The plan to fix the London Underground's busiest line

[@slimchris113]

Funny that The northern line goes more into south london than any other tube

[@TazerXI]

It also doesn't go the most north, both the Metropolitan and Central line go further, and it looks roughly tied with Cockfosters on the Piccadilly

[@nathanaellewis1242]

Yeah, I was gonna say I laughed at the point he said the Morden to Edgware would be called either northern or southern...

[@EbenBransome]

The northern most part of Scotland is called Sutherland.

[@nathanaellewis1242]

@@EbenBransome Yes, so named by the Norse because it was south of Iceland and Scandinavia. All things are relative...

[@RunawayTrain2502]

@@TazerXI It's not, Chesham is both rhe northern and Easternmost extremity of the Tube.

[@DavidShepheard]

The big problem the Northern Line has is the two remaining death-trap City & South London "island platforms" at Clapham Common and Clapham North. Central Government needs to fund a replacement station (between Clapham Common and Clapham North) that has two large side platforms and escalators at the North and South ends of the platforms to the existing station entrances. Builiding one station to replace two, but retaining both entrance points, would reduce the number of stops the Morden Branch trains have to make, decrease journey times and decrease the number of vehicles needed for a 36 TPH service. And escalators would get people in and out of the station faster. The old lift shafts would be retained for accessible transport, but we could build subsurface station entrances, similar to Oxford Circus, that allow lots more foot passengers to get in and out quickly.

[@nickbiskinis4854]

TfL needs to develop Clapham High Street Overground Station into a real hub and allow trains to go to Victoria rather than its absurd opposition to Victoria trains stopping at Clapham High Street. TfL's dogma is that people should just take the Overground to Clapham Junction and change for Victoria services there; but that takes far too long. TfL won't invest in better bus routes from Clapham to Zone 1 either so it is just content to force people to use the Northern Line. TfL is a disgrace

[@Pit-jt3lw]

Yeah, the station’s a pain, but with so many people wanting to live in Clapham, it’s just something you have to deal with. London’s huge, but everyone seems to want to cram into Clapham, so it gets crazy crowded. Just an accident waiting to happen, hopefully after people would stop wanting to live there or government fund it.

[@KyrilPG]

That's where platform screen doors would be ideal... I don't understand why they haven't yet installed PSD's in a number of crowded stations. This alone would improve capacity by allowing trains to enter and leave stations faster. And, of course, full driverless automation, which would be a great improvement for the busiest lines. Paris managed to convert the 2 busiest of its oldest historical metro lines (1 & 4) to full GoA4 driverless automation (with half size shoulder height platform screen doors on line 1, and full-size ones on line 4). And also to install platform screen doors in many stations of line 13, one of its overcrowded semi automated lines. All without major service interruptions (they prepared platforms and installed the doors by night). So London should be able to do the same. TfL could add platform screen doors during week nights, 3 to 5 nights a week, and it would gradually improve the lines.

[@AlphaBee6]

Angel was a single platform station before the early 1990s. It solved the problem of overcrowding by keeping the old platform as a separate southbound one, building a new northbound one and using the extra space as a concourse linked to a new escalator. Maybe the Clapham stations could have a similar refurb if surrounding infrastructure allowed?

[@nickbiskinis4854]

@@AlphaBee6 Before 1971 there were scissor 'crossover' tracks north of Clapham Common. These should be reinstated to allow for 'stepping back' whereby Northern Line trains running southbound could enter the northbound side of the island platform to terminate and then immediately depart as a northbound service. This would totally clear the Clapham Common platform as well as clearing Clapham North and all the northbound platforms on the busiest section. This also needs to be supplemented by TfL creating new direct City bus routes as an accessible alternative plus developing the nearby Clapham High Street Overground into a real hub with trains to Waterloo or Victoria. TfL won't rebuilt Clapham North or Clapham Common (despite the accidents and poor management of both stations as highlighted by the Rail Accident Investigation Board report into the forced and chaotic evacuation of passengers at Clapham Common in 2023). Yet nor does TfL should any inclination to make proper alternatives beyond some absurd notion that cycle hire and e-scooters can resolve the problem. TfL won't do anything until there's a fatality. It is time TfL senior staff actually bothered to come down to Clapham Common and Clapham North to see just how bad things are: TfL are OPPOSED to giving Clapham High Street Station trains services to Central London despite the obvious need. TfL senior leadership currently live in a bubble and don't understand the problems commuters face.

[@KnightSanguinius]

I've got to point this out but Kennington is not built the same way as Camden Town. At Kennington trains from the Bank Branch can only continue onto the Morden Branch while Trains on the Charing Cross Branch can either transfer onto the Morden Branch, take the Kennington Loop and turn around to run northbound back onto the Charing Cross Branch or start travelling onto the Kennington Loop but then branch off onto the Battersea Power Station branch.

[@BigBlueMan118]

Is it Not possible to just shut these interchange stations (Camden Town and Kennington) one after the other but keep both lines running during the works as separate segregated lines?

[@wasmic5z]

@@BigBlueMan118 Yes, it would be possible, but it would mean a lot of people would have to take a large detour to get where they need to go.

[@JKK_85]

@@BigBlueMan118 Kennington wouldn't need much work. It's not as overcrowded and already has decent cross platform transfers between the branches.

[@BigBlueMan118]

@@wasmic5z i mean Mornington Crescent on the Charing Cross Branch is only 500m away from Camden Town so I think it is pretty reasonable to expect anyone on that branch wishing to go to Camden to just walk from there for a year during renovations. And for people wanting to interchange between the lines in the north they could do so at Euston. Another commenter said Kennington wouldn't need a shutdown and is basically fine as it is with some minor upgrades.

[@THEFORBIDDENMAN-lk7of]

WELL SAID

[@ThrushCZX]

I work on the underground - central government is not interested in investing, or funding, the tune network in anyway shape or form. The last government pulled its yearly funding back in 2018 effectively making it the only major capital transport system in the world to NOT be funded, even in part, by its own government. And splitting the northern line has been talked about almost as long as people have been talking about driverless trains. Not gonna happen…

[@KyrilPG]

Though driverless trains and platform screen doors should really seriously be envisioned and done. It worked wonders in Paris to improve frequency and reliability on 2 of the busiest historical lines. Let alone line 14, which was built as such, and operates at 85 seconds frequency during rush hours. The fully automated driverless lines with platform screen doors allow for higher frequencies, higher speeds when entering or leaving stations, and much better service at odd hours and weekends. Switching the Northern line to GoA4 would allow pretty much all routings to function at their maximum frequency. That's the thing I didn't understand with the Elizabeth line : why did they keep drivers in the cabin on the central section that already works automatically...

[@awyl]

@@KyrilPGi believe the lizzie line has the driver’s area because they’re used for the more overground parts of the route, which have like 3 different signalling systems and are harder to navigate as they’re shared with normal trains

[@KyrilPG]

@awyl Oh sure, I wasn't criticizing the fact of having a driver cab, but the fact that they keep in drivers in the cab for the entire length of the line instead of making the drivers only operate trains back and forth on the branches and overgroundish parts. So that the trains would continue without a driver on-board for the central section before getting a new driver on the other side. This way, a smaller number of drivers would operate the Liz line trains only where they are really needed. Like 2 smaller teams of drivers, one running the Western side and the other team the Eastern side, with no drivers in trains for the central section. This should reduce the operating cost of the line.

[@nicktecky55]

Absolutely. To the traveller, the Elizabeth Line has been a triumph, leading to only one reaction, "more please". To The Treasury, it was a disaster of overspends and overruns. In this instance, the obvious answer is to link Mornington Crescent with Chalk Farm and by pass Camden Town on that branch, that's less than a mile of running tunnel to build. Give both a new exit closer to the attractions if possible, or give Camden Lock a station if it can be justified. Change at Euston when needed. Here the problem is TfL are pitching a Camden Town upgrade on the back of another big project. The answer to overcrowding is to spread the people out.

[@andrewthomson2141]

​@KyrilPG it would be far more complex operationally to do this, and you've got to have someone on board in case of emergency.

[@JKK_85]

This split will probably see the "creation" of the last ever true tube line. It seems unlikely that TFL will ever build a new tube gauge line.

[@TheHoveHeretic]

The odd extension or junction rejig aside, I hope you're right!

[@MikeWillSee]

Agreed that a tube *gauge* line is unlikely, but I wouldn't be surprised if at some point in the distant future a new line is built (perhaps roughly along the route of the Superloop bus network?) which is classified as being part of the Underground rather than a separate mode like the Overground or Elizabeth line. Such a line could be built to have mainline-sized trains (like the sub surface lines) but would still run deep level like the Northern City line (which itself I wouldn't be surprised if it gets extended and integrated into the tube)

[@JKK_85]

@@MikeWillSee Very unlikely, if there is another orbital line around London it'll almost certainly be similar to the abandoned R25 proposal. Basically an overground line made up of the West London Orbital and Gospel Oak to Barking lines. The track to link them already exists and that'd get you like 60% done with a loop.

[@MikeWillSee]

@@JKK_85 that's true, but I'm talking about the very distant future, likely long after you and I are gone!

[@yourfriendlyneighbourhoods8202]

As they should. As iconic as the tube is it’s just not compatible with the modern day. Investments in crossrail such as the Elizabeth line are the future for new TFL lines

[@NunoLima1337]

When I lived in Colindale I was really happy to find that getting the zone 2-3 travelcard included unlimited bus travel for the month. I started getting out at Mornington Crescent and taking a bus towards Charing Cross, which was not that much slower than continuing by tube. When the weather was nice I'd even walk instead. Saved quite a bit of money with the difference between buying the zone 2-3 travelcard vs zone 1 to 3 travelcard.

[@TheObiribea]

Colindale is Zone 4?

[@NunoLima1337]

@@TheObiribea my home was between Colindale and Hendon Central.

[@IxiaClover]

yep, when i was living in zone 2 for uni i got a zone 1-2 travelcard, even though my parents house is zone 4, i have several bus route options from zone 2, so could easily get home for 'free' even only paying the 1-2 travelcard. buses are very underrated, relaxing too!

[@TheObiribea]

@@IxiaClover you find buses relaxing? they're too dirty nowadays and with those 20mph too damn slow lol

[@move2003ny]

I live near High Barnet and I have mixed feelings about this. It is really convenient for us to have access to the Charing Cross and Bank branches without changing. I guess this is the same for most users of the line in zones 3 and 4, except possibly those around Clapham.

[@vampireslayer263]

Same here, also wouldn’t be a fan of splitting, guess we are a bit selfish in thinking, in the sense High Barnet station has more than enough capacity with 3 platforms lol

[@brimbles4999]

i think from the london perspective being forced to transfer instead of getting a direct train is a bit more scary than most cities with a similar journey, since we're used to london having some of the worst transfers between transport compared to many other public transport systems making us a bit more anti-transfer and more pro-direct journey to everywhere we need, but a split in this case would more than likely include level boarding and cross platform transfer to a train that'll arrive in the next 30 seconds anyway (but it is hard to shake the idea that it'll involve some labyrinth transfer like many other transfers on the London transport network)

[@HarryThomasGrieves]

Hi Kyle. According to TFL's proposal about the split, it is looking likely that the Northern line route from High Barnet, Mill Hill East and Morden via Bank is still going to remain coloured on the tube map and the other between Battersea (If the extension to Clapham Junction gets the signal to proceed) and Edgware is going to be part of a new line that'll be coloured light green and called be called the Edgware line. But the upgrade to Camden Town station which needs to get the signal to proceed first or otherwise they can't split it. I'm a new subscriber by the way.

[@THEFORBIDDENMAN-lk7of]

THE ORIGNAL SPLIT IS HIGH BARNET TO BATTERSEA EDGWARE TO MORDEN

[@imsbvs]

The trams in South London are already coloured light green on the maps. Can't see the same colour being used twice. (But judging by some of the new overground names using the same colours twice on the same map would not be the first crazy thing done by the current set of TfL boffins)

[@HarryThomasGrieves]

@@THEFORBIDDENMAN-lk7of That's what I'm saying mate

[@THEFORBIDDENMAN-lk7of]

@@HarryThomasGrieves THE SIGNALING IS ALREADY IN PLACE AT CAMDEN TOWN AND THE SPLIT IS DESIGNED HB BRANCH TO BATTERSEA OR CLAPHAM JUNCTION THEY WILL NEED A FLEET OF ABOUT 169-170 TRAINS AND THEY HAVE NO WERE TO STABLE THEM

[@KasabianFan44]

@@THEFORBIDDENMAN-lk7of That’s completely false. In basically every proposal I’ve ever seen, the split would go High Barnet-Bank-Morden and Edgware-Charing Cross-Battersea. Not the other way around. And there is actually a very good reason for this - if you did split the line the other way around, the High Barnet-Charing Cross-Battersea line wouldn’t have its own depot.

[@Phil-oj5nr]

On a trip to UK in 2005, I got on the Northern in central London, went to Morden, stayed on the train and went to High Barnet, stayed in the train back to central London, to observe what it was like for numbers of passengers etc. It was not rush hour, but it was still very busy in the central section, so I can understand the need to ease congestion. Incidentally it is the same on Cross Country. Get on in Bournemouth with a half full train (220/221), but going through the Midlands the train is overcrowded, then by Newcastle everybody gets a seat!

[@MathewWatson]

Periods of morning peak the line does operate as a split service. > High Barnet to Morden > Edgware to Battersea Power Station station.

[@IxiaClover]

yeah i always get on at morden and pretty much have never got on a charing cross branch, just by chance because theres so many more bank trains

[@marcuspethurst2939]

I used to work for London Underground in the early 90’s. The plan including the new Underground map with one branch a very light green. The implementation was at the very latest with the new stock to replace existing rolling stock. The planned routes where Edgware- CX - Kennington and MHE/Barnet - Bank - Morden.

[@TheTraindriver85]

Pre Covid it was busy, not now, we’re running at about 85-90% capacity, hybrid working is keeping capacity down. Weekends are more busy though.

[@vice.nor.virtue]

Your content is good. I've spent my whole life on the Northern Line 💀 Your lighting is giving candle lit dinner....and I'm not sure whether I hate it or love it 🤔

[@ricktownend9144]

I really agree with all you are saying. The northern branches of the Northern line have one other issue - neither has decent interchanges with the Overground. If that can be put right, it might make overcrowding worse, but it might actually take people off the crowded parts of the Northern as well as, at present, a lot of orbital journeys around the suburbs need a journey into the centre on one line, and back out on another.

[@VynZography]

I take this line every time I need to go into London and it makes more sense as it is. In central London, trains are more frequent as the four branches converge and get less frequent as they split along their branches towards their less crowded endpoints. But I haven't done any research so I'll go with your conclusion 👍

[@peterjones6640]

To my knowledge splitting the Northern Line has been talked about since I started to work in central London in the mid 1970s, and it hasn’t happened yet! Although it would make absolute sense, TFL also has other projects eg extension of the Bakerloo, new trains for the Piccadilly line, extension of DLR to Thamesmead, not to mention Crossrail 2 all competing for cash. I don’t see the Northern line split anytime soon.

[@NikolaHoward]

Yep - there are "Proposed Maps" with the split City Side shown in Lime Green.

[@Londoncycleroutes]

good video! one other drawback you didn't go into which may seem obvious when you say it is splitting the line removes direct trains for people who currently commute on them. it's not just the stress on interchanges but the fact that a lot of commutes would get a bit more annoying

[@newcastlegeorge]

The advantage for commuters if they are split would be more trains per hour and less likelihood of delays if there's a problem on one of the branches. Once people get use to the change, I think most people would prefer the split

[@Londoncycleroutes]

@@newcastlegeorge yes, that's the advantage - whether it outweighs the disadvantage for an individual traveller will depend exactly what journey youre making and what your priorities are

[@merrymachiavelli2041]

@@Londoncycleroutes Also how far away the platforms when changing underground. Some stations are so massive underground that it can take like 5+ minutes to physically get from one platform to the other (especially if it's busy and/or involves a lot of escalators), on top of then needing to wait at the platform for the trains to actually come. If you're adding 8 minutes to a commute, that negates the benefit of increased frequency.

[@p1mason]

It's almost like a sequel to your fixing the city loop video :)

[@City-Moose]

True! Sometimes simple fixes can have big impacts!

[@philipjbenjamin]

Important video - important project. Earned a sub.

[@RobCCTV]

Camden Town is so much used by tourists, going to the big market there. Their first impression of that station must always be:- SCRUFFY.

[@uingaeoc3905]

Having lived in central London for 40 years I use this system. I have always felt that the Camden Town interchange proposals were wrong headed to split the lines there. It is simpler to interchange at Euston which has platforms for both branches. This has very generous platform widths for the services. It is very confusing getting the 'Northern Line at Euston because they are designated by their 'branch names' . The Charing Cross branch can remain as Northern' and the City branch as 'City Line'.

[@charliebramley]

But changing at camden is also quite easy (as long as it's not rush hour and they stop you getting on trains cos of overcrowding)

[@charliebramley]

It was probs easier to dig the tunnels at camden anyway

[@RocketTrain-0]

I'd designate the Edgware branch of the Northern Line as the Crosstown Line since most of the underground lines travel to Central London.

[@barrieshepherd7694]

@@charliebramley The inter platform passenger tunnels a the south end of the platforms help rather than interchange at the main tunnels at the bottom of the escalators

[@THEFORBIDDENMAN-lk7of]

WELL SAID AS I FORMER DRIVER I DID MAKE ANNOUCMENT TO THIS EFFECT BUT ONLY ONE PERSON SAYING SO IT FELL ON DEATH EARS

[@deanmrakpor8176]

this journalism is so good that I can't wait to share the closures during the pandemic and the new overground lines that have been installed.

[@HowdaleBloodstock]

Has everyone forgotten the Northern Express Line? The station tunnels are already in place and require just the running lines to be built.

[@vice.nor.virtue]

What on earth is the northern express line? i just tried to google it and didn't get anything beyond info about the normal northern line

[@HowdaleBloodstock]

@@vice.nor.virtue There was a project to build an express Northern Line beneath the existing line pre-WWII. Station tunnels were completed but the running line tunnels were not begun. The station tunnels were used as deep air raid shelters in WWII. The station tunnels exist at Clapham South, Clapham Common, Clapham North, Stockwell, Oval, Goodge Street and Camden Town.

[@vice.nor.virtue]

@@HowdaleBloodstock Oh my gosh yeah i think I remember seeing one the clapham ones in a war movie with kiera knightly and james mcavoy in 2010. I think they would only have saved themselves 5% of the money and time it would take to create a full express northern line. It's super neat the plan already exists though! I'm not far from Stockwell myself

[@HowdaleBloodstock]

@@vice.nor.virtue I first read about it (if memory serves) in an LT book "60 Years of the Northern Line". I understand that TFL have leased out the space for storage as they have done with other underground space they have.

[@gregessex1851]

Great content and graphics. Having lived in Hampstead I can relate.

[@philipnesbitt3334]

The biggest issue that I can think of with separating it into 2 lines is the interchange at Camden Town. I've done it from time to time when there are gaps in the service to the High Barnet branch from whichever branch south of Camden that I am on and it is dangerous at times now. It would take a huge amount of rebuilding to cope with the amount of interchange capacity that would be generated between the 2 lines. The options appear to be a new station or to establish the interchange at Euston as both lines would have different platforms there. I don't have any idea how feasible either of these are.

[@nicolasblume1046]

The plans to expand the station with a completely new (and much bigger) northern entrance are ready. They just don't have the funding yet

[@merrymachiavelli2041]

Minor thing, but I'd be a bit sad if they got rid of the Leslie Green red-brick tiles at Camden town. The new designs aren't awful, but they could exist in any city in the world - the red brick stations are specifically _London_ .

[@roderickmain9697]

They would need to be called something like "West Northern" and "East Northern" or come up with two completely new names. Charing Line and Bank Line would be obvious. But in principal, until they get the funds for a bit reconstructive work around some of the stations, a full separation isnt going to happen.

[@matpk]

Northeastern and Northwestern

[@AV10-uj4zr]

Moose I’m pleased we got to the bottom of which city you live in. For a while I was concerned it was Melbourne.. Jokes aside, top videos. Thanks

[@tahmedurrahman666]

They have been saying for years that Camden Town and Holborn Stations would be rebuilt completely and the District and Circle Line Platforms at South Kensington would be rebuilt and redesigned (the disused platform would become the new Eastbound Platform) Unfortunately, due to the lack of funding that won’t happen anytime soon.

[@WilVincent88]

Splitting is one thing, having the stock is more important. They use 95 Stock trains, the only line to do so, so it's not a case of being able to retrofit other stock options. The maintenance contract runs til 2033, so it's likely that will be the date for new stock, and a proper rethinking. Also, though the comments on capacity are true, it's worth noting that in the event of delays on one branch, connectivity at CT, Euston Bank (W&C Line) and Kennington is a major function in avoiding commuter meltdown, especially as Thameslink sucks so badly. It's impossible to have capacity to make those stations just 'bigger'. Having them as an option is far better.

[@gelber_kaktus]

Well, its estimated, that upgrade works at Camden Town take four years to complete. Considering, that work can start in 2026 at earliest, it will be finished by 2030 at earliest. Considering that this is the earliest date, and that the works will possibly start later/take more time, the stock is probably due for renewal when they finish the works at Camden Town are finished, so they can get a new stock. Also TfL is replacing the older Bakerloo (72 stock), Picadilly (73 stock), Waterloo & City and Central (both 92 stock) Line trains in the next years, which should include the 95 Stock later on, so increasing frequency shouldn't be a problem after the upgrade works have finished.

[@JCO1406]

@@gelber_kaktus The 92 stocks wont be going anywhere for a while, they're being refurbished and getting new motors to extend it's life.They havent even got funding for the Bakerloo replacements yet, but hopefully they should be getting it soon. They'll probably replace the 92, 95 and 96 Stock at the same time in the 2030s.

[@THEFORBIDDENMAN-lk7of]

@@gelber_kaktus THEY DONT HAVE CAPPACITY FOR MORE TRAINS TO RUN EXTRA TRAINS BECASE THEY BUILT THEIR CONTROL CENTER IN A DEPOT AND THAT SWALLOWED UP THE LAND, THEY KNOW HOW TO BLOW MONEY NOT PUT IT TO GOOD USE

[@bonaquack]

A temporary solution is to make Hamstead tube skip Camden Town and provide better interchange at Euston instead. That station is going under huge revamp for HS2 so it should be cheaper to add some cherries on top.

[@TheHoveHeretic]

Camden Town is too important to skip. Hardly anyone (except R4 listners) missed Mornington Crescent during the time it was closed for a revamp.

[@bonaquack]

@@TheHoveHeretic one can change at Euston (which I do occasionally) and Mornington Crescent is literally 10 min walk. If Camden Town is ever expanded, the two stations may be too near to coexist. Note that the skip can be "temporary"

[@katrinabryce]

@@bonaquack I generally use Chalk Farm if I am unable to get on at Camden Town, because it is at the other end of the market. Get off at Camden Town, walk through the market and finish off the visit at the Chalk Farm end.

[@stevieinselby]

Calling one of the branches Northern and the other Southern would be particularly confusing if they were split as suggested at 5:00, given that the High Barnet-Morden route takes both the northernmost and southernmost stations! If it was split to run High Barnet/Mill Hill East to Battersea Power Station Station (Northern Line) and Edgware to Morden (Southern Line) then that would make a bit more sense ... but I think there's too much potential confusion between the Southern Line and Southern Railway, if the mainline railways haven't morphed back into a national entity by then with no TOC branding.

[@blucksy7229]

It'd be a very fun tube trivia fact in future to say the northern line actually goes more south than the Southern line

[@HarrowwInk]

personally i'd just do without the southern line name, southern rail services still run from london bridge so commuters to and from london bridge may be confused instead i'd have the line running to hampstead be called the hampstead line (bringing back an old name practically, seeing as the hampstead tube was a thing) that way there'd be a clear distinction between the northern line, the hampstead line, and southern rail no other line i know is called the hampstead line and there is no clash with other railway services in great britain afaik so it's practically a free opportunity

[@wclifton968gameplaystutorials]

They can't call it the "Southern Line" anyway, as it would potentially cause confusion with the Southern Railway, which interchanges indirectly at Balham (2 gate-lines), and London Bridge, and there's no way that Govia Thameslink Railway (GTR), the current TOC of the Brighton Mainline is ever going to get rid of that historic name. It'd be better to name the Charring X branch to "Northern Line" and Bank branch to "City & South London Rly Line". Oh and Mill Hill East used to be a shuttle to Mill Hill Broadway outside of rush hour, should probably be reinstated if the line is split in 2.

[@Thnsrd42]

@HarrowwInk I think that the Morden branch should remain Northern Line and the other branch to Battersea could be called: 1. Edgware & Battersea Line or 2. West End Line (serves the most stations in the West End Charing Cross - Warren St) This branch should eventually be extended to Wandsworth Town Centre as well as Clapham Junction.

[@THEFORBIDDENMAN-lk7of]

THE PLAN WAS TO SPLIT THE EDGWARE TO MORDEN HIGH BARNET TO BATTERSEA AND GET 50 MORE 95 STOCK TRAINS TO MAKE YOU THE NO OF TRAINS NEEDED, 1POROBLEM THEY NO LONGER HAVE TRAIN DEPOTS BIG ENOUGH FOR ALL THE TRAINS NEEDED 2 THE LINE IS NOT LIKELY TO SEE A SINGLE NEW TRAIN UNTIL 2040 3 STILL NO PLANS FOR A NEW DEPOT ANY TRYING TO TINKER AT THE DEPOTS WOULD STILL LEAVE THEM SHORT AND COST MILLIONS TO ADD EVEN A FEW ROADS.

[@TheObiribea]

I grew up near Golder's Green. Jubilee will always be my fave line but Northern has done me well over the years :)

[@davidclowes-pritchard6679]

The Northern line is one of very few lines south of the river. It connects with the Dover -Charring Cross line (11% of national traffic) at London Bridge and the Portsmouth - Waterloo (9% of national traffic). These factors combine to make is very busy. By extending the branch to Clapham Junction you make it accessible to the Brighton Victoria line (10% of national traffic). People want to commute from the south for the very simple reason that the climate is favorable. TfL need to focus investment on meeting market demand or make London's northern suburbs warmer and sunnier to attract more customers.

[@j2174]

SW needs another tube line! The part of the line from Morden to Edgware is the busy section, as it’s the only line extending SW, and it hits so many major stations such as Tooting Broadway, Stockwell, Kennington, London Bridge, Bank, Kings Cross, Euston etc

[@MervynPartin]

Camden Town was a very busy interchange when I had to use it 60 years ago. It was often the case that trains for the Barnet/ Mill Hill East branch would not appear while there was train after train going to Edgware, hence the need to change. Perhaps this was an early attempt at splitting the lines? Please note that the Archway station on your map was in fact called Highgate until the line was extended with a tube station below the LNER Highgate station. The original Highgate station was then renamed Archway.

[@MrDisasterboy]

The expense off a new segment from Kentish town to St. Pancras. Would probably provide the balance of separate routes and reduse the expense of upgrading Camden Town entirely. (probably could do with lots of work), but retain heritage values.

[@SireMoon]

This plan has always been good in theory but it has too many issues in practice. The rebuild cost of Camden Town is astronomical. There aren't enough trains to operate an increased frequency on both lines. However you do the split, one of the lines is not going to have enough train stabling space so start and end of day operations are going to be complex and unbalanced. Plus TfL has much more pressing priorities for its funds such as 72TS replacement and Picc and Bakerloo resignalling. In short it isn't going to happen for the foreseeable future, if at all.

[@RichardDavey-q5c]

I have worked on the Northern Line and it's brilliant. Splitting it would totally wreck it.

[@clintonepps3666]

As a west aussie i think the biggest issue isnt the camdon station it is seperating the lines in the tunnels and creating 2 new platforms

[@johnforrest695]

Several years ago the points failed at Camden Town for a few months, and they had to split the line at the North for a while. Also at the southern end, most trains on the Charing X branch turn around at Kennington anyway - the complication is at Camden Town. As said elsewhere though, the requirement would be a beefed up Camden Town station and that does not seem likely. TfL have tried to do it by linking it to a shopping development. That is just not going to happen. However they have just spent £700M at Bank and this would not need anything like that.

[@THEFORBIDDENMAN-lk7of]

I COULD DO A BETTER JOB JUST BY THINKING OUT OF THE BOX

[@thetoptrump1000]

As I see things IF Crossrail 2 gets built ever it will will require Clapham Junction to be rebuilt IF you do that it would make sense to extend the Northern Line from Battersea Power Station down to Clapham Junction BUT to make that viable you'd need higher Northern Line frequencies AND the only way to achieve that is to split the lines in two AND you can only do that if you rebuild Camden Town.

[@magnamundian]

Remove stopping at Camden from the Battersea to Edgeware line since they have the option of using Mornington Crescent. Then all changing between the lines would be at Euston (or Kennington). If this doesn't look like it will sufficiently relieve platform congestion then potentially look at a new station north of Camden Town under Castlehaven.

[@THEFORBIDDENMAN-lk7of]

THE IDEA WAS TO TURN THE HOLE BLOCK OF LAND UP TO CASTLEHAVEN INTO THE STATION THEY COUNCIL MOVED THE OLD SCHOOL SO THEY COULD HAVE THAT TOO, TFL ARE JUST GREED THEY DONT GIVE A DAM ABOUT THE STATION, ITS THE 7 STORIES OF RETAIL SHOPPING THEY CARE ABOUT

[@nickbiskinis4854]

One solution would be to use the partly built parallel tunnels at Clapham North and extend to Clapham Common, so creating a new platform. The existing southbound platform at Clapham Common would then become a middle bay platform so that some southbound trains could terminate at Clapham Common in the morning peaks and become northbound services, allowing the crowds at Clapham Common and Clapham North to totally be cleared. Clapham Common should therefore be a short-working terminus, as happens with other Tube lines (eg in the peaks, Central Line trains do not all run from Epping or Hainault to West Ruislip or Ealing Broadway but from Epping to White City etc)

[@andrewbarbarash3116]

Northern line runs really well imo. Ive been using it for 30+ years. It hasn't been the misery line for decades now and generally very efficient and open on strike days more than the other lines.

[@Globalurb]

Wouldn't be more efficient to force people transferring at Euston and shutting down two platforms at Camden Town? Camden Town station would serve only one branch that way. It would be cheaper to add a new oOerground station nearby and a new rail shuttle between St Pancras and Camden town for tourists.

[@Govvy]

Doesn’t matter if you say splitting or not, still be the increased numbers, they are upgrading Colindale for that, but Colindale will be overrun because they have overbuilt residential in that area.

[@davepoole9520]

How about an extra spur to the Overground, maybe a line only used at weekends using the bridge over Camden High Street to make a connection from Camden Road, a new station at Camden Bridge and then reopening Primrose Hill to finally join the Lioness Line of the Overground at South Hampstead? This would certainly keep north London visitors happy using their own special route to Camden at weekends keeping them separate from the bustle of the tourists. Also a much shorter walk for them to the Hawley Arms, Camden Lock, Camden Bridge and the Stables markets.

[@THEFORBIDDENMAN-lk7of]

CONNECT CHALK FARM WITH A TUNNEL TO PRIMROSE HILL STATION FOR INTER CHANGE THE CANNAL AND THE RIVER FLEET AT CAMDEN IS A PROBLEM, THE LINE WANTED A CAMDEN LOOP LIKE THEY HAVE AT KENNINGTON BUT IT MENT THEM GOING FAR DEEPER THAN THEY WANTED TO BUILD I, OTHERWISE THE WOULD OF BEEN A CAMDEN TO KENNINGTON SERVICE RATHER THAN THE GOLDERS GREEN TO KENNINGTON SERVICE THEY USED TO RUN FOR YEARS

[@Groundeyes]

This has been my main line for over 20 years. Like you said the foot traffic from people changing at Camden town and Kennington would be much worse after the split, right now people already manage the switch well between the branches at these stations, that isn't much of a problem right now. The problem is the the size of the Clapham stations, increasing the size of those be cheaper and faster and people have alternative nearby stations like Brixton, Stockwell and Balham. It is what they are doing with Colindale and Leyton, Colindale alone is stated to take almost 2 years and that is in a location that has a lot of space to work with and the station is above ground! Camden on the other hand is in a tight space and old, it will take more than 2 years and wouldn't be cheap, and the disruption to the service would be too much specially if the budget isn't there. Right now Kentish town is 6 months over schedule and they were just replacing the escalators. So yeah upgrading Camden Town station will NOT be quick or cost effective, it's a massive project. It really should not be an option yet, neither should splitting the line, first make small stations bigger like they are doing with Colindale and Leyton because increasing Camden Town station size isn't going to fix the capacity issues at those stations and splitting the line is just going to increase foot traffic at connecting stations.

[@justmeajah]

Thank you Kyle! Really appreciate the video!!!!

[@fabienb]

I’ve been saying for decades that a split was needed, mainly because it’s a line that splits so many times it makes no sense to be one. Make it Northern (Battersea to High Barnet) and Southern (Edgware to Morden) and let them fight to decide who gets Charing Cross or Bank

[@meestanaef1109]

Two ideas: Euston can help with the interchange problem, by being advertised as the place to change instead of Camden Town. And I would name the western one of the two lines ‘The Bloomsbury Line’ after its route through central London.

[@Szergej33]

Euston already suffers from extreme overcrowding of rail passengers, and it is the first point where City-bound commuters can change onto other lines. So both above- and below ground it is already extremely crowded, it would also be a problem point.

[@BritishBeachcomber]

I'm a London guy. Your plan majes so much sense. I just hate the Northern Line as it is.

[@AlphaBee6]

Why not have the Bank loop run from Morden to Euston, and the Charing X loop keep the northern branches and run to Battersea Power Station (and possibly Clapham Junction), so there's more clearly implied purpose between them? The latter could keep the Northern Line moniker, and the former could have the City and South London name revivied (or a protracted version of it), since it follows much of the original's route. I guess the issue with Euston is that it already has issues with capacity as it is, but at least there would be less of a bottleneck at both Camden and Kennington.

[@mecx7322]

Trains on M1 line in Warsaw during rush hours are more frequent: every 90 seconds.

[@fakefe]

Yes, I imagine that's why the Victoria line is the second most frequent line in the world then.

[@mecx7322]

@@fakefe I didn't say M1 in Warsaw is the most frequent in the world, but it is just slightly more frequent than Victoria line.

[@katrinabryce]

@@fakefe Moscow has a line that runs every 90 seconds. That is who the Victoria Line is quoted as being second to. If Warsaw also has a 90 second frequency line, that makes the Victoria the 3rd most frequent line.

[@_Mintyz_]

​​@@katrinabryce There are three ways to deal with ties in this situation 1. (What you are saying) Give both systems 1st/2nd place then give the next 3rd place 2. Have both get 1st place and the next different time 2nd place 3. Do it by alphabetical order (not really applicable here)

[@katrinabryce]

@@_Mintyz_ I would say the top two are joint first, and Victoria are 3rd, or I would find another way to sort the top two such as what proportion of the day they operate at every 90 seconds.

[@camjkerman]

There are just as many Northern line locals who want the line to be split as there are who don't. As a former Northern line local myself, I valued that I had direct services to both the City and the West End, even if it meant waiting an extra few minutes for the right train, a direct route is a direct route, it's value cannot be understated. When I lived on the Northern line, I lived in Kentish Town, one stop north of Camden Town on the High Barnet branch, at certain times, the Northern line does functionally split into 2 lines, they call it "segregated service" where trains from one northern branch will only go via one central branch, and the other northern branch will take the other central branch. The interchange this necessitated at Camden was always an annoyance, and will remain so even if the station gets the upgrades it already desperately needs. That said, segregated service is the exception. What isn't so easily fixed is the fact that through Camden Town, the tunnels for each branch are not all side-by-side, but stacked on top of eachother, Edgware branch tunnels following Chalk Farm Road and High Barnet Branch tunnels following Kentish Town Road. If memory serves, both branches' tunnels are at least orientated the same way, with Southbound tunnels on the bottom, but if that isn't the case then a significant underground rebuild of Camden Town station would need to take place as the connection corridors wouldn't be able to be simple flat runs, but would require escalators and lifts to be installed.

[@yester9037]

When i used to live Finchley often got the bus home at rush hour, as i couldn't face getting the nothern line

[@quintuscrinis]

5:00 awkardly the curent lines have a split during rush hour in the other patterns. Morden to Edgware (via Bank) and Battersea to High Barnet (via Charing Cross). 😅

[@SamSitar]

how do you side the tube without getting crushed?

[@111sam1]

This split is effectively already in place , very few trains run from the Charing Cross side to Morden and visa versa

[@johnserocold1797]

The planners were right to develop plans for a deeper duplicate to the Morden - Charing Cross -Edgware branch in the 1940s. Some stations (Clapham South, Clapham North, Stockwell, Goodge Street...) were built. +0:53

[@danielsimpson607]

I love the Northern line, allows you to stay in cheaper accommodation south of Thames and easily get to a lot of places with so many transfer stations along the line.

[@robinhillyard6187]

In addition to the more important reason of improving the capacity of the lines, the fact that the Northern Line has two very distinct branches passing through central London is VERY confusing to visitors. So, yeah, let's get it done!

[@teatree-7]

They tout 30+ trains per hour as a goal, but lines like the Jubilee only achieve this in the central section. It used to apply line-wide, but now, post-COVID, reaching outer areas means facing longer wait times (up to 8 mins). Feels unfair that the stat mainly just benefits some!

[@ElvenSpellmaker]

You're missing one thing stopping it, even more than funding. The biggest problem is that Camden Town Station is Grade I listed and so basically can't be changed _at all_ which is why it'd cost so much, they'd have to try and extend around it which would mean basically making a whole new station for one of them and re-routing the tracks which would be expensive, would mean closures, and where they'd put the new station is anyone's guess. And yeah 36 tph is what I heard was the theoretical max when I first heard about this a while ago.

[@philipfischer1612]

They did the same to the overground line(s) and now I have no idea what they’re talking about when they list delays/closed lines

[@jamiecapes2644]

Clapham common, with its super skinny island platform is too dangerous to be overcrowded.

[@anselmcarr-jones1664]

Can't you make Mornington Crescent an interchange station somehow before updating Camden?

[@doodleesq]

The entire northern line needs significant investment. TfL should invest in rapid lines such as the Elizabeth line. I work in heritage and have to admit if we are serious about investing, then there have to be compromises.

[@09juliancarr]

The line capacity will improve, but they will need to invest in Camden Town and Kennington to cope with the interchange. It is not possible to change if you’re a wheelchair user at Camden Town

[@mattmiller4]

Yes to a Crossrail 2 video!

[@davidnewman9775]

The Victoria line should be extended through to Edmonton - incuding the Tottenham stadium

[@LaurenceWi]

I lived in Camden 20 years ago and Camden Town tube was already exit only at the weekends. 20 years and no action ! As for heritage assets, there is nothing that wouldn't improve in Camden with a large ammount of TNT.

[@electro_sykes]

So will they call the new line, the Philip Line?

[@borisssss3884]

They should call it the andrew line 😂

[@katrinabryce]

The Charles Line? The only lines TfL or its predecessor London Transport has ever named that weren't named after a monarch are lines that aren't actually new lines. The Hammersmith & City Line and former East London Line could be a precedent, because they were created by splitting the Metropolitan Line in two (twice). So the Morden branch could become The City and South London Line, or the other branch could be the Hampstead Line.

[@electro_sykes]

@@borisssss3884 🤣

[@henrymiles7596]

@@katrinabryce Indeed, my bet has always been that the 'new' line would be called the Charles line. After all, his Mum got one named after her in her final years!

[@KyrilPG]

The Standard article at 6:10 is incorrect as there are at the very least 3 other lines with higher frequencies. In Paris alone, there are: metro lines 14 and 1 operating respectively with 85 and 90 seconds frequency during rush hours. Line 13 is set at 95 seconds, like some lines in Moscow, even though it often has disruptions due to the Northern branches causing this frequency to be sometimes unreliable and fluctuating. Line 14 is temporarily reduced to 105 seconds because they haven't yet received all the trains of the new fleet but the line should be back at 85 seconds by January or February when all 72 new trains are put in service. (They run something like 60 trains at the moment and receive about 4 new trains per month). Line 14 is expected to pass a million daily rides in the coming months, following its recent extension and the soon opening of a hub station on its Southern extension. Lines 14 and 1 are GoA4 (fully automated driverless using SAET NG and SAET), line 13 is GoA2+ (driver with automated train operations and platform screen doors at several stations to help manage the flow of passengers, it uses the Ouragan CBTC). There are also the metro networks of Lille, Toulouse, and Rennes in France, which use VAL and CityVAL systems and have rush hours frequencies closer to 60 seconds. That's precisely the point of these VAL and CityVAL metro systems : small infrastructure and vehicles but extremely high train frequency, allowing to transport large numbers of passengers. These metro lines become virtually "walk-in metros" thanks to the constant noria of trains. For London's Northern line, a switch to full GoA4 driverless automation with platform screen doors should be envisioned. Fully automated lines with full platform separation work wonders to improve saturation. It makes passengers less keen on trying to hold the doors, and the increased frequency that becomes possible really helps with crowds. That's why in Paris they have already converted the 2 busiest historical lines to full driverless automation and are preparing to upgrade most other lines to GoA4. The next one should be line 13, and the recently extended line 11 was prepared for a simplified switch to full automation later.

[@THEFORBIDDENMAN-lk7of]

BIG DEAL THE NORTHERN LINE OLD SIGNALING SYSTEM COULD RUN A TRAIN EVERY 40 SECONDS BUT NO LETS PRETEND THAT COMPUTERS CAN DO IT BETTER

[@KyrilPG]

@@THEFORBIDDENMAN-lk7of You're confusing train separation and departure frequency... On several lines like Paris M14, RER A, etc. And also in some other cities, a train can enter the station while the previous one hasn't even cleared the platform yet. Departure frequency is the time between the 2 same movements of 2 consecutive trains. Like between the departure of the previous and departure of the next one.

[@THEFORBIDDENMAN-lk7of]

@@KyrilPG IM NOT CONFUSING ANYTHING THE DISTANCE BETWEEN TRAINS IS STILL THE SAME DISTANCE THAT TRAINS CAN STOP WITHOUT HITTING THE TRAIN IN FRONT, IN MANY PLACE THE OLD SIGNAL SYSTEM HAD APPROACH SIGNALING IN PLACE AS YOU DESCRIBED WERE TRAINS COULD ENTER A STATION WHILE THE REAR END WAS STILL CLOSE IN THE PLATFORM, AT A FEW PLACE NORTHERN LINE TRAINS WERE ABLE TO STOP IN THE PLATORM CAB IN THE TUNNEL AND THE TRAIN IN FRONT WAS ONLY 15 -20 FEET AWAY CT PFMS 2 AND 4 LSQ N/B EUSTON PFM 3 HIGHGATE N/B SPRING TO MIND,

[@KyrilPG]

@@THEFORBIDDENMAN-lk7of But that's not frequency... Frequency is the time between 2 consecutive departures expressed in seconds or trains per hour per direction (or track). The Northern line was never able to have trains departing every 40 seconds on the same track at the usual service speeds and in commercial service. 40 seconds would be barely enough for some dwell times, not even accounting for train movements. The shortest frequency on manned trains in commercial service is 90 seconds in some Moscow metro lines. But fully automated driverless & unattended trains can go as low as 61 seconds (59 trains per hour per direction) on a few French small metro systems, and 80-85 seconds on Paris M14. They automatically regulate speeds to always have the highest possible while keeping the shortest separation between trains. That is actual operational frequency during rush hours. No human could do that, even if they were octopuses with 8 arms and 9 brains. Jusr like a human couldn't instantly reverse a train, except if there's one at each end of the train.

[@THEFORBIDDENMAN-lk7of]

@@KyrilPG YES IT DID EVEN AT TERMINAL STN UNTIL THEY SLOWED THEM DOWN I REMEMBER TRAINS ENTERING TERMINAL STN AT 30 -40 MPH UNTIL THEY CHANGED THE RULES AND GOT THEM TO ENTER AT 15 THEN 10 MPH THIS WAS INLINE WITH THE NEED TO SLOW THE TRAINS DOWN FOR THE TRAIN ARRESTERS / BUFFER STOPS AS THEY ARE USELESS IF A TRAIN HITS THEM ABOVE 15 MPH OTHER WISE TRAINS WERE EXPECTED TO TRAVEL AT LINE SPEED FROM ONE END TO THE OTHER, IN THE 1930 0R 40 THEY HAD A TIMETABLE FOR 101 TRAINS SUCCESSFUL CHANGES TO THE SIGNALLING SYSTEM HAS MADE IT SLOWER TO OPERATE

[@fumiotsuki5027]

There are only 6 carriages on one train on the Northern line. If they extend the platforms in all the tube stations, and increase to 10 carriages on one train, then it will be better.

[@paulinegeorge289]

I would create a new LUL line. A new LUL stationun Borehamwood, a rebuilt Mill Hill East, a Rebuilt Hendon Central a rebuilt Battersea Power Station, a rebuilt Clapham High Street station and a new LUL station in West Dulwich.

[@worldtraveller2711]

Kyle love your channel and your accent is beautiful. Greetings from París 🇨🇵🫶🏻

[@darynvoss7883]

Seems like a good idea but no doubt a lot of people will be inconvenienced, having to transfer where previously they had the option to do their journey on a single seat.

[@brunoparga]

How does this affect the game of Mornington Crescent?

[@mikulashrubisko3325]

I have been observing London tube for 50 years, my first visit to London was in 1974. And more than 60 times again since then. And I've always felt, that having Northern line services from both (or even 3) northern termini via both Charing Cross and Bank, is a mathematical nonsence. You either regularly alternate Bank or Charing X trains, or High Barnet and Edgware Rd. trains. But it is simply mathematically impossible to alternate both northern termini together with the city centre alternate routes. It is either or. So already at least 35 years ago I was wondering, why this line isn't divided into 2 separate lines. And the decision if the interchange should be at Camden town or Euston I leave to more competent people. I would favor simply the cheaper variant of interchange station rebuilding.

[@bertspeggly4428]

There is never any need to demolish heritage buildings. It just means really clever planning and, God forbid, a bit more money.

[@JohnDoe-gc1pm]

Call the Charing X lime the Hampstead Tube - as it was known before

[@chat4783]

Maybe the Edware to Batter sea power station should renamed to the Hamsted Line with 'gold' as their line colour for a pun 'Golders Green'.

[@mickylee82]

It's not known as the misery line for nothing. Can b an absolute nightmare at times.

[@Wildcard71]

They even made Camden Town interchange only - for defined times.

[@EdMcF1]

Yes, but which keeps the line colour and what colour is the new line on the map?

[@danielwoodhouse5531]

It's sort of already been done Most trains from Morden run via Bank and most trains starting at Battersea Power Station or Kennington run via Charing Cross

[@sihollett]

All trains from Battersea have to run via Charing Cross. It's also hard to turn round a train at Kennington unless using the loop linking the Charing Cross platforms.

[@KR-rs3vn]

A quality and well researched presentation and very interesting. But please remove the background musak. We dont need it and it detracts from the narration.

[@timothywelch6450]

Changing at Camden or euston would become a nightmare even with every upgrade. I use the Edgware branch very frequently and the bank and charing cross branches about 40/60 each. I and almost every passenger make that decision as we wait at our boarding station skipping trains as necessary. It's dreadful when the option is removed. The northern line is as popular and busy as it is because it has these interchange options. Please for heaven's sake don't remove them.

[@richjames2540]

And what is the likelihood of the interchanges being disabled friendly. Much better to build some new tunnels for express services.

[@billfairless6256]

Are they going to have 2 monorails with very thin trains?

[@hissingsid3907]

They could start by getting rid of the god awful screeching noise anywhere between East Finchley and Leicester Square. The noise must surely exceed the 85dB limit action level as defined by the OSHA

[@acyoung68]

Good idea, Southern Northern Line and Northern Northern LIne?

[@Joshyboy1928]

Considering they managed to entirely rebuild Tottenham Court Road, one of Londons busiest interchange stations, they can do Camden Town. They just need the will. You’re right, it’s a no brainier.

[@THEFORBIDDENMAN-lk7of]

THEY DONT WANT TO DO WHAT NEEDS DOING UNDERGROUND THEY JUST WANT TO BUILD 7 STORY SHOPPING CENTER

[@ElvenSpellmaker]

A big factor in all of this is that Camden Town is Grade I listed. It's almost impossible to extend or change.

[@archiewright8022]

Instead they should remove the platforms at camden town for one of the lines, and then force interchange at euston which makes sense as euston is already being rebuilt for HS2

[@grandaddyoe1434]

A number of stations will see even higher levels of interchange traffic - amelioration would not be cheap or quick . . .

[@uplink-on-yt]

As soon as you suggested one of the branches be called Southern, I knew that can't be it. There's a Southern Railway already, running normal trains.

[@SDCentralTSV]

There’s also Great Northern in London.

[@skiesboi]

I mean, they could possibly try to get people to change at Euston. It's not that far away.

[@PerCPH2200]

IIRC the interchange at Euston includes a rather long walk through already busy underground passages.

[@walker1054]

I wish the actual reason Camden requires a full upgrade including a secondary ticket hall was released by tfl. Like having people need to change there isn't going to increase the amount of people going in and out the station at all and shouldn't make it exit only more often. More people will just be switching to the other platform within the station but the interchange tunnels are too small at the moment. But the platforms in the same direction are at the same level next to each other with nothing in the way, so instead of £2bn for a whole new station surely they can just knock through the wall on 1 platform in a straight line for 30 meters and they'll be at the next platform. Do this twice and the interchange capacity will be plenty high enough. Basically what they're planning but without the extra ticket hall being built. So why not do this for cheap and then that's it split the lines. Leave the new ticket hall as its own project. I dont get why it's estimated to cost £2bn anyway since Bank station just had an even bigger upgrade with more new concourse and ticket halls for under £1bn.

[@sihollett]

When people are on a train, they aren't really in the station. Increase interchange demand and you increase the number of people going in and out of the station. The exit-only issue is because there's platform overcrowding - there would be too many people waiting on the platforms if they were also coming from the street as well as changing between Northern line trains. Increasing the number of changees creates the same problem - too many people on the platforms. Then there's the Step Free considerations, meeting modern evacuation standards, generally just upgrading the busy station so the whole lot can deal with the crowds (this seems to be the main reason for the new entrance that has failed to get planning permission (the main reason why the scheme hasn't already happened) twice (or is it thrice now?). The platforms are also not parallel - the station is a \ / shape. It is nowhere near as simple as knocking through a wall.