The Anonymous Widower

17 Tube Stations That Face Chronic Overcrowding If Crossrail 2 Is Stopped

The title of this post is the same as that of an article in today’s Standard.

This is the first two paragraphs.

Hundreds of thousands more Londoners will suffer chronic overcrowding on the Tube if Crossrail 2 does not go ahead, it was claimed today.

Transport for London released a list of 17 Underground stations that could buckle under the strain of too many commuters within a few years.

It then lists the stations.

  • Euston
  • King’s Cross St. Pancras
  • Liverpool Street
  • London Bridge
  • Victoria
  • Waterloo
  • Finsbury Park
  • Stockwell
  • Stratford
  • Oxford Circus
  • Highbury & Islington
  • Clapham Common
  • Clapham North
  • Clapham South
  • Holborn
  • Warren Street
  • Leicester Square

It then quotes Caroline Pidgeon, who obtained the list, as follows.

Overcrowding on the Underground is already a daily battle, with many passengers facing regular delays to simply get through barriers at stations.

Unless Crossrail 2 is built these delays will increasingly build up until drastic measures are necessary at 17 key Tube stations, not to mention Clapham Junction railway station.

“Planning ahead for Crossrail 2 is not an optional extra for London’s transport network but of vital importance to keep London moving.

She has certainly highlighted a serious problem.

Call For Crossrail 2

Two years ago to the day, I wrote a post called Call For Crossrail 2 in response to a letter in The Times, from a wide cross section of business leaders calling for a start to be made on the line.

In the post, I talked about improving various stations, just by building Crossrail 2, so in the following notes on the list of crowded stations, I will refer to this post several times in the following.

Euston

Euston tube station is a particular problem in that in the next decade or so, the following will or could happen.

Hopefully, the rebuilding for whichever comes first of  HS2 or Crossrail 2, will make provision for even the most fanciful of expansions.

One Transport for London engineer told me that one of the main reasons for building HS2 and terminating it at Euston, is to be able to sort out the dreadful Euston tube station.

Kings Cross St. Pancras

Kings Cross St. Pancras tube station had a pretty good makeover around the time of the 2012 London Olympics, but it does suffer congestion and travellers have to walk long distances.

The Wikipedia entry for Kings Cross St. Pancras tube station has a section for Crossrail 2. This is said.

Since 1991, a route for a potential Crossrail 2 has been safeguarded, including a connection at King’s Cross St Pancras and Euston, forming the station Euston King’s Cross St Pancras. The proposed scheme would offer a second rail link between King’s Cross and Victoria in addition to the Victoria line. The locations for any new stations on the route will depend on the loading gauge of the final scheme. In the 2007 safeguarded route, the next stations would be Tottenham Court Road and Angel.

There is also a proposal to reopen the closed York Road tube station. In the Wikipedia entry for York Road station under Proposed Reopening, this is said.

One of London’s largest redevelopment projects, King’s Cross Central, began construction in 2008 across the road from the station. Islington council and Transport for London commissioned a study in 2005 to consider the possible reopening of the station. At the same time, however, it was recognised that other transport priorities reduced the likelihood of such a project moving forward in the near future. The site would need extensive overhauls to bring the station up to modern day standards, at a cost estimated at £21 million in 2005. Local political groups have been keen to see the station reopened in order to reduce passenger congestion at King’s Cross St. Pancras and to encourage development in the surrounding community. The Islington Liberal Democrats advocated the reopening of the station in their 2006 local election manifesto, and at least one candidate for the Islington Conservative Party similarly campaigned for the station to be reopened. However, to date, the reopening proposal has not been taken forward.

I wonder if York Road tube station will ever be reopened.

Liverpool Street

The Liverpool Street station complex will be even bigger and busier after Crossrail opens.

The main difference will be that the current Shenfield Metro will now disappear into the ground at Stratford and go under Central London to Heathrow and Reading.

Crossrail 2 will effectively channel the Lea Valley services, that current go into Liverpool Street station under London to emerge in the Wimbledon area.

Effectively, Crossrail and Crossrail 2 major effect on Liverpool Street station are to free up capacity in both tracks and platforms, thuis allowing more longer distance services to use the station.

London Bridge

London Bridge station is being rebuilt and expanded, but little seems to be planned for London Bridge tube station to cope with more passengers.

In Call For Crossrail 2, I said this about Crossrail 2 and the Northern Line.

Crossrail 2 will have interchanges with the Northern Line at Angel, Kings Cross St. Pancras, Euston, Tottenham Court Road, Tooting Broadway and possibly Clapham Junction. So it looks like that Crossrail 2 will certainly make journeys easier for users of the Northern Line.

This should mean that travellers on the Northern Line will be able to avoid a congested London Bridge tube station.

Victoria

Victoria tube station is being extended and rebuilt, which should result in sufficient capacity for more than a few years.

In Call For Crossrail 2, I said this about Crossrail 2 and the Victoria Line.

Crossrail 2 will effectively by-pass the central part of the Victoria Line as the two lines connect at Tottenham Hale, Seven Sisters, Kings Cross, Euston and Victoria.

This should take some of the pressure from Victoria tube station.

Waterloo

Waterloo tube station is a very busy tube station, as it has to cope with all the passengers using Waterloo station.

Crossrail 2 will allow passengers to bypass Waterloo, when travelling to and from Central London.

However, three major improvements will be delivered this year.

  • The old Eurostar platforms are being brought back into use.
  • Extra capacity is being added to the Underground station.
  • I also think that when they have completed the improvements at the Bank end of the Waterloo and City Line. 
  • Will improvements follow at the Waterloo end?

I think Waterloo shouldn’t be judged until the current round of work is completed.

Finsbury Park

Finsbury Park station is a station that suffered badly when the Victoria Line was tunnelled through in the 1960s.

Lifts are being installed, but extra services will be added.

  • Thameslink will call regularly at the station.
  • The services on the Northern City Line will become the Great Northern Metro with an increased frequency.

Crossrail 2 will provide relief for Finsbury Park, as it provides a by-pass for the Victoria Line.

But the station needs to have quite a bit of rebuilding.

Stockwell

Stockwell tube station is where the Victoria and Northern Lines meet South of Victoria.

This map from carto.metro.free.fr shows the lines at Stockwell station.

I’m not sure how Crossrail 2 helps here, but I suspect Transport for London hope that the new line will divert passengers away from Stockwell.

Stratford

Stratford station is another station that will be partially bypassed by Crossrail 2.

I do think that after Crossrail opens, that changes will be made at Stratford station to perhaps move some Liverpool Street services to Stansted and Cambridge.

This would bring more services to some not very busy platforms.

In West Anglia Route Improvement – The High Meads Loop, I described how it might all work.

This map from carto.metro.free.fr shows the lines in this area.

Trains from Cambridge and Stansted would arrive at Temple Mills East Junction and would go round the High Meads Loop dropping and picking up passengers in Platforms 11 and 12 bwfore returning North.

An extra platform could even be added to serve services in Stratford International station.

The tunnels under the platforms at Stratford station would probably need improvement, but who knows how Eastenders will duck and dive after Crossrail opens.

As an example, passengers from Shenfield to Canary Wharf will probably use the cross-platform change at Whitechapel station, rather than pick up the Jubilee Line or the DLR at Stratford.

Oxford Circus

Oxford Circus tube station has needed improvement for years.

Crossrail will give some relief, as there will be new additional entrances to Tottenham Court Road and Bond Street stations closer to Oxford Circus.

I did look at what might happen in What Will The Elizabeth Line Do For Oxford Street?.

I came to this conclusion about Crossrail 2 and Oxford Street.

Crossrail 2 has just one interchange in the Oxford Street area at Tottenham Court Road station.

I would be very surprised in that in the massive rebuilding of the current station for Crossrail, that provision hasn’t been made to connect to Crossrail 2.

There have been surface issues around the station concerned with Crossrail 2, but given good planning of the project, I feel that the building of Crossrail 2 would only effect the area in a similar way to the replacement of a major block on Oxford Street.

Crossrail 2 will have two major effects.

  • It will bring large numbers of visitors to the Oxford Street area.
  • Just as Crossrail and the Central Line will work as a high-capacity pair, it will work closely with the Victoria Line to relieve that line.

This leads me to the conclusion, that the wider Oxford Street area needs to be and will be pedestrianised.

In some ways preparation for the pedestrianisation has already started by reorganising the buses.

Oxford Circus tube station is also high on Transport for London’s improvement list.

This map from carto.metro,free.fr shows the lines through the station.

I suspect that if developers were interested in rebuilding any of the buildings on the South side of Oxford Street or perhaps even around the BBC to the North, that there could be arm-twisting and deal-making to sneak new entrances into Oxford Circus tube station.

Highbury & Islington

Highbury & Islington station, is one of my local ones and it is getting some much-needed improvement.

  • The Northern City Line will be getting frequent new Class 717 trains to create the Great Northern Metro.
  • Highbury Corner will be remodelled to improve pedestrian access to the station.
  • Bus and taxi access is being improved..

But nothing has been announced about improving the chronic access to the two deep-level lines at the station.

Speaking to staff at the station, they feel that a solution is possible, using the second entrance on the other side of the road.

In some ways the Great Northern Metro with its cross-platform interchange with the Victoria Line could be the saviour of this station, as it gives direct access to the City and to Crossrail at Moorgate station.

One of London’s forgotten lines could be riding to the rescue.

Clapham Common

Clapham Common tube station is one of my least favourite. This picture shows why.

It’s downright dangerous now, so when the Northern Line frequency is increased will the station cope?

Clapham North

Clapham North tube station is another dangerous island platform.

But at least the station has escalators.

In A Journey Round The Clapham Stations, a post I wrote in December 2015, I said this.

Having seen Clapham North and Clapham Common stations today, I do wonder if a diversion could be dug as at Angel, Bank and London Bridge, to create safe new stations. This new tunnel could surely be part of the works to add step-free access to one or both stations and connect the tunnels to Clapham High Street station.

What with the Northern Line Extension to Battersea, the rebuilding of Bank and Camden Town stations and all the resignalling of the past few years, the Northern Line could at last be fulfilling its potential.

This could go a long way to  sorting the problem of the Clapham stations.

Clapham South

Clapham South tube station is not as bad as the other two Clapham stations discussed earlier.

Crossrail 2 may reduce the level of overcrowding on the Northern Line trains through the three Clapham stations, as passengers could change at Balham or Tooting Broadway stations to and from the new high-capacity line.

However, nothing short of some serious building work will solve the island platform problems at Clapham Common and Clapham North stations.

Holborn

Holborn tube station is very busy, but is one that could benefit from Crossrail, due to that line’s relationship with the Cerntral Line.

Crossrail 2 will certainly benefit the station, as it will relieve the pressure on the Piccadilly Line.

But Transport for London have published plans to add a second entrance and full step-free access. This is a 3-Dview of the plans.

Note the second entrance will be in Procter Street.

The only problem is that it could be 2021 before a decision is made.

However as a Piccadilly Line station, Holborn will benefit from the New Tube For London, before the upgrade.

Warren Street

Warren Street tube station is another Central London station on the Victoria Line, that could benefit from Crossrail 2’s duplication of the Victoria Line.

Leicester Square

Leicester Square tube station is just one stop on the Northern Line from the major new interchange of Tottenham Court Road station, which will be served by both Crossrail and Crossrail 2.

The station has needed more capacity since I first used it in the 1950s.

It needs step-free access.

This map from carto.metro.free.fr shows the lines around Leicester Square station.

There is quite a tight knot of stations, of which only Tottenham Court Road has both escalators and lifts, although Goodge Street and Covent Garden have lifts only.

Leicester Square is an unusual station in that both the Northern and Piccadilly Lines are accessed by short passages and a short staircase from a fair-sized lobby at the bottom of a long set of escalators.

Clapham Junction

Clapham Junction station is the only non-Underground station in the seventeen stations named, where overcrowding could become chronic if Crossrail 2 is not built.

It is the busiest station by number of trains in Europe, so it must be difficult to keep on top of increasing numbers of passengers.

In the Wikipedia entry for the station under Future Proposals, this is said.

In 2007 the alignment of one of the two variants of Crossrail 2, that via the station rather than Putney and Wimbledon, was safeguarded. The Department for Transport and Transport for London continue to discuss proposal for a Clapham Junction Northern Line extension and its London Underground alignment has been legally reserved through Battersea Park, and would connect Clapham Junction to the London Underground for the first time.

Government and Network Rail funding for in the early 2010s of £50 million of improvements was granted. This comprised an upgrade to the main interchange: new entrances and more retail.

Surely something needs to be done, if Crossrail 2 is not built.

My proposals would include.

  • Developing the West London Line services.
  • Extending the Northern Line from Battersea Power Station station.
  • Improving the frequency of trains into Waterloo.
  • Make the station subway step-free.

There may be a need for more platforms, but the London Overground found this difficult.

This map from carto.metro.free.fr shows the platforms in the station.

Simple it isn’t!

Conclusions

It surprised me how many of these stations will need substantial building work to cure the overcrowding.

Note.

  1. Every Victoria Line station between Oxford Circus and Finsbury Park is on the list.
  2. Four Northern Line stations between Stockwell to Clapham South is on the list.
  3. I think this shows how the designers of the Northern and Victoria Lines didn’t expect the traffic the lines now handle.

But overall, I think it shows how when you design a station, you don’t cut corners.

I also think to blame all these problems on the uncertainty about Crossrail 2, is probably a bit strong.

Consider.

  • Liverpool Street will probably have enough capacity when Crossrail opens, especially as the station will incorporate Moorgate and be substantially step-free.
  • The new London Bridge effectively adds high-frequency rail lines to Blackfriars, Cannon Street, Charing Cross and St. Pancras and when Thameslink and Southeastern are fully developed, the station will cope.
  • Victoria shouldn’t be judged until the current upgrade is complete.
  • Waterloo shouldn’t be judged until the current upgrade is complete.
  • Finsbury Park shouldn’t be judged until the current upgrade is complete.
  • Stratford will probably have enough capacity when Crossrail  opens, especially as the station is substantially step-free.
  • Oxford Circus should see improvement when Crossrail opens, especially as there’ll be new step-free entrances to Tottenham Court Road and Bond Street, that will be closer to Oxford Circus, than the current stations.
  • Highbury & Islington should see marginal improvement, when the Northern City Line is updated.

However, nothing short of substantial construction will sort Euston, Clapham Common, Clapham North, Holborn, Leicester Square and Clapham Junction.

 

 

 

 

July 18, 2017 Posted by | Travel | , , , , , , , , , , , , , | 1 Comment

Simon Jenkins Questions Southern HS2 Terminal

Simon Jenkins in the Standard has a piece today entitled It’s Not Too Late To Make HS2 Somehow Work For London, by proposing even at this late stage the Southern terminal of HS2 be moved from Euston station to Old Oak Common station.

He makes these points against choosing Euston.

  • HS2 has never had many friends among politicians, railway buffs or think-tanks.
  • Serious questions must be asked about HS2’s most costly and controversial feature, the line’s route into Euston from its last stop at Old Oak Common in west London.
  • Euston is London’s worst station, with the worst connections.
  • The new Euston will need a costly new tunnel under Primrose Hill, incidentally wiping out hundreds of houses.
  • It will claim seven of Virgin’s platforms at Euston, thus reducing station capacity.
  • For some time, smart money in HS2 circles has been on the line stopping at Old Oak Common, at least “temporarily”
  • Successive plans for a new station have been submitted to Camden council and then withdrawn.
  • Either way, choosing Euston will mean a decade of chaos.

Against these points he says this in favour of Old Oak Common station.

Meanwhile, a terminus at Old Oak Common is plausible. The old Great Western Railway depot and marshalling yard has become London’s largest regeneration area since Canary Wharf. Its acres of tracks include lines to Paddington, Euston and Heathrow, as well as stations on Crossrail and the Central and Bakerloo lines. The site is near the North Circular and the M40, and is within spitting distance of the M1 and M4. Passengers on HS2 heading for the City would find it more convenient to join Crossrail at Old Oak Common, rather than trundle their bags down crammed access tunnels at Euston.

He makes strong arguments and personally, I would not be against what he says, as getting to Old Oak Common station will be easy for me on the North London Line.

But once Crossrail 2 is built, then Euston will be just two stops away from an enlarged Dalston station at the end of my road.

Conclusion

I can’t lose on house prices!

 

July 18, 2017 Posted by | Travel | , , , , , | 2 Comments

Wales Orders Some Golden Oldies

This article on Global Rail News is entitled Arriva Trains Wales Invests In Bi-mode Class 319s.

These four paragraphs define the deal and why.

The Welsh Government and Arriva Trains Wales are investing in five Class 319 Flex bi-mode trains.

Due to arrive next year, the four-car trains will be leased from Porterbrook thanks to £1.9 million from the Welsh Government and £1 million from Arriva Trains Wales.

Arriva Trains Wales said the trains would likely be deployed on commuter services into Cardiff.

Introducing the 319s will allow Arriva Trains Wales to carry out work needed on its Class 150 and 158 vehicles to ensure they meet new accessibility standards.

This looks to me to be a sensible way to provide cover and also increase the size of the fleet.

Consider.

  • The Class 769 train, to give the Class 319 Flex train it, its new official TOPS name, has been designed around the Manchester to Buxton route.
  • Manchester to Buxton is as stiff as any route in the Cardiff Valley Lines.
  • The trains can do 100 mph on 25 KVAC overhead electrification, so would be ideal for any partially-electrified routes.
  • According to this article on the BBC, electrification reaches Cardiff in December 2018.
  • The trains can do around 90 mph on diesel.
  • Range is ten Manchester-Buxton round trips on a full tankfull.
  • Modern Railways has reported the trains can change between diesel and electric modes on the move.
  • Drivers have told me, that the brakes on Class 319 trains are superb. Will that be needed on descents into Cardiff?

In Riding In A Clean Class 319/4 Train, I describe a recent ride in one of the better examples, that could be converted for Wales.

The trains may be thirty-years-old, but they are based on Mark 3 coaches, as are the InterCity 125, so like certain actors and singers, they seem to keep on performing.

How Would The Bi-Mode Trains Be Used?

Arriva Trains Wales has the following trains currently working the Cardiff Valley Lines or that need to be converted to meet the latest regulations..

The Pacers can in part be ignored, as I suspect they’ll be going to the scrapyard, when the next franchise starts. But Arriva Trains Wales will need fifteen four-car trains to replace them, if they hit the cut-off date in the regulations.

The Class 158 trains were given a full refurbishment in 2010-2, as described like this in Wikipedia.

A complete refurbishment programme to provide the Class 158s with full ‘as new’ interiors took place between December 2010 and October 2012. Funded by the Welsh Assembly Government at a cost of £7.5m, work completed includes interior and exterior repainting, along with replacement of seating, wall coverings, carpets, lighting, luggage racks and toilet fittings. A passenger information system has been fitted, while selected seats have gained at-seat power sockets for mobile phones and laptops. Until this refurbishment, the fleet had seen only minor attention to its interior since a refit by Wales & West in the late 1990s, as well as having been only partially repainted into Arriva colours externally

So will these Class 158 trains need much more than attention to detail and a very good clean? As most seem to be based away from Cardiff, I don’t think we’ll see many Class 769 trains standing in for Class 158 trains. Unless of course Arriva Trains Wales wanted to see how a Class 769 train performs on a longer route.

The Class 150 trains are a totally different matter. In What Train Is This?, I rode in a superbly refurbished Class 150 train, that if standing in for a Class 172 train wouldn’t bring many complaints.

Much of the time on the Cardiff Valleys Lines, the Pacers and the Class 150 trains seem to be running as pairs to make four-car trains.

So five Class 769 trains mean that ten Class 150 trains can be released for updating.

It is worth comparing a Class 769 train with two Class 150 trains working as a pair.

  • A Class 769 train, based on a Class 319/4 has a capacity of 50 First Class and 255 Standard Class seats.
  • A Class 150 train has a capacity of 147 seats or 294 for a pair.
  • The Class 769 train has a top speed of 100 mph on 25 KVAC overhead electrification.
  • The Class 769 train has a top speed of just over 90 mph on diesel.
  • The Class 150 train has a top speed of 75 mph.
  • The Class 769 train has a higher power/weight ratio than the Class 150 train.

It would appear that a pair of Class 150 trains and a Class 769 train can be considered equivalent and with the right number of trains, the two types of train could work the Cardiff Valley Lines.

But the bi-mode Class 769 train has the advantage that it is faster and can run on 25 KVAC overhead wires.

On some routes the Class 769 train may actually reduce the number of trains needed.

Cardiff Central To Ebbw Vale Town

This route between Cardiff Central and Ebbw Vale Town stations uses the South Wales Main Line and the Ebbw Valley Railway.

If you look at the timetable, the trains take up to a few minutes over the hour, which must be an inconvenient time to use trains efficiently.

But eighteen minutes of the route are between Cardiff Central and Pye Corner stations, has perhaps fifteen minutes or so on the South Wales Main Line, with four tracks and an operating speed of 90 mph.

Given the superior power and speed, I suspect that the Class 769 trains can do a round trip in under two hours, even if they had to run on diesel on the South Wales Main Line.

This would mean only two trains would be needed to work an hourly service. Class 769  trains would be four coaches, as one size fits all!

Penarth To Rhymney

This route between Penarth and Rhymney stations uses the Rhymney Line.

If you look at the timetable, journeys both ways take around an hour and 16-20 minutes.

I think that three trains would be needed to work an hourly service.

Two factors slow the trains.

  • There are eighteen stops along the route.
  • From Bargoed to Rhymney, the line is only single track.

This extract is from the Wikipedia entry for the Rhymney Line.

In March 2007 the latest in a series of infrastructure improvements on the Valley Lines was announced, included lengthening of platforms between Rhymney and Penarth to allow Class 150 units to operate in multiples of 3 (6 cars). However, this is postponed indefinitely due to the sub-lease by the Department for Transport, to First Great Western, of the units that would have allowed this extra capacity.

Would four-car Class 769 trains be an adequate substitute for the planned three Class 150 trains working in multiple as a six-car?

If they were, this would mean that three trains would certainly work an hourly service with a substantial increase in capacity.

I wonder what times, well-driven Class 769 trains, with their hill-climbing abilities could do for the service on this line.

Bridgend/Barry Island/Cardiff Central To Merthyr Tydfil/Aberdate

These services are run in what appears to be an intricate diagram.

But as the Class 769 trains are faster and more capable than anything else running the routes, they should be able to deputise.

Could This Interim Pattern Emerge?

These routes could be run by Class 769 trains.

  • Cardiff Central to Ebbw Vale Town
  • Penarth to Rhymney

Conveniently, the two routes would need five trains.

By the end of 2018, it is predicted that the South Wales Main Line will be electrified, which would mean they could use electric power for some of the routes.

There might be small amounts of add-on electrification to ease changeover of mode.

  • South Wales Main Line to Pye Corner
  • Cardiff Central to Penarth

It might even be sensible to electrify the Vale of Glamorgan Line to give a second electrified route from Cardiff Central to Bridgend and serve Cardiff Airport.

Electrification of the lines in Cardiff would probably be much simpler than on some of the steep valley lines, but it would allow more Class 769 trains or similar to work the Cardiff Valley Lines efficiently.

But I did say this would only be an interim plan until perhaps 2020.

So Where Do CAF Come In?

CAF bring several things to this party.

  • By 2020, CAF will have a fully functioning factory a few miles down the line at Llanwern, just to the East of Newport.
  • CAF build trams, trains and tram-trains of all sizes and speeds.
  • CAF are one of the world leaders in the application of energy storage to rail vehicles.
  • CAF are not afraid to experiment or do Research and Development.
  • CAF have a modular train concept called Civity, which in their data sheet claim is all things to everybody.

I believe that CAF can come up with a train with the following characteristics.

  • Electric or diesel power.
  • On-board energy storage.
  • Regenerative braking.
  • Lots of powered-axles.
  • Four-cars
  • 100 mph on electric power
  • 90 mph on diesel power.

It looks very much like a modern Class 769 train with added battery power.

In fact the Class 769 trains will do all the specification development and route proving for CAF’s engineers.

So Where Do Porterbrook Come In?

Someone will have to finance the new trains for South Wales and they must be in prime position.

Similar systems can also be developed in other UK cities using Class 769 trains.

Conclusion

I have a feeling, that Network Rail have looked at electrifying the Cardiff Valley Lines and decided that it will be very difficult. Various commentators have suggested using trams.

What I have proposed is using bi-mode trains designed specifically for the Cardiff Valley Lines, that use electric power on and around the South Wales Main Line, diesel power to climb the hills and gravity and a bit of storage or diesel to come down.

I think that the purchase of five Class 769 trains will lead to an innovative solution from CAF to creating a world-class rail system in South Wales.

 

 

July 18, 2017 Posted by | Travel | , , , | 2 Comments

Capacity Crunch At Chester – HS2

The Capacity Crunch At Chester article in the July 2017 Edition of Modern Railways didn’t say much about HS2.

This is said about HS2 services and North Wales.

There are aspirations in North Wales for additional services to Crewe by 2027, when HS2 is due to begin operating between London and Crewe.

This is said about Liverpool and Chester and HS2.

Liverpool City Region’s rail strategy envisages Chester-Crewe electrification enabling Merseyrail services to Crewe, connecting East Wirral and Ellesmere Port to HS2.

And then there is The Constellation Partnership.

This is a massive project to take advantage of the opportunities of Crewe being just 55 minutes away from London.

This is their mission statement.

This is a boundary breaking partnership between two Local Enterprise Partnerships (LEP) and seven Local Authorities, with strong Ministerial backing from Government, and a unified fast-track approach to plan-led economic development, making it all the more powerful an investment proposition.

These partners share a single vision – a single economic footprint creating a coherent investment market boosted by the international investment magnet of High Speed Rail connectivity. This is an unbeatable growth opportunity for investors.

With powerful Government backing, the partnership’s ambition is to deliver 100,000 new homes and 120,000 new jobs by 2040.

The partners range from Stafford in the South to Warrington in the North and from Stoke-on-Trent in the East to Chester in the West.

Liverpool To Crewe Via Chester

Merseyrail’s new Stadler FLIRTs are being designed, so that they can eventually run on both 750 VDC third-rail and 25 KVAC overhead electrification, so if Crewe to Chester is electrified, Liverpool will get its wish of direct services from East Wirral and Ellesmere Port to Crewe.

Chester To Crewe

If the line is electrified, which I feel will happen, Chester to Crewe probably needs a service of four trains per hour (tph), to take passengers to HS2.

Two of these services will probably go to Liverpool and the other two to North Wales.

But because of the connectivity at Chester, services could also come from Shrewsbury or Wrexham.

Conclusion

Don’t underestimate the effects HS2 will have on trains in the Mersey Dee area.

July 17, 2017 Posted by | Travel | , , | 1 Comment

Capacity Crunch At Chester – Halton Curve

The Capacity Crunch At Chester article in the July 2017 Edition of Modern Railways talks about the Halton Curve.

The curve will allow services between Liverpool Lime Street, South Liverpool and Liverpool Airport to Chester and North Wales.

The article says this.

Initially, Merseytravel will subsidise an hourly Chester-Liverpool service via the Halton Curve, as a first step in the development of enhanced services using the curve.

It then goes on to quote Huw Jenkins if Merseytravel as saying.

It would be a priority for the new Wales and Borders franchise to introduce regular services via the curve to Liverpool from significant stations in North Wales, including Bangor, Llandudno and Wrexham.

The business case for the Halton Curve is also stated to include.

  • Bangor to Liverpool in 140 minutes.
  • Llandudno to Liverpool in 130 minutes.
  • Create an alternative route between Liverpool and Cardiff via Chester and Shrewsbury.

I would suspect that the direct service between Cardiff and Liverpool will take about three and a half hours in something like a Class 802 train.

These trains could also probably travel between Liverpool and Shrewsbury in around ninety minutes, giving access to all the West Wales services at Shrewsbury station.

Conclusion

I have a feeling that when we look back on the reinstatement of the Halton Curve in a couple of decades, it could be a raging success and a very bad case of what I call London Overground Syndrome.

This is my definition of the disease.

This disease, which is probably a modern version of the Victorian railway mania, was first identified in East London in 2011, when it was found that the newly-refurbished East London Line and North London Line were inadequate due to high passenger satisfaction and much increased usage. It has now spread across other parts of the capital and across the UK, despite various eradication programs.

It is usually solved by adding more capacity.

July 17, 2017 Posted by | Travel | , , , | 1 Comment

Capacity Crunch At Chester

This is the title of an article by Rhodri Clark in the July 2017 Edition of Modern Railways, which discusses the various rail issues that will be tackled around the City of Chester.

This is the sub-title to the article.

Pressure is mounting for rail infrastructure and service enhancements to alleviate road congestion in the thriving Mersey Dee region.

The Modern Railways article discusses the following.

Halton Curve

HS2

Mid-Cheshire Line

Sandbach To Northwich

Each is discussed in separate posts.

July 16, 2017 Posted by | Travel | , | Leave a comment

Capacity Crunch At Chester – Mid-Cheshire Line

The Capacity Crunch At Chester article in the July 2017 Edition of Modern Railways has a section about the Mid-Cheshire Line.

The section opens with this paragraph.

Trains on the Mid-Cheshire Line, from Chester to Manchester via Stockport and Altrincham, provide interchange with Manchester Metrolink at Altrincham, but the average speed from Chester to Altrincham is 30 mph, which again is uncompetitive with car journey times.

Despite this and only an hourly service, Knutford station has in a footfall in excess of 500,000.

There are other problems.

  • The train timetable is not commuter-friendly to Chester.
  • Connections to and from London are bad at Chester.
  • Sunday services are two-hourly.

But Network Rail are on the case and are lengthening platforms, so frequencies can be increased.

Manchester Airport Western Link

The Wikipedia entry for the Mid-Cheshire Line talks about a western link to Manchjester Airport, which would start from near Mobberley.

Conclusion

Upgrading the Mid-Cheshire Line and Sandbach To Northwich must have possibilities.

July 16, 2017 Posted by | Travel | , , , | 2 Comments

Capacity Crunch At Chester – Sandbach To Northwich

The Capacity Crunch At Chester article in the July 2017 Edition of Modern Railways talks about reopening passenger services between Sandbach and Northwich stations on an existing freight-only line to serve Middlewich.

This is said.

The principal demand would be for travel to Manchester, but campaigners say an additional service from Middlewich to Chester would relieve the A556 of peak traffic congestion and serve tourists, including people who hire canal boats in Middlewich.

The proposal would also involve a new station at Gadbrook Park, a Business Improvement District near Northwich, where increasing numbers of people are employed.

In Looking For Holmes Chapel Road Station, I talked about a proposed Middlewich station.

Three factors will increase the chances of this route being reopened.

  • Class 769 trains (formerly Class 319 Flex trains) would be ideal for this route.
  • Track and signalling appear to be ready.
  • If the Mid-Cheshire Line is improved, this route could join it to Crewe.
  • The arrival of HS2 at Crewe in 2027.

This short route has a lot going for it.

Conclusion

I think this will be opened before 2027.

 

July 16, 2017 Posted by | Travel | , , | 2 Comments

Have Your Say On Our Plans For Kennington Park Head House And Landscaping

Transport for London have asked for comments on their plans for the Kennington Park Head House for the Northern Line Extension.

This picture is from their consultation.

 

What surprises me is the scale. If you compare this head house for some of those of Crossrail, the Jubilee and the Voctoria Line , they seem larger and more intrusive.

This is a visualisation of Crossrail’s shaft in Mile End Park.

Mile End Park Ventilation Shaft

This is the actual Jubilee Line head house at Durant’s Wharf.

And this is the Victoria Line head house in Gibson Square.

A Curious Building in Gibson Square

 

It should be noted that the Durant’s Wharf and Gibson Square structures are for ventilation only.

But even so, I think that a better design for the Kennington Park Head House can be created.

Where are the curves for a start?

 

July 16, 2017 Posted by | Travel | , | Leave a comment

The Design Of The New Greater Anglia Class 745 Train

I am writing this article about the new Class 745 trains for Greater Anglia, as I think they fit the evolving pattern of train design.

The Article In The July 2017 Edition Of Modern Railways

In the July 2017 Edition of Modern Railways, there is an article entitled GA Shows Off Stadler Mock-Up, where this is said.

GA’s fleet will all offer air-conditioning, wi-fi, plug and USB points, electronic seat reservations and will have a low floor design to offer improved accessibility.

I would expect no less!

This is also said.

The 12-car EMUs are formed of two six-car sets permanently married together. Each six-car set has one power bogie at each end, with a total of four on a 12-car train.

As the train has a First Class section and the bistro buffet between First and Second Classes, I suspect there could be two different types of six-car set.

  • One with the First Class seats, the bistro buffet and perhaps a couple of Second Class cars.
  • One with Second Class seats.

Normally, trains will be formed of one of each set.

I would assume, if say two six-car sets were out of service for some reason, the two working sets could be married to create some temporary capacity.

But yet again we see a train and a half-train philosophy.

Bicycle Spaces

As the Norwich trains will have six bicycle spaces, perhaps three will be placed in each set.

The article also says that Stansted Expresses will have eighteen spaces. Perhaps, Class 745 trains have a movable bulkhead at the end opposite to the cab, so that bicycle capacity can be tailored to the expected passengers.

Surely, being able to book your bicycle on the train going to East Anglia for the weekend will not be a feature that is not used.

Capacity To Norwich

Currently, there is two trains per hour (tph) between London and Norwich via Colchester and Ipswich, which are eight-cars long.

The new trains will enable 3 tph, each of twelve-cars, which is more than doubling the number of cars in an hour.

Train Power

The current Class 90 locomotives have a power output of 930 kW to pull the eight coaches.

It could be that each of the four powered bogies are rated at 1000 kW, so if that is right, these new trains are much more powerful than the current ones.

This is an extract from the article.

GA is currently investigating the potential to change from diesel to electric power on the move, and says it will seek to utilise the environmental benefits of electric power wherever possible, even on short stretches out of Norwich and Ipswich stations.

All units are designed for 100 mph operation, but with the potential for upgrading to 110 mph in future.

Does the speed upgrade apply to both the electric and bi-mode units?

Knowing the lines well, I suspect that the extra speed could be useful on the following lines.

  • Stowmarket to Norwich
  • Cambridge to Norwich

I suspect that if there is more improved double-track introduced, there couple be other places.

Conclusion

So expect Norwich-in-Ninety and Ipswich-in-Sixty!

 

July 14, 2017 Posted by | Travel | , , | Leave a comment