Perhaps unsurprisingly, the three-day move attracted the presence of most of the major LR contributors at one point or another and the resulting photos (along with some excellent shots by unravelled) are below, as are some comments.
As can hopefully be seen from the pictures below, the bridge itself is an interesting design. It has a lattice design to its southern face, but its close proximity to the existing bridge on the other side (there's only about 16 inches between the two) means the northern face follows a more traditional riveted panel approach.
Indeed it is not just the existing bridge that the new one is close to. As the photos show, the clearances with surrounding architecture (including the now-decapitated Wheatsheaf) are relatively tight all round, which added to the complexity of the exercise.
The bridge itself was put together above the new viaduct. In the photos below this can be clearly seen - the viaduct is green, the bridge grey. The move effectively involved sliding the bridge out over the viaduct, with its weight being taken up by a heavy transporter as it moved beyond the viaduct's support, and then lowered into place. Effectively, therefore, the work during the weekend fell into three major categories - removing the existing support infrastructure, sliding it out over the road and then removing the remaining supports and lowering it into place.
Although Sanska were the direct contractor acting to Network Rail, it was actually Dutch firm Mammoet who carried out the heavy lifting (a name that may be familiar to those who keep an eye on the world of naval engineering - it was Mammoet who lifted the Kursk). The road was closed all weekend in order to allow this to take place, with a hired Routemaster kindly put in place by Sanska to act as a viewing platform for those interested in watching the move progress.
The original intention was for the move to begin at about 19:00 on Saturday, after which the bridge would be slid out gradually (progressing at a couple of centimetres a minute) and constantly laser checked for positioning. By about 18:45, however, it had become clear that the move would be delayed. It appeared that Mammoet had some concerns about how smooth the slide would go, and various work took place (including some grind welding). Ultimately the bridge started its slow journey just before 04:00 on Sunday Morning (credit going to Daimler_fan for being the LR author who heroically remained in place until this happened). By Sunday evening it had finally been lowered into place, and work then took place to remove the roadway that had been constructed for the transporter (visible in the picture below) and return the road to an openable state ahead of its Tuesday reopening.
Beyond the move itself, the presence of such a concentration of Network Rail resources allowed some gentle probing about the work going on in the area in general (an act at which Pedantic proved more successful than this author). Most interestingly, there was a final platform layout for London Bridge visible at one point. This seemed to indicate that the platforms are to be straightened out and realigned, which will be a tough task. On the diagram the platforms were given letters not numbers, although this is likely to avoid confusion with the current platform numbering during the construction process.
On the diagram, the platforms were broken down as follows (heading north to south):
A - Cannon St down
B - Cannon St Reversible
C - Cannon St Up
D - Thameslink Down
E - Thameslink Up
F - Charing Cross Down
G - Charing Cross Down
H - Charing Cross Up
I - Charing Cross Up
Then six terminating platforms.
Hopefully the photos below give a good overall impression of the move itself, and a few captions are included where relevant. They should, broadly speaking, run in chronological order although there may be some inconsistencies (unfortunately inevitable when dealing with multiple photosets and sources). For those we apologise.
Again, thanks to unravelled for allowing us to include a selection of his excellent photos in those below as well. You can find his full set from the move here on flikr.
Setting the Scene
The pub garden at the Wheatsheaf. Currently it's less than enticing.
The above shots hopefully show the relative proximity of all elements at the site
Saturday
The transporter was moved into place on Saturday morning
Traffic was diverted around the site all weekend
The roadway laid to support the lift.
There are ultimately few things in life that can't be fixed with a big metal stick.
Sunday
Monday
Are there any good aerial photos of the work going on so I can get my bearings when looking at all the pictures?
ReplyDeleteI understand that the reconstruction of the 3 platforms for Cannon Street is to be done after reconstruciton of the Charing Cross and Themslink platforms.
ReplyDeleteThis involves providing 6 through platforms in place of 3. How can that phase be done without closing some of the present terminating platforms before the new Cahring Cross platforms can be opened?
If you think the bridge facade looks ridiculously out-of-place huge on these photos, just wait until you see it in real life.
ReplyDeleteDuring the reconstruction period there will a fewer platforms available at London Bridge than now, much like King's Cross has had two platforms out of use continuously for the last year (partly compensated for by the opening of Platform 0).
ReplyDeleteThe thing I don't understand about the new bridge is that it appears to join back up with the existing trackwork a long way before the Thameslink lines branch off.
ReplyDeleteDoes this mean that, after crossing Borough Market, Thameslink and Charing Cross services again share tracks? In that case, is the purpose of the bridge just to reduce the length of track over which this happens?
I know that outline. I'm still wondering how they are going to organise and phase the building of
ReplyDeleteD - Thameslink Down
E - Thameslink Up
F - Charing Cross Down
G - Charing Cross Down
H - Charing Cross Up
I - Charing Cross Up
in place of the present through platforms 4, 5 & 6
unless they close up to three of the terminating platforms before they are ready to bring those into service? The through platforms are significantly higher than the terminating platforms. Will H & I be part-built but not brought into use until some months later than D, E, F & G? Will H & I be further west than the other platforms?
Perhaps these problems have been thrown into the design contractor's lap? Or maybe we'll find out at the exhibition somewhere in the station from 16 to 22 May?
I realise that the total number of platforms will not change, but losing 3 terminal platforms on the ex-LBSC side is surely a mistake?
ReplyDeleteI suppose they could put back the couple that were on the S, side, and do away with the "signing-on" block which currently sits there.
And/or re-lengthen the high-number platforms.
I think "interesting" (including in the Chinese sense) is the word.
Incidentally, I was at LB both Saturday and yesterday, and one aspect of the road-works appalled me.
They had closed off Borough High Street completely, and everything was being diverted round the station - ok
BUT
The traffic-lights at the LB/Tooley Street junction were operating unaltered - so still with a long "green" phase for the straight-ahead section to Borough High Street.
The resulting 150%-unnecessary traffic jam was interesting.
I believe "stupid" is the technical term for this sort of thing?
Oops - I forgot:
ReplyDeleteHas anyone got a copy for on-line display of the future proposed final layout at LB?
@ Jon
ReplyDeleteNo. In the next phase they will build up the viaduct to the north at Park Street so that it will be four track all the way from London Bridge up to the point where Thameslink trains diverge. I wandered around there and at least one of the transverse concrete support walls was already in place but you had to peer through a hole in the worksite gate to see it.
Greg. NO. What about PEDESTRIANS. They NEED to cross the ROAD! There were a surprising number of these. Also it is a very tight left turn from London Bridge into and there were a lot of long vehicles that needed the full width of the road to turn - particularly tourist coaches - so it would not have been practical to switch the lights off.
They could have done something a bit better but I wonder if that would only have moved the problem further down the road - i.e. a lot of effort for no achievement.
Pedantic.
ReplyDeleteAlso NO
What they SHOULD have done, was put black bin-bags over the existing lights, and brought in a portable set, so that there were three pahses:
Northbound, Southbound and pedestrian-crossing.
Not exactly difficult?
If your list can be equated with current platforms
ReplyDeleteA - Cannon St down = p1
B - Cannon St Reversible = p2
C - Cannon St Up = p3
then morning commuters coming across from a Charing Cross train, a Thameslink train or a terminating train will still have to hover on the bridge and decide whether to go down the steps to p1/2 or p3/4 (with no aid such as CCTV to show which train has just arrived and which is about to depart) or head back up from p3 because that's just left and there's another Cannon Street train entering p2.
And if you can continue to map the platforms ....
D - Thameslink Down = p4
E - Thameslink Up = p5
F - Charing Cross Down = p6
G - Charing Cross Down =p7
H - Charing Cross Up = p8
I - Charing Cross Up =p9
then unless they're careful they'll get a similar situation at the top of the steps for p7/8 and p9 - which one to go down if you're changing for Charing Cross.
If your list can be equated with current platforms ...
ReplyDeleteNo they can't. Platform A will be a side platform. Platform B and C will be island platforms and so on.
It will be much, much better. Unless you are going to catch a train originating from Cannon Street in the evening. But in that case you will probably want to wait on the spacious concourse (better than the current horrible footbridge) anyway because because the first one might come from Charing Cross.
Jon @ 0754 - from early Thameslink bumph:
ReplyDelete"Park Street viaduct would consist of concrete columns supporting precast vaulted concrete arches with a concrete deck, which would widen the existing viaduct on its
northern side between Stoney Street and the single line to and from Cannon Street. The
construction of the viaduct would require demolition of lower level rear extensions of properties on the south side of Park Street..."
The result of this is that the connecting line between Cannon St and Blackfriars used by empty stock will be cut and become a siding reached from the Cannon St end only.
excellent work guys ;)
ReplyDeleteExcellent photos. Wish I'd known about the observation routemaster - I'd have gone back to take some snaps of the move.
ReplyDeleteunless they close up to three of the terminating platforms before they are ready to bring those into service
ReplyDeleteSee South London RUS p.104. The low level station will be reduced to 6 platforms from late 2012, and the additional through platforms won't be available until late 2015.
(and possibly even later, given the construction schedule has been extended since it was published)
"unless they close up to three of the terminating platforms before they are ready to bring those into service"
ReplyDeleteWhy do you think the South London Line is being diverted to Dalston?
Why do they make such a big secret of the plans - it is obvious they have decided what goes where but they are not letting the public know?
ReplyDeleteNot just the South London Line that takes a hit. There will also be some reductions to peak-time Brighton Main Line services due to fewer platforms. The likeliest candidate for the chop is the Arun Valley (Bognor Regis) service as this has a lighter load than other services (in the morning partly due to following a couple of minutes behind a Brighton train).
ReplyDeleteAnonymous said...
ReplyDelete"See South London RUS p.104. The low level station will be reduced to 6 platforms from late 2012,"
Thanks for that. I had a good look. Lots of detail about how to make use of 6 terminating platforms instead of 9.
Nothing about how they intend to phase construction of the new through platforms.
I'm left with guesssing that it will be from the south northwards.
Clearly some great work being done here. I wonder though if that white bridge needed to be quite such an odd shape and so over-sized too? Is it to give it more inherent strength?
ReplyDeleteI really like that photo with the man being elevated in the open cabin, the group of engineers in discussion and the train on the bridge above blurring by - could almost be an old oil painting with such composition.
See the plans for a new station at London Bridge and visit the exhibition from 17-21 May.
ReplyDeleteA long overdue bit of infrastructure work.
ReplyDeleteIt's a shame that money can't be found to do a similar bit of work at Camden Road West Junction to ease that particular bottleneck....