View source for Charing Cross tube station

{{short description|London Underground station}}
{{About|the London Underground station|the National Rail station|Charing Cross railway station|the London Underground station formerly known as Charing Cross|Embankment tube station}}
{{Use dmy dates|date=February 2021}}
{{Use British English|date=August 2012}}
{{Infobox London station
|name           = Charing Cross
|image_name     = Charing Cross Tube Exit 6 July 2017.jpg
|caption        = Entrance at Strand/Duncannon Street
|manager        = [[London Underground]]
|owner          = [[London Underground]]
|fare_zone      = 1
|locale         = [[Charing Cross]]
|borough        = [[City of Westminster]]
|years1         = 10 March 1906
|years2         = 22 June 1907
|years3         = 6 April 1914
|years4         = 16 June 1973
|years5         = 1 May 1979
|years6         = 19 November 1999
|events1        = Opened (BS&WR)
|events2        = Opened (CCE&HR)
|events3        = Extended (CCE&HR)
|events4        = Closed (Northern line)
|events5        = Opened (Jubilee line)<br>Reopened (Northern line)
|events6        = Closed Permanently (Jubilee line)
|platforms      = 6 (4 in use)
<!-- |tubeexits03    =  18.712
|tubeexits04    = {{increase}} 19.863
|tubeexits05    = {{decrease}} 18.797
|tubeexits06    = {{increase}} 20.773
|tubeexits07    = {{increase}} 22.297
|tubeexits08    = {{increase}} 23.390
|tubeexits09    = {{decrease}} 22.84-->
| coordinates   = {{coord|51|30|29|N|0|7|29|W|type:railwaystation_region:GB-WSM|display=inline,title}}
|map_type       = Central London
| interchange   = [[Charing Cross railway station|Charing Cross]] {{rail-interchange|london|rail}}
| interchange_note = <ref>{{Citation London station interchange June 2020}}</ref>
| symbol           = underground
| label_position   = left
| original         = [[Baker Street and Waterloo Railway]]<br />[[Charing Cross, Euston and Hampstead Railway]]
}}

'''Charing Cross''' (sometimes informally abbreviated as '''Charing +, Charing X, CHX''' or '''CH+''') is a [[London Underground]] station at [[Charing Cross]] in the [[City of Westminster]]. The station is served by the [[Bakerloo line|Bakerloo]] and [[Northern line|Northern]] lines and provides an interchange with [[Charing Cross railway station|Charing Cross mainline station]]. On the Bakerloo line, the station is between [[Piccadilly Circus tube station|Piccadilly Circus]] and [[Embankment tube station|Embankment]] stations, and on the Charing Cross branch of the Northern line, it is between [[Leicester Square tube station|Leicester Square]] and Embankment stations. The station is in [[List of stations in London fare zone 1|fare zone&nbsp;1]].

Charing Cross was originally two separate stations, known for most of their existence as '''Trafalgar Square''' (on the Bakerloo line) and '''Strand''' (on the Northern line). The Bakerloo line platforms were opened by the [[Baker Street and Waterloo Railway]] in 1906 and the Northern line platforms by the [[Charing Cross, Euston and Hampstead Railway]] in 1907. In the 1970s, in preparation for the opening of the [[Jubilee line]], the two earlier stations were connected together with new below ground passageways. When the Jubilee line platforms opened in 1979, the combined station was given the current name. Jubilee line services ended in 1999 when the line was extended to [[Stratford station|Stratford]].

The station has entrances in [[Trafalgar Square]], [[Strand, London|Strand]], [[Villiers Street]], Adelaide Street, William IV Street and in the mainline station. It is close to the [[National Gallery]], the [[National Portrait Gallery, London|National Portrait Gallery]], [[Admiralty Arch]], [[St Martin-in-the-Fields]], [[Canada House]], [[High Commission of South Africa, London|South Africa House]], the [[Savoy Hotel]], [[The Mall, London|The Mall]], [[Northumberland Avenue]] and [[Whitehall]].

As of {{tubeexits list|year}}, Charing Cross is the {{tubeexits list rank|Charing Cross tube station}} station on the London Underground with {{tubeexits list|Charing Cross tube station}} million passengers using it per year.<ref name="infobox_stats_ref_tube_2021" />

==History==
===Planning===
From the 1860s to the 1900s numerous schemes for underground railways through central London were proposed, often using similar routes.{{efn|Planning, funding and construction of railways was a matter of private enterprise. Each new railway line needed parliamentary permission and a [[private bill]] had to be submitted to Parliament for approval setting out its route, the land the company needed to purchase and an estimate of the construction costs. Once approval was granted by an act of parliament, the promoters would attempt to raise money to buy the land, construct the railway and buy the rolling stock to operate it.{{sfn|Badsey-Ellis|2005|pp=14 & 41}}}} Many of the schemes submitted to Parliament for approval as [[private bill]]s included proposals for lines through the Charing Cross area with stations serving the [[South Eastern Railway (England)|South Eastern Railway's]] (SER's) Charing Cross mainline terminus and the area around Trafalgar Square.

====1860s and 1870s====
{{multiple image
 | align=left
 | direction=horizontal
 | total_width=528<!-- 440*1.2 to match the upright scaling factor for default size -->
 | caption_align=center
 | image1    = Charing Cross Map 1860s-1870s.png
 | alt1      = A map with coloured dots marking the proposed locations of stations
 | caption1  = Map showing proposed station sites, 1860s and 1870s

| image2    = An iron tube for the Waterloo and Whitehall Pnumatic Railway.png
 | alt2      = An engraving. A precarious structure of timber posts and beams supports a large iron cylinder with projecting flanges between segments. Three gentlemen stand in the foreground dwarfed by the structure and another sits on top astride one of the flanges.
 | caption2  = Sections of the Waterloo & Whitehall Railway's iron tube under construction
}}
The first proposal came before Parliament in 1864, a year after the opening of the [[Metropolitan Railway]], the world's first underground railway, and the year the mainline station opened. The [[North Western and Charing Cross Railway]] (NW&CCR) proposed a line in a [[Cut-and-cover|cut-and-cover tunnel]] between the [[London and North Western Railway]]'s terminus at [[Euston railway station|Euston]] and Charing Cross.{{sfn|Badsey-Ellis|2005|p=10}} The {{abbr|NW&CCR|North Western and Charing Cross Railway}} was to have its [[Charing Cross (LCR) tube station|own station]] on the north side of Strand before it came to the surface alongside the main line station and connected to the {{abbr|SER's|South Eastern Railway}} tracks on [[Hungerford Bridge and Golden Jubilee Bridges|Hungerford Bridge]]. The railway was approved in July 1864.<ref>{{London Gazette |issue=22881 |date=2 August 1864 |pages=3828–3830}}</ref>

The following year, the [[Waterloo and Whitehall Railway]] (W&WR) received permission to construct a short railway between [[London Waterloo station|Waterloo station]] and a station at the western end of [[Great Scotland Yard]] at the junction with Whitehall. The line was to be a [[Atmospheric railway|pneumatic railway]] with the carriages sucked and pushed through the tunnels like a piston by fans at Waterloo.{{sfn|Badsey-Ellis|2005|p=27}} Construction works began for the ends of the cut and cover tunnels on each side of the [[River Thames]] and part of the cast-iron cylinder that was to be sunk into a trench dredged into the bed of the river.{{sfn|Badsey-Ellis|2005|pp=27–28}}

Progress on both railways was halted in the [[Panic of 1866]], a major crash in the London and international [[stock market]]s that led to the collapse of a number of banks and prevented funds being raised to continue the works. The {{abbr|W&WR|Waterloo and Whitehall Railway}} was [[liquidation|liquidated]] in 1868,{{sfn|Badsey-Ellis|2005|p=28}} and the {{abbr|NW&CCR|North Western and Charing Cross Railway}} plans were abandoned in 1869.{{sfn|Badsey-Ellis|2005|p=10}}

The {{abbr|NW&CCR|North Western and Charing Cross Railway}} plans were revived with minor changes by the [[Euston, St Pancras and Charing Cross Railway]] in 1870.<ref>{{London Gazette |issue=23682 |date=25 November 1870 |pages=5282–84}}</ref> A station was planned at the same location as the {{abbr|NW&CCR's|North Western and Charing Cross Railway}}. Parliamentary approval was granted in 1871 and the company changed its name to the [[London Central Railway]], but the scheme was again unable to raise sufficient funds. It was abandoned in 1874.{{sfn|Badsey-Ellis|2005|pp=12–13}}

====1880s====
[[File:Charing Cross Map 1880s.png|thumb|left|upright=1.2|Map showing proposed station sites, 1880s|alt=A map with coloured dots marking the proposed locations of stations]]
In 1881, the Central Metropolitan Railway proposed a cut-and-cover line running from [[Parliament Square]] to [[St Pancras railway station|St Pancras]]. At the southern end, the line was to run under Whitehall, Trafalgar Square and [[St Martin's Lane]], though the location of the station was not recorded. The section under Whitehall was opposed by the government and it was removed so that the line was to terminate at Charing Cross, but the whole scheme was rejected by Parliament in 1882.{{sfn|Badsey-Ellis|2005|p=16}}

Another proposal in 1881 was the [[Charing Cross and Waterloo Electric Railway]] (CC&WER). The proposal was similar to the {{abbr|W&WR's|Waterloo & Whitehall Railway}} 17 years earlier; a short line running in iron pipes sunk into the river bed connecting Waterloo station to the north side of the river, this time to a station {{convert|20|ft|m}} under Trafalgar Square.{{sfn|Badsey-Ellis|2005|p=17}} The scheme was the first in the UK to propose the use of [[electric traction]] for its trains and was supported by [[Carl Wilhelm Siemens|Sir William Siemens]] whose electrical engineering company [[Siemens Brothers]] was to provide the electrical equipment.{{sfn|Badsey-Ellis|2005|p=17}}{{efn|William Siemens' brother [[Werner von Siemens]] had demonstrated the first electric railway in Berlin in 1879.{{sfn|Badsey-Ellis|2005|p=17}}}} The {{abbr|CC&WER|Charing Cross and Waterloo Electric Railway}} was approved in August 1882.{{sfn|Badsey-Ellis|2005|p=18}} A proposal to extend the route to the [[City of London]] was submitted to Parliament later that year, but was withdrawn the following year as the company struggled to raise funds.{{sfn|Badsey-Ellis|2005|p=18}} In 1883, the London Central Electric Railway, proposed an extension of the {{abbr|CC&WER|Charing Cross and Waterloo Electric Railway}}; this time from the Charing Cross end with the line running to the [[General Post Office#Headquarters|General Post Office]] at [[St. Martin's Le Grand|St Martin's Le Grand]]. The plan was rejected.{{sfn|Badsey-Ellis|2005|p=20}} William Siemens died in 1883 and the {{abbr|CC&WER|Charing Cross and Waterloo Electric Railway}} plan was abandoned in 1885.{{sfn|Badsey-Ellis|2005|p=18}}

In 1884, proposals were made for two cut-and-cover lines to link Charing Cross with one of the northern terminals. The first proposal, the Charing Cross and Euston Railway, proposed a line between those two stations.<ref>{{London Gazette |pages=5471–73 |issue=25418 |date=28 November 1884}}</ref> At Charing Cross a terminal station was to be provided under Villiers Street which was to be closed to allow a separate branch to rise to the surface to cross the river on a new bridge adjacent to Hungerford bridge before connecting to the {{abbr|SER's|South Eastern Railway}} tracks south of the river.{{sfn|Badsey-Ellis|2005|pp=13–14}} The bill was withdrawn in February 1885.{{sfn|Badsey-Ellis|2005|p=14}} The second proposal, the London Central Subway), proposed connecting Charing Cross and [[London King's Cross railway station|King's Cross]].<ref>{{London Gazette |pages=5285–87 |issue=25417 |date=25 November 1884}}</ref> The station at Charing Cross was to be beneath the south side of Trafalgar Square {{convert|18|ft|9|in|m}} below ground.{{sfn|Badsey-Ellis|2005|p=20}} The government's [[Office of Works]] objected to the proposed alignment on the north side of Trafalgar Square because it believed the tunnels would compromise the foundations of the National Gallery. The bill was withdrawn in April 1885.{{sfn|Badsey-Ellis|2005|pp=21–22}}

Also in 1884, the King's Cross, Charing Cross and Waterloo Subway submitted a proposal to construct a line linking the three mainline terminals in its name.<ref>{{London Gazette |pages=5524–25 |issue=25418 |date=28 November 1884}}</ref> Unlike the earlier schemes and those of the Charing Cross and Euston Railway and London Central Subway, the company planned to construct its line at a deeper level with the tunnels constructed using a [[tunnelling shield]] and lined with cast-iron segments. The stations were to be constructed using the cut-and-cover technique with one platform above the other.{{sfn|Badsey-Ellis|2005|p=38}} Two stations were to be constructed close to Charing Cross: one to the south at the junction of Northumberland Avenue and Northumberland Street and one to the north in St Martin's Place.{{sfn|Badsey-Ellis|2005|p=38}}{{efn|The first example of this form of tunnelling was the [[Tower Subway]] opened in 1870. Its engineer, [[James Henry Greathead]], was the engineer for the King's Cross, Charing Cross and Waterloo Subway and also the [[City and South London Railway|City and South London Subway]] which was about to start construction between [[King William Street tube station|King William Street]] in the City of London and [[Elephant & Castle tube station|Elephant & Castle]]. The City and South London Subway, later renamed the City and South London Railway, opened in 1890 and is now part of the Northern line's [[Morden tube station|Morden]] and [[Bank and Monument stations|Bank]] branches.}} The bill was withdrawn in May 1885.{{sfn|Badsey-Ellis|2005|p=39}}

In 1889, the North and South London Subway was proposed.<ref>{{London Gazette |pages=6591–93 |issue=25996 |date=26 November 1889}}</ref> It was to connect [[Camden Town]] and [[Elephant & Castle]], and proposed a station north of the National Gallery at the junction of [[Charing Cross Road]] and Green Street (now Irving Street).{{sfn|Badsey-Ellis|2005|pp=48–49}} The bill was announced, but was not submitted to parliament.{{sfn|Badsey-Ellis|2005|p=49}}

====1890s====
[[File:Charing Cross Map 1890s.png|thumb|left|upright=1.2|Map showing proposed station sites, 1890s|alt=A map with coloured dots marking the proposed locations of stations]]
Following the successful opening in 1890 of the [[City and South London Railway]] (C&SLR), the first deep-level tube railway and the first underground railway using electric traction, a number of railways were proposed in London to be constructed and operated by similar means.{{sfn|Badsey-Ellis|2005|p=47}} In 1891, two bills were submitted for tube railways that were to serve Charing Cross: the Baker Street & Waterloo Railway (BS&WR) and the [[Charing Cross, Euston and Hampstead Railway|Hampstead, St Pancras & Charing Cross Railway]] (HStP&CCR).<ref>{{London Gazette |issue = 26225 |date =20 November 1891 |pages=6145–6147}}</ref><ref>{{London Gazette |issue=26226 |date=24 November 1891 |pages=6324–6326}}</ref>

The {{abbr|BS&WR|Baker Street and Waterloo Railway}} was to connect [[Baker Street]] and Waterloo station and the {{abbr|HStP&CCR|Hampstead, St Pancras & Charing Cross Railway}} was to connect [[Hampstead]] with Charing Cross with a branch to Euston, St Pancras and King's Cross.  The former company's station was to be under Trafalgar Square and the latter's was to be at the junction of King William Street (now William IV Street) and Agar Street with a pedestrian subway under Strand to the forecourt of the mainline station.{{sfn|Badsey-Ellis|2005|pp=56 & 58}}{{efn| The {{abbr|HStP&CCR's|Hampstead, St Pancras & Charing Cross Railway}} tunnels were to continue beyond Agar Street under Strand as far as Exeter Street.{{sfn|Badsey-Ellis|2005|p=58}}}} After a committee sat to consider these and the various other railways being proposed, the BS&WR was approved in March 1893 and the {{abbr|HStP&CCR|Hampstead, St Pancras & Charing Cross Railway}}, renamed to the Charing Cross, Euston and Hampstead Railway (CCE&HR), was approved in August 1893.{{sfn|Badsey-Ellis|2005|pp=56 & 59}} The {{abbr|BS&WR|Baker Street and Waterloo Railway}} and the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} would become the first two lines through Charing Cross to be completed, though it was several years before construction began on either line.{{sfn|Horne|2001|p=9}}{{sfn|Badsey-Ellis|2016|p=126}}

In 1896, the City and West End Railway proposed a route running between [[Cannon Street station|Cannon Street]] in the City of London and [[Hammersmith]] via the [[West End of London|West End]] and [[Knightsbridge]].<ref>{{London Gazette |issue=26797 |pages=6597–6599 |date=24 November 1896}}</ref><ref>{{cite news |url=https://link.gale.com/apps/doc/CS67952484/TTDA?u=kccl&sid=TTDA&xid=98f02bd8 |title=A New Electric Railway Project |newspaper=[[The Times]] |date=4 November 1896 |issue=35039 |page=4 |url-access=subscription |access-date=25 May 2020}}</ref> A station for Charing Cross was to be provided at King William Street.{{sfn|Badsey-Ellis|2005|p=72}} The company's east–west route would have been competition for a number of other lines that had been permitted but which had not yet opened: the under construction [[Central London Railway]] (CLR), the [[District Railway|Metropolitan District Railway's]] (MDR's) proposed [[Great Northern, Piccadilly and Brompton Railway#District Railway deep-level tube, 1896|deep level line]] and the [[Great Northern, Piccadilly and Brompton Railway#Brompton and Piccadilly Circus Railway, 1896|Brompton and Piccadilly Circus Railway]]'s (B&PCR's) line.{{sfn|Badsey-Ellis|2005|p=74}} Lobbying from these companies led to the City and West End Railway bill being rejected in April 1897.{{sfn|Badsey-Ellis|2005|p=74}}

The final new scheme of the 1890s was the Paddington and Charing Cross Railway's proposal in 1897 to link these two mainline stations.<ref>{{London Gazette |issue=26913 |pages=6829–6831|date=23 November 1897}}</ref> Its station at Charing Cross was to be under and parallel with [[Craven Street]] on the south side of the main line station.{{sfn|Badsey-Ellis|2005|p=79}} When the bill was first considered in January 1898, the promoters failed to attend Parliament to support it and the bill was declared "dead".{{sfn|Badsey-Ellis|2005|p=79}}

Also in 1897, the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} submitted a bill to change the route of the final section of its line.<ref>{{London Gazette |issue=26913 |pages=6827–6829 |date=23 November 1897}}</ref> Instead of turning east at the end of Charing Cross Road to Agar Street and Strand, the route was revised to run south past Trafalgar Square to end at a station under Craven Street. The change was approved in July 1898 and the previous routing was abandoned.{{sfn|Badsey-Ellis|2005|p=85}}

====1900s====
Like the opening of the {{abbr|C&SLR|City and South London Railway}} ten years earlier, the successful opening of the {{abbr|CLR|Central London Railway}} in 1900 spurred another set of proposals for new lines with routes criss-crossing London.{{sfn|Badsey-Ellis|2005|p=91}}{{efn|The Central London Railway opened on 30 July 1900 and by the end of the year private bills for twelve underground railway lines had been submitted to Parliament for consideration. Five were extensions of earlier proposals and seven were completely new companies.{{sfn|Badsey-Ellis|2005|pp=91–92}}}}

=====1901=====
[[File:Charing Cross Map 1901.png|thumb|left|upright=1.2|Map showing proposed station sites, 1901|alt=A map with coloured dots marking the proposed locations of stations]]
Proposals for the 1901 parliamentary session that planned to serve Charing Cross included three new lines and the extension of one already approved.{{sfn|Badsey-Ellis|2005|p=92}}

The Charing Cross, Hammersmith and District Railway (CCH&DR) proposed a line from just north of Charing Cross to Hammersmith via Knightsbridge and [[Kensington]].<ref>{{London Gazette |issue=27251 |pages=7967–7969 |date=27 November 1900}}</ref> Two stations were planned around Trafalgar Square: one to the north-east at Bedfordbury with its entrance probably to be located at the junction of Agar Street and Strand; the other on the south side of the Square.{{sfn|Badsey-Ellis|2005|p=99}}

The [[Piccadilly and City Railway]] (P&CR) proposed a line from [[Piccadilly Circus]] to Cannon Street. It planned to connect to other companies' lines at each end.<ref>{{London Gazette |issue=27251 |pages=7964–7967 |date=27 November 1900}}</ref>{{sfn|Badsey-Ellis|2005|p=100}} The P&CR's station at Charing Cross was to be on the east side of Adelaide Street at the junction with Strand.{{sfn|Badsey-Ellis|2005|p=100}}

The Victoria, City and Southern Electric Railway proposed a line from [[Pimlico]] to [[Peckham Rye]] connecting Victoria with [[City of London|the City]], Southwark and south-east London.<ref>{{London Gazette |issue=27249 |pages=7402–7405 |date=23 November 1900}}</ref> Its tunnels would have run between Whitehall and Strand with a station to the south-west of the mainline station.{{sfn|Badsey-Ellis|2005|p=97}} The promoters failed to appear before the parliamentary committee and the bill was declared "dead" in January 1901.{{sfn|Badsey-Ellis|2005|p=98}}

The {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} submitted a bill for an extension of its approved route south from Charing Cross to Westminster and Victoria.<ref>{{London Gazette |issue=27249 |supp=y |pages=7491–7493 |date=23 November 1900}}</ref>{{sfn|Badsey-Ellis|2005|p=95}}

To review all these bills and the others submitted for underground lines in London, Parliament established a joint committee under [[Robert Windsor-Clive, 1st Earl of Plymouth|Lord Windsor]].{{sfn|Badsey-Ellis|2005|p=93}} By the time the committee had produced its report,{{efn|The Windsor Committee made a number of recommendations on the schemes it had reviewed and on underground railways in general.{{sfn|Badsey-Ellis|2005|p=109}}}} the 1901 parliamentary session was almost over so the promoters of the bills were asked to resubmit them for the 1902 session.{{sfn|Badsey-Ellis|2005|p=111}}

=====1902=====
[[File:Charing Cross Map 1902.png|thumb|left|upright=1.2|Map showing proposed station sites, 1902|alt=A map with coloured dots marking the proposed locations of stations]]
The 1902 session saw an increase in the number of bills submitted for tube railways in London.{{efn|Thirty-two bills from 23 companies were announced in November 1901 for the 1902 parliamentary session.{{sfn|Badsey-Ellis|2005|pp=129–130}} One of these was not submitted and three were withdrawn by January 1902.{{sfn|Badsey-Ellis|2005|p=133}} A number of the additional proposals included plans for services through the Charing Cross area.}} The {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}}, {{abbr|CCH&DR|Charing Cross, Hammersmith and District Railway}} and {{abbr|P&CR|Piccadilly and City Railway}} bills from 1901 were resubmitted along with new bills from the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}}, the {{abbr|CLR|Central London Railway}} and the {{abbr|B&PCR|Brompton and Piccadilly Circus Railway}} and from a newcomer, the London United Electric Railway (LUER).{{sfn|Badsey-Ellis|2005|pp=129–130}} To manage the workload of reviewing all of the bills, two joint committees were established, one under Lord Windsor and the other under [[Thomas Lister, 4th Baron Ribblesdale|Lord Ribblesdale]].{{sfn|Badsey-Ellis|2005|p=131}}{{efn|The Windsor Committee reviewed bills for routes running east-west and the Ribblesdale Committee considered routes running north-south.{{sfn|Badsey-Ellis|2005|p=131}}}}

The Ribblesdale Committee considered the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} bills and rejected the extension to Victoria as being not in compliance with [[Standing orders in the Parliament of the United Kingdom|Commons standing orders]].{{sfn|Badsey-Ellis|2005|p=137}}{{efn|[[Parliamentary procedure|Rules and procedures]] known as standing orders existed covering the presentation of private bills to Parliament, and a failure to comply with these could result in a bill's rejection. Standing orders for railway bills included requirements to publish a notice of intention to submit the bill in the ''[[London Gazette]]'' in the November of the preceding year, to submit maps and plans of the route to various interested parties, to provide an estimate of the cost and to deposit 5% of the estimated cost into the [[Court of Chancery]].{{sfn|Badsey-Ellis|2005|p=41}}}} The new {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} bill proposed a short extension of the line southwards beneath the {{abbr|SER's|South Eastern Railway}} station to the {{abbr|MDR's|Metropolitan District Railway}} Charing Cross station (now [[Embankment tube station|Embankment]]) to provide an interchange with that line and the {{abbr|BS&WR|Baker Street and Waterloo Railway}}.<ref>{{London Gazette |issue=27379 |date=22 November 1901 |pages=7732–7734}}</ref> It was approved in November 1892.{{sfn|Badsey-Ellis|2005|p=138}}

The other bills affecting Charing Cross were considered by the Windsor Committee. Several of these involved tunnels between Charing Cross and Piccadilly Circus and, either independently or in conjunction with other companies' proposals, formed parts of routes connection Charing Cross to Hammersmith. Although it did not plan a station in the vicinity of Strand or Trafalgar Square, the {{abbr|B&PCR|Brompton and Piccadilly Circus Railway}} proposal for a short line to connect its planned station at Piccadilly Circus and the {{abbr|MDR's|Metropolitan District Railway}} planned deep-level platforms at its Charing Cross station would have required tunnels to run one above the other, south under Adelaide Street and Craven Street on the south-west side of the mainline station before turning east into Northumberland Avenue and north under [[Victoria Embankment]] to connect to the {{abbr|MDR's|Metropolitan District Railway}} planned tunnels.{{efn|A {{abbr|B&PCR|Brompton and Piccadilly Circus Railway}} interchange station would have been constructed at the {{abbr|MDR|Metropolitan District Railway}} end of the link.{{sfn|Badsey-Ellis|2005|pp=152–153}}}} The link was rejected on engineering grounds.{{sfn|Badsey-Ellis|2005|pp=152–153}}

The {{abbr|CLR|Central London Railway}} proposal was for a second line to connect its two existing termini at [[Shepherd's Bush tube station|Shepherds' Bush]] and Bank via a more southerly route to form a deep-level loop.{{sfn|Bruce|Croome|2006|p=19}}{{efn|One of the reasons for the loop line was to reduce the interval between trains. The {{abbr|CLR|Central London Railway}} was operated with locomotive-hauled trains and it took at least 2.5 minutes to change these at the termini. A loop would allow trains to run continuously without delay for the change over.{{sfn|Bruce|Croome|2006|pp=18–19}}}} At Charing Cross, the new line would have run under Strand, then north-west past Trafalgar Square towards Piccadilly Circus.{{sfn|Badsey-Ellis|2005|p=149}} The {{abbr|CCH&DR|Charing Cross, Hammersmith and District Railway}} bill reintroduced its Charing Cross to Hammersmith scheme from the previous year and proposed an additional connection to the {{abbr|P&CR|Piccadilly and City Railway}} at Agar Street.{{sfn|Badsey-Ellis|2005|pp=144–147}} The entirety of the {{abbr|CCH&DR|Charing Cross, Hammersmith and District Railway}} scheme and the majority of the {{abbr|CLR|Central London Railway}} scheme, including all of the southern loop line, were rejected by parliament.{{sfn|Badsey-Ellis|2005|p=165}}

The {{abbr|P&CR|Piccadilly and City Railway}} proposal was amended from the previous year to run beyond Piccadilly Circus to Hammersmith. This required its platforms at Charing Cross to be deeper than in its previous scheme.{{sfn|Badsey-Ellis|2005|p=153}} The {{abbr|LUER|London United Electric Railway}} was promoted by the [[London United Tramways]] (LUT) and also planned to run between Hammersmith and Charing Cross. Approaching from the west beneath [[The Mall, London|The Mall]], at Charing Cross the line was to form a loop running from the [[Duke of York Column]] at the south end of Waterloo Place, under Trafalgar Square to the corner of Duncannon Street and Strand before turning south to run under the mainline station to the junction of Northumberland Avenue and Whitehall Place before running west to complete the loop. Its station would have been located on the loop.{{sfn|Badsey-Ellis|2005|p=156}}

Mergers and amalgamations led to the {{abbr|P&CR|Piccadilly and City Railway}} and the {{abbr|LUER|London United Electric Railway}} routes being joined into a combined scheme, the London Suburban Railway (LSR).{{sfn|Badsey-Ellis|2005|pp=157–159}}{{efn|The {{abbr|P&CR|Piccadilly and City Railway}} amalgamated with the {{abbr|NELR|North East London Railway}} to form the [[Piccadilly, City and North East London Railway]] (PC&NELR) combining the proposed routes of the {{abbr|P&CR|Piccadilly and City Railway}} from Hammersmith to [[Ludgate Hill]] and the {{abbr|NELR|North East London Railway}} from Ludgate Hill to [[Southgate, London|Southgate]]. A third proposed scheme, the City and North Eastern Suburban Electric Railway, from [[Cannon Street]] to [[Waltham Cross]] was also included in the {{abbr|LSR|London Suburban Railway}} arrangements.{{sfn|Badsey-Ellis|2005|p=157}} All of the proposals were to be funded by [[J.S. Morgan & Co.]]{{sfn|Badsey-Ellis|2005|p=153}} The {{abbr|LSR|London Suburban Railway}} was to use the {{abbr|LUER|London United Electric Railway}}'s route from Hammersmith to [[Hyde Park Corner]] and then the {{abbr|PC&NELR|Piccadilly, City and North East London Railway}}'s route eastwards. The unneeded sections of the two companies' proposals east and west of Hyde Park were removed from the combined scheme{{sfn|Badsey-Ellis|2005|p=158}} The {{abbr|LUER|London United Electric Railway}} had proposed tunnels with a diameter of {{convert|12|ft|m}}, this was increased to {{convert|13|ft|3|in|m}} to match the {{abbr|PC&NELR|Piccadilly, City and North East London Railway}}'s.{{sfn|Badsey-Ellis|2005|p=175}}}} The {{abbr|LSR|London Suburban Railway}} proposals were modified in a number of ways before bills were ready at the end of July 1902 for a [[Reading (legislature)#Third reading|third and final reading]].{{sfn|Badsey-Ellis|2005|p=188}}{{efn|Although forming parts of an interconnected scheme, the {{abbr|LUER|London United Electric Railway}} and the {{abbr|PC&NELR|Piccadilly, City and North East London Railway}} parts were covered by separate bills.{{sfn|Badsey-Ellis|2005|p=185}}}} At Charing Cross, a station building to be shared with the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} was to be located on the north side of Strand at the junction with Adelaide Street with a pedestrian subway under Strand connecting to the mainline station.{{sfn|Badsey-Ellis|2005|p=169}} While the bills were awaiting their final readings, the {{abbr|LUT|London United Tramways}} was taken over by [[Edgar Speyer|Speyer Brothers]], the financiers of the rival [[Underground Electric Railways Company of London]] (UERL).{{sfn|Badsey-Ellis|2005|p=191}}{{efn|The {{abbr|LUT|London United Tramways}} had fallen out with J.S. Morgan & Co. over management of the {{abbr|LSR|London Suburban Railway}} and the division of the ownership of the amalgamated operation.{{sfn|Badsey-Ellis|2005|pp=188–192}}}} The {{abbr|LUER's|London United Electric Railway}} planned route was similar to that of the {{abbr|UERL|Underground Electric Railways Company of London}}-owned {{abbr|B&PCR|Brompton and Piccadilly Circus Railway}}.{{efn| Construction of the {{abbr|B&PCR|Brompton and Piccadilly Circus Railway}} began in July 1902.{{sfn|Wolmar|2005|p=181}}}} Under Speyer Brothers' control, the {{abbr|LUT|London United Tramways}} withdrew the {{abbr|LUER|London United Electric Railway}} bill and the remainder of the {{abbr|LSR|London Suburban Railway}} proposals failed.{{sfn|Badsey-Ellis|2005|pp=192–197}}

=====1903–1906=====
Fewer tube railway bills were proposed for the 1903 parliamentary session. Three bills included Charing Cross in their plans and were submitted by the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}}, the {{abbr|CLR|Central London Railway}} and the [[Great Northern, Piccadilly and Brompton Railway]] (GNP&BR).{{sfn|Badsey-Ellis|2005|p=202}}{{efn|The [[Great Northern, Piccadilly and Brompton Railway]] was formed in 1902 through a merger of the {{abbr|B&PCR|Brompton and Piccadilly Circus Railway}} and the [[Great Northern, Piccadilly and Brompton Railway|Great Northern and Strand Railway]].{{sfn|Badsey-Ellis|2005|pp=152–153}}}} The {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} bill provided for the purchase of additional land for its station.<ref>{{London Gazette |issue=27497 |date=21 November 1902 |pages=7642–7644}}</ref>{{sfn|Badsey-Ellis|2005|p=203}} The {{abbr|CLR|Central London Railway}} resubmitted its previous loop line bill unaltered expecting that the collapse of the {{abbr|LSR|London Suburban Railway}} plans would improve its chance of success.{{sfn|Badsey-Ellis|2005|p=212}}

The {{abbr|GNP&BR|Great Northern, Piccadilly and Brompton Railway}} proposed a modification of the previous year's {{abbr|B&PCR|Brompton and Piccadilly Circus Railway}} for a branch southwards from Piccadilly Circus. This time the branch would run under Leicester Square with platforms under King William Street and a station building at the junction of Agar Street and Strand. The tunnels would then turn eastwards under Strand to continue to [[Mansion House tube station|Mansion House]] in the City of London where it would connect to the {{abbr|MDR's|Metropolitan District Railway's}} deep-level line.{{sfn|Badsey-Ellis|2005|p=215}} Between Piccadilly Circus and Ludgate Circus, the route was similar to the {{abbr|CLR's|Central London Railway's}} loop line proposal.{{sfn|Badsey-Ellis|2005|pp=149 & 215}}

Neither of the bills proceeded as the [[Royal Commission on London Traffic]] was established on 10 February 1903 to consider future development of transport in London. During its deliberations consideration of any new proposals was suspended.{{sfn|Badsey-Ellis|2005|p=222}} After the Commission issued its report on 17 July 1905,{{sfn|Badsey-Ellis|2005|p=222}} an attempt was made to revive a bill that had been submitted too late for the 1903 session and had been waiting parliament's consideration since February 1903. The Hammersmith, City & North East London Railway (HC&NELR) was a re-presentation of the {{abbr|P&CR|Piccadilly and City Railway}} and {{abbr|NELR|North East London Railway}} schemes running from Hammersmith to Palmers Green. A station was planned between Agar Street and Bedford Street.{{sfn|Badsey-Ellis|2005|p=245}} The bill was rejected for not complying with standing orders in 1905,{{sfn|Badsey-Ellis|2005|pp=246–47}} and resubmitted for the 1906 session with the station moved to the junction of Agar Street and Strand.{{sfn|Badsey-Ellis|2005|p=251}} Again the bill was rejected for procedural reasons and it was not presented again.{{sfn|Badsey-Ellis|2005|pp=252–53}}{{efn|Although nothing more was done, the {{abbr|HC&NELR|Hammersmith, City & North East London Railway}} company continued to exist until it was dissolved in 1923.{{sfn|Badsey-Ellis|2005|p=253}}}}

===Construction and opening===
{{multiple image
 | align=right
 | direction=horizontal
 | total_width=400
 | caption_align=center
 | image1    = The Street railway journal (1906) (14760781405).jpg
 | alt1      = A circular tunnel with platform on the left and tracks on the right. The platform wall is tiled in bands with the words TRAFALGAR SQUARE picked out in coloured tiles
 | caption1  = Platform of Trafalgar Square station, 1906

| image2    = CharingCrossStrandStations.png
 | alt2      = A map with showing railway lines in black, theatres in red and public buildings in brown.
 | caption2  = Map from 1907 showing [[Great Northern, Piccadilly and Brompton Railway|Piccadilly]], [[Charing Cross, Euston and Hampstead Railway|Hampstead]], [[District Railway|District]] and [[Baker Street and Waterloo Railway|Bakerloo]] stations around Charing Cross
}}
Construction of the {{abbr|BS&WR|Baker Street and Waterloo Railway}} began in August 1898,{{sfn|Horne|2001|p=9}} with the boring of the tunnels under the River Thames beginning in February 1899.{{sfn|Badsey-Ellis|2016|p=117}}{{efn|Works were carried out from two [[Caisson (engineering)|caissons]] sunk from a jetty into the bed of the river. The jetty received deliveries of tunnel sections and allowed excavated material to be removed by boat.{{sfn|Horne|2001|p=9}} Work below the river was carried out in compressed air to stop water seeping into the tunnel.{{sfn|Badsey-Ellis|2016|p=117}}}} At the end of 1900, the collapse of the {{abbr|BS&WR's|Baker Street and Waterloo Railway's}} parent company, London & Globe Finance Corporation, put the railway company in financial difficulties.{{sfn|Horne|2001|p=9}}{{sfn|Day|Reed|2010|p=69}}{{efn|The collapse was because of fraud by its Managing Director [[Whitaker Wright]] who had manipulated the accounts of various subsidiaries to conceal losses from investors. Wright subsequently committed suicide by taking [[cyanide]] during his trial at the [[Royal Courts of Justice]].{{sfn|Horne|2001|p=9}}}} Tunnelling stopped in May 1901 with most of the running tunnels complete between Waterloo and the south end of Regent Street. At Trafalgar Square, the station tunnels had been excavated.{{sfn|Horne|2001|p=9}}{{sfn|Badsey-Ellis|2016|p=121}} In March 1902, the {{abbr|BS&WR|Baker Street and Waterloo Railway}} was taken over by a consortium of investors led by [[Charles Yerkes]].{{sfn|Badsey-Ellis|2005|p=118}}{{efn|Yerkes' consortium already owned the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}}, the {{abbr|GNP&BR|Great Northern, Piccadilly and Brompton Railway}} and the {{abbr|MDR|Metropolitan District Railway}}. These all became subsidiaries of the {{abbr|UERL|Underground Electric Railways Company of London}} the same year.}} Works restarted under the new owners and 80 per cent of the tunnels were complete by March 1903.{{sfn|Badsey-Ellis|2016|p=121}}

Construction of the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} began in September 1903.{{sfn|Badsey-Ellis|2016|p=126}} Tunnelling under the mainline station was done in compressed air to prevent any damage from [[Subsidence|ground movements]].{{sfn|Badsey-Ellis|2016|p=126}}{{efn|Tunnelling in compressed air is used to reduce the risk of unstable, water-bearing or heavily loaded ground collapsing into the open face of the excavation. An airlock is constructed in the tunnel which allows the air pressure to be increased providing additional support to the ground above. Men and material pass through the airlock to ensure that the increased pressure is maintained.{{sfn|Badsey-Ellis|2005|p=170}}}} The railway had permission to construct the underground station's ticket hall under part of the {{abbr|SER|South Eastern Railway}} station's forecourt, but it was to be done from below to avoid disrupting the station. In December 1905, [[Charing Cross roof collapse|the roof of the mainline station collapsed]] and the station closed for three months for rebuilding. During this period, the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} was given permission to excavate the forecourt for six weeks. Works to construct a lift shaft and form the walls around the ticket hall were carried out with a grid of steel beams placed across the site onto which the forecourt surface was reconstructed. Excavation of the ticket hall and a second lift shaft were carried out from the roofed-over space.{{sfn|Badsey-Ellis|2016|pp=126–127}}{{sfn|Horne|2009|p=22}}

Trafalgar Square station was provided with two {{convert|291|ft|m|adj=on}} long platforms.{{sfn|Day|Reed|2010|p=78}} There was nowhere to place a surface building, so the station had a sub-surface ticket hall under the square.{{sfn|Horne|2001|pp=17–18}} The ticket hall had three entrances: one at the south-east corner of the central area of the square, one on the corner of Strand and one on the east side of the square.{{sfn|Horne|2001|p=17}} [[Elevators|Lifts]] manufactured by the [[Otis Worldwide|Otis Elevator Company]] and a spiral stair connected the platforms and ticket hall.{{sfn|Horne|2001|p=19}}{{efn|At other {{abbr|BS&WR|Baker Street and Waterloo Railway}} stations with surface buildings, the lift winding gear was located on the first floor, without a surface building, the winding gear was placed at the bottom of the lift shaft.{{sfn|Horne|2001|p=19}}}} Platform tiling at Trafalgar Square station was started in early 1904.{{sfn|Horne|2001|p=18}}{{efn|The tiling scheme for {{abbr|BS&WR|Baker Street and Waterloo Railway}} stations was originally going to be plain white tiles covering the walls and ceilings of the platform similar to the tiling used on the {{abbr|C&SLR|City and South London Railway}} and {{abbr|CLR|Central London Railway}}. A decision was taken that all stations on the {{abbr|UERL|Underground Electric Railways Company of London}}-owned lines would have a unique patterned and coloured tiling scheme,{{sfn|Horne|2001|p=18}} but the northbound platform had already been tiled when the change was made and remained different from others on the line.{{sfn|Badsey-Ellis|2016|p=143}}}} The {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} station had two {{convert|350|ft|m|adj=on}} long platforms with the lifts again provided by Otis.{{sfn|Day|Reed|2010|p=78}}

Trafalgar Square station opened when the {{abbr|BS&WR|Baker Street and Waterloo Railway}} opened between Baker Street and [[Lambeth North tube station|Kennington Road]] on 10 March 1906. Charing Cross station opened as the southern terminus of the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} on 22 June 1907.{{sfn|Rose|2016}}

===Extension and modifications===
{{stack begin}}
{| class="wikitable mw-collapsible" style="text-align:center;font-size:75%;margin-left:1em;"
|+ Changes in Station Names
! rowspan="2" |&nbsp;
! colspan="3" |Charing Cross{{sfn|Rose|2016}}
! colspan="3" |Embankment{{sfn|Rose|2016}}
|-
!style="background:#{{rcr|London Underground|Bakerloo}};color:white;"| Bakerloo
!style="background:#{{rcr|London Underground|Northern}};color:white;"| Northern
!style="background:#{{rcr|London Underground|Jubilee}};color:white;"| Jubilee
!style="background:#{{rcr|London Underground|District}};color:white;"| District
!style="background:#{{rcr|London Underground|Bakerloo}};color:white;"| Bakerloo
!style="background:#{{rcr|London Underground|Northern}};color:white;"| Northern
|-
! 1870
|style="background:silver;"| &nbsp;
|style="background:silver;" rowspan="2"| &nbsp;
|style="background:silver;" rowspan="8"| &nbsp;
|rowspan="4"| Charing Cross
|style="background:silver;"| &nbsp;
|style="background:silver;" rowspan="3"|&nbsp;
|-
! 1906
|rowspan="7"| Trafalgar Square
|rowspan="2"| Embankment
|-
! 1907
| Charing Cross
|-
! 1914
| Charing Cross<br>(Strand)
|colspan="2"| Charing Cross<br>(Embankment)
|-
! 1915
| Strand
| colspan="3" rowspan="2"| Charing Cross
|-
! 1973
|rowspan="3"| <s>&nbsp;Strand&nbsp;</s><br/>{{small|(Closed)}}
|-
! 1974
|colspan="3"| Charing Cross Embankment
|-
! 1976
|colspan="3" rowspan="3"| Embankment
|-
! 1979
|colspan="3"| Charing Cross
|-
! 1999
|colspan="2"| Charing Cross
|<s>&nbsp;Charing Cross&nbsp;</s><br/>{{small|(Closed)}}
|}
{{stack end}}
The {{abbr|BS&WR|Baker Street and Waterloo Railway}} and {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} stations were not connected below ground. To make interchanging between the lines easier, on 6 April 1914, the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} was extended south under the mainline station to provide an interchange with the {{abbr|BS&WR|Baker Street and Waterloo Railway}} and the {{abbr|MDR|Metropolitan District Railway}}.{{sfn|Rose|2016}}{{efn|The CCE&HR extension was constructed as a single tunnel running south from Charing Cross as a loop under the [[River Thames]] and back. A single platform was constructed on the northbound return section of the loop.{{sfn|Badsey-Ellis|2005|p=271}}}} For the opening of the extension, the {{abbr|CCE&HR|Charing Cross, Euston and Hampstead Railway}} station was renamed ''Charing Cross (Strand)'' with the new station to the south being named ''Charing Cross (Embankment)''.{{efn|The two parts of the interchange station between the {{abbr|MDR|Metropolitan District Railway}} and the {{abbr|BS&WR|Baker Street and Waterloo Railway}} had previously used different names: ''Charing Cross'' ({{abbr|MDR|Metropolitan District Railway}}) and ''Embankment'' ({{abbr|BS&WR|Baker Street and Waterloo Railway}}).{{sfn|Harris|2006|p=25}}}} On 9 May 1915,{{sfn|Rose|2016}} these were changed again with the former Charing Cross station becoming ''Strand'' (causing a nearby station of the {{abbr|GNP&BR|Great Northern Piccadilly & Brompton Railway}} to change its name from ''Strand'' to ''[[Aldwych tube station|Aldwych]]'') and the other becoming ''Charing Cross''.{{sfn|Harris|2006|pp=17 & 25}}

Beginning in 1924, a number of central London stations were modernised with escalators being provided to replace lifts.{{sfn|Badsey-Ellis|2016|pp=196–197}} At Trafalgar Square, two Otis escalators came into use on 13 April 1926, doubling the capacity of the station.{{sfn|Badsey-Ellis|2016|pp=211–212}}<ref name=escalators>{{cite news |url=https://link.gale.com/apps/doc/CS201923213/TTDA?u=kccl&sid=TTDA&xid=98668171 |title=Escalators at Trafalgar Square |date=13 April 1926 |issue=44244 |page=12 |work=[[The Times]] |url-access=subscription |access-date=24 April 2020}}</ref> The ticket hall was modernised and extended to use the space previously occupied by the lifts and a passage was constructed to a new entrance in Cockspur Street on the south side of the square.<ref name=escalators/>{{sfn|Horne|2001|p=39}} The improvements to the ticket hall included the installation of automatic ticket machines.<ref name=tickets>{{cite news |url=https://link.gale.com/apps/doc/CS336272984/TTDA?u=kccl&sid=TTDA&xid=39568657 |title=Company Meetings – The Underground Railway Group |date=24 February 1928 |issue=44825|page=20 |work=[[The Times]] |url-access=subscription |access-date=24 April 2020}}</ref> Strand station retained its lifts.{{sfn|Badsey-Ellis|2016|pp=282}}{{efn|Although they received modifications for automatic operation in 1935,{{sfn|Horne|2009|p=67}} the original lifts were still operational in 1973 when Strand station was closed for reconstruction.{{sfn|Horne|2000|p=40}}}}

===War and new plans===
In September 1938 during the [[Munich Agreement|Sudeten Crisis]], when it appeared that war with Germany was imminent, the tunnels of the Bakerloo and Northern lines under the River Thames were closed and sealed with concrete to protect the system from flooding that might be caused by a bomb falling in the river and breaching the tunnels. As a consequence, between 27 September 1938 and 8 October 1938 both Trafalgar Square and Strand stations were closed.{{sfn|Horne|2001|p=52}}{{sfn|Horne|2009|p=50}}{{sfn|Day|Reed|2010|p=128}} After the crisis was resolved and the concrete seals were removed, works began on installing flood gates to protect the lines each side of the river. Following Germany's [[Polish Corridor#Ultimatum of 1939|ultimatum to Poland on the Polish Corridor]], the Northern line tunnels were again plugged on 1 September 1939 and were not reopened until 17 December 1939, once the flood gates had been installed.{{sfn|Horne|2009|pp=50 & 53}}{{efn|While the tunnels under the river were plugged, the Bakerloo line was closed between Piccadilly Circus and Elephant & Castle and the Northern line between Strand and Kennington.{{sfn|Horne|2001|p=52}}{{sfn|Horne|2009|p=50}} [[Railroad switch#Crossover|Crossovers]] at Strand and Piccadilly Circus allowed trains to be reversed.}}

On 12 October 1940, a German bomb fell on Trafalgar Square station killing seven people sheltering from [[the Blitz]].{{sfn|Day|Reed|2010|p=136}}

{{multiple image
 | align=left
 | direction=horizontal
 | total_width=400
 | caption_align=center
 | image1    = Extract from Report to the Minister of War Transport 21 January 1946 Map 1 Showing central area.jpg
 | alt1      = A map with different dashed lines marking routes of proposed railways. Two of which are labelled "A" and "B".
 | caption1  = The 1944 ''County of London Plan'' proposals for underground routes through Charing Cross ([[:File:Report to the Minister of War Transport 21 January 1946 Map 1.jpg|full map]])

| image2    = Extract from Report to the Minister of War Transport 21 January 1946 Map 3 - Charing Cross Area.jpg
 | alt2      = A map with green and red lines marking routes of proposed railways labelled "9", "5" and "12A".
 | caption2  = The 1946 Report proposals for underground routes through Charing Cross ([[:File:Report to the Minister of War Transport 21 January 1946 Map 3.png|full map]])
}}
In 1944, The ''[[County of London Plan]]'' recommended replacing the mainline station with one below ground served by two routes: Route A, running between [[Clapham]] and [[New Cross]] via [[London Victoria station|Victoria station]], [[Blackfriars station|Blackfriars]], Cannon Street and [[Wapping railway station|Wapping]] and Route B, a loop line linking Waterloo, Charing Cross, Blackfriars, Cannon Street and [[London Bridge station|London Bridge]].{{sfn|Inglis|1946|pp=7–8}} The location of the station was not specified.

A post-war report in 1946 rejected the idea of moving the mainline station entirely underground,{{sfn|Inglis|1946|p=8}} but did propose several new lines running in tunnels within the central area including two serving Charing Cross.{{efn|The report, ''Report to the Minister of War Transport, 21 January 1946'' by the Railway (London Plan) Committee 1944, considered twelve routes for improving mainline and London Underground services in the capital.{{sfn|Inglis|1946|pp=15–18}}}} Route 5 (running between [[Hither Green railway station|Hither Green]] and [[Old Oak Common]]) and Route 9 (running between [[Raynes Park railway station|Raynes Park]] and [[Clapton railway station|Clapton]]) were mainline routes proposed to connect to existing surface lines to allow main line trains to cross London without using the terminals. A third route, Route 12A, was a London Underground route running between [[Golders Green tube station|Golders Green]] and [[Waterloo tube station|Waterloo]].{{sfn|Inglis|1946|pp=16–17}} It was to run beneath the existing Northern line tunnels to relieve congestion on the line.{{sfn|Inglis|1946|p=17}}{{efn|A duplication of parts of the Northern line's tunnels had first been considered in 1935 when new tunnels were proposed between [[Camden Town tube station|Camden Town]] and [[Waterloo tube station|Waterloo]] and between [[Balham station|Balham]] and [[Kennington tube station|Kennington]] for express services that would bypass a number of stations. Strand station was one of those that would have been bypassed.{{sfn|Emmerson|Beard|2004|p=16}} During the war, [[London deep-level shelters|deep-level shelters]] were constructed beneath a number of Northern line stations so that they could be converted for use as part of the duplicate tunnels after the war.{{sfn|Emmerson|Beard|2004|pp=30–37}}}}

None of these proposals were developed by the mainline railway companies, the [[London Passenger Transport Board]] or their successor organisations.{{efn|Of the twelve routes in the 1946 report, only Route 8, "A South to North Link – [[East Croydon station|East Croydon]] to [[Finsbury Park station|Finsbury Park]]" was developed further, eventually becoming the [[Victoria line]].}}

In 1956, the [[London County Council]] planned to construct pedestrian subways from the ticket hall of Strand station under Strand to Duncannon Street and Adelaide Street with a [[travelator]] in the main passage from the station and escalators from the subways to street level. A separate subway from the north side of Strand to the ticket hall and another to connect to the subways from Trafalgar Square station were also proposed. The works were not carried-out.<ref>{{cite news |url=https://link.gale.com/apps/doc/CS67721043/TTDA?u=kccl&sid=TTDA&xid=0faaf4d0 |title=Strand Subway Scheme – Easing Congestion at Charing Cross |date=19 October 1956 |work=[[The Times]] |issue=53666 |page=4 |url-access=subscription |access-date=27 April 2020}}</ref>

===Reconstruction and integration for the Jubilee line===
[[File:Charing Cross tube station 1.jpg|thumb|Northern line and Jubilee line ticket hall in its 1979 colour scheme|alt=A large space covered with dark floor tiles and strip lighting. Ticket machines in the distance and posters on display boards]]
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 including proposals to extend the Bakerloo line south-east from Elephant & Castle to Camberwell and beyond.{{sfn|Horne|2001|pp=40, 56, 63}} 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]] to the City of London and then south of the River Thames to [[Lewisham]].{{sfn|Horne|2000|pp=28–34}} Lack of funding meant that only the first stage of the proposed line, from [[Baker Street tube station|Baker Street]] to Charing Cross, received royal assent in July 1969; funding was agreed in August 1971.{{sfn|Horne|2000|pp=34–35}}{{efn|Funding for Stage 1 of the line was to come from the [[Greater London Council]] and central government in the ratio 1:3.{{sfn|Horne|2000|p=35}}}}

Tunnelling began in February 1972 and was completed by the end of 1974.{{sfn|Horne|2000|p=38}} In 1977, during construction of the stations, the name of the line was changed to the Jubilee line, to mark the [[Silver Jubilee of Elizabeth II|Queen's Silver Jubilee]] that year.{{sfn|Horne|2000|p=44}}{{efn|The decision to change the name of the line was made by the Greater London Council, although the line was not expected to open until 1978 and did not open until 1979.{{sfn|Horne|2000|pp=44–45}}}}

At Charing Cross, the tunnels for the Jubilee line were aligned east–west beneath Strand with the running tunnels passing under the Bakerloo line and Northern line tunnels and the new Jubilee line platforms between the two. A cross-over junction to the west of the platforms enabled trains to terminate and start from both platforms. In preparation for the second stage of the line continuing to Aldwych and beyond, the running tunnels were continued east of the new platforms at Charing Cross, running beneath Strand to end at Wellington Street.{{sfn|Badsey-Ellis|2016|p=281}} The original Strand station ticket hall beneath the forecourt of the mainline station was enlarged under the forecourt and under Strand itself.{{sfn|Horne|2009|p=67}} To enable this, [[Deep foundation|piles]] were installed in the forecourt in January 1973 to support a steel umbrella structure erected over the area during the Easter weekend in 1973.{{sfn|Badsey-Ellis|2016|p=283}}{{sfn|Horne|2000|pp=40–42}} The foundations of the [[Eleanor cross]] in the station forecourt also needed to be underpinned to avoid it being damaged during the excavations.{{sfn|Badsey-Ellis|2016|p=283}} With the enlargement of the ticket hall, linking subways were constructed to new entrances in Villiers Street, on the north side of Strand, in Adelaide Street and in William IV Street.{{sfn|Horne|2009|p=67}}
[[File:Charing Cross tube station 2.jpg|thumb|left|The passage connecting the Bakerloo and Northern line platforms|alt=A long corridor with tiled floor and walls and a curved ceiling. The walls are lined at regular intervals with large posters framed behind glass]]
The new platforms were connected to both of the original stations, forming one new station.{{sfn|Horne|2000|p=40}} Strand station closed on 16 June 1973 so that an escalator shaft could be constructed diagonally through the original lift shafts down to an intermediate concourse.{{sfn|Rose|2016}}{{sfn|Horne|2009|p=67}} From here passages to and from the Northern line platforms branch off and a second set of three escalators descend to the eastern end of the Jubilee line platforms,{{sfn|Horne|2000|p=40}}{{sfn|Connor|2006|p=102}} which are {{convert|26.2|m|ft}} below street level. At Trafalgar Square station, the existing concourse at the bottom of the 1926 escalator shaft was enlarged to connect to a new passage which ran eastwards towards another concourse at the top of a second set of two escalators and a fixed stair down to the western end of the Jubilee line platforms.{{sfn|Horne|2000|pp=40–42}}{{sfn|Connor|2006|p=102}} To carry out the work on the station and the running tunnels, a site on the north-western corner of Trafalgar Square at Whitcomb Street was used to construct a pair of access shafts {{convert|120|ft|}} deep from which long passages were excavated beneath Trafalgar Square to the existing below ground concourses.{{sfn|Badsey-Ellis|2016|p=285}}{{efn|The site of the access shaft is now occupied by the [[National Gallery#Sainsbury Wing and later additions|Sainsbury Wing]] of the National Gallery.{{sfn|Badsey-Ellis|2016|p=285}}}} Although not originally intended for passenger use, part of one of these became the interchange passage between the Bakerloo and Northern lines.{{sfn|Badsey-Ellis|2016|p=285}}{{sfn|Horne|2000|p=42}} A new electrical sub-station to supply the line was installed at the bottom of one of Strand station's redundant escalator shafts.{{sfn|Badsey-Ellis|2016|p=284}} Once the structural work to enlarge the ticket hall was completed, the umbrella structure was removed in October 1975.{{sfn|Badsey-Ellis|2016|p=285}}

Work on fitting out the tunnels and stations began at the end of 1975, but serious delays in the progress of the work prevented the line from opening in 1978 as intended. Tracks and signals were commissioned and trial running of trains on the line began on 14 August 1978, but work on the station was delayed by [[industrial action]] at the escalator contractor.{{sfn|Horne|2000|pp=44–45}}

The official opening of the line by [[Charles III|Prince Charles]] took place on 30 April 1979, starting with a train journey from Green Park to Charing Cross.{{sfn|Horne|2000|p=45}} The Jubilee line opened to the public on 1 May 1979. On the same day the Northern line service was reinstated and the combined station was named Charing Cross.{{sfn|Rose|2016}}

The new Northern line and Jubilee line ticket hall was decorated in lime green and blue moulded plastic panels with black tiles.{{sfn|Day|Reed|2010|p=181}} Lime green was also used for the wall tiling of the Jubilee line platforms which was combined with decorative panels featuring images of [[Horatio Nelson, 1st Viscount Nelson|Lord Nelson]] and Trafalgar Square by [[David Gentleman]].{{sfn|Horne|2000|pp=46–47}}{{sfn|Bownes|Green|Mullins|2012|p=205}} Gentleman also designed the decorative scheme for the Northern line platforms. These have panels featuring a continuous mural illustrating, in the style of black and white [[woodcut]]s, the construction of the [[Eleanor Cross]].{{sfn|Horne|2009|p=67}}{{sfn|Bownes|Green|Mullins|2012|p=214}} The Bakerloo line platforms and ticket hall were not redecorated at the same time as those of the other two lines. This was carried out in 1983 when decorative panels for the platforms featuring artwork from the National Gallery and National Portrait Gallery were installed.{{sfn|Day|Reed|2010|p=181}}{{sfn|Horne|2001|p=74}}

{{multiple image
 | align=center
 | direction=horizontal
 | total_width=600
 | caption_align=center
 | image1    = Charing Cross station, Jubilee line platform 05 (crop).jpg
 | alt1      = A platform wall: a panel contains the London Underground roundel with "CHARING CROSS" in the centre. A band contains the station name along the top of the wall. A decorative panel shows a photo-montage of Lord Nelson from the top of Nelson's column and the lions from around its base
 | caption1  = Jubilee line platform

| image2    = David Gentleman Charing Cross 2 (Fair Use).jpg
 | alt2      = A platform wall: decorative panels show wood-cut images of people in mediaeval dress. Two push and pull a statue on a wheeled trolley as another beckons them forward. Two men in the background fight with clubs and another sits on a tower reading
 | caption2  = Northern line platform

| image3    = Charing Cross tube stn Bakerloo platform motif.JPG
 | alt3      = A platform wall: decorative panels show a sketch by Leonardo da Vinci.
 | caption3  = Bakerloo line platform
}}

===Closure of Jubilee line platforms===
Although permission had been granted in 1971 and 1972,{{sfn|Horne|2000|p=36}} 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.{{efn|Although London Transport obtained permission for Stage 2 (Charing Cross to [[Fenchurch Street railway station|Fenchurch Street]] via [[Ludgate Circus tube station|Ludgate Circus]] and Cannon Street) in 1971 and Stage 3 (Fenchurch Street to [[Lewisham station|Lewisham]] via [[New Cross railway station|New Cross]]) in 1972,{{sfn|Horne|2000|p=36}} uncertainty as to the appropriate eastern destination of the line and shortage of funds meant that the works were never begun.{{sfn|Horne|2000|pp=50–52}} A variety of alternative routes were considered during the 1970s and 1980s until a final route taking the line to [[Stratford station|Stratford]] was approved in 1992.{{sfn|Horne|2000|p=57}}}} The [[Jubilee Line Extension|Jubilee line extension]] took the line south of the River Thames via Waterloo. Due to the tightness of the curves required and speed restrictions that would have been needed it was impractical to reach Waterloo from Charing Cross.{{sfn|Horne|2000|p=57}}{{efn|A route from Charing Cross to Waterloo would have had to travel through a 180-degree curve to approach Waterloo from the north. A new route starting from Green Park, could have served either Embankment, [[St James's Park tube station|St James's Park]] or [[Westminster tube station|Westminster]]. The latter was on the most direct route and was the one chosen.{{sfn|Horne|2000|p=57}}}} New tunnels branching from the original route south of Green Park would be constructed, and the line to Charing Cross would be closed.{{sfn|Horne|2000|p=57}} Tunnelling began in May 1994 and the new extension opened in stages starting at [[Stratford station|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.{{sfn|Rose|2016}} The Jubilee line platforms were closed and walls constructed across the intermediate concourses at the top of the two banks of escalators.

The Jubilee line platforms are still used by Jubilee line trains as [[Siding (rail)|sidings]] to reverse trains from southbound to northbound. To do so southbound trains terminate and disembark passengers at Green Park station and run empty to one of the Charing Cross platforms.<ref>{{cite web |url=https://www.whatdotheyknow.com/request/charing_cross_jubilee_line_usage |title=Charing Cross Jubilee Line usage |publisher=Whatdotheyknow |date=14 August 2017 |access-date=8 May 2020}}</ref> In August 2023, a miscommunication resulted in a train being sent down the wrong track. Not all passengers were able to disembark at Green Park before the train arrived at the abandoned platforms.<ref>{{Cite web |title=London Tube passengers baffled as train pulls into abandoned station |url=https://www.bbc.com/news/articles/c10z76m1mg0o |access-date=2024-06-10 |website=www.bbc.com |language=en-GB}}</ref> [[London Transport Museum]] also runs guided tours of the disused platforms, corridors, and concourse as part of its Hidden London programme, which takes the public to closed-off parts of the Underground network.<ref>{{Cite web |date=2024-01-14 |title=Charing Cross: Access All Areas |url=https://www.ltmuseum.co.uk/whats-on/hidden-london/charing-cross |access-date=2024-02-21 |website=London Transport Museum |language=en}}</ref>

===Proposal for connection to Docklands Light Railway===
In July 2005, a report, ''DLR Horizon 2020 Study'', for the [[Docklands Light Railway]] (DLR) examined "pragmatic development schemes" to expand and improve the DLR network between 2012 and 2020. One of the proposals was an extension of the DLR from Bank to Charing Cross. The unused tunnels under Strand would be enlarged to accommodate the larger DLR trains.<ref>{{cite book | url=http://www.whatdotheyknow.com/request/18439/response/46991/attach/4/Report%20Horizon%202020%20Final%20Issue.pdf | title=DLR Horizon 2020 Study | date=July 2005 | author=Ove Arup & Partners | pages=34–38 & 66 | author-link=Arup Group Limited | archive-url=https://web.archive.org/web/20111108214018/http://www.whatdotheyknow.com/request/18439/response/46991/attach/4/Report%20Horizon%202020%20Final%20Issue.pdf | archive-date=8 November 2011 | url-status=live |access-date=8 May 2020}}</ref> In 2011, the DLR published a proposal to continue the extension to Victoria via Green Park.<ref>{{cite web |title=Potential DLR extensions |url=http://developments.dlr.co.uk/uploadedFiles/Development_Projects/The_future_of_DLR/Where_we_go_Next/DLRextVicEustonStP.pdf |publisher=[[Transport for London]] |access-date=17 July 2018 |date=21 September 2010 |url-status=dead |archive-url=https://web.archive.org/web/20110515180446/http://developments.dlr.co.uk/uploadedFiles/Development_Projects/The_future_of_DLR/Where_we_go_Next/DLRextVicEustonStP.pdf# |archive-date=15 May 2011 }}</ref> No further work has been done on these proposals.

===Ticket hall refurbishment and closure of subways===
[[File:Charing Cross Underground Station (geograph 5963644).jpg|thumb|Northern line ticket hall after refurbishment|alt=A large bright space with tiled floor and suspended ceiling with occasional lights. A row of ticket gates are on the left]]
In 2016 and 2017, the two ticket halls were separately closed for refurbishment. In each one, interior finishes and lighting were replaced and new ticket barriers were installed. The Northern line ticket hall closed in September 2016 and was scheduled to reopen in July 2017,<ref>{{cite web |url=https://tfl.gov.uk/info-for/media/press-releases/2016/august/charing-cross-ticket-halls-to-be-renovat |title=Charing Cross ticket halls to be renovated |publisher=[[Transport for London]] |date=30 August 2016 |access-date= 7 May 2020}}</ref> but reopened a month earlier.<ref name=NightTube>{{cite news |url=https://www.standard.co.uk/news/transport/london-economy-handed-boost-as-major-station-opens-for-night-tube-services-a3574641.html |title=London economy handed boost as major station opens for Night Tube services |last=Murray |first=Dick |work=[[Evening Standard]]|location=London|date=28 June 2017 |access-date=5 May 2020}}</ref> Following its reopening, Northern line [[Night Tube]] services began stopping at the station on 30 June 2017. They had been introduced on the line in November 2016,<ref>{{cite web |url=https://www.bbc.co.uk/news/uk-england-london-38016861 |title=Night Tube services to begin on the Northern Line |date=18 November 2016 |work=[[BBC News]] |access-date=28 December 2016}}</ref> but did not serve Charing Cross until the Northern line ticket hall reopened.<ref name=NightTube/>

In June 2020 a planning approval was granted to close the subways to Adelaide Street, William IV Street and the north side of Strand and convert the space to office and retail use linked to the building above.<ref>{{cite web |url=https://idoxpa.westminster.gov.uk/online-applications/applicationDetails.do?activeTab=summary&keyVal=PX1O25RPH9T00 |title=Search licensing / planning applications and decisions |publisher=[[Westminster City Council|City of Westminster]] |date=10 June 2020 |access-date=28 October 2020}}</ref>

==Use in media==
As the Jubilee line platforms and track are maintained by TfL for operational reasons, they can be used by film and television makers requiring a modern Underground station location.<ref>{{cite web |url=https://tfl.gov.uk/info-for/media/filming-and-photography/exclusive-areas |title=Exclusive areas |publisher=[[Transport for London]] |access-date=8 May 2020 |archive-date=4 September 2018 |archive-url=https://web.archive.org/web/20180904052337/https://tfl.gov.uk/info-for/media/filming-and-photography/exclusive-areas |url-status=dead }}</ref>

Films, television productions and music videos that have been shot at Charing Cross include:
*''[[The Fourth Protocol (film)|The Fourth Protocol]]'' (1987)<ref name="Movie Map">{{cite web|url=https://moviemaps.org/locations/249 |title=Movies filmed at Charing Cross |work=Movie Maps |access-date=8 May 2020}}</ref>
*''[[Creep (2004 film)|Creep]]'' (2004)<ref name="tfl film"/>
*"[[Cry (Alex Parks song)|Cry]]" (2004), [[Alex Parks]] (music video){{sfn|Long|2014|p=176}}
*''[[28 Weeks Later]]'' (2007)<ref name="tfl film">{{cite web|url=http://www.tfl.gov.uk/tfl/corporate/media/lufilmoffice/ |publisher=[[Transport for London]] |title=London Underground Film Office |archive-url=https://web.archive.org/web/20100803043241/http://www.tfl.gov.uk/tfl/corporate/media/lufilmoffice/ |archive-date=3 August 2010 |url-status=dead |access-date=8 May 2020}}</ref>
*''[[The Bourne Ultimatum (film)|The Bourne Ultimatum]]'' (2007)<ref name="tfl film"/>
*''[[Flood (2007 film)|Flood]]'' (2007)<ref name=imdb>{{cite web|url=http://railwaymoviedatabase.com/flood/|title=British Railway Movie Database |work=railwaymoviedatabase.com |access-date=10 August 2021}}</ref>
*''[[The Escapist (2008 film)|The Escapist]]'' (2008)<ref name="tfl film"/>
*''[[Spooks (TV series)|Spooks]]'' (2009)<ref name="tfl film"/>
*''[[Skyfall]]'' (2012)<ref>{{cite web |url=http://www.mi6-hq.com/news/index.php?itemid=9859 |title=James Bond News: MI6: 'Skyfall' night shoot at Charing Cross tube station (photos) |work=MI6-HQ.COM |date=8 December 2011 |access-date=8 May 2020}}</ref>
*''[[Thor: The Dark World]]'' (2013)<ref>{{cite web |url=https://www.newstatesman.com/culture/2013/11/hollywoods-rubbish-tube-geography-thor-2-unnecessary-distraction |last=O'Malley |first=James |title=Hollywood's rubbish Tube geography in Thor 2 is an unnecessary distraction |work=[[New Statesman]] |date=8 November 2013 |access-date=3 December 2020}}</ref>
*''[[Paddington (film)|Paddington]] (2014)<ref>{{cite news |last1=O’Connor |first1=Joanne |title=On location: Paddington |url=https://www.ft.com/content/1747ca2a-7a29-11e4-8958-00144feabdc0 |newspaper=Financial Times |date=5 December 2014}}</ref>
*''[[Whisky Story]]'' (2015), [[Example (musician)|Example]] (music video)<ref>{{YouTube|id=CQceqbA7kFI|title=Example - Whisky Story (Official Video)}}</ref>
*''[[London Has Fallen]]'' (2016)
*''[[The Rook (miniseries)|The Rook]]'' (2019)<ref name="Movie Map"/>
*''[[Killing Eve]]'' (2019)<ref name="Movie Map"/>
*''[[Morbius_(film)|Morbius]]'' (2022)<ref>{{cite web|url=http://www.fantrippers.com/en/the-shooting-locations-of-morbius/|title=The shooting locations of Morbius |work=fantrippers.com |access-date=}}</ref>

==Services and connections==
[[File:Charing Cross tube entrance (44717334210).jpg|thumb|Pedestrian subway entrance from the corner of Trafalgar Square to the Bakerloo line ticket hall |alt=A narrow stair surrounded by decorative railings curves down from the pavement. The London Underground logo forms part of sign above. Large stone buildings line the street in the background]]

===Services===

==== Northern line ====
The typical offpeak service on the Northern line in trains per hour (tph) is as follows: <ref>{{Cite web |last=Matters |first=Transport for London {{!}} Every Journey |title=Northern line timetable |url=https://tfl.gov.uk/tube/timetable/northern |access-date=2023-06-30 |website=Transport for London |language=en-GB}}</ref><ref>{{Cite web |title=CULG - Northern Line |url=https://www.davros.org/rail/culg/northern.html |access-date=2023-06-30 |website=www.davros.org}}</ref>

* 20tph Southbound to [[Kennington tube station|Kennington]], of which 10 continues to [[Battersea Power Station tube station|Battersea]]
* 10tph Northbound to [[Edgware tube station|Edgware]]
* 8tph Northbound to [[High Barnet tube station|High Barnet]]
* 2tph Northbound to [[Mill Hill East tube station|Mill Hill East]]

There is also a crossover to the north of the station to allow trains to terminate and turn around.<ref>{{Cite web |title=Detailled London transport map (track, depot, ...) |url=https://cartometro.com/cartes/metro-tram-london/ |access-date=2023-06-30 |website=cartometro.com}}</ref>

==== Bakerloo line ====
The typical off-peak service on the Bakerloo line in trains per hour (tph) is as follows: <ref>{{Cite web |last=Matters |first=Transport for London {{!}} Every Journey |title=Bakerloo line timetable |url=https://tfl.gov.uk/tube/timetable/bakerloo |access-date=2023-06-30 |website=Transport for London |language=en-GB}}</ref><ref>{{Cite web |title=CULG - Bakerloo Line |url=https://www.davros.org/rail/culg/bakerloo.html |access-date=2023-06-30 |website=www.davros.org}}</ref>

* 16tph Southbound to [[Elephant & Castle tube station|Elephant & Castle]]
* 8tph Northbound to [[Queen's Park station (England)|Queen's Park]]
* 4tph Northbound to [[Stonebridge Park station|Stonebridge Park]]
* 4tph Northbound to [[Harrow & Wealdstone station|Harrow & Wealdstone]]

===Connections===
* [[London Buses]] routes [[London Buses route 9|9]], [[London Buses route 12|12]], [[London Buses route 15|15]], [[London Buses route 24|24]], [[London Buses route 26|26]], [[London Buses route 29|29]], [[London Buses route 87|87]], [[London Buses route 88|88]], [[London Buses route 91|91]], [[London Buses route 139|139]], [[London Buses route 159|159]], [[London Buses route 176|176]] and [[London Buses route 453|453]] and night routes [[London Buses route N3|N3]], [[London Buses route N5|N5]], [[London Buses route N9|N9]], [[London Buses route N11|N11]], [[London Buses route N15|N15]], [[London Buses route N20|N20]], [[London Buses route N21|N21]], [[London Buses route N26|N26]], [[London Buses route N29|N29]], [[London Buses route N41|N41]], [[London Buses route N44|N44]], [[London Buses route N53|N53]], [[London Buses route N87|N87]], [[London Buses route N89|N89]], [[London Buses route N91|N91]], [[London Buses route N97|N97]], [[London Buses route N109|N109]], [[London Buses route N113|N113]], [[London Buses route N136|N136]], [[London Buses route N155|N155]], [[list of night buses in London#N199|N199]], [[London Buses route N279|N279]], [[London Buses route N343|N343]], [[London Buses route N381|N381]], [[London Buses route N550|N550]] and [[London Buses route N551|N551]] serve Trafalgar Square and Charing Cross station.<ref>{{cite web |url=http://content.tfl.gov.uk/bus-route-maps/trafalgar-square-and-charing-cross-a4-121019.pdf |title=Buses from Trafalgar Square and Charing Cross |publisher=[[Transport for London]] |date=12 October 2019 |access-date=3 May 2020 |archive-date=16 March 2021 |archive-url=https://web.archive.org/web/20210316175617/https://content.tfl.gov.uk/bus-route-maps/trafalgar-square-and-charing-cross-a4-121019.pdf |url-status=dead }}</ref><ref>{{cite web |url=https://tfl.gov.uk/maps/bus?Input=Trafalgar+Sq+%2F+Charing+Cross+Stn&InputGeolocation=51.507631%2C-0.129804 |title=Buses nearby: Trafalgar Square/Charing Cross Stn |publisher=[[Transport for London]] |date=3 May 2020 |access-date=3 May 2020}}</ref>

==Notes and references==
===Notes===
{{notelist}}

===References===
{{reflist|colwidth=20em}}

===Bibliography===
{{refbegin|40em}}
* {{cite book |last=Badsey-Ellis |first=Antony |title=London's Lost Tube Schemes |year=2005 |publisher=Capital Transport |isbn=978-1-85414-293-1 }}
* {{cite book |last=Badsey-Ellis |first=Antony |title=Building London's Underground: From Cut-and Cover to Crossrail |year=2016 |publisher=Capital Transport |isbn=978-1-8541-4397-6 }}
* {{cite book |last1=Bownes |last2=Green |last3=Mullins |first1=David |first2=Oliver |first3=Sam |title=Underground: How the Tube Shaped London |year=2012 |publisher=[[London Transport Museum]]/[[Penguin Books|Allen Lane]] |isbn=978-1-846-14462-2 }}
* {{cite book |last1=Bruce |first1=J Graeme |last2=Croome |first2=Desmond F |title=The Central Line |orig-year=1996 |year=2006 |edition=2nd |publisher=Capital Transport|isbn=978-1-85414-297-9}}
* {{cite book |last=Connor |first=J. E. |title=London's Disused Underground Stations |publisher=Capital Transport |year=2006 |orig-year=1999 |edition=2nd (revised) |isbn=978-1-85414-250-4 }}
* {{cite book |last1=Day |first1= John R |last2=Reed |first2=John |orig-year=1963 |year=2010 |edition=11th |title=The Story of London's Underground |publisher=Capital Transport |isbn=978-1-85414-341-9 }}
*{{cite book |last1=Emmerson |first1=Andrew |last2=Beard |first2=Tony |title=London's Secret Tubes|year=2004 |publisher=Capital Transport |isbn=978-1-85414-283-2}}
*{{cite book |last=Harris |first=Cyril M |title=What's in a name? |edition=4th (updated) |publisher=Published by Capital Transport, in co-operation with [[London Transport Museum]] |year=2006 |orig-year=1977 |isbn=978-1-85414-241-2}}
* {{cite book |last=Horne |first=Mike |title=The Bakerloo Line: An Illustrated History |publisher=Capital Transport |year=2001 |isbn=978-1-85414-248-1 }}
* {{cite book |last=Horne |first=Mike |title=The Jubilee Line: An Illustrated History |year=2000 |publisher=Capital Transport |isbn=978-1-85414-220-7 }}
* {{cite book |last=Horne |first=Mike |title=The Northern Line: An Illustrated History |publisher=Capital Transport |year=2009 |orig-year=1990 |edition=3rd |isbn=978-1-85414-326-6 }}
*{{cite book |last=Inglis |first=Charles |author-link=Charles Inglis (engineer) |title=Report to the Minister of War Transport |date=21 January 1946 |publisher=[[Ministry of War Transport]]/[[Office of Public Sector Information|His Majesty's Stationery Office]] |url=https://archive.org/stream/railways00609132#mode/2up |access-date=21 October 2017 }}
* {{cite book |last=Long |first=David |url=https://books.google.com/books?id=rRY7AwAAQBAJ&q=Cry+%22Alex+Parks%22+video+official&pg=PA176 |title=The Little Book of the London Underground |publisher=The History Press |year=2014 |isbn=978-0-7524-6236-3 }}
* {{cite book |last=Rose |first=Douglas |title=The London Underground, A Diagrammatic History |year=2016 |orig-year=1980 |edition=9th |publisher=Douglas Rose/Capital Transport |isbn=978-1-85414-404-1 }}
* {{Cite book |last=Wolmar |first=Christian |title = The Subterranean Railway: How the London Underground Was Built and How It Changed the City Forever
|publisher = Atlantic Books |isbn=978-1-84354-023-6 |orig-year=2004|year = 2005|author-link = Christian Wolmar}}
{{refend}}

==External links==
{{commons category|Charing Cross tube station}}
* [http://www.squarewheels.org.uk/rly/CHX-EMBconundrum The Charing Cross-Embankment-Strand conundrum] explains the various names of the tube stations in this area.
* [http://www.abandonedstations.org.uk/Charing_Cross_station.html London's Abandoned Tube Stations – Charing Cross]
* [https://www.ltmuseum.co.uk/collections/collections-online/photographs London Transport Museum Photographic Archive]
** {{LTM archive|1998-87172|Subway entrance to Trafalgar Square station, 1906}}
** {{LTM archive|1998-57001|Stairway entrance to Charing Cross station from Craven Street, 1909}}
** {{LTM archive|1998-89912|Trafalgar Square station booking hall, 1922}}
** {{LTM archive|1998-84497|Strand station booking hall, 1927}}
** {{LTM archive|1998-57839|Craven Street entrance to Strand station, 1937.}} Note sign pointing way to Bakerloo line.
** {{LTM archive|1998-62732|Strand station booking hall, 1973, two weeks after closure for reconstruction}}
** {{LTM archive|1998-70986|Northbound Bakerloo line platform with original all-white tiling scheme, 1979}}
** {{LTM archive|2002-19028|New Charing Cross station booking hall, 1979}}
** Platform murals
*** {{LTM archive|2002-15164|Northern line – Construction of Charing Cross, 1980}}
*** {{LTM archive|2001-16055|Bakerloo line – Pictures from the National Gallery, 1988}}
*** {{LTM archive|2002-17815|Jubilee line – Images of Nelson's Column, 1992}}

{{Adjacent stations|system=London Underground
  |line1=Bakerloo|left1=Piccadilly Circus|right1=Embankment
  |line2=Northern|left2=Leicester Square|right2=Embankment|type2=Charing Cross
|header3=Former services
  |line3=Jubilee|left3=Green Park
|header4=Abandoned plans
  |line4=Jubilee|left4=Green Park|right4=Aldwych|type4=phase 2
}}

{{Bakerloo line navbox}}
{{Northern line navbox}}
{{Jubilee line navbox}}
{{closed london underground stations}}

[[Category:Tube stations in the City of Westminster]]
[[Category:Former Baker Street and Waterloo Railway stations]]
[[Category:Former Charing Cross, Euston and Hampstead Railway stations]]
[[Category:Railway stations in Great Britain opened in 1906]]
[[Category:Railway stations in Great Britain opened in 1907]]
[[Category:Bakerloo line stations]]
[[Category:Northern line stations]]
[[Category:London Underground Night Tube stations]]