Piccadilly line Rival schemes During the final years of the 19th century and the early years of the 20th century numerous competing schemes for underground railways through central London were proposed. A number of the schemes submitted to parliament for approval as
private bills included proposals for lines running under Piccadilly with stations in the area of the current Green Park station. The first two proposals came before parliament in 1897. The Brompton and Piccadilly Circus Railway (B&PCR) proposed a line between
South Kensington and
Piccadilly Circus and the City and West End Railway (C&WER) proposed a line between
Hammersmith and
Cannon Street. The B&PCR proposed a station on the north side at
Dover Street and the C&WER proposed a station on the south side at Arlington Street. Following review by parliament, the C&WER bill was rejected and the B&PCR bill was approved and received
royal assent in August 1897. In 1902, the Charing Cross, Hammersmith and District Railway (CCH&DR) proposed a line between
Charing Cross and
Barnes with a parallel shuttle line running between
Hyde Park Corner and Charing Cross. A station was planned at
Walsingham House on the north-east corner of Green Park. This scheme was rejected by parliament. The same year, the
Central London Railway (CLR, now the central section of the
Central line) submitted a bill that aimed to turn its line running between
Shepherd's Bush and
Bank into a loop by constructing a second roughly parallel line to the south. This would have run along Piccadilly with a station at
St James's Street just to the east of Dover Street. Delayed while a
royal commission considered general principles of underground railways in London, the scheme was never fully considered and although it was re-presented in 1903, it was dropped two years later. A third scheme for 1902 was the
Piccadilly, City and North East London Railway (PC&NELR) which proposed a route between Hammersmith and
Southgate. It planned a station at Albemarle Street, just to the east of Dover Street. Although favoured in parliament and likely to be approved, this scheme failed due to a falling-out between the backers and the sale of part of the proposals to a rival. In 1905, some of the promoters of the PC&NELR regrouped and submitted a proposal for the Hammersmith, City and North East London Railway. As the CLR had done previously, the company proposed a station at St James's Street. Owing to failures in the application process, this scheme was also rejected.
Construction and opening While the various rival schemes were unsuccessful in obtaining parliamentary approval, the B&PCR was unsuccessful in raising the funds needed to construct its line. It was not until after the B&PCR had been taken over by
Charles Yerkes's
Metropolitan District Electric Traction Company that the money became available. Tunnelling began in 1902 shortly before the B&PCR was merged with the Great Northern and Strand Railway to create the Great Northern, Piccadilly and Brompton Railway (GNP&BR, the predecessor of the
Piccadilly line). The GNP&BR opened the station on 15 December 1906 as
Dover Street. As with most of the other GNP&BR stations, the station building, on the east side of Dover Street, was designed by
Leslie Green. It featured the company's standard red glazed
terracotta facade with wide semi-circular arches at first-floor level. Platform and passageway walls were decorated in glazed cream tiles in Green's standard arrangement with margins, patterning and station names in mid-blue. When it opened, the station to the west was
Down Street. The station was provided with four
Otis electric lifts paired in two diameter shafts and a spiral stair in a smaller shaft. The platforms are below the level of Piccadilly.
Reconstruction The station was busy and unsuccessful attempts to control crowds with gates at platform level were made in 1918. In the 1930s, the station was included amongst those modernised in conjunction with the northern and western extensions of the Piccadilly line. A new sub-surface ticket hall was opened on 18 September 1933 with a pair of Otis escalators provided to replace the lifts. The new ticket hall was accessed from subway entrances in Piccadilly. On the north side, an entrance was provided in Devonshire House on the corner with
Stratton Street; on the south side an entrance was constructed on a piece of land taken from the park. The shelter for the southern entrance was designed by
Charles Holden. The original station building, the lifts and the redundant below-ground passages were closed and the station was renamed
Green Park. Part of the ground floor was used as a
tea shop until the 1960s. In 1955, a third escalator was added to help deal with increased passenger numbers.
Victoria line Proposals for an underground line linking
Victoria to
Finsbury Park date from 1937 when planning by the
London Passenger Transport Board (LPTB) for future services considered a variety of new routes and extensions to existing lines. Parliament approved the line in 1955, but a shortage of funds meant that work did not start until after government loans were approved in 1962. Construction works began in 1962. The 1930s ticket hall under the roadway of Piccadilly was enlarged to provide space for new Victoria line escalators and a long interchange passageway was provided between the Victoria line and Piccadilly line platforms. In 1965 a collapse of soft ground during the excavation of one of the tunnels near Green Park station meant that the ground had to be chemically stabilised before work could continue. The disused station building in Dover Street was demolished the following year in conjunction with the works for the new line. A vent shaft was constructed and an electrical sub-station was built in the basement of the new building. The 1930s entrance on the south side of Piccadilly was also reconstructed. The enlarged ticket hall, new platforms and passageways were decorated in grey tiles. Platforms are approximately below street level. Platform roundel signs were on backlit illuminated panels. Seat recesses on the Victoria line platforms were tiled in an abstract pattern by Hans Unger of coloured circles representing a bird's-eye view of trees in Green Park. After trial running of empty trains from 24 February 1969, the Victoria line platforms opened on 7 March 1969 with the opening of the third stage of the line between
Warren Street and Victoria. The same day,
Queen Elizabeth II officially opened the line by riding a train from Green Park to Oxford Circus.
Jubilee line The origins of the Jubilee line are less clearly defined than those of the Victoria line. During
World War II and throughout the 1950s and early 1960s consideration was given to various routes connecting north-west and south-east London via the
West End and the
City of London. Planning of the Victoria line had the greater priority and it was not until after construction of that line started that detailed planning began for the new line, first called the Fleet line in 1965 as it was planned to run in an east–west direction along
Fleet Street. Lack of funding meant that only the first stage of the proposed line, from
Baker Street to Charing Cross, received royal assent in July 1969; funding was agreed in August 1971. Tunnelling began in February 1972 and was completed by the end of 1974. In 1977, during construction of the stations, the name of the line was changed to the Jubilee line, to mark the
Queen's Silver Jubilee that year. A construction shaft in Hays Mews north of the station was used for an
electrical substation and ventilation shaft. At Green Park, the ticket hall was enlarged slightly to provide space for escalators for the new line which connect to an intermediate concourse providing interchange between the Jubilee and Victoria lines. A second flight of escalators descends to the Jubilee line platforms, which are below street level, the deepest of the three sets. Interchange between the Jubilee and Piccadilly lines was via the ticket hall. Platform walls were tiled in a deep red with black leaf patterns by June Fraser. Trial running of trains began in August 1978 and the Jubilee line opened on 1 May the next year. The line had been officially opened by
Prince Charles the previous day, starting with a train journey from Green Park to Charing Cross. In 1993, to alleviate congestion, a third escalator was installed in the lower flight to replace a fixed staircase. Work on the Fleet line's stages 2 and 3 did not proceed and it was not until 1992 that an alternative route was approved. The
Jubilee line extension took the line south and east of the
River Thames via
Waterloo and
Canary Wharf, which was impractical to reach from the line's existing terminus at Charing Cross. New tunnels branching from the original route south of Green Park were constructed, and the line to Charing Cross was closed. Tunnelling began in May 1994, and improvements were carried out at Green Park to provide a direct passageway connection between the Jubilee and Piccadilly lines, including lifts to the platforms at each end. A new ventilation shaft and an emergency exit to Arlington Street were built. The new extension opened in stages starting at
Stratford in the east, with services to Charing Cross ending on 19 November 1999 and the final section between Green Park and Waterloo opening the following day.
Recent changes )|alt=An underground station platform with white tiled walls, a white panelled ceiling arching over the track. The tiled a recess behind a platform seat features a design of twelve coloured circles arranged in a 4 by three grid; mostly dark green, but with three yellow, two black and one blue circles. In 2008,
Transport for London (TfL) announced a project to provide step-free access to all three lines in advance of the
2012 London Olympics. The project also included the construction of a new entrance on the south side of Piccadilly with ramped access directly from Green Park At the same time, Green Park station underwent a major improvement programme which saw the tiling on the Victoria and Piccadilly line platforms and the interchange passageways replaced. When the Jubilee line opened, the Hans Unger tiling in the seat recesses of the Victoria line platforms was replaced with a design using the
leaf patterns used on the Jubilee line platforms; the Unger design was reinstated during the restoration. The new park entrance and street level shelter feature artwork within the
Portland stone cladding titled
Sea Strata designed by John Maine
RA. The
Diana Fountain was relocated from its original site in the centre of the park to form the centrepiece of the new entrance. To help moderate temperatures in the station, a system using cool ground water extracted from boreholes sunk into the chalk
aquifer below London was installed. The extracted water passes through a
heat exchanger connected to the cast-iron tunnel lining and the warmed water is returned to the aquifer through a second set of boreholes away. ==Proposal for new connection==