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Renovation of St Albans City

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Saint66

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https://www.hertsad.co.uk/news/work-at-st-albans-city-station-to-start-soon-1-6113700

Govia Thameslink Railway (GTR) contractor Walker Construction is set to start the year-long rebuilding of St Albans City Station in August.

The designs, which aim to ease passenger congestion on platforms and improve facilities, are part of a £5 million project funded by the Department for Transport.

One unnamed premier-brand High Street convenience store will be taking over both the WHSmith and AMT Coffee spaces in the Station Way entrance.

This new shop will be extended over two floors - although the top storey will only be used for commercial storage.

There will be more gates in an area of the Station Way building that is currently wasted, alongside the existing ticket booths.

Platform two/three will see a new walk-through waiting area designed to open up the passageway from the train carriages to the footbridge.

Although the platform two/three toilets are being moved, there will be more restroom provision in the station overall, on platforms one and four.

The entrance on Ridgmont Road is being widened to facilitate more ticket machines and gates.

This will supersede the current cycle rack space, which is moving to a fenced area on Station Road in August.

As St Albans City Station is a hotspot for bike theft, GTR has been working with British Transport Police (BTP) to make this cycle storage more secure.

This includes CCTV on each individual rack, on top of staff patrols.

Platform four will also see a new staff building to replace rooms currently housed in the Station Way entrance.

GTR's senior project manager Julie Boyle said: "We've put a lot of work into developing these plans to give our passengers the very best scheme for this significant investment.

"St Albans is our busiest Thameslink station north of London with over 7.3million passengers every year.

"To help our customers, we've radically improved the service with brand new, longer, more frequent 12-coach trains.

"Now is the time to improve the station with new facilities and help passengers through the station during the rush hour."

To kick start the work, contractors will be drilling trial holes and taking detailed measurements to test the design.

Julie added: "The only disruption that passengers will face is on platform two and three. There will just be a change in what people see.

"For the benefits that passengers are going to get, it is a very short period of time and they will see an improvement in our facilities once they open. I think they will take it very positively."

The plans have been developed in consultation with St Albans district council (SADC).

Principal economic development officer at SADC, Maria Cutler, said: "It is great to see this investment going into the city station, including the infrastructure improvements and new cycling facilities.

"St Albans is a busy station for commuters, those on business and for those visiting our beautiful city.

"Having a smart station with decent facilities, at an important gateway to the city, is important."

Work on platforms two and three is scheduled to start in August, and it should all be finished by July 2020.

In a separate project to also relieve congestion, Network Rail plans to build a second footbridge at St Albans City Station once the GTR work is finished.

This comes as GTR sees passenger numbers double in 14 years and after major timetable disruption exacerbated congestion last May.

Commuters battled with daily cancellations, delays and overcrowding at the station - which is the busiest on the GTR line north of London, but which has one of the smallest footprints.

GTR has recently asked passengers and stakeholders to suggest how a £15 million pot of money should be used to compensate people using stations affected by the timetable chaos, including St Albans, Harpenden and Radlett.

Daisy Cooper, founder of the St Albans Commuter and Passenger Action Group on Facebook, said: "Our members have consistently called for more station exits since our group was formed so the station redevelopment is good news, but we'll be keeping a watchful eye to make sure the plans stay on track, happen as quickly as possible, and with as little disruption as possible for station users and businesses."

Quite a bit of work will take place over the next year or so including the construction of a brand new station building at the entrance to platform 4. As a regular user of the station I definitely welcome this work!
 
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John Webb

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The introduction of the 12 coach trains is the main reason for needing a second footbridge, as the platforms in the evening rush-hour in particular sometimes can't be emptied fast enough before the next train arrives. There are also delays caused to those wishing to board trains as well, of course. There are problems in the siting however, as the south end of the island platform (platforms 2/3) isn't really wide enough to safely accommodate a new bridge where it would best serve the improved platform 4 exit.

On a historic note, the limited area of St Albans City station was caused by the "City Fathers" during the design and building of the 'London Extension' by the Midland Railway in the 1860s. The MR had originally intended building the line almost straight from a point just north of the present A414 ("North Orbital" road) to Sandridge, north of St Albans. The City station would have been close to or on London Road about 500m SE of the present rail bridges, and about 1.5km from the city centre. The City Fathers thought that was too far away, and by offering land they owned (next to the new city jail!) persuaded the MR to put in the present curve to bring the station to about half the original intended distance from the town centre!
 

Aictos

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Meh, while I understand the reasoning for the second footbridge is GTR funding it or is the DfT funding it?

While it's nice to invest in stations, there are other stations which don't have the luxury of step free access or lifts which ought to be done first or at the same time.
 

JaJaWa

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Apostrophe police at the ready...
StAlbans.jpg

In a separate project to also relieve congestion, Network Rail plans to build a second footbridge at St Albans City Station once the GTR work is finished.

Hopefully this won't be like the upgrade of Harpenden where a new gateline building was built immediately before the new footbridge was constructed, it was open mere weeks before it was mothballed.
 

gazthomas

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The present buildings, dating from around 1972, and amended at least twice since then, are not particularly inspiring either!
Agreed. I was hoping for something similar to that done in Hatfield, externally quite a transformation
 

John Webb

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AM9

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The introduction of the 12 coach trains is the main reason for needing a second footbridge, as the platforms in the evening rush-hour in particular sometimes can't be emptied fast enough before the next train arrives. There are also delays caused to those wishing to board trains as well, of course. There are problems in the siting however, as the south end of the island platform (platforms 2/3) isn't really wide enough to safely accommodate a new bridge where it would best serve the improved platform 4 exit.
The second footbridge is more important than the cosmetic changes to the main building. I wonder if it would be possible to have a narrower staicase decesnding from both the south and north side of the footbridge. This would at least make better use of the minimal platform width. If the sighting of the up fast starter signal could be improved, - maybe with a repeater, it might be possible to put the southernmost staircase up to the edge of the border of the up fast track, (where the platform stops about 40m short of the down slow one).
 

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John Webb

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The second footbridge is more important than the cosmetic changes to the main building. I wonder if it would be possible to have a narrower staicase decesnding from both the south and north side of the footbridge. This would at least make better use of the minimal platform width. If the sighting of the up fast starter signal could be improved, - maybe with a repeater, it might be possible to put the southernmost staircase up to the edge of the border of the up fast track, (where the platform stops about 40m short of the down slow one).
I think there is already a banner repeater for the up fast starter due to Hatfield Road and Victoria Street bridges, the curve and station buildings on the island platform.
I doubt if they could add extra stairs on the north side of the existing footbridge due to the lifts installed a few years ago. I wonder if a new footbridge on the north side of the Victoria Street bridge (where the original footbridge was!) might be the best bet?
 

Saint66

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I think there is already a banner repeater for the up fast starter due to Hatfield Road and Victoria Street bridges, the curve and station buildings on the island platform.
I doubt if they could add extra stairs on the north side of the existing footbridge due to the lifts installed a few years ago. I wonder if a new footbridge on the north side of the Victoria Street bridge (where the original footbridge was!) might be the best bet?

Placing the footbridge on the north side of the Victoria Street bridge could be a good way of fitting one in! It'll be interesting to see where NR are planning to put this new footbridge.
 

gazthomas

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I wonder, are the fasts busier than slows? If so why not ensure that the fasts stop at platforms 1 and 4 to avoid use of the internal bridge altogether?
 

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I wonder, are the fasts busier than slows? If so why not ensure that the fasts stop at platforms 1 and 4 to avoid use of the internal bridge altogether?
If the up fasts had to stay on the up slow from Harpenden South junction to Radlett junction, paths would become incredibly difficult, - even if they could be fitted in, they then wouldn't be fasts anymore.
For a much bigger project, the nature of the MML south's services would benefit from pairing by direction (FSSF), but that would involve re-alignment of the formation from Kentish Town with the possibility of a grade separated crossover at each end of that section.
 

AM9

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I think there is already a banner repeater for the up fast starter due to Hatfield Road and Victoria Street bridges, the curve and station buildings on the island platform.
I doubt if they could add extra stairs on the north side of the existing footbridge due to the lifts installed a few years ago. I wonder if a new footbridge on the north side of the Victoria Street bridge (where the original footbridge was!) might be the best bet?
That would be fine but there are shops on the western side of the bridge. Also, additional room for passengers to walk along platform 4 to the exit in Ridgmont Road. The Victoria St. bridge piers do rather obstruct the platform.
 

adamedwards

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My understanding is the second footbridge will go south of the road bridge and the works on the town side platform 4 exit include creating space for one leg of the bridge. It was discussed by a TL rep at a cycling meeting earlier this year. One issue is making sure the new footbridge is far enough away from the road bridge that fare evaders are not tempted to try to jump the gap!
 

John Webb

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I wonder, are the fasts busier than slows? If so why not ensure that the fasts stop at platforms 1 and 4 to avoid use of the internal bridge altogether?
No - the slows are busier in terms of stopping trains. In any case someone getting off at platform 4 (down fast) who wants to catch a bus needs to go over to platform 1 (up slow) exit; someone getting off at platform 1 may wish to cross over to the platform 4 exit to be picked up by somebody in Ridgmont Road.
 

John Webb

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My understanding is the second footbridge will go south of the road bridge and the works on the town side platform 4 exit include creating space for one leg of the bridge. It was discussed by a TL rep at a cycling meeting earlier this year. One issue is making sure the new footbridge is far enough away from the road bridge that fare evaders are not tempted to try to jump the gap!
If the footbridge was completely enclosed, as it ought to be like the existing footbridge, then it could be up against the bridge without giving access to fare-dodgers. But bridges need maintaining, so that's unlikely. Perhaps putting the central support pier at the limits of the south end of the island platform (P2 & 3) so the stairs are facing up the platforms and the Victoria Street bridge south side might get it in? No room for a lift but the present footbridge has those as an alternative anyway.
 

adamedwards

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I also think the taxi rank should move to the town side as taxis get blocked in by meet and greeters on the platform one side. Far too little pedestrian space on no 1 side outside the station, especially on a weekly ticket renewal Monday. Massive queues at every machine.
 

John Webb

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I also think the taxi rank should move to the town side as taxis get blocked in by meet and greeters on the platform one side. Far too little pedestrian space on no 1 side outside the station, especially on a weekly ticket renewal Monday. Massive queues at every machine.
There's a lot of meet and greeters on the platform 4 side as well. But I'd also agree the pedestrian space is limited on the platform 1 side.
 

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I also think the taxi rank should move to the town side as taxis get blocked in by meet and greeters on the platform one side. Far too little pedestrian space on no 1 side outside the station, especially on a weekly ticket renewal Monday. Massive queues at every machine.
The problem then would be that some like to wait in view of both buses and taxis, given the extremely long queues for taxis sometimes. It might be better if taxis used the same road for entrance and exit and didn't actually pass the front door of the station. If the new station building involved a rebuild of the booking office and staff areas, there could be an extra door by the foot of the stairs down from Victoria St. This would avoid car drop-offs and taxis conflicting there.
 

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Meh, while I understand the reasoning for the second footbridge is GTR funding it or is the DfT funding it?

While it's nice to invest in stations, there are other stations which don't have the luxury of step free access or lifts which ought to be done first or at the same time.

That is a good question; AIUI it was a franchise obligation for GTR, and some heels have been dragged.

As to your second point, I’m guessing you haven’t stood on the platform 2/3 island in the evening peak when a crush loaded 12 car has unloaded 7-800 people on platform 2, and waited 7-9 minutes to get off the platform, with the next train 4 minutes behind. Nor been the driver of an EMT coming through P3 at 100mph and seeing several hundred people rather close (and often over) the yellow line. Trust me it’s scary.

Placing the footbridge on the north side of the Victoria Street bridge could be a good way of fitting one in! It'll be interesting to see where NR are planning to put this new footbridge.

There’s only one place it can go really. The more interesting issues are:

1) how high it will be - if it is to be to modern standards it will have a floor height somewhat higher than the Victoria Road Bridge, even though the chances of the latter being raised in future for any reason are approximately zero. But if it is built to full standard height, not many people will use it, which defeats the whole object.

2) why NR are doing this at all. This was supposed to be a TOC delivered project.
 

Saint66

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The first signs of these work’s starting have appeared at the station. The coffee shop in the main building has now been closed and work compounds are being set up at both entrances.

Some excavation has also started on platform 4.
 

adamedwards

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Demolition of the island waiting room is imminent as it's all boarded off. That then creates more room on the island at the bottom of the current stairs.
 

John Webb

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[snip]

2) why NR are doing this at all. This was supposed to be a TOC delivered project.
Is it possible NR have been contracted to do the work? I'll try and find out from our contacts with GTR and the Community Rail Partnership.
 

Saint66

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Work is progressing well at the station.

The steel structure for the new station building at the Ridgmont Road entrance is now going up, while the portion of the main entrance that used to contain WHSmith and the coffee shop is currently being knocked down (with the drop off road outside the entrance closed to vehicles).
 

jon0844

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The best part of the works so far is losing WH Smith. I hope it doesn't come back!
 
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