The Anonymous Widower

Nunhead Junction Improvement

London has a rail capacity problem, for both freight and passenger trains.

This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).

One of the secondary recommendations of the report is to improve Nunhead junction.

The report explains it like this.

Rail freight stakeholders have consistently highlighted Nunhead as a priority location for improving the flow of freight around the London orbital routes. The junction to the immediate east of the station is a flat crossing where two lines of route and multiple passenger and freight services groups converge into the South London Line, creating a pinch point for capacity.

Freight train drivers, when consulted for input into this strategy, flagged the route eastbound from Peckham Rye through Nunhead and towards Lewisham as a challenging section on which to keep heavier trains moving. This is primarily a consequence of the relatively slow permissible speed of 25mph over Nunhead Junction when routed towards Lewisham,
which follows a steadily rising gradient from Peckham Rye.

The option proposed by this strategy is for changes to the track alignment in order to increase the speed of the turnout towards Lewisham, as far as can be achieved without affecting the speed of the main route towards Catford. This option would primarily benefit the performance of eastbound freight flowing from the South London Line towards the North Kent lines, one of the key rail freight corridors in the South East, enabling freight trains to run at faster and more consistent speeds towards Lewisham.

This would most likely increase right time presentation at the critical flat junction at Lewisham, as well as assisting the flow of passenger and freight trains to the Catford Loop by ensuring preceding Lewisham-bound traffic can clear Nunhead Junction as quickly as possible.

Addressing the existing constraints to freight traffic through Nunhead, which by their nature most affect the heavier bulk traffic that characterises the North Kent corridor, would also support industry aspirations to maximise the payloads that trains can haul.

This map from cartometro.com shows the route between Nunhead and Lewisham stations.

 

And this Google Map shows Nunhead station and the junction.

Note.

  1. Nunhead junction is towards the right of the map.
  2. The lines going to the East go to Lewisham.
  3. The lines going to the South East go to Crofton Park and Catford.
  4. I have counted the freight trains through Nunhead junction on real time trains  and there can be as main as six trains per hour (tph), through the junction at times, using both Lewisham and Crofton Park routes.

But there would also appear to be plenty of space around the junction to realign the tracks.

As many trains need to go East from Lewisham and there are two flat junctions on the route; Nunhead and Lewisham, anything that improves keeping to schedule is to be welcomed.

The Use Of Electric Haulage

All routes through Nunhead junction have 750 VDC third-rail electrification, but I suspect all freight trains through the junction are diesel hauled.

Real time trains also shows that many of the trains through Nunhead junction also use the West London Line through Shepherd’s Bush.

In Decarbonisation Of London’s Freight Routes, I proposed a dual-voltage battery-electric locomotive to handle freight trains.

Perhaps more capable battery-electric freight locomotives with their better acceleration, are part of the solution at Nunhead junction.

Conclusion

This appears to be a well-thought out solution to one of the problems for freight trains in London.

I also believe that dual-voltage battery-electric locomotives could be part of the solution at Nunhead junction and would also help in many other places on the UK rail network.

Related Posts

These are related posts about the London Rail Freight Strategy (LRFS).

Decarbonisation Of London’s Freight Routes

Doubling Harlesden Junction

East Coast Main Line South Bi-Directional Capability

Gauge Improvements Across London

Gospel Oak Speed Increases

Headway Reductions On The Gospel Oak To Barking, North London and West London Lines

Heavy Axle Weight Restrictions

Kensal Green Junction Improvement

Longhedge Junction Speed Increases

Moving The West London Line AC/DC Switchover To Kensington Olympia

Moving The West London Line AC/DC Switchover To Shepherd’s Bush

Stratford Regulating Point Extension

Will Camden Road Station Get A Third Platform?

Will Clapham Junction Station Get A Platform 0?

June 24, 2021 - Posted by | Transport/Travel | , , , , , , , , ,

16 Comments »

  1. A variant of the class 93 sounds like a perfect candidate for your loco requirements?

    I will say though, if you have a battery capable of delivering 2.5MW of power that would be extremely useful and a way of evening out and lowering peak power demand on 3rd rail while delivering 3-4MW for the tricky routes.

    Comment by angelmoon117 | June 24, 2021 | Reply

    • It’s all in the maths.

      I suspect Stadler have whole range of Class 68/88/93 locomotives under simulation.

      One will break out and it will be the go-anywhere zero-carbon locomotive that the world needs.

      Always follow where profits are to be made. Money shouts!

      Comment by AnonW | June 24, 2021 | Reply

  2. […] Nunhead Junction Improvement […]

    Pingback by Stratford Regulating Point Extension « The Anonymous Widower | June 24, 2021 | Reply

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    Pingback by Doubling Harlesden Junction « The Anonymous Widower | June 24, 2021 | Reply

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    Pingback by Moving The West London Line AC/DC Switchover To Shepherd’s Bush « The Anonymous Widower | June 24, 2021 | Reply

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    Pingback by Kensal Green Junction Improvement « The Anonymous Widower | June 24, 2021 | Reply

  6. […] Nunhead Junction Improvement […]

    Pingback by Will Camden Road Station Get A Third Platform? « The Anonymous Widower | June 24, 2021 | Reply

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    Pingback by Will Clapham Junction Station Get A Platform 0? « The Anonymous Widower | June 24, 2021 | Reply

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    Pingback by Moving The West London Line AC/DC Switchover To Kensington Olympia « The Anonymous Widower | June 24, 2021 | Reply

  9. […] with Nunhead Junction, which I wrote about in Nunhead Junction Improvement, it could be that the use of electric haulage on freight trains through the junction with their […]

    Pingback by Longhedge Junction Speed Increases « The Anonymous Widower | June 26, 2021 | Reply

  10. […] Nunhead Junction Improvement […]

    Pingback by Gauge Improvements Across London « The Anonymous Widower | June 26, 2021 | Reply

  11. […] Nunhead Junction Improvement […]

    Pingback by Gospel Oak Speed Increases « The Anonymous Widower | June 27, 2021 | Reply

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    Pingback by East Coast Main Line South Bi-Directional Capability « The Anonymous Widower | June 27, 2021 | Reply

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    Pingback by Heavy Axle Weight Restrictions « The Anonymous Widower | June 27, 2021 | Reply

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