사용자:REVINE/프로젝트

이스트 런던 선
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노선도에서의 색	주황색
개통년도	1869
노선의 종류	저심도
차량	A Stock
역사 수	8개
길이 (km)	7.4 km
차량기지	뉴크로스 차량기지 니스던 차량기지
이용객 수	10,702,000 (연간)
런던 지하철 상의 노선   베이컬루 선   센트럴 선   서클 선   디스트릭트 선   해머스미스 & 시티 선   주빌리 선   메트로폴리탄 선   노던 선   피카딜리 선   빅토리아 선   워털루 & 시티 선 다른 노선들   도크랜드 경전철   트램링크   오버그라운드

이스트 런던 선은 런던 지하철의 노선 중 하나였으며 노선도에서 주황색을 사용했었던 과거의 지하철 노선이다. 노선은 전체 길이가 9km로 워털루 & 시티 선 다음으로 짧은 노선이며, 역도 8개이다. 2006년 12월 런던 오버그라운드의 노선으로 거듭나기 위해 현재는 임시로 폐쇄되었으며 2010년에 런던 오버그라운드의 일부인 이스트 런던 레일웨이로써 다시 개통될 예정이다. 1869년에 이스트 런던 레일웨이로 개통하였는데, 이 때는 6개의 회사가 운영을 담당하였는데, 후에 2개로 줄어들었고 1933년에는 런던 지하철의 일부가 되었다. 전체 8개 역사 중 4개가 지상역이며, 선로는 대부분 구간이 복선이나 쇼어디치 역 구간은 단선이었다.

역사

이스트 런던 레일웨이의 설립

이스트 런던 레일웨이는 이스트 런던 선의 전신으로, 여섯개의 철도회사가 합작한 이스트 런던 레일웨이사(社)에 의해 설립되었다. 터널은 템즈강의 양쪽 땅을 잇는 시설중 가장 동쪽에 있었다. It was close to London's docks on both banks of the river and was not far from mainline railways at either end. Converting the tunnel to a railway thus offered an ideal means of providing a cross-Thames rail link without having to go to the great expense of boring a new tunnel. On 25 September 1865, the East London Railway Company took ownership of the Thames Tunnel at a cost of £800,000.[3] Over the next four years the company constructed a railway line running through the tunnel to connect with existing railway lines.

노선은 자금이 조달되는대로 단계적으로 지어졌다.:

• 1869년 12월 7일: 뉴 크로스 게이트 (현재의 뉴 크로스)부터 와핑까지의 구간이 개통되었으며, 런던, 브라이턴 & 사우스 코스트 철도 (LB&SCR)가 운영했다. 중간역으로선 뎁포드 로드 (지금의 서리 콰이즈)와 로더히드 역이 있었다.
• 1871년 3월 13일: 지금의 서리 콰이즈 역의 바로 남쪽부터 사우스 런던 선의 올드 켄트 로드 역까지의 지선이 개통되었다. 1911년에 운영이 중단되었고 트랙은 나중에 철거되었다.
• 1876년 4월 19일: 와핑부터 쇼어디치까지의 구간이 개통되었다. 쇼어디치역에서는 Great Eastern Railway to Liverpool St. Intermediate stations were opened at Shadwell and Whitechapel
• 1880년 4월 1일:1 April 1880: A spur to New Cross (South Eastern Railway) opened.
• 3 March 1884: A spur linking the Metropolitan and Metropolitan District Railways to the East London Railway opened south of Whitechapel. This enabled Metropolitan Railway and Metropolitan District Railway (District) trains to commence through services to the East London Railway later that year. Although passenger services via this spur ceased in 1941, it was retained to transfer empty trains between the East London line and the rest of the sub-surface network.

초기의 이용

The East London Railway Company owned the infrastructure but it was operated by its controlling railways. Steam trains were initially operated by the GER, LB&SCR and the SER. The LB&SCR used their LBSCR A1 Class Terrier locomotives, which William Stroudley designed partly with this line in mind. It carried both passenger and goods trains; the LB&SCR operated between Liverpool Street and Croydon, the SER introducing a service between Addiscombe and Liverpool Street from April 1880 until March 1884. From March to September 1884 the SER service ran from Addiscombe to St Mary's (MR & MDR Joint Station). Metropolitan Railway services from St Mary's to New Cross (SER) and Metropolitan District Railway services from St Mary's to New Cross (LB&SCR) commenced on 1 October 1884. On 6 October through services commenced from Hammersmith (Hammersmith & City) to New Cross (SER) and from Hammersmith (MDR) to New Cross (LB&SCR).

Before the development of the Kent coalfields in the early part of the twentieth century, house coal from the north for distribution in south London and as far afield as Maidstone and Brighton was an important source of revenue. Access at the north end of the line was difficult: trains were limited to 26 wagons and had to be shunted into the Great Eastern's Liverpool Street station and then drawn forward onto the East London line. From October 1900 additional capacity was offered by a wagon lift, carrying two ten-ton wagons, from the Great Eastern coal depot at Spitalfields to a siding on the ELR near Whitechapel station. The surface junction was taken up in 1966 and the lift closed in 1967, after a fire at the Spitalfields depot.

메트로폴리탄 & 디스트릭트 철도가 1905년과 1906년에 전철화되었을때, 이들은 ELR 사용을 중단하였다. LB&SCR과 GER 서비스는 계속되었고, SER 서비스는 1906년 12월 3일에 재개되었다. 노선은 1913년 3월 31일에 전철화되었고, with the controlling railways funding the upgrade and the Metropolitan Railway providing the rolling stock. Electric services ran from the two southern termini to Shoreditch and South Kensington via Edgware Road and High Street Kensington. In 1914 the service to South Kensington was diverted to Hammersmith.

After the 1923 Grouping the goods service was operated by London and North Eastern Railway, with the Metropolitan Railway continuing to provide passenger services.

런던 지하철 편입 후

1933년 이스트 런던 레일웨이는 London Passenger Transport Board의 부속이 되었다. 시설들은 아직 각 회사들이 소유한 상태였지만, 승객들은 이 노선을 메트로폴리탄 선의 '이스트 런던 지선'으로서 이용할 수 있게 되었다.

1948년 철도는 국유화되었고 런던 지하철과 함께 새로 생긴 브리티시 교통 위원회의 부분이 되었다. 상품 운송 서비스는 1962년까지 계속되었고, 가끔 리버풀 스트리트 역까지 승객용 열차가 운영되었다. 리버풀 스트리트 역과 쇼어디치 역을 잇는 짧은 선로는 1966년에 철거되었다. 쇼어디치까지 운영하는 열차의 수도 줄어들어, 종종 화이트채플 역이 북쪽 종착역이 되곤 T했다. 2006년 쇼어디치 역이 폐역될 당시엔 주중과 일요일 러시아워 시간에만 운영되었고 토요일엔 아예 운영되지 않았다.

서쪽으로 가는 서비스는 런던 지하철에 편입된 초기부터 꾸준히 줄어들어, 해머스미스 행 열차는 1936년엔 러시아워 시간대에만 서비스되었고 1941년엔 완전히 사용이 중지되어 이스트 런던 지선을 런던 지하철 모퉁이의 고립된 부속 노선으로 남겼다. 승객용 환승역은 지하철로의 환승역은 화이트채플역, 국철로의 환승역은 뉴크로스 역과 뉴크로스 게이트 역 밖에 없었다. 1980년대와 1990년대에 들어서야 새로운 두 개의 중요한 환승역이 생겼는데, 셰드웰 역이 1987년 도크랜드 경전철과의 환승역이 되었고 1999년에 캐나다 워터 역이 주빌리 선과의 환승역이 되었다.

이스트 런던 선의 정체성은 런던 지하철 시대에 크게 변하였다. 1933년부터 1968년까지 노선도엔 메트로폴리탄 선과 같은 색으로 그려졌으며 1970년에 "메트로폴리탄 선 - 이스트 런던 섹션"으로 이름지어지면서 노선도 상에서는 메트로폴리탄 선의 보라색 가운데 흰 색을 그려넣었다. 1980년대에 이스트 런던 선으로 다시 다시 이름지어졌으며 1990년부터 노선색이 현재의 주황색이 되었다.

노선의 유지관리는 2003년부터 공사 제휴에 따라 메트로넷 컨소시움으로 넘어갔지만, 열차 운영은 아직 런던 교통공사의 소관이다.

런던 교통공사에 따르면, 이스트 런던 선은 2007년까지 한 해에 천 만 명 이상을 운송했다. [1]

현황

운영

이스트 런던 선의 북쪽 종점은 원래 쇼어디치 역이었으나 이 역은 피크타임과 일요일 아침에만 문을 열었다. 대신, 쇼어디치 역의 남쪽 역인 화이트채플 역이 종착역의 역할을 수행했다. 그 이후 쇼어디치 역은 2006년에 폐역되었다. 남쪽 종점은 뉴 크로스 역과 뉴 크로스 게이트 역이 있다. 이 양쪽 종점으로 가는 선은 모두 단선이었다.

역사

지리적으로 정확한 이스트 런던 선의 지도

• 쇼어디치 역

1913년 3월 31일에 개통했으며 2006년 6월 9일문을 닫았다. 플랫폼과 레일은 모두 하나이다. 오버그라운드가 개통하면 쇼어디치 하이 스트리트 역으로 대체될 예정이다.

• 화이트 채플 역

  

  화이트 채플 역

1876년 4월 10일에 이스트 런던 레일로드의 역으로 개통했으며 1913년 3월 31일에 이스트 런던 선의 일부가 되었다. 디스트릭트 선의 폐역인 세인트 메리 역과 'St.Mary's Curve'라는 선로를 통해 연결되어 있었다. 디스트릭트 선, 해머스미스 & 시티 선과 환승이 가능하다.

• 셰드웰 역 - 1876년 4월 10일 개통했으며, 1884년 10월 1일에 처음으로 지하철 운행을 시작하였다. 도클랜드 경전철과 환승된다. 1900년에 셰드웰 앤 세인트 조지-인-더-이스트(Shadwell & St. George-in-the-East) 이라는 이름으로 개명되었다가 1918년에 원래 이름으로 돌아왔다.
• 와핑 역 - 1869년 12월 7일에 개통되었으며, 1884년 10월 1일에 처음으로 지하철 운행을 시작하였다.
• 로더히드 역 - opened 7 December1869, first Underground services 1 October 1884.
• 캐나다 워터 역 1999년 9월 17일에 비슷한 시기에 개통한 주빌리 선과의 환승을 위해 개통되었다.
• 서리 콰이즈 역- 뎁포드 로드라는 이름으로 1869년 12월 7일개통되었으며, 1884년 10월 1일에 지하철 운행이 시작되었다. 1911년에 서리 도크스라는 이름으로 바뀌기도 하였다.

서리 콰이즈 역을 지난 이후 노선은 두 갈래로 나뉘어진다.

• 뉴 크로스 게이트 역 - 1869년 12월 7일에 EEL L플랫폼이 문을 열었으며, 1884년 10월 1일에 지하철 운행이 시작되었다. Interchange with Southern mainline services (mainline station was opened as New Cross in 1839, and renamed 1923).
• 뉴 크로스 역 -ELL platform opened 1 April1880, first Underground services 1 October 1884. Interchange with Southeastern mainline services (mainline station was opened in 1850).

이스트 런던 선이 런던 오버그라운드로 재개통 된 후 2010년 6월에 쇼어디치 하이 스트리트 역이 개통될 예정이다.

연장

이스트 런던 선은 두개의 단계로 이루어지며 몇개의 부수적인 단계가 있다. 2010년 6월에 완공 예정인 1단계 구간은 북쪽으로는 화이트채플 역부터 달스턴 정션 역까지, 남쪽으로는 크리스탈 팰리스 역과 웨스트 크로이든 역까지 연장된다. that will be further extended northwards to Highbury & Islington, by February 2011. Phase 2 runs west to Clapham Junction.

계획과 문제점

이스트 런던 선의 연장은 오랜 시간동안 논의되어왔다. 1980년대에 런던 교통공사가 이 노선을 도크랜드 경전철과 같은 경전철로 전환하는 것도 고려되었고, 리버풀 스트리트 역으로의 연결선을 복구하는 것도 논의되었다. A 1989 proposal was to extend it north to Dalston and south to Dulwich and Peckham Rye, sharing track and stations with the mainline network, as on parts of the Bakerloo Line, District line and Metropolitan line. The plan was costed at £100-£120 million and the extended line was envisaged to open in 1994.

The extension project was proposed several times during the 1990s but repeatedly fell through owing to a lack of government support and insufficient financing. In November 1990 Transport Secretary Cecil Parkinson rejected a proposed parliamentary Bill that would have authorised the project and two years later the extension plans were postponed indefinitely owing to cutbacks in Tube funding. Another proposal was made in 1993 and received the support of a public inquiry in 1994. The project was finally approved by the Government in 1996 but a lack of financing again forced the project to be put on hold in 1997.

Funding was resolved in 1999 by London Transport seeking private funds for the extension plans. Control of the project was given to the Strategic Rail Authority rather than to London Underground, in view of the impact that it would have on mainline services. It was proposed that the East London line and other sub-surface Underground lines would be transferred to Railtrack, the privatised company responsible for maintaining the mainline network. This would have seen the line being integrated with the London suburban commuter network. However, it was soon decided that this was impractical and the Railtrack proposal was abandoned.

프로젝트의 시작

After the Government gave the go-ahead on 9 October 2001 on the basis of the line being funded through the Private Finance Initiative, the construction of the northern extension was due to begin in December 2001. However, it was held up when it came to light that the Grade II listed 19th-century Braithwaite arches in the former Bishopsgate Goods Yard were to be demolished as part of the project. Campaigners launched legal action against London Underground in an effort to prevent the demolition, but the project finally received legal clearance in the Court of Appeal on 7 July 2003. It is now anticipated that the northerly extension to Dalston should open in 2010 (in February 2008 the work was due for completion on 19 October 2009, which is ahead of schedule), in time for the 2012 Summer Olympics being held in London, a time-scale confirmed by the project team in January 2006. As part of the work for the extension, the line will be closed for up to 30 months from December 2007, opening by June 2010.

This triple extension project is the first London Underground project to be funded through a Private Finance Initiative scheme, though the recent Jubilee Line Extension project was funded through a similar Public-Private Partnership scheme. The project will cost some £600 million and is projected to yield £10 billion in economic regeneration.

Because of an inability to extend the platforms at the existing Wapping and Rotherhithe stations and make them fully compliant with current rail safety regulations, it was thought that they would close, but on 18 August 2004 Ken Livingstone, Mayor of London, announced that both stations will remain open, at least when Phase 1 of the project opens by June 2010.

On 12 October 2004 the Mayor formally confirmed that phase one of the East London Line Project would be delivered as part of the Capital Investment programme. On 16 November 2004 he announced that control of the project had passed from the Strategic Rail Authority to TfL, so that the project could be initiated and funded from TfL's five-year investment programme. The planned service was initially described as a "metro-style (National Rail) train service". On 5 September 2006 it was announced that the line would form part of the London Overground, branded with a version of the Underground roundel with red replaced by orange, the colour used on Tube maps for the East London Line.

It is expected that the extension will greatly increase the usage of the line. The current figure of 10.4 million passengers per year is expected to increase to 35.4 million when the first phase of the extension project is completed, and 50 million when both phases are finished.

On 23 October 2006 it was announced that a consortium of Balfour Beatty and Carillion had been selected to carry out the northern and southern extensions between West Croydon, Crystal Palace and Dalston Junction in a contract worth £363 million ($617 million). The civil engineering work being conducted is being assessed under CEEQUAL to assess its environmental and sustainability performance and has achieved an 'Excellent award' for the project's client and design phases in July 2007.

Apart from the Braithwaite arches, the route of the northern extension was uncontroversial, as it reused the disused viaduct to the former Broad Street station. In contrast, the southerly route across south London's existing network of suburban railways underwent many changes. The initial 1999 proposal listed four options, all starting south of Surrey Quays:

• through Forest Hill to West Croydon, with a spur from Sydenham to Crystal Palace, the selected route;
• through East Dulwich and Tooting to Wimbledon;
• through Denmark Hill to Clapham Junction, the route chosen for Phase 2;
• through Forest Hill and Norwood Junction to West Croydon.

북부 연장

파일:East London line all change.JPG

In phase 1, the line is being extended northwards from Whitechapel, with new stations at Shoreditch High Street, Hoxton, Haggerston and Dalston Junction. A further extension along the North London Line, through Canonbury to Highbury & Islington for interchange with the Victoria Line, North London Line and Northern City Line will open soon afterwards. The northern extension will require only 3.6 km of new trackbed, linking Whitechapel to the Broad Street viaduct, using existing disused trackbeds for most of the distance.

Shoreditch closed permanently in June 2006. The new alignment diverges before the closed Shoreditch station, bridges Brick Lane, traverses the former site of the Bishopsgate Goods Yard, and bridges Shoreditch High Street, before running north along the Broad Street viaduct. Shoreditch High Street station will be on Bethnal Green Road very near Shoreditch High Street. Statutory planning powers for the extension were granted in January 1997. In mid-March 2009 the main structures of the bridges over Brick Lane and Shoreditch High Street were in place, and well as the intervening viaduct and the approach viaduct linking the alignment with the former brick viaduct. The building of the station is clearly in progress.

Early in the project's life mention was made of the possibility of further extending the line from Highbury & Islington to Finsbury Park to the north, and Willesden Junction to the west, through Camden Road, Primrose Hill and Queen's Park, along the above-ground Network Rail (now London Overground) North London Line. This was known as the Mayor's Orbirail project. These ideas are not in the present project. The project's web site states that Finsbury Park is omitted because of operational complexity and that the Willesden Junction branch could be considered as a separate project in the future. The present track plans[1] show the ELL and NLL separated, without the possibility of through running.

남부 연장

East London Line Extension plans. The extension to Highbury & Islington will now be delivered before phase 2. (Note: Dalston Junction and Clapham Junction are shown as future interchanges with Crossrail 2.)

1단계에서, 노선은 will also be extended with a northbound flyover north of New Cross Gate to the London Bridge branch of the Brighton Main Line, through Brockley, Honor Oak Park, Forest Hill, Sydenham, Penge West, Crystal Palace (by way of a branch), Anerley, Norwood Junction to West Croydon. A train servicing facility is being constructed. These plans were approved in October 2001.

At New Cross Gate, Platform 1 and adjacent track (southbound) are being extensively refurbished (March 2009년 기준), with the line continuing under New Cross Road, before merging with the existing southbound slow line. North of the station and the junction with the branch to New Cross, between Canal Road and Rotherhithe New Road, extensive works are under way to allow the Western Extension (see below) to merge efficiently with the existing alignment; this work was authorised and funded in 2008 prior to the final approval of the Western Extension.

There was some campaigning for this extension to go further, to Sutton, but estimates indicated that passenger usage would be so great that the line would be unable to take much traffic north of West Croydon and this option was not adopted.

The stations between New Cross Gate and Crystal Palace/West Croydon are managed by Southern, who as of 2009 run most of the trains to these stations. It was planned that some of them could be transferred to TfL control, and it was confirmed when Southern's franchise was renewed in June 2009 that all these stations will be transferred. TfL will take over the management of New Cross Gate, Brockley, Honor Oak Park, Forest Hill, Sydenham, Crystal Palace, Penge West, Anerley, Norwood Junction and West Croydon stations before extended East London services start in 2010.

서부 연장

In phase 2 of the extension project, a 2.5 km link is planned from south of Surrey Quays to the Network Rail South London Line to Clapham Junction, by way of Queens Road Peckham, Peckham Rye, Denmark Hill, Clapham High Street and Wandsworth Road. This would be on a disused alignment which until 1911 was used by trains from Rotherhithe to Peckham via the now defunct Old Kent Road station. A new station at Surrey Canal Road would be built. Initially it was planned to run this line via East Dulwich to Wimbledon, but this part of the plan has been shelved, probably permanently. There are campaigns for new stations at Brixton and North Battersea.

In February 2009, the government and TfL announced that funding for the Western extension to Clapham Junction had been secured with £64 million from the DfT and £15 million from TfL. It would be completed by May 2012 before the 2012 Olympics. However, the proposed new station at Surrey Canal Road has been put on hold..

Phase 2 had remained only partially funded for some time, but extensive lobbying took place, including even London Mayor Boris Johnson claiming in May 2008 that "he will lobby for projects including the East London Line Phase 2 extension".

In 2008, it was decided that the enabling works for the extension would be included under the Phase 1 contract, allowing the initial work to prepare for construction of the new stretch of line between Silwood Triangle (south of Surrey Quays) and Old Kent Road Junction on the South London Line. Once funding for the extension would be secured, this would allow construction to take place without disrupting passenger services once the East London Line re-opens in 2010.

런던 오버그라운드로의 전환

A 1914 Railway Clearing House map of lines in South East London, including the southern portion of the East London Line.

When the extended line reopens, it will be part of London Overground rather than London Underground, having been rebuilt to Network Rail standards. The existing track and the Northern extension will remain under TfL ownership and the stations from Dalston Junction to Surrey Quays will be part of the London Overground network.

차량

A train of A stock stands at Surrey Quays

The East London line used Metropolitan Line A60 and A62 sub-surface rolling stock manufactured by Cravens of Sheffield in two batches between 1960 and 1962. It was upgraded in 1994 with improved suspension, lighting, heating and ventilation. The rolling stock was regularly interchanged with that used on the main Metropolitan line and usually carried both East London and Metropolitan line maps.

Five four-car trains operated the line, some of the shortest trains on the network, necessitated by short platforms. The small number of trains made the line particularly sensitive to disruption caused by vandalism or train faults, as the withdrawal of a single train amounted to a 20% cut in capacity — the Metropolitan line would have to lose nine trains to suffer the same percentage cut. Trains were operated by just a driver: the decision to withdraw the guards prompted an unsuccessful strike by the National Union of Railwaymen in May 1985.

뉴크로스 근처의 작은 차량기지에서 경정비와 stabling를 맏고있고, 중정비는 니스던 근처의 메트로폴리탄 선 본선 차량기지에서 맏고있다. Between 1985 and 1987 D78 stock operated the line before being replaced by A60 and A62 stock again.

새로운 차량

이스트 런던 선 개선사업의 일환으로, 새로운 차량이 1단계 공사가 끝나는 2010년에 50년이 되는 A 스톡을 대체할 것이다. It was announced on 31 August 2006 that Bombardier has been selected to provide 20 four-car units for the East London line and 24 dual-voltage three-car units for the North London Line. The contract is worth £223 million. On 4 July 2007 it was announced that the order had been increased by adding an extra car to the dual-voltage units and an extra three trains for the East London line at a cost of £36 million.

The trains are based on the Electrostar design and are outwardly similar to the Class 376 stock in operation in southeast England.

차량기지

차량기지는 뉴 크로스 지선의 서쪽에 있었던 작은 차량기지였던 뉴 크로스 차량기지를 사용했으나 메트로폴리탄 선과 차량을 공유하여 니스던 차량기지를 사용하기도 했다. 니스던 차량기지에서는 주로 중정비를 담당하였다. 재개통시에는 뉴 크로스 게이트 역 북쪽에 건설중인 차량기지를 이용할 계획이며 중정비는 현재 존재하는 셀허스트 차량기지를 이용할 예정이다.

다른 노선과의 연계

셰드웰역에서 도크랜드 경전철, 캐나다 워터 역에서 주빌리 선의 환승이 가능하며 영국 국철과도 연결이 되어 있다. 과거엔 디스트릭트 선, 메트로폴리탄 선과 직접 연결되어있기도 했다.