The Joy Of Physics
On the One Show on BBC television, yesterday there was a report about a man called Ian Tansley, who has invented a vaccine fridge for use in places like Africa, where the electricity is not reliable.
This Wikipedia entry for Sure Chill Technology describes the technology and this report on the BBC, describes how the invention has been backed by the Bill and Melinda Gates Foundation.
Physics to many is a dull subject at school, but to me, it’s the key to so many interesting inventions and ideas that will shape our lives in a better way.
Will Crossrail Go Up The West Coast Main Line?
This report on the BBC from August 2014, is entitled Crossrail Extension To Hertfordshire Being Considered.
This is the opening paragraph.
Proposals to extend Crossrail to Hertfordshire are being considered by the government, Transport Secretary Patrick McLoughlin has announced.
But then in August 2016, the proposal was cancelled as being poor value for money.
The Wikipedia entry for Crossrail has a section called To the West Coast Main Line, under Extensions.
This is said.
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. This would provide a direct service from the WCML to the Shenfield, Canary Wharf and Abbey Wood, release London Underground capacity at Euston, make better use of Crossrail’s capacity west of Paddington, and improve access to Heathrow Airport from the north. Under this scheme, all Crossrail trains would continue west of Paddington, instead of some of them terminating there. They would serve Heathrow Airport (10 tph), stations to Maidenhead and Reading (6 tph), and stations to Milton Keynes Central (8 tph)
That sounds all very sensible. So why was the scheme cancelled?
I will look at various factors to see if I can get an idea!
Was It Just Bad Value For Money?
Wikipedia says this.
This proposal was shelved in August 2016 due to “poor overall value for money to the taxpayer”
But it was BC (Before Covid)!
Current Local Services To Milton Keynes
London Midland currently runs five trains per hour (tph) between Euston and Milton Keynes Central stations using Class 350 trains capable of 110 mph.
The new operator; West Midlands Trains will replace these trains with 110 mph Aventras.
Note that both these trains have to be capable of running at 110 mph, as this is necessary for efficient operation of the West Coast Main Line.
Crossrail Local Services To Milton Keynes
Crossrail’s Class 345 trains are only capable of 90 mph running, but then again, West Midlands Trains will have Aventras capable of 110 mph.
So for a start, the current Crossrail trains would be unable to work services to Milton Keynes in an efficient manner.
I would estimate around twenty trains would have to be updated for 110 mph running to provide eight tph.
An Upgrade Of Milton Keynes Central Station
With a fast eight tph running to and from Central London, the nature of the train services at Milton Keynes would change dramatically.
How many of Virgin’s passengers to and from the North would prefer to change to a local train at Milton Keynes, rather than lug heavy baggage on the Underground?
HS2 would have an unexpected competitor.
ERTMS On The West Coast Main Line
Would ERTMS need to be installed on the West Coast Main Line to accommodate al these trains?
This will probably happen soon anyway, but Crossrail to Milton Keynes could bring it forward.
Connecting Crossrail To The West Coast Main Line
Look at this map from carto.map.free.fr, which shows the lines in the Old Oak Common area.
Note.
- The West Coast Main Line is the multi-track railway towards the top of the map.
- The Great Western Main Line is the multi-track railway towards the bottom of the map.
- The Slow Lines on both main lines are on the Northern side of the tracks.
- The Old Oak Common station will be on the Great Western Main Line, just to the West of the North Pole Depot.
This all means that a flyover or a tunnel must be built to connect the two pairs of Slow Lines. It’s not simple!
This Google Map of the area illustrates the problem.
Note.
- The Great Western Main Line going across the bottom of the map.
- The North Pole Depot alongside the Great Western Main Line.
- The Dudding Hill Line and the West London Line at the Western side of the map.
- Crossrail’s newly-built depot is the large grey rectangular building.
- There’s also some housing to the North-West of Crossrail’s Depot
I doubt that a flyover could pass over all that.
But a tunnel starting at the surely soon-to-be-redundant Heathrow Express Depot , that turned North-West would be a possibility.
A tunnel could emerge to the North-West of Harlesden station.
This Google Map shows that area.
Note.
- The silver building in the top-left corner is the Princess Royal Distribution Centre.
- The West Coast Main Line runs diagonally across the map.
- The Dudding Hill Line runs up the Eastern side of the map.
I suspect that space for a tunnel portal can be found.
- Twin tunnels would probably be bored.
- I estimate that they, would need to be just over two kilometres long.
- I suspect too, that they could be built without an additional ventilation shaft in the middle.
Looking at these maps, I’m very much of the opinion, that boring a tunnelled solution, would be possible, but what would be the cost?
The Lee Tunnel in East London is about twice as long and larger in diameter. From the cost of that tunnel, which was opened in 2016, I feel that the two tunnels could be built for just under a billion pounds.
A Tunnel-Free Solution
This Google Map shows Old Oak Common between the Great Western Main Line and the West Coast Main Line.
The Crossrail station would be at the bottom just above the North Pole Depot.
I wonder if a line could go through or behind the Heathrow Express site and then follow the North London Line behind the Crossrail Depot to Willesden High Level Junction.
This Google Map shows Willesden High Level Junction and the tracks of the London Overground as they pass over the West Coast Main Line.
I suspect modern three-dimensional design and structural analysis can create a connecting viaduct.
I doubt the track will be much more than a kilometre long and I suspect with the right signalling and a degree of Automatic Train Control, eight tph each way could be handled on a single track.
Conclusion
It looks like updating the Class 345 trains, ERTMS and building a tunnel under Old Oak Common could be a sizeable bill.
Have cost estimates been such, that the project was not deemed to be value for money?
A RAT Sighted At Acton Town Station
I was surprised to see an old train running through North Action station.
As it said on the side it was a Rail Adhesion Train, that I wrote about in Specialist Trains Lead The Charge Against Leaf Fall on The Piccadilly Line.
This article on Rail Engineer is entitled Leaf Fall On The London Underground and it gives more details on Rail Adhesion Trains and their use.
How Will Chiltern Railways Serve Old Oak Common?
Whilst writing A Proposal For Two London Overground Stations At Old Oak Common, I got to thinking about how Chiltern Railways would use Old Oak Common station as a second London terminus, to relieve pressure on Marylebone station.
Lines At Old Oak Common
This map from TfL shows the lines in the area and the location of the proposed two new stations; Hythe Road and Old Oak Common Lane, for the London Overground.
Hythe Road station will be on the West London Line between Willesden Junction and Shepherd’s Bush stations.
Old Oak Common Lane station will be on the North London Line between Willesden Junction and Acton Central stations.
How Will Chiltern Serve Old Oak Common?
Search the Internet for “Chiltern Railways Old Oak Common” and you find little of substance.
So exactly how will Chiltern Railways get trains to the station complex?
Using The Acton-Northolt Line
The Acton-Northolt Line is a logical route from Northolt Junction on the Chiltern Main Line to Old Oak Common.
But there could be problems with the Acton-Northolt Line.
- It will be on top of the tunnel taking HS2 out of London and building HS2 might be difficult.
- It is partly single track and would need to be doubled.
- It might be difficult to find space to build the station at Old Oak Common around the platforms for HS2, Crossrail and the Great Western Main Line.
- Getting tracks to the Northern part of the site for a Chiltern station there, might be difficult.
Points 1 and 2 would probably combine together to delay the Chiltern extension until after HS2 or at least the tunnel, is substantially complete.
This map from carto.metro.free.fr illustrates the problem of finding a place for the station.
Note.
- The Great Western Railway is the multi-track in black .
- The single track shown in black North of North Action station is the Acton-Northolt Line.
- Old Oak Common Lane station is just to the North of Acton Wells Junction.
- The curves to connect the Acton-Northolt Line to the North London Line would be very tight.
The preferred position for the station is probably in the area of the current Heathrow Express Depot.
An alternative position for the station could be at North Acton station.
This Google Map shows North Acton station and its relation to the proposed Old Oak Common Lane station.
Old Oak Common Lane station would be located North of the Junction, where the Dudding Hill Line and the North London Line split, in the top-right corner of the map.
The rebuilt North Acton station could have the following characteristics.
- Two or possibly three, Chiltern platforms could be built North of the current Central Line platforms.
- The station could have a walking route or moving walkway to connect it to Old Oak Common Lane station and the main Old Oak Common complex.
- It would also fulfil the aims of politicians to link the Central and North London Lines.
It could be a viable alternative with valuable over-site development.
I took these pictures from the bridge, where Victoria Road passes over the Central Line and Acton-Northolt Lines.
Note.
- The pictures were taken looking East towards Old Oak Common.
- The single-track Acton-Northolt Line is in the shrubbery on the left.
- The Acton-Northolt Line is about two or three metres higher than the Central Line.
- The greyish-blue bridge in the distance carries the North London Line over the cutting.
North Acton station is on the other side of the bridge.
It strikes me that the various levels give possibilities for an improved Central Line layout and a couple of platforms for Chiltern Railways.
Advantages and Problems Of Using The Acton-Northolt Line
The advantages of using this route could include.
- It could open up development sites along the route.
- New stations could be developed at Hanger Lane, Perivale, Greenford, Northolt, South Ruislip, Ruislip Grdens and West Ruoslip.
- The new double-track line could be electrified without disrupting existing services.
- It connects the Chiltern Main Line to HS2 and Crossrail.
- It could enable a Crossrail extension along the Acton-Northolt Line.
The big problem could be doubling the Acton-Northolt Line and building the station, whilst the tunnelling work for HS2 was proceeding.
The Acton-Northolt Line And HS2
I do hope that HS2 is not being designed to block future use of the Acton-Northolt Line.
In fact, I hope the reverse is true and creation of a double-track Acton-Northolt Line is part of the specification for HS2.
Using The Dudding Hill Line
There is a connecting chord between the Chiltern Main Line and the Dudding Hill Line at Neasden.
This map from carto.metro.free.fr shows how trains would get between Wembley Stadium station and the Dudding Hill Line.
Note.
- The Dudding Hill Line is the line crossing all the tracks to the South of Neasden.
- The route would mean that Chiltern trains would be sent to their destination; Marylebone or Old Oak Common at Neasden.
The biggest problem may be where to put the station, as the Dudding Hill Line passes slightly to the West of the Old Oak Common complex.
But look at TfL’s visualisation for Old Oak Common Lane station.
The Dudding Hill Line is shown in the visualisation running under the pedestrian and cycle route to Victoria Road.
This Google Map shows the area in detail.
Note.
- The North London Line goes North-East.
- The proposed Old Oak Common Lane station would be built where the road is closest to the North London Line.
- The Dudding Hill Line goes North.
There would appear to be a site ripe for development to the West of the Dudding Hill Line.
Advantages and Problems Of Using The Dudding Hill Line
The advantages of using this route could include.
The station could be built in combination with London Overground’s proposed Old Oak Common Lane station.
- There is a lot of space for the station.
- No new track is required, although the Dudding Hill Line would need upgrading.
- Good connections to HS2 and Crossrail will be built for Old Oak Common Lane station.
- Thestation on the Dudding Hill Line could also be used by the proposed West London Orbital Railway.
- Construction would not be a difficult job and would not affect existing services.
- The site would not be affected by HS2.
The problems are mainly about connectivity to other lines, but well-designed connections to Crossrail and the Central Line would solve a lot of these problems.
Conclusion
There are at least two feasible options for a Chiltern station in the Old Oak Common area.
Is It Possible To Squeeze Two New Tracks Through Tottenham Hale Station?
Now that the area behind the station is more or less cleared and the signalling cables seem to have been rerouted, you can get a better idea.
Will the new tracks be the Slow or Fast Lines?
As the third track is being installed for STAR at the present time, it would appear that the two new lines will be the Slow Lines.
UK Rolling Stock Strategy: Diesel, Bi-mode and Fuel Cell-Powered Trains
The title of this post is the same as that on an article in Global Rail News.
I will not repeat myself here, but I laid down my thoughts in The Intelligent Multi-Mode Train And Affordable Electrification.
In that post, I said that an Intelligent Multi-Mode Train would have these characteristics.
- Electric drive with regenerative braking.
- Diesel or hydrogen power-pack.
- Onboard energy storage to handle the energy generated by braking.
- 25 KVAC and/or 750 VDC operation.
- Automatic pantograph and third-rail shoe deployment.
- Automatic power source selection.
- The train would be designed for low energy use.
- Driver assistance system, so the train was driven safely, economically and to the timetable.
Note the amount of automation to ease the workload for the driver and run the train efficiently.
After discussing affordable electrification, I came to the following conclusion.
There are a very large number of techniques that can enable a multi-mode train to roam freely over large parts of the UK.
It is also a team effort, with every design element of the train, track, signalling and stations contributing to an efficient low-energy train, that is not too heavy.
A Proposal For Two London Overground Stations At Old Oak Common
Transport for London published this proposal a few weeks ago, but it’s only now that I’ve found time to document it here.
TfL’s Proposal
This document on Tfl’s web site, gives full details of their proposals.
The Location Of The Stations
This map from TfL shows the location of the two stations.
Hythe Road station will be on the West London Line between Willesden Junction and Shepherd’s Bush stations.
Old Oak Common Lane station will be on the North London Line between Willesden Junction and Acton Central stations.
This Google Map shows the area.
Three features on both maps link them together.
- The Grand Union Canal.
- The layout of the two Overground Lines that meet at the distinctive Willesden High Level Junction.
- The long silver-roofed North Pole Depot at the bottom of the maps.
Note from the Google Map, how much space is available.
Are Two New Stations Needed?
There are various factors at work here.
More Stations And Entrances Shorten Journey Times
Research has shown that the more routes you give passengers, the quicker and easier the journeys.
Old Oak Common Is A Large Site
25,500 new homes and 65,000 jobs are being created in the Old Oak Common/Park Royal area and two new stations are probably needed.
The North And West London Lines Pass Separately Through The Site
Two separate stations give direct services to the following.
- West and South-West London via the North London Line.
- North and North-East London via the North London Line.
- Clapham Junction for South London via the West London Line.
Some might argue, that a new spur from Willesden High Level Junction, where the two lines divide direct to the combined HS2 and Elizabeth Line station, may be a better and cheaper option.
But this would only provide a connection to North and North-East London. Connections to the latter area, are also provided by the Elizabeth Line with a change of train at Liverpool Street or Stratford.
Conclusion About Two Stations
I’m convinced, that two Overground stations are needed and I suspect eventually, there will be other stations.
Hythe Road Station
TfL’s proposal for Hythe Road station would be built to the North of the existing embankment of the West London Line, which would be demolished.
This visualisation is from the TfL document.
It would appear to be reminiscent of Shoreditch High Street station, but built at ground-level.
Conclusion About Hythe Road Station
It is an inherently simple proposal, that can be built around an existing rail line, so it shouldn’t create too many construction problems.
Old Oak Common Lane Station
TfL’s proposal for Old Oak Common Lane station would incorporate an overbridge extending westwards to Victoria Road, to allow pedestrians and cyclists to cross the railway.
This map from the TfL document shows the location of the station.
And this Google Map shows roughly the same area.
The line breaking off to the North is the Dudding Hill Line, which is an important part of a proposal for a new railway line in West London, which I wrote about in New Railway Line For West London Proposed.
This visualisation is from the TfL document.
Note.
- The bridge for cyclists and pedestrians to Victoria Road.
- The Dudding Hill Line passing under the bridge.
It very much looks like Old Oak Common Lane station could have platforms on the Dudding Hill Line, which would be a very important addition to the West London Orbital Railway proposal.
Cnclusion About Old Oak Common Lane Station
TfL’s proposal looks comprehensive and reasonably simple to build.
It also includes provision to connect to the proposed West London Orbital Railway.
What Else Would I Do?
Here are my thoughts.
An East-West People Mover
The only one thing I would definitely add, is some form of people mover stretching East-West across the whole Old Oak Common site.
My preferred option would be to use a high-level moving walkway perhaps enclosed in a glass tunnel, which would stretch from Victoria Road in the West to perhaps Wormwood Scrubs Park in the East.
Escalators and lifts would give step-free connections to Old Oak Common Lane, HS2, Elizabeth Line and Hythe Road stations.
We’re not getting any younger!
Terminal Platforms
Both stations could have terminal platforms in the visualisations.
But they would surely be a good idea to allow extra services to be run to and from the major station complex.
Both new stations will have a platform on each track.
Would it be a good idea to have a third platform, that could be used as a bay platform in both directions?
A Terminal Platform At Hythe Road Station
The West London Line currently has a Milton Keynes to East Croydon service and this must mean that services to the West Coast and Brighton Main Lines are possible from a Hythe Road station.
- Trains to the South could go to Clapham Junction, East Croydon, Gatwick and any desired station South of London.
- Trains to the North could go to Wembley Central, Watford and Milton Keynes.
A stopping service on the West Coast Main Line would be complementary to HS2. Take for instance, sports or music fans going to an event at Wembley Stadium.
A Terminal Platform At Old Oak Common Lane Station
The only passenger services on the North London Line are London Overground services, between Stratford and Eichmond, but surely a terminal platform at Old Oak Common Lane station could be useful in providing some needed services.
If the West London Orbital Railway is created, this will add eight trains per hour after Acton Central. This might be too many trains for the route, so perhaps there would be a need to turn-back some trains from Stratford at Old Oak Common Lane?
A terminal platform at Old Oak Common Lane station might be used for an extended Gospel Oak to Barking service.
Building The Stations
I haven’t had a good look at the sites of the two stations and I don’t know the area well.
But I do have the feeling that both these stations can be built independently without affecting any other projects.
So they could be built at any convenient time in the development of this large site.
A First Visit To Walthamstow Wetlands
Walthamstow Wetlands opened today, so I went to take a look.
It was well worth a visit.
I shall return!
Just Add Trains
I took these pictures of the Gospel Oak to Barking Line, as it passes past the Engine House on the Walthamstow Wetlands site.
This section, which is probably one of the easiest bits to electrify, looks to be ready for the trains.
Note that the pictures looking down on the line were taken from the fire escape on the side of the Engine House, shown in the last picture.
This Google Map shows the Gospel Oak To Barking Line crossing the area.
Note.
- The Engine House has a green label saying Walthamstow Wetlands.
- The bus stops by the Ferry Boat Inn have buses to and from Tottenham Hale and Blackhorse Road stations.
- The Engine House is about a hundred metres from the bus stops and
- The Engine House has a step-free entrance and a lift inside.
The Engine House is certainly worth the walk.
Can Class 230 Trains Work On Third Rail Electrified Lines?
London Underground’s D78 Stock used to share tracks between Gunnerbury and Richmond stations with London Overground’s Class 378 trains.
So the answer to my question used to be yes and I suspect that the Class 230 trains could be configured, so that they could still run on third-rail electrified lines.
Running A Service Using Class 230 Trains
Now that West Midlands Trains have ordered three Class 230 trains for the Marston Vale Line, I think we can see how operators could use the trains.
- The operator has enough trains to run the service, even if one train is out of service for routine maintenance or repair.
- The trains are stored overnight in a convenient siding or terminal station.
- The trains will be supported by probably a well-designed service vehicle and if needed a fuel bowser.
- The trains will be refurbished to a high standard, with wi-fi, power sockets and universal access toilets.
- Vivarail have talked about on-board drinks machines.
- Drivers and support staff would probably come from the local area.
You could even envisage a train with an onboard ticket machine.
Would A Third-Rail Ability Be Any Use?
Consider the following lines.
Bromley North Branch Line
The Bromley North Branch Line is a short branch line between Grove Park and Bromley North stations.
- Service is three trains per hour from Mondays to Saturdays.
- There is no service on Sundays.
- Bromley North station is Grade II Listed and has a ticket office.
- The branch is double-track and fully electrified with one intermediate station.
- The service is run by a two-car Class 466 train, which travels to the line each morning.
- The Class 230 train has a higher passenger-focused specification than the twenty-year-old Class 466 train.
I believe that one Class 230 train could run the existing service, but as Bromley North station has two platforms, that two trains could run a four trains per hour service.
I also believe that the Grade II Listed station could be released for sympathetic development, by doing the following.
- Improving the automatic ticketing facilities and perhaps putting ticket machines on the trains.
- Closing the ticket office.
- Putting staff on the platform to assist passengers who need help.
The station could become a transport hub with cafes and stops catering for the needs of train travellers and those using the many buses serving the station.
The South Eastern franchise is up for renewal in the next couple of years, and I think that those bidding will have ideas about what to do the the Bromley North Branch Line.
Lymington Branch Line
The Lymington branch line runs between Brockenhurst and Lymington Pier.
- Service is normally two trains per hour between Brockenhurst and Lymington Pier
- The branch is single track and fully electrified.
- The service is run by a Class 158, Class 159 or Class 450 train.
- Brockenhurdst has a comprehensive four trains per hour service between London/Southampton and Bournemouth.
I believe that one Class 230 trains could run the existing service. With the addition of a passing loop, two trains may be able to run a four trains per hour service.
Sheerness Line
The Sheerness Line runs from Sittingbourne station to Sheerness station across the Isle of Sheppey.
- Service is normally two trains per hour between Sittingbourne and Sheerness.
- There are extra services between Victoriia and Sheeness in the Peak.
- The branch is partly double-track and fully electrified with four intermediate stations.
- Sheerness station has two platforms.
- The shuttle service is run by a two-car Class 466 train.
- Sittingbourne has a comprehensive six trains per hour service to and from London, with extra peak hour services.
As with the Bromley North Branch Line, the Class 230 train has a higher passenger-focused specification than the current Class 466 train.
I believe that two Class 230 trains could run the existing service, but as Sheerness station has two platforms and the route is partly double-track, that an extra train or two, could see the service upgraded to three or even four trains per hour.
Conclusion
I suspect that we’ll see Class 230 trains considered for lines with third-rail electrification.
The Anonymous Widower 