They told us it wasn’t practical to build that deep. Told us a magnetic railway was impossible. Well today, ladies and gentlemen. I bring you the impractical. I bring you the impossible.
– Ken Griffin, CEO – Griffin Technologies
Initial proposals for a high-speed transport network in London were dismissed. There wasn’t enough space to gain great speeds between stations and people believed the London Underground, with suitable upgrades, would be capable of significantly increased capacity.
However, as London expanded beyond the M25 boundary, the need for an overhaul of the London Underground system could no longer be ignored. A tendering process was opened and companies were encouraged to submit applications to design and build a new system.
In 2149 TransLon, the body in charge of London’s transport, publicly opened the tendering process. Many companies put forward plans and costings for a new or upgraded transport network. Some were more conservative and followed existing and proven technology, others pushed the boundaries for a more radical and innovative approach.
After six years of competitive bidding and consultation, two companies were selected to present their final proposals to the TransLon committee. UK Space Instruments (UKSI), a pioneer in space technology looking to get a foothold in terrestrial transportation and Griffin Technologies, a rapidly expanding technology company known for innovative problem solving.
UKSI’s solution was designed to complement the existing London Underground network. Similar to Chicago’s elevated rail network, train lines would run over the city’s streets allowing people to make use of both the existing Underground and the new over ground systems. The initial track would run over and alongside the River Thames, this would lessen the impact on existing infrastructure and connect many major London hubs, stretching from Southend in the east to Reading in the west. The line would also connect to important transport links such as Southend, London City and Heathrow Airports.
Griffin Technologies was much more ambitious. Making use of existing magnetic railway technology, combined with their own proprietary systems, they intended to develop a network that would gradually replace that of the London Underground. Initial tunnels would be dug deeper than the existing London Underground network, with later tunnels making use of the existing tunnel infrastructure.
Both systems were scrutinised heavily. It was agreed that UKSI’s initial line would cause significantly less impact, but future expansion over the London road network would require lengthy disruption and possible demolition of some buildings.
Griffin Technologies system on the other hand would create less overall impact. However, it was labelled as madness by some critics, with many transportation experts saying that it wasn’t practical to dig so deep and that the technology being proposed wasn’t possible.
In 2157 it was declared that Griffin Technologies bid had been successful. In a joint statement by Griffin Technologies and TransLon it was announced that construction on the first route would begin in 2160 with an expected completion date of 2177. The name of the new network was to be called Magline, referencing the magnetic technology the trains would use to run.
An unusual aspect of the signed construction deal stated that after construction TransLon and Griffin Technology would both own 50% of the transport system, sharing responsibility of running it. This caused some outrage from critics and the public with fears that Griffin Technologies would push prices up and was gaining too much power over people’s lives. Others saw it as a great opportunity and clever initiative to reduce the burden on the taxpayer.
Sunsets on Britannia 