London
PAST, PRESENT AND THE FUTURE
LONDON
The London Underground is the oldest subway system ever to be constructed, and it has been a paradigm for several major cities around the world. With the increasing number of cars, busses and trains, overcrowding and congestion was a major issue in the London city. The idea 
of building an underground railway to link the City of London with the mainline terminals had first been proposed in the 1830s, but it was not until 1854 when an Act of Parliament was passed approving the construction of an underground railway between Paddington Station and Farringdon Street. Thus the world’s first underground railway known as the Metropolitan Railway was opened on January 10 1863. The London Underground has gone through several developments ever since.
Construction of the underground lines was halted several times due to the dearth of funds and investors. The driving force behind the new railway was Charles Pearson who was the Solicitor to the City of London Corporation at the time. Pearson appealed to the working class by proposing plans for the demolition of the slums and providing new accommodations in the suburbs and a cheaper form of transportation with the new railway. With this, more funds began to pour in, and the underground construction was underway. (Transport for London)
The early tunnels were dug mainly using cut-and-cover construction methods. This caused widespread interference and required the demolition of several properties on the surface. 
The first trains were steam-hauled, which required efficient ventilation to the surface. Ventilation shafts at various points on the route allowed the engines to expel steam and bring fresh air into the tunnels. In order to preserve the visual characteristics in what is still a well-to-do street, a five-foot-thick concrete façade or a wall was constructed. With more and more developments in advanced equipments like tunneling shields, electric traction and deep-level tunnel designs, later railways were built even further underground. This caused much less disruption at ground level and it was also cheaper and preferable to the previously used cut-and-cover construction method. (Transport for London)
By the early 1900s, the Underground lines were run by nearly six different operating companies, and this caused much financial loss and inconvenience for the passengers as sometimes the stations were located far from each other. But gradually the London Transport Passenger Board (LTPB), commonly known as the London Transport integrated all the underground railways in to one network, and all the lines were given new names. The London Transport was able to bring some reforms to the Underground railways and also to the poor economic condition. One of the development proposals was to “electrify” the entire network. The steam engines not only fogged up the tunnels, but it also caused major respiratory problems to its passengers. The London Transport also released a diagrammatic map of the Underground railway designed by Harry Beck in 1931. The board also sought to abandon routes that had caused a significant financial loss. These reforms and many others were proposed by the London Transport in order to better the social and economic impact of subways on the city. 
But several obstacles like scarcity of investors and even the outbreak of World War II, contributed to delaying and in some cases halting some of these advancements. (Transport for London)
The London Underground then came under the leadership of the British Transport Commission (BTC), which brought it directly under the authority of the central government. Nationalization of the railways was not only a necessity at this point, but it was the only option, since all the railway companies were at the verge of bankruptcy. “Nationalisation was the easiest way to save the railways in the short term and provide money to fix war time damage.” The railway system went through the leadership of many other boards over the decades, which were directly under the control the government as well. In 2000, The Transport for London (TfL) was created for the purpose of integrating all the transportation systems under one body. The TfL Board is appointed by the Mayor of London. The Mayor also sets the structure and level of public transport fares in London. However the day-to-day running of the corporation is left to the Commissioner of Transport for London. (Transport for London)
The Underground has 11 lines, 268 stations and approximately 400 km (250 miles) of track, making it the longest metro system in the world by route length, and one of the most served in terms of stations. Although this is true, the subway lines are not as advanced as the ones found in other major cities. In summer, temperatures on parts of the London Underground can become very uncomfortably hot and humid due to its deep and poorly ventilated tube tunnels. The London subway is also not the most efficient one present today. 
Statistics released by the Freedom of Information Act claim that the average commuter on the Metropolitan line wasted three days, 10 hours and 25 minutes in 2006 due to delays. Between 17 September 2006 and 14 October 2006, figures show that 211 train services were delayed by more than 15 minutes. The London Underground is also known for its overcrowding especially during rush hours. The condition is so severe some times, that some of the stations are forced to close down during peak hours. Besides this, flooding is also a major concern since the especially at the ones closer to the Thames river. “By mid 2001, London Underground was pumping 30,000 cubic meters of water out of its tunnels each day.” The London Underground also does not run 24 hours of the day except on major public events and New Years’ Day. Besides these issues, accessibility to the subway stations has also been a major concern. Most older stations are inaccessible to disabled people, but more recent ones are being designed wisely for better accessibility. Although these factors are taken into consideration, it is a notable fact that the London Underground has the least number of accidents reported. But the future of the city has a lot in store for it. (Transport for London)
The London Underground has been chugging along faithfully while innovation has passed it by. 
The infrastructure of the Tube dates back to when the subway was first built in 1850; the technology dates back to the Cold War period. Whereas subways are now expected to be efficient, i.e. on time, accident-free, non-congested, and environmentally friendly, it would be impossible for the Transport for London, the transit authority, to implement all these changes in one long haul. A successful transit upgrade would be long-term commitment that would cost the London economy billions of dollars. However, avoiding such a responsibility would tantamount to suicide for the London subway.
To address these various issues, the Transport for London authority is implementing a new plan, entitled ‘Transforming the Tube’. It is a 5-year, £10 billion investment plan that is, unsurprisingly, very similar to the New York Metropolitan Transit Authority’s 5-year Capital Plans. The most recent one, approved for the period from 2005 to 2009 is going to cost the city and its commuters $21.285 billion to upgrade the NYC subway system. The starkest difference among the two is that the Transport for London authority has not denied that the money promised is desperately needed, and just for improvements. As the plan states, ‘Without continued investment…closures of key stations will be even more frequent, and longer, causing more delays and frustration as journeys are disrupted regularly’. Some stations are so overcrowded that closures are a daily occurrence during rush hours, such as the Tube’s Victoria station. (Transport for London)
There has been no such ambitious or comprehensive plan carried out on such a large scale. What the Tokyo subway has done through implementing continuously upgraded technology, and what New York City has done with periodic capital plans, is what London is attempting to achieve in 5 years. The plan has several objectives, which, if the city had the luxury of time, would normally be spaced over more than a decade.
If the plan were not implemented on schedule and on budget, the consequences would be drastic. Overcrowding on the Tube would increase by an estimated 40% according to the Transport for London authority’s calculations. Defunct stations would cause capacity decrease of approximately 30% with the number increasing at a progressively higher rate as the current holdings continue to degrade. Trains, which are already outdated and energy consuming, would run 10% slower, which is alarming as the London Underground trains presently make only 85-90% of their scheduled trips. (Transport for London)
The effect of these alarming statistics can be summed up as such. The London Tube has already alienated much of its constituency. According to the latest released data from the Transport for London, the majority of London residents travel by car. As the price of oil decreases and petrol becomes cheaper, this trend will only rise, despite the congestion pricing being implemented and the strain of a global recession. Furthermore, station accessibility, which is already poor, being almost non-existent for the outer suburbs and neighborhoods of London, would decrease for inner London areas also. Most important financially, it will alienate not only regular commuters, but also the vast number of tourists. This is significant primarily because London is the host site for the 2012 Olympic Games, and this event will bring a large number of visitors, and hence commuters, to London. (Transport for London)
To address all these issues and prevent the projected consequences of a severely degraded system, the following aspects are top priority for the planners. 
Foremost, individual lines will be upgraded, addressing the issue of ancient infrastructure and giving the builders an opportunity to put in new signaling systems. Secondly, new trains will gradually be introduced on the new lines to replace the older model cars. Thirdly, the stations themselves will be improved through the introduction of step-free access, better ventilation, and aesthetic upgrades. To reach out to commuters and improve the commuting experience for them in a more personal way, the London Underground is introducing information services to help passengers plan their routes. (Transport for London)
Individual line upgrades are the foremost priority and they are already underway in some key stations. However, the line upgrade program is expected to continue past 2012 on five additional lines, and large-scale refurbishing of central network stations such as Victoria, which as mentioned previously closes almost daily, and Tottenham station, which is a gateway to interchange with city services and attractions. However these line upgrades are causing necessary closures. To combat this set of line closures, the transit authority has implemented several alert programs that will be at the commuters’ service, as they will need to check for closures and alternative routes. Transport for London is also conducted a very high profile advising campaign which is expected to be effective in conjunction with the mobile alerts to combat the effects of line upgrade closures. By 2009 it is expected that the most dramatic upgrade, that of the Jubilee line, will be completed. It will involve the addition of a new car to increase capacity, full replacement of existing signaling system, to address accidents and delays, and automatic driving systems, which is a considerable reach from defunct trains to technology the like of which is available presently only in Tokyo. This would signify carrying an additional 5,000 passengers per hour and reducing journey times due to improved systems by 22%. (Transport for London)
The improvement of the trains is proceeding from the ground up – literally. The sub-surface railway will be the first to get a facelift as decade-long planned upgrades will hit the neediest lines of the Underground. Work has already begun as newer, larger trains have been designed and are currently under construction, to be delivered for testing in spring 2009. They will feature the same new improvements that the new model R142 trains offer for NYC transit: announcements, improved ventilation, regenerative braking which recycles energy. These S-Stock trains will also have unique features designed to create space for wheelchair users. Capacity increase is estimated at 49% for each line that rolls out the new S-Stock cars. (Transport for London)
Station improvement plans are uniquely designed for each station. Some stations only need minor refurbishing such as accessibility features guiding those with disabilities to amenities designed to improve their movement within the Underground system, Help points where commuters can get information, and improved announcement systems and seating and lighting. However, certain stations will expect more extensive improvements such as the renewal of walls and surfaces, and changes of space outlay to enhance passenger flow within the stations. Work has been already completed in almost 100 stations. Congestion relief schemes are still to be implemented in a few more stations. (Transport for London)
The station and line improvements will involve closures for which the Transport for London has planned for extensively. Already, notices have been released for upcoming projects and what changes they will involve for commuters. There are also permanent services being installed that will provide a constant stream of advisory information on the commuter’s schedule. Mobile alert services will provide closure and route information and will deliver personalized directions for quickest commute as passengers are on the move. Because passenger safety is also an issue, one that has been addressed only somewhat by the alcohol ban, the London Tube also will provide information on alternative methods to provide a safe transit to one’s destination. Six-month advance notices will precede telephone, email, and text-messages for a more personalized touch. Publicly, stations will be stocked with flyers, and commute advisory information will be disseminated through media such as newspapers. (Transport for London)
Supplementary goals, those not designed specifically to salvage the Underground but rather to build upon these planned upgrades, are improvements in accessibility for disabled customers, upgraded ventilation, and environmentally friendly implementations. 25% of the network is expected to be step-free by 2010. Adding to this number will be a long-term goal. The Tube, which is suffering from lack of proper heat removal from the stations, will be equipped with mechanisms to improve airflow such as fans and chiller units. Groundwater cooling has already been introduced into some stations, such as the Victoria station. This solution not only addresses the ventilation problems but is also energy efficient. Sustainability is a long-term business objective whereby a Carbon Emissions Reduction Plan will outline measures such as regenerative braking, utilizing water pumped from the Tube, and working with third party heat and power companies to make use of the Underground’s heat energy. (Transport for London)
Each of these goals will not only ensure that the London Underground has a future, but will also go far towards improving London’s economy and the average Londoner’s lifestyle. All the improvements will also go towards delivering for the upcoming Olympic Games. The Transforming The Tube Proposal is the London Underground’s only lifeline towards a profitable subway that can compete with the likes of MTA’s New York City Transit and Tokyo’s Metro and Toei systems. It is expected that it will deliver, in the nick of time, much needed upgrades that will convince commuters to stick with the subway as their way of getting around London.
