The Anonymous Widower

Will The Third Runway At Heathrow Be Actually Built In The Near Future?

If nothing else the 25th ofSeptember 2026 statement by the Government, stated that the UK is going to build another runway in the South-East.

But I have my doubts, that a third runway will be open at Heathrow in the near future.

Building The Third Runway

As I said in Building The Third Runway At Heathrow, I don’t believe that the actual construction of the Airport would present any problems for any large construction company or more likely  consortium. This is illustrated today, by this article on the BBC, which is entitled New Heathrow runway may be built above the M25, which says to me that engineers are looking for easier and more affordable ways to build the new runway.

Rebuilding The Current Terminals

Heathrow are also disclosing a master-plan, for rebuilding a lot of the airport to make it more efficient and up with the best.

  • There will be two main terminals; Heathrow West and Heathrow East with satellites in between handling the actual planes.
  • These two terminals and the satellites will be between the two existing runways, with a passenger and baggage transport system beneath.
  • Terminal Five will become Heathrow West.
  • An extended Terminal Two will become Heathrow East.
  • Crossrail, Heathrow Express and the Underground will serve both main terminals.
  • A Terminal Six would be mainly for the third runway, would effectively be part of Heathrow West.

I believe that this rebuilding could start well before the third runway is even given the go-ahead, as many of the works will be within the current Airport boundary.

Rail Links To The Airport

Part of the master-plan is extensive rail links to the Airport.

  • Crossrail, Heathrow Express and the Underground will serve London.
  • There will be rail links to both the West and South.
  • There will be a rail link to both HS1 and HS2.
  • Could we even see a rail-based cargo transport system running under all the terminals, bringing in supplies for the terminals and the planes?

This map from carto.metro.free.fr shows the current rail links at Heathrow.

Rail Lines At Heathrow

Rail Lines At Heathrow

Note.

  • The Piccadilly Line is shown in blue.
  • The lines going South lead to Terminal Four.
  • Crossrail has Terminal Four as its terminus
  • The Heathrow West and Heathrow East concept fits the rail lines well.
  • Terminal Five station is ready for access from the West.

I think just as Gatwick are embracing rail with a vengeance, rail can be a major force in the development of Heathrow.

We could even be seeing the current rail line through Terminals Two and Five becoming a high-capacity rail line connecting all the terminals to the West, East and South.

A Greener Airport

If as many of the traffic movements in and around the airport could be moved from polluting road transport to electric trains, Heathrow’s pollution footprint could be reduced.

As an example, you could envisage a factory in a low cost area by a rail line to the West of Heathrow creating airline meals. These would be packaged by flight number and then taken by electric cargo train direct to the appropriate terminal or satellite, ready for loading onto the plane.

Could we even see an airport, where very few trucks and service vehicles, use the runways and aprons? You certainly see a lot less vehicles on an airport, than you did decades ago.

I found this page on the Heathrow  web site, which is entitled Our Vehicle Fleet Is Making The Switch.

This is a paragraph.

850 vehicles in the airside fleet at Heathrow are electric, making it one of the largest fleets of electric airside vehicles in Europe. As well as electric tugs that move baggage around the airfield, we use electric cars and vans to transport our people. We are trialling electric specialist ground support vehicles such as belt loaders, cargo loaders and push back tractors.

I was surprised to see pushback tractors mentioned, as some weigh up to fifty tonnes. But according to the Wikipedia entry for pushback, there are interesting developments in this field. This is said about robotic push back tractors.

The Lahav Division of Israel Aerospace Industries has developed a semi-robotic towbarless tractor it calls Taxibot that can tow an aircraft from the terminal gate to the take-off point (taxi-out phase) and return it to the gate after landing (taxi-in phase). The Taxibot eliminates the use of airplane engines during taxi-in and until immediately prior to take-off during taxi-out potentially saving airlines billions of dollars in fuel that is used. The Taxibot is controlled by the pilot from the cockpit using the regular pilot controls.

Even as a trained Control Engineer and a private pilot with over a thousand hours in command, I can’t help but wonder at the concept.

As a final thought, surely if all unnecessary vehicles could be removed from air-side, this must improve safety and security.

What too, would low or even zero carbon operations, do for the image of the airport?

Travelling To The Airport

One consequence of the rebuilding of the terminals with rail links to both London and the West, will be a reduction in the number of travellers, who drive or are driven to to the airport.

In the London Olympics every event ticket came with a London Travelcard, so that you used public transport. Could we see public transport tickets bundled in with air tickets to cut the need for vehicles to drive to and from the airport?

I certainly think, that we’ll see rail-connected parking to the airport, just because land close to an airport is so expensive.

Local Transport To The Airport

I suspect that a lot of journeys to and from the airport are quite local, as they concern local residents, employees or travellers perhaps spending a night after or before a flight close to the airport.

These journeys have not been forgotten in the master-plan, as it talks of improving bus services.

But the most interesting development is the ULTra PRT system, I talked about in A Visit To Heathrow Terminal 5.

A Heathrow-wide system has been proposed. This is said in Wikipedia.

In May 2013 Heathrow Airport Limited announced as part of its draft five year (2014-2019) master plan that it intended to use the PRT system to connect terminal 2 and terminal 3 to their respective business carparks. The proposal was not included in the final plan due to spending priority given to other capital projects and has been deferred.

There have been suggestions that they will extend the service throughout the airport and to nearby hotels using 400 pods.

The system at Heathrow may not be built, but expect something like it at an airport near you.

Imagine turning up in a convenient car park or train station, with family and baggage, ready to travel on holiday. You scan your pre-printed boarding pass or click one on your phone and a pod arrives, which takes you to the satellite your flight will use.

As they travelled, passengers could scan passports and they would be given up-to-date flight information.

Flying is a total pain, best summed up by the old pilot’s moto.

Time to spare, go by air!

A decent system to bring people to the airport, could make flying more of a pleasure.

Integration With Thameslink

I believe that it would be possible to have a direct Thameslink connection into Heathrow using the |Dudding Hill Line to link to Crossrail.

In Could Thameslink Connect To Heathrow?, I show how it would be possible to create a four tph service between Heathrow and Thameslink.

This could create an easy link to and from Gatwick and Luton Airports and Kings Cross, St. Pancras and London Bridge stations.

Integration With HS2

I’m taking this first, as it’s probably easier than linking to HS1

When Phase 2 of HS2 opens, services Northward from Old Oak Common station are proposed to be.

  • Birmingham – 3 tph
  • Edinburgh – 2 tph
  • Glasgow – 2 tph
  • Leeds – 3 tph
  • Liverpool – 2 tph
  • Manchester – 3 tph
  • Newcastle – 2 tph
  • Preston – 1 tph
  • Sheffield – 2 tph
  • York – 1 tph

I estimate that Heathrow to Old Oak Common will be about 20 minutes by Crossrail and Heathrow Express.

As changing planes at Heathrow, according to the Airport takes between 75 and 90 minutes, using HS2 would be competitive.

,Especially if the interchange at Old oak Common was well-designed.

Leeds will be about ninety minutes from Old Oak Common. so if the interchange timings are right, a passenger could be in the centre of Leeds around two hours after coming through Arrivals at Heathrow. A chauffeur-driven Ferrari couldn’t do that legally.

Integration With HS1

This is more difficult, as neither Crossrail nor Heathrow Express serves St. Pancras.

There are a choice of routes.

  • Crossrail to Farringdon and then Thameslink or the Metropolitan Line to Kings Cross St. Pancras.
  • Heathrow Express to Paddington and then a taxi.
  • Heathrow Express to Paddington and then the Metropolitan Line
  • Piccadilly Line to Kings Cross St. Pancras.

Interchange could have been designed to be a lot better.

I seem to remember that original plans for the Heathrow Express envisaged St. Pancras as a second London terminal, using the Dudding Hill Line.

But this route is probably impossible owing to there not being enough platforms at St. Pancras, which is A Fur Coat And No Knickers Station.

As there are other operators, who need extra platform space at St. Pancras, perhaps a couple of extra platforms could be built.

But I doubt it!

If Heathrow were to be linked to Thameslink, as I indicated earlier, this would solve the problem.

 

Terminals And The Third Runway

Extra terminal capacity, will be able to handle more passengers, but will the runways be able to handle the extra planes?

I suspect there are various strategies, that will keep the number of flights within the capacity of a two-runway airport.

  • Larger aircraft with more capacity, will make better use of slots. 737s and A320s are carrying more passengers.
  • Quieter aircraft, linked to better air traffic control, might givenoise and capacity advantages. Thuis page on the Heathrow web site, is entitled Steeper approach trial report.
  • Reorganisation of air cargo to release slots.
  • Use of Crossrail and/or Heathrow Express to connect to HS1 and HS2.

The more Heathrow use their intelligence, the further into the future the date for the third runway will recede.

Looking At The Cash Flow

Obviously, I don’t have any figures, but sorting out the terminals early and creating extra passenger capacity, may give Heathrow better cash flow to generate the vast sums needed to build the completely new Terminal Six and the third runway.

I’d love to see their full cash flow, but I suspect that the third runway, will only be needed when to expand the traffic, they need m the slots it will deliver.

The early costs would and could be.

  • Fighting the protestors and the politicians.
  • Obtaining Planning Permission.
  • Buying up the private .properties in the way.
  • Rolling out an anti-pollution philosophy.
  • Creating Heathrow West (Terminal Five) and Heathrow East (An Extended Terminal Two)
  • Extending the rail network.
  • Professional fees.

Perhaps by the early 2020s, they would have a strong cash flow and ownership of all the land they might need.

Then at an appropriate time, they would build the new runway and any terminals needed, in the space they had acquired.

As today’s article on the BBC indicated, they wouldn’t even have to build a tunnel for the M25.

It would hopefully be a large, but reasonable straightforward construction operation.

The Opposition Is Gathering

This article in the Independent is entitled Heathrow expansion: Airlines react to Government’s airport decision.

  • Stewart Wingate of Gatwick of Gatwick is quoted as being disappointed and saying he’ll read the Government’s reasons in detail.
  • Dame Carolyn McCall of easyJet, said their planned move to Heathrow is contingent on the right deal.
  • Willie Walsh of BA’s parent said he was pleased a decision had been made.
  • Craig Kreeger of Virgin Atlantic, said: “We support expansion, provided it delivers for our customers.”
  • Nick Burton of Luton Airport said that we must now focus on demand before the new runway is built in 10-15 years time.
  • Charlie Cornish, chief executive of Stansted’s owner, Manchester Airports Group, said that we should make the best use of the runways we’ve got.

That doesn’t sound like a vote of confidence to me.

And I haven’t included all those who will lose their homes, the environmental protesters and those like me who don’t like Heathrow’s attitude.

The statistics are also not on Heathrow’s side either, as traffic is growing fast and another runway is needed soon, with a second one perhaps ten years later, to satisfy rising demand for air travel.

So What Could Happen?

Much of this is speculation, but Nostradamus couldn’t predict this one.

  •  In The Planemakers’ View On The South East’s New Runway, I quoted from an article in The Times, which said that Heathrow’s hub model is superseded by the views of the planemakers, who think it’s all about point-to-point flights in appropriate aircraft.
  • Gatwick could probably apply for permission for a second runway in 2019.
  • Luton, Southend and Stansted Airports are ambitious and want to expand.
  • Better rail services to Stansred Airport have been announced.
  • Luton Airport wants a better rail service.
  • Birmingham Airport gets a connection to HS2 in the mid-2020s.
  • Eurostar and other companies will increasingly add rail services to Europe.

These and other factors will eat into Heathrow’s market share, thus delaying that crucial point, where the third runway needs to be built.

But that doesn’t really solve the short term problem  The only way to satisfy that is to create a runway in the South-East as soon as possible.

And the only place that can be built is Gatwick.

The growth in air traffic will continue and a few years later, Heathrow will get its runway.

 

 

October 26, 2016 Posted by | Transport/Travel | , , , , , , , , | 3 Comments

Luton Trains Its Eye On Sub 30-Minute Express

This was the headline on a small piece in The Times on Monday.

Luton Airport want the following from the new East Midlands Franchise.

  • A dedicated fast train.
  • Four trains an hour (tph) to and from St. Pancras.
  • A journey time of less than thirty minutes.

The airport says it won’t need any new infrastructure, but they are planning a fast link from Luton Airport Parkway station, which I wrote about in Luton Airport Goes For Light Rail.

This is an extract from the article..

The move would add up to £110million of extra fare revenue to the government over ten years and take almost 1 million cars off the road, a study by North Star, the consultancy found.

At present there are two separate services to Luton Airport.

  • Thameslink, which leaves from the low-level Thameslink platform takes 45 minutes to the airport, with a frequency of six tph.
  • East Midlands Trains, which leave from the high-level platforms take around 30 minutes to the airport, with a frequency of 1-2 tph.

Note these points about the current service.

  • The lack of a dedicated platform for the fast trains to the airport, must confuse occassional passengers.
  • The time of sub-thirty minutes is certainly possible on East Midlands Trains.
  • There is not enough platforms in the high-level station for a dedicated platform for an express Luton Airport service.

The problems are made worse by A Fur Coat And No Knickers Station at St. Pancras.

The new franchise will probably be buying new electric trains for the Midland Main Line services. These could be key to providing an express airport service to Luton Airport.

Abellio has stated that their new Flirts and Aventras for Greater Anglia, will have a very fast stop and restart time, thus enabling services like Norwich in Ninety and Ipswich in Sixty.

So we then have the possibility of similar trains on the Midland Main Line  to Corby, Derby, Leicester, Nottingham and Sheffield stopping at Luton Airport Parkway, without adding a large delay to the service. This would give Luton Airport, the following express services.

  • At least four tph to and from St. Pancras in under thirty ,minutes.
  • At least two tph to and from Derby, Nottingham and Sheffield.
  • At least three tph to and from Leicester.

The only complaints would come from East Midlands Airport.

As there will be at least eight tph on Thameslink, this should be enough trains for everyone.

 

October 26, 2016 Posted by | Transport/Travel | , , , , | 1 Comment

The Future Of The Watford DC Line

Primrose Hill Station

I was looking at the tracks through Camden on carto.metro.free.fr, as I wanted to see how the  former Primrose Hill station fitted into the knitting.

Lines Through Camden

Lines Through Camden

Note the two orange tracks of the Watford DC Line from Euston curving to the West around the carriage sidings.

The line through Primrose Hill station from Camden Road is a connection that allows freight trains to  go between the North London Line and the West Coast Main Line.

One of the plans for the area, is to reopen the station. This is said in the station’s Wikipedia entry under Plans.

It has been proposed to re-open Primrose Hill station by bringing the short stretch of line between South Hampstead and Camden Road stations back into the regular passenger service by incorporating it into the London Overground network.

South Hampstead station is just off the map to the West on the Watford DC Line.

No Infrastructure Required To Open Primrose Hill Station

Obviously, the station will have to be rebuilt, but look at this page from the Journey Planner for Sunday, the 2nd of October, when I enquired how you would get between Willesden Junction and Highbury and Islington stations.

Willesden To Highbury and Islington

Willesden To Highbury and Islington

As the Class 378 trains can’t fly, the route via South Hampstead station must be open and available to the trains.

This sequence of pictures shows a train entering Camden Road station after coming through the site of the former Primrose Hill station.

Benefits And Disadvantages Of The Route

The current setup seems to be rather a waste of resources, with two tracks into Euston for the Watford DC Line and the need for platforms with third-rail electrification to handle the short four- and five-car trains.

Euston station is a very busy station and it would probably be glad to lose the Overground services.

So it might be a good idea to divert the three trains per hour (tph) between Watford Junction and Euston, through Primrose Hill and onto perhaps Highbury and Islington or even Stratford stations.

Others might not think so, as all those passengers along the Watford DC Line, would lose their direct connection to Euston.

But in a few years time, the following projects should have been completed or will be in progress.

These projects will mean that the Watford DC Line could and will have to be reorganised. If only to make sure there was enough capacity for commuters in the Peak and electric freight trains.

In my view the service on the Watford DC Line to London,  should be as close to a high-capacity link running perhaps six to eight tph as is possible.

It is not as easy to achieve as many might think.

  • London Midland services stop at stations on the Watford DC Line.
  • The Bakerloo Line runs 6 tph on the line.
  • The train size limit on the Watford DC Line is probably about six cars and might be possible to raise to say eight or ten.
  • The train size limit along the North London Line is currently five-cars and all the Class 378 trains are this length.
  • Six-car trains on the North London Line is probably an upper limit, although I wouldn’t be surprised to see longer platforms in my lifetime.
  • There will be pressure to increase the number of freight trains on the North London Line.
  • A Northern terminal for the Bakerloo Line must be provided.
  • Third-rail electrification must be provided on all track shared with the Bakerloo Line.
  • If possible, the route should avoid Euston, so that the HS2 rebuilding can proceed at a faster pace.

But I suspect an innovative solution will be found to provide a high capacity link between the stations on the Watford DC Line and Central London.

Crossrail

Crossrail will have a massive influence on how passengers use London’s rail network.

Plans have been talked about for extending Crossrail to the West Coast Main Line. Wikipedia says this.

Network Rail’s July 2011 London & South East Route Utilisation Strategy (RUS) recommended diverting West Coast Main Line (WCML) services from stations between London and Milton Keynes Central away from Euston, to Crossrail via Old Oak Common, to free up capacity at Euston for High Speed 2.

The previous Government rejected it as having a bad economic case

But Crossrail with its massive trains carrying fifteen hundred people a time, will strongly influence stations and routes it connects to Central London.

  • At Abbey Wood, it is forcing an update to services on the North Kent Line, which could bring 6-10 tph through the Medway Towns.
  • At Moorgate, it will bring passengers to an updated Great Northern Metro sending 8-10 tph to North London and South Hertfordshire.
  • At Reading, it will bring passengers to updated Thames Valley and West Country services.
  • At Shenfield, improvements are in progress to link Crossrail to Essex and East Anglia.

Where Crossrail will lead is an unanswerable question.

North-West from Old Oak Common, there are several stations that could be possible Crossrail termini.

  • High Wycombe for Chiltern.
  • Milton Keynes with its link to the East West Rail Link
  • Tring, which was the original idea
  • Watford Junction has been suggested before.

In the end, passenger numbers will decide where the trains go.

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

Rail Lines Around Watford

Rail Lines Around Watford

The North-South orange line is the Watford DC Line, which goes starts from Watford Junction station and goes through Watford High Street, Bushey and Carpenters Park stations.

Note the Croxley Rail Link going between Croxley and Watford Junction stations.

This short length of new line would also make possible direct services between Amersham and Watford Junction stations.

I’m not going to speculate on where trains on Crossrail and the Watford DC Line will go, but there are lots of possibilities.

I suspect that new housing developments will also be a driver of the routes of services.

The New Class 710 Trains

The Watford DC Line is going to see some some extra trains from the new fleet of Class 710 trains. If we see eight trains of the new dual-voltage fleet going to the GOBlin on a one-for-one replacement basis, that would mean a doubling of capacity on the line, that means that only six trains are left for the Watford DC Line.

But as the Watford DC line runs three tph currently in the Off Peak and the trip takes about fifty-five minutes, then perhaps those six four-car trains might be enough.

When I first read the specification for the Class 710 trains for the GOBlin, I was surprised to see that they were dual voltage. After all between Gospel Oak and Barking stations, there is precisely no third-rail lines.

But if you think about extending GOBlin services, the ability to run on third-rail lines would be needed on the following routes.

  • Willesden Junction to Clapham Junction
  • Willesden Junction to Richmond
  • Willesden Junction to Watford Junction
  • The Barking Riverside Extension to Abbey Wood.

Abbey Wood, Clapham Junction, Richmond and Watford Junction stations all have third-rail platforms.

I doubt all of these routes will be delivered, but at least by making the GOBlin trains with a dual-voltage capability, they are future-proofed for any possible services.

The Future Of The Bakerloo Line

The Bakerloo Line is a line, with spare capacity across Central London, according to many reports I’ve read.

Wikipedia has a section on the Future of the Bakerloo Line in its entry for the Watford DC Line.

This is said.

Various proposals have been made to alter services involving both extending or truncating Bakerloo Line services but there has been no basic change until 2015 other than to rolling stock and service patterns. As of 2015, plans and suggestions (from official bodies and others) connected to development of Crossrail and the Old Oak Common area have current potential consequences.

If the Bakerloo Line is extended into South London, this must have an effect.

Rumours are circulating as I write this, that this is being brought forward to 2029.

This article in New Civil Engineer is entitled £775M Paddington Cube gets green light. It says that the development by Paddington station, will be designed to enhance the area and will upgrade the Bakerloo Line station.

What Will Upgrades And Extensions To the Bakerloo Line Do To The Watford DC Line?

I suspect there’s both scope for rationalisation, increased capacity and faster services, along both lines, with the correct design.

There are other factors, that might create something special from an integrated Watford DC/Bakerloo Line.

  • The Milton Keynes to East Croydon service might be increased in frequency and it might share the route.
  • London Midland trains to Birmingham, Northampton and the Midlands could join the party.
  • Train control and signalling is improving fast and might allow all these dissimilar services to share safely and give passengers better routes.
  • Better train and station design could improve the terrible step-down and step-up access to Bakerloo Line trains at some stations.

The Watford DC/Bakerloo Line could end up as another important North South route.

  • 27 tph on the Bakerloo Line.
  • Same platform interchange with trains for Birmingham, Euston, Milton Keynes, Northampton and many other places.
  • Quality step-free interchange to Crossrail and main line services at Paddington.
  • Improved step-free access to main line services at Charing Cross, Marylebone and Waterloo stations.
  • An improved interchange with the Victoria and Central Lines at Oxford Circus station.
  • Interchange with Thameslink at Elephant and Castle station.
  • Interchange with the East London Line at New Cross Gate station.

If all this happens by 2029, it won’t be soon enough!

The Bay Platform 2 At Willesden Junction Station

In posts like this one, entitled More Platform Action At Willesden Junction, I showed work to create a new bay platform 2 at Willesden Junction station.

On Sunday, the 2nd Of October 2016, I took these pictures of the station in use.

What are Transport for London’s plans for this platform, other than stock transfers and Rail Replacement Trains?

As they were doing on that Sunday, they could run a Willesden Junction to Stratford service via a rebuilt Primrose Hill station.

Platform Height Issues

At some stationS to get in to and out of the Bakerloo  Line 1972 Stock trains, is quite a step and it would be difficult in a wheel-chair.

I have covered this in Platform Height Issues On The Watford DC Line and feel that dual-height platforms could be used.

Highbury And Islington Station

In some ways, Highbury and Islington station is the worst station in North London, as after war damage and then the addition of the Victoria, North London and East London Lines, it shows major evidence of Topsy at work.

With better connections between the deep-level Victoria Line and Great Northern Metro and the London Overground, it could be a very useful interchange. At the moment, there’s just too much walking in long underground passageways.

But as the Great Northern Metro will have new Class 717 trains giving a  10-12 tph link to Crossrail and the City at Moorgate, surely improvements at Highbury and Islington station would be worthwhile.

These services will be going through the station in a few years.

  • 6 tph between Highbury and Islington and Crystal Palace – East London Line
  • 4 tph between Highbury and Islington and West Croydon – East London Line
  • 3+ tph between Stratford and Richmond – North London Line
  • 3+ tph between Stratford and Clapham Junction – North London Line
  • 10+ tph between Moorgate and Hertfordshire – Great Northern Metro
  • 36 tph between Brixton and Walthamstow Central – Victoria Line

Admittedly, Crossrail will take some pressure off the station, by providing alternative routes via Moorgate and Stratford, but I can’t believe that Transport for London, aren’t looking to improve the interchange between the various lines.  Especially, as with a few tweaks, Dear Old Vicky could possibly deliver forty tph or a train every ninety seconds, as opposed to the current hundred. These could include.

  • A second entrance at Walthamstow Central station to provide step-free access and cope with the sheer numbers of passengers.
  • A loop at Brixton, with a possible new station at Herne Hill to turn the trains at the Southern end.
  • New trains with a higher performance.
  • Improvements at certain busy stations like Oxford Circus, Euston and Kings Cross St. Pancras.

Other improvements like air-conditioned trains would attract passengers to the line and make greater capacity necessary.

This article on the authorative London Reconnections, which is entitled A Look At The World Class Capacity Upgrades, concludes its thoughts on the Victoria Line with this.

With the Victoria line pushing towards what must be the theoretical limit for a line with that amount of rolling stock and – more importantly – two-platform termini, there are no plans to further improve the service. Indeed the challenge of procuring more trains and finding the depot space for them would probably discourage any such plans on its own. This does not mean that the line will be forgotten, as both Oxford Circus and Walthamstow Central are on TfL’s top ten hit list of stations in need of a major capacity upgrade. Simply that the days of pushing more trains through the same stations more quickly have passed. In the case of Walthamstow Central it is highly likely that the next step will be making the station double-ended, with an entrance near or in the shopping centre.

I have a feeling that forty trains per hour will come sooner rather than later.

Oxford Circus Station

In two sections of my ramblings, Oxford Circus station has had a small mention.

An improved Oxford Circus station could benefit both the Bakerloo and Victoria Lines.

As the station is high on TfL’s list of stations for improvement, I would expect to see something planned to start here before the mid 2020s.

  • Step-free access.
  • Better interchange between Victoria and Bakerloo Lines in different directions.
  • More space around the Central Line.
  • An underground pedestrian link to Crossrail at Bond Street station.
  • Extra entrance and exits to serve pedestrianised Oxford and Regent Streets.

I believe, that adding new passages, entrances, exits, lifts and escalators into the current complex can be organised in a similar way to how Bond Street station has been successfully upgraded over the last few years. Hopefully, Bank and Camden Town stations, will also be upgraded in the same way.

But Oxford Circus is the big one!

Conclusion

As I write this, the BBC is announcing that plans will be announced by Sadiq Khan today to bring the Bakerloo Line Upgrade forward to 2029.

I think that this will bring forward a lot of related work to improve the Watford DC Line and the related lines across North London.

The future is brown, with large splashes of orange!

October 26, 2016 Posted by | Transport/Travel, Uncategorized | , , , , , , , | 17 Comments