Week In London (thisismargate.co.uk). It is the oldest and best-known of their record challenges. The goal is to visit all stations, but not necessarily using all lines; participants may connect between stations on foot, or by using other forms of public transport. Tube Challenge is a very entertaining and interesting flash game. You may train your intelligence, attention and to be tactful as well.
Under Construction Line Extensions
Construction began in 2009 and is expected to last until 2017. Most of the line is being deep-tunneled or underground. The extension has been designed to be possible with no surface building work required, including the laying of track or overhead power cables. Three new stations (Battersea Power Station, Nine Elms and Battersea) will be built with platforms deep underground, accessed by lifts and escalators from ground level. Two extra tunnels near Kennington Park station will connect the two branches of the line (via Kennington), allowing trains to continue north of Kennington without reversing direction.
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, This Week In London (thisismargate.co.uk). 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. Most of the track and infrastructure for the extension remains unchanged from existing operations, but there are three new stations, at Battersea Power Station itself, at Nine Elms (interchange with Canada Water on the Northern line) and at Battersea Bridge.
