The delayed closure of the Northern line Bank Branch between Moorgate and Kennington has been publicly announced as a 17 week blockade between 15 January and mid-May 2022. The new ticket hall on Cannon Street will open later around September 2022
Child of Middlesex, student of the City, resident of the Metropolitan
The Northern line (Bank branch) will be closed between Kennington and Moorgate from 15 January to mid-May 2022. The Bank Station Capacity Upgrade Project will expand Bank station by 40 per cent, improve links between lines and bring step-free access. 1.2km of new tunnels have been excavated and a new station entrance constructed. The final phase of work will see the Bank branch of the Northern Line, from Kennington to Moorgate, closed for 17 weeks from January 2022 to facilitate complex final stages of work. Travel alternatives will be made available, alongside a full-scale, pan-London communications campaign to give customers and businesses the tools and advice they’ll need. This closure will allow us and our contractors to complete the intricate work needed to connect the new tunnels to the existing railway, as well as fit out the new station, install the final sections of track, complete work in the tunnels constructed during the project and integrate all the new systems installed in the station. It will also allow our staff to prepare to operate the new areas of the station safely.
Alternative travel options: Use other Tube, rail, bus, walking and cycling routes when the closure is in place. We'll be providing detailed travel advice this autumn.
To help passengers, we will: - Run an increased service on the Northern Line Charing Cross branch - Provide additional bus capacity, with a temporary new route from Oval into the City - Deploy additional staff across our network to support customers - Provide clearly signed walking routes - supported by reviews of crossing and traffic signals
Last Edit: Jul 12, 2021 15:37:33 GMT by Dstock7080
Sadly this protracted shut-down seems totally unjustified, and if recent experience is any guide 99% certain to be extended.
I know we now live in a "safety is paramount" world, but what exactly necessitates such an extended closure other than satisfying the usual objective of contractors (just like CrossRail) to prolong the project for as long as possible to maximise their income and for their workforce to eke out as much salary as possible from what seems to be becoming yet another out of control milk cow project...
In the past London Transport showed they can manage to organise very major platform changes with minimal inconvenience for passengers. For instance when routes and platforms were re-arranged at Euston to accommodate the new Victoria line with the public impact being minimised over a weekend ...
Years later we now seem to be totally unable to schedule things anywhere near as well.
Why oh why can they not take as long as they need now to get the new southbound platform and new entrance tested, inspected and signed off as ready to use from day one?
In the meantime the two existing platforms at Bank are presumably still perfectly safe for passenger to use right now - so that cannot justify this extended closure.
If TFL project updates are to be believed, the step plate junctions for the new Southbound alignment are both seemingly virtually complete. So presumably the whole new route can now be prepared with all the relevant track & signalling balises in place and tested so that only a few metres of track at both connections would actually need to be replaced during one overnight possession to swiftly divert trains through the new southbound platform.
If extra paperwork really needs to be completed - then perhaps the admin people can for once be asked to do night shifts every day until everything is duly approved. That should provide suitable motivation! OK that may mean a short period when trains have to run through Bank non-stop in the Southbound direction only, but this should not mean inflicting months and months of inconvenience on passengers.
Obviously on the change over night someone would also need to put up a few blue hoardings to close off the old southbound platform access - but presumably the current Northbound platform and surface access routes could remain open whilst someone fills in the old southbound platform and removes the temporary blue hoardings
This protracted possession seems to be dictated by the convenience of the workforce with little or no thought, or value, being assigned to the negative impact on passengers. Driving your customers away is not a brilliant tactic...
I think you've misunderstood what work has been completed - the new southbound tunnel has not been linked into the existing and that's what this protracted closure is for. From memory I believe they will need to fill the existing tunnel with a foam of concrete and then re-bore through that to make an entirely new tunnel, rather than it being constructed as a step-plate junction. I think this approach is taken because of the risk of subsidence, especially with the southern connection where it's almost under the river. Happy to be corrected if I'm wrong.
Early on in the scheme it was recognised that connecting the new southbound running tunnel to the old one north of Bank was going to be a problem. This is due to the fact that a step-plate junction is not really possible for a number of reasons – mainly the proximity of the northbound tunnel above and the DLR below. In any case step-plate junctions tend to be a feature of tunnels with segmented-lining and the plan was to use spray concrete techniques throughout. TfL may well have been hoping that at least one of the bids would show a proposed method of connecting the tunnels with only a short interruption.
Slightly disappointingly (but not surprisingly) no construction firm was prepared to commit to a step-plate junction at the northern end. One suspects that if there had been a recreation ground above instead of some of the most prestigious and most expensive historical buildings in the land then the options would have been different.
Last Edit: Jul 14, 2021 19:53:00 GMT by xplaistow: Forgetting to bold part of the text
Some past closures over the years that also involved extensive tunnel or station construction works London Bridge (Northern): July-October 1996 + July-September 1999 Tottenham Court Road (Northern): April-November 2011 Embankment (Bakerloo & Northern): January-November 2014 Tottenham Court Road (Central): January-December 2015 Kennington (Bank Branch): May-September 2018
When you compare those past examples with the scale of what is being undertaken at Bank, the single biggest upgrade to one of the largest underground complexes in Europe, 17 weeks is peanuts compared to the benefits it will bring. Anyone who's used the Northern line from Bank recently will know how busy it is already starting to get. Even against the backdrop of suppressed ridership, this really isn't work that can be postponed any longer.
Wasn't the northbound closure to be much shorter than the southbound closure? No mention of that now!
“The closure was planned for an initial 40 days in both directions for tunneling of connections, followed by closure only in the southbound direction for fit-out and commissioning, but even then the northbound Bank branch trains will need to squeeze through the Charing Cross branch on their return trip, permitting little overall service improvement. Throughout this whole period Northern line trains will not stop at Bank station.” Underground News March 2021
This months Programme & Investment Committee papers have given an insight into the progress being made on Bank Station Capacity Upgrade (BSCU) with the the track on the new southbound line now installed along with with cabling systems. Fit out of the new station areas has also got underway images of which look quite Crossrail-esque to me.