Hydrogen Tourist Transport Network Trialled In The Peak District
The title of this post, is the same as that of this article on Fleet News.
This paragraph outlines the trial.
A trial is taking place in the Peak District National Park where hydrogen fuel cell electric vehicles (FCEVs) and electric vehicles (EVs) will run together between multiple destinations and attractions.
Note.
- Toyota will provide the buses.
- Air Products is providing hydrogen.
- The services appear to be centred on Chesterfield station.
It looks like one of the objectives is to test the two types of buses against the terrain.
I can see hydrogen-powered buses being used extensively in tourist areas all over the world.
A Design Crime – Platform-To-Train Access On The Northern Line At Bank Station
These four pictures show the platform-to-train access on the Northern Line at Bank station.
Note.
- The first two pictures are the new Southbound platform.
- The last two pictures are the Northbound platform.
- The other pictures show the wide and level walkways between the two platforms.
The Southbound platform has level platform-to-train access, but the old Northbound platform does not!
That constitutes a design crime in my book.
Old Street Station – 9th September 2022
I took these pictures this morning, as my bus passed Old Street roundabout.
The Queen was also being shown on this bus-stop in Moorgate.
How many pictures like these are being displayed?
Proposals Submitted To Create Darlington To Dales Rail Link
The title of this post, is the same as that of this article on the Durham County Council web site.
These paragraphs outline the proposals.
The proposals will focus on development of the Darlington-Dales corridor, improving the connectivity of towns and villages along the Weardale line. It will also review the possibility of providing a link to Crook.
This new rail link would support economic development along the Darlington-Dales corridor, helping to attract visitors and boost spend in these areas by connecting tourism sites including Hamsterley Forest, Bishop Auckland town centre, the Durham Dales, and the Weardale Railway.
The enhanced rail connectivity would also enable residents to access wider education and job opportunities, while reducing the environmental impact of the county’s transport system by providing an alternative to cars.
It looks at first glance to be practical proposals, that could be easily achieved without spending a fortune.
As Teesside has a plentiful supply of hydrogen and is even planning a depot for hydrogen trains, what would new Alstom Aventra hydrogen trains between Weardale and Saltburn via Darlington, do for tourism in the area?
Extending The Elizabeth Line – Improving The Northern City Line
Some parts of North and North-East London, have less-than-good connections with the Elizabeth Line.
- The Piccadilly Line has no direct connection with the Elizabeth Line.
- The Victoria Line has no direct connection with the Elizabeth Line.
- The Bank branch of the Northern Line has only a poor connection with the Elizabeth Line at Moorgate station.
- The Northern City Line has only a poor connection with the Elizabeth Line at Moorgate station.
- The Charing Cross branch of the Northern Line has a good connection with the Elizabeth Line at Tottenham Court Road station.
- The Lea Valley Lines of the London Overground have good connections with the Elizabeth Line at Liverpool Street station.
- Thameslink has a good connection with the Elizabeth Line at Farringdon station.
It would appear that if you live near one of the Lea Valley Lines or Thameslink stations, you can access the Elizabeth Line fairly easily at Liverpool Street or Farringdon stations, but if you rely on a Northern, Northern City, Piccadilly or Victoria Line local station, you are not so lucky!
Could The Northern City Line Be Improved To Give Better Connections Between North London And The Elizabeth Line?
This map from cartometro.com shows the lines between Finsbury Park and Highbury & Islington stations.
Note.
- The dark blue tracks are the Piccadilly Line, which calls at M (Manor House), Finsbury Park, Arsenal, Holloway Road and Caledonian Road, before going South-West to King’s Cross St. Pancras.
- The lighter blue tracks are the Victoria Line, which calls at Finsbury Park and Highbury & Islington, before going South-West to King’s Cross St. Pancras.
- The black tracks on the Western side of the map are those of the East Coast Main Line into King’s Cross.
- The black tracks going South-East from Finsbury Park are the Northern City Line, which calls at Finsbury Park, Drayton Park, Highbury & Islington, E (Essex Road) and Old Street before terminating at Moorgate.
This second map shows the lines through Finsbury Park station.
Note.
- The dark blue tracks are the Piccadilly Line.
- The lighter blue tracks are the Victoria Line.
- The black tracks going through Drayton Park station are the Northern City Line.
- The platforms of the Piccadilly and Victoria Lines are paired at Finsbury Park station, so that passengers can change lines with a simple walk-across.
This third map shows the lines through Highbury & Islington station.
Note.
- The dark blue tracks are the Piccadilly Line.
- The lighter blue tracks are the Victoria Line.
- The orange tracks are the London Overground.
- The black tracks going through Drayton Park and Highbury & Islington stations are the Northern City Line, which terminates at Moorgate station.
- The platforms of the Northern City and Victoria Lines are paired at Highbury & Islington station, so that passengers can change lines with a simple walk-across.
The big problem with Highbury & Islington station is that is not step-free.
A Step-Free Route Between Wood Green And Moorgate Stations
Currently, it is possible to go between Wood Green and Moorgate stations by using three trains.
- Piccadilly Line – Wood Green to Finsbury Park – 6 mins
- Victoria Line – Finsbury Park to Highbury & Islington – 6 mins
- Northern City Line – Highbury & Islington to Moorgate – 10 mins
Note.
- These are actual times measured on my phone.
- The total time is twenty-two minutes.
- I had to wait a couple of minutes at both changes.
- Both changes are walk-across.
- The changes are not as perfect as they could be, although they would be easily managed with a buggy or a heavy case.
These pictures show the change at Highbury & Islington station.
These pictures show the change at Finsbury Park station.
This route works for all stations Between Manor House and Cockfosters.
- Cockfosters – Add 15 minutes
- Oakwood – Add 12 minutes
- Southgate – Add 9 minutes
- Arnos Grove – Add 6 minutes
- Bounds Green – Add 3 minutes
- Turnpike Lane – Subtract 2 minutes
- Manor House – Subtract 5 minutes
But look at the frequencies of the three sections in trains per hour (tph)
- Piccadilly Line – 21 tph
- Victoria Line – 33 tph
- Northern City Line – 4 tph
The Northern City Line frequency is not high enough, as you could have a fifteen minute wait for a train.
Improvements Needed To The Northern City Line
The Northern City Line now has new Class 717 trains, a terminal platform at Stevenage and full digital signalling is being installed.
- The major improvement needed would be to improve frequency to at least 12 tph.
- Six tph on both branches should be possible.
I would also install step-free access at more stations.
Moorgate Station’s Northern City Line Platforms
These pictures show the platforms of the Northern City Line at Moorgate station.
Note.
Improved Connections At Moorgate Station
I talked about the connections between the Northern and Elizabeth Lines at Moorgate station in Elizabeth Line To Northern Line At Moorgate Station.
This was my conclusion.
Routes between the Northern and Elizabeth Lines at Moorgate need to be improved.
I feel that some of the improvements could be fairly minor, but adding step-free access to the Northern City Line could be more difficult.
An Improved Connection Between Bank And Moorgate Stations
Currently, there are three ways between Bank and Moorgate stations.
- Use the Northern Line
- Use a 21, 43 or 141 bus routes
- Walk
I believe that it would also be possible to dig a pedestrian tunnel between the two stations and fit it out with a moving walkway.
This visualisation shows the updated Bank station.
Note.
- Moorgate station is to the left.
- The only more-or-less completed bits are the two Northern Line tunnels and platforms and parallel pedestrian tunnel.
- The four cross tunnels can be picked out towards the far end of the station.
- Three of the cross tunnels can now be used by passengers.
- The moving walkway can be accessed from the two cross tunnels nearest to the Central Line.
- The escalators from the yet-to-open Cannon Street entrance appear to lead directly into a cross tunnel and a parallel tunnel to the moving walkway.
I believe that the moving walkway to Moorgate station could connect with the Bank station complex, at the Moorgate end of the new moving walkway in Bank station.
Extending The Elizabeth Line – London Crosslink
In the Wikipedia entry for the London Crosslink, this is the introduction.
London Crosslink was a passenger train service operated by Anglia Railways between Norwich and Basingstoke, using the North London Line to bypass central London. Class 170 Turbostar diesel multiple units were used, and the service operated between 22 May 2000 and 28 September 2002, supported by funding from the Strategic Rail Authority through its Rail Passenger Partnership fund.
As it was discontinued and it doesn’t seem to be sadly missed, I’m not advocating its reinstatement, but just looking how it might be run after the full opening of the Elizabeth Line.
But surely, there were good reasons, why the service was run in the first place and there might be a need in the future.
These are some characteristics of the service.
- There were about half-a-dozen services in both directions every day.
- At its full length it ran between Norwich and Basingstoke.
- Stops included Diss, Stowmarket, Ipswich, Colchester, Witham, Chelmsford, Ingatestone, Romford, Stratford, Highbury & Islington, Camden Road, West Hampstead, Brentford, Feltham, Staines, Woking and Farnborough (Main).
- Each service seemed to have a different stopping pattern.
- The timetable wasn’t very regular.
- The route wasn’t fully electrified.
It appears that it may have been a difficult service to timetable.
A London Crosslink Based On The Elizabeth Line
Consider.
- The route between Norwich and Stratford is possible and is fully-electrified.
- Trains could use the Central Tunnel of the Elizabeth Line between Stratford and Paddington.
- There is no connection between the Central Tunnel and Brentford, Feltham, Staines, Woking and Farnborough (Main).
I suspect that the service would go to Basingstoke via Reading.
An alternative route might be serve Heathrow Terminal 5 and then connect to the Windsor and Staines Line.
Note.
- In Extending The Elizabeth Line – Connecting Great Eastern Main Line Services To The Central Tunnel, I showed that I thought it was possible for Great Eastern Main Line service to use the Central Tunnel of the Elizabeth Line.
- Reading and Basingstoke is not electrified.
Would it be worthwhile?
Old Street Station – 24th August 2022
The new entrance to Old Street station is now open in the middle of the former roundabout.
There will also be lifts.
Extending The Elizabeth Line – Thoughts On The Maximum Frequency In The Central Tunnel
The Wikipedia entry for the Elizabeth Line, says this about the indicative timetable after the 6th November 2022.
The indicative timetable consists of the following services on the Elizabeth line during peak hours: there will be 24 trains per hour (tph) in each direction in the central section (Paddington to Whitechapel): of these, 12 will run between Shenfield and Paddington, 6 will run between Abbey Wood and Heathrow, and 6 between Abbey Wood and either Reading or Maidenhead. Some trains on the Reading branch will not stop at all stations. Passengers travelling between stations west of Paddington and those on the north-eastern branch will need to change trains in the central section. Changing trains at Hayes & Harlington will be required for travel between Hanwell, West Ealing or Acton Main Line and other stations on the Reading branch.
The north-eastern section via Stratford is expected to see an additional four trains per hour during peak times between Gidea Park and the existing main line Liverpool Street station’s high level terminating platforms. Since these trains run over existing above-ground lines from Liverpool Street to Stratford, they will not call at Whitechapel.
When you consider, that Dear Old Vicky can handle 36 tph in the Peak, I feel that at some point in the future, the Elizabeth Line will handle more trains in the Central Tunnel.
This article on London Reconnections, which is entitled The Ninety Second Railway: Making the Victoria The Most Frequent Metro In The World, gives a history of increasing the frequency on the Victoria Line.
This is a paragraph from the article.
Of course, having the trains is only one part of the requirement. As our editor John Bull is prone to point out, there comes a point where frequency is not about how many trains you can squeeze through the tunnels, but about how quickly you can get passengers onto and clear of, the platforms.
As a regular passenger on the Victoria Line, there are times, when you notice that there are queues for the escalators and in the passageways at certain stations.
The Victoria Line probably can’t go to forty tph without substantial work on several stations.
But as these pictures show, the Elizabeth Line has space.
The Central Tunnel stations also have step-free walk-across access to the trains.
On my many journeys on the Lizzie Line, I’ve yet to see any delays in boarding in the Central Tunnel.
Extra Terminals
At present, the Elizabeth Line has been designed to have these terminal stations.
- Abbey Wood
- Heathrow Terminal 4
- Heathrow Terminal 5
- Maidenhead
- Paddington
- Reading
- Shenfield
The capacity in the East must match the capacity in the West.
Possible terminals in the East could be.
- Beaulieu Park
- Gravesend
- Hoo
- Northfleet
- Southend Victoria
And in the West they could be.
- Bedwyn
- Newbury
- Oxford
- Swindon
The numbers must still match.
Extra services would probably best be added gradually with time, when a need was proven.
Conclusion
I feel that only three things will limit the frequency of Elizabeth Line trains through the Central Tunnel.
- A frequency that fits the passenger numbers and route preferences.
- The capacity of the terminals
- The ability for engineers to meet that frequency safely and at an affordable cost.
Given that at certain times of the day, the Elizabeth Line is busier than you would expect, I wouldn’t be surprised to see that frequency higher than that planned.
Ilford Station – 4th September 2022
Ilford station is now substantially complete.
Note.
- Because of testing, the Elizabeth Line was running through Platforms 1 and 2 at Ilford station.
- Platforms 3 and 4 are running a test service between Shenfield and Paddington.
- Train displays on Platform 3 are showing trains going to Paddington.
It would appear, that there’s still a bit of work to finish.
The Anonymous Widower 