New Homes For Newts: Industry Leading Licence Protects Species From Vital Rail Upgrades
The title of this post, is the same as that of this press release from Network Rail.
This is the introductory paragraph.
The industry leading initiative will see specialists build new, large-scale habitats for great crested newts to move to when crucial railway upgrades disrupt their existing homes. This balance will allow the amphibians to thrive in a safe environment and in turn reduce any delays to engineering work.
Hopefully, this will lead to the end of delays to engineering work caused by newts on the line.
Would A Joint Development Of Thameslink And The Elizabeth Line Be A Cost-Effective Way To Improve London’s Rail Network?
The operation of Thameslink and The Elizabeth Line are more similar than many people think.
- Both have a central tunnel.
- On the Elizabeth Line, the central tunnel is between Paddington and Whitechapel stations, which always takes thirteen minutes.
- Trains on the Elizabeth Line run five minutes apart.
- On Thameslink, the central tunnel is between St. Pancras International and London Blackfriars stations, which always takes nine minutes.
- Trains on Thameslink run 3-4 minutes apart.
- There are no branches in the central tunnels.
- No other regular train services run through the central tunnels.
- Trains appear to be controlled very accurately to the timetable.
- Each train on both lines seems to take a similar time through their central tunnel.
I am by training a Control Engineer and this is not surprising, as if you want to get the most number of trains down a tunnel, they should all take the same time and be equally spaced.
- As there are twelve trains per hour (tph) on the Elizabeth Line, the five minute interval is to be expected.
- As there are twenty tph on Thameslink, the 3-4 minute interval is to be expected.
It should be noted that the Victoria Line was fully opened in 1971.
- It has a single central tunnel with no branches.
- The line is used exclusively by Victoria Line trains.
But when new faster trains and automatic train control (ATO) were introduced, it enabled the train frequency to be increased from 27 to 33 tph.
By comparison to the Victoria Line, I believe that increased frequencies of trains through Thameslink and The Elizabeth Line should be possible.
The Elizabeth Line Frequency
The Wikipedia entry for the Elizabeth Line gives a central tunnel frequency of 24 tph, consisting of the following services.
- 12 tph – Shenfield and Paddington
- , 6 tph – Abbey Wood and Heathrow
- 6 tph – Abbey Wood and either Reading or Maidenhead
Note, in Extending The Elizabeth Line – High Speed Trains On The Elizabeth Line, I said this.
Because of the current track layout at Abbey Wood, I believe that without track modifications, Abbey Wood station will not be able to handle more than 12 tph.
So will Abbey Wood be restricted to 12 tph for some years?
It does appear to me, that to increase the frequency through the Elizabeth Line’s central tunnel, there will need to be services to new destinations in both the East and the West.
Various destinations have been suggested for the Elizabeth Line.
- Northfleet, Gravesend and possibly Hoo for Chatham.
- Billericay, Southend Airport and Southend Victoria.
- Tring and Milton Keynes
- Staines
I would also add.
- Chelmsford and the new station at Beaulieu.
- Didcot, Oxford and possibly Swindon.
There are a lot of possibilities.
The Thameslink Frequency
The Wikipedia entry for the Thameslink gives a central tunnel frequency of 20 tph, consisting of the following services.
- 2 tph – Cambridge and Brighton
- 2 tph – Cambridge and Maidstone East
- 2 tph – Peterborough and Horsham
- 2 tph – Bedford and Brighton
- 2 tph – Bedford and Gatwick Airport via Redhill
- 2 tph – Luton and Rainham via Greenwich
- 2 tph – St Albans City and Sutton via Wimbledon (loop)
- 2 tph – St Albans City and Sutton via Mitcham (loop)
- 2 tph – Kentish Town and Orpington via Catford
There are few suggestions for extra Thameslink services.
High Speed Trains On The Elizabeth Line
Some suggested destinations for the Elizabeth Line and some existing destinations for Thameslink are on high speed lines, that will be digitally-signalled in the next few years.
These destinations might be better served by an Elizabeth Line or Thameslink train with a better performance.
In Extending The Elizabeth Line – High Speed Trains On The Elizabeth Line, I explained my reasoning in detail.
Conclusion
A comprehensive survey needs to be carried out to identify what destinations should be added to the Elizabeth Line/Thameslink network.
Reasons for a new destination could possibly be employment, housing, leisure, tourism or other factors.
What Goes Up Must Come Down
This morning, I went for a walk in the City, with the aim of looking at progress on the new Southern entrance to Bank station.
I took these pictures, where they were dismantling the main crane on the Bank station site.
Does this dismantling mean that the main work is coming to an end?
One of the guys, I spoke to said that the station would be finished by the end of the year.
I also took this picture from the Northernmost cross tunnel between the two Northern Line platforms.
Note the Way Out sign behind the hoarding, which also shows Central Line straight on. This looks like it could be the start of the travelator to the Central Line.
Wide Platforms On The Piccadilly Line Extension
As a child, I used to live on the Northern reaches of the Piccadilly Line.
- My family lived near Oakwood station.
- I used to have my hair cut in the barbers at Cockfosters station.
- My school was at Southgate station.
- My father’s print works was close to Wood Green station.
- I regularly brought shopping home from Marks & Spencer in Wood Green, by using Turnpike Lane station.
- I saw Eric Clapton, John Mayall and others at the Manor House pub by Manor House station.
Incidentally, I’ve never had much to do with Arnos Grove or Bounds Green stations.
Perhaps because in those days of the 1950s, I rarely used other lines, I didn’t notice the wider platforms of the extension, which opened in 1933.
The Wikipedia entry for the Piccadilly Line, says this.
Platforms 400 ft (120 m) long were originally planned for each station to fit 8-car trains, but were cut short to 385 ft (117 m) when built. Some stations were also built with wider platform tunnels to cater to expected high patronage.
Perhaps, that explains the wider platforms at Turnpike Lane and Manor House stations.
I suspect that Transport for London wish that the Victoria Line had been built to the same standards of the Piccadilly Line Extension of the 1930s.
LED Lights Illuminate London’s Elizabeth Line
The title of this post is the same as that of this article on E & T Magazine.
This is the introductory paragraph.
Using LEDs to light up the stations, escalator shafts and concourses of the Elizabeth line was a bold move from Transport for London; especially as when they decided on its use back in the late 2000s, LED technology was yet to break into the lighting world.
These points are also made in the article.
- The Elizabeth line is one of the first sub-surface infrastructure projects to be lit entirely by LEDs.
- The decision to use the technology was based on industry evidence that its use will help reduce energy consumption and maintenance requirements.
- The Crossrail team used the light-grey, matt-textured, glass-reinforced concrete lining of the station and escalator tunnels to reflect light onto the passenger areas.
- The main lighting and the emergency lighting are incorporated in the wayfinding totems.
The article certainly explains how the excellent lighting was designed.
These pictures show some of the LED lighting on the Elizabeth Line.
Note that uplighters on the Underground are not new, as these pictures from Turnpike Lane station show.
They were installed in the 1930s and were also used on the Moscow Metro, where London Transport installed the escalators.
Lighting Can Calm Passengers
This is a paragraph from the article.
Both Kerrigan and Clements agree that the lighting infrastructure makes the Elizabeth line unique to all its predecessors seen across the London Underground and that they have met their goal to create a soothing environment to enhance the passenger experience. “We wanted to create a relaxed commuting environment that is the opposite to the poorly lit and cramped environment of the Central line, for example,” Clements admits. “And we believe that the lighting has a massive amount to do with this.”
Does this explain why passengers seem generally calm?
Safety Message Clear As Leven Work Ramps Up
The title of this post, is the same as that if this press release from Network Rail.
The press release has a positive tone and indicates.
- Track is starting to be laid at the Thornton end and this track will be used to help build the Levenmouth Rail Link.
- The connection to the main line at Thornton is complete.
- Safety is emphasised.
- Planning permission for the two stations should be submitted this year.
- The programme is scheduled to complete in Spring 2024.
As it is not much larger than the Okehampton scheme, which Network Rail delivered so well, I would feel that date is feasible.
Rivalry With The Northumberland Line
The Wikipedia entry for the Northumberland Line says this about the line.
The Northumberland Line is a planned passenger rail route connecting the city of Newcastle upon Tyne with Ashington, Blyth and south-east Northumberland. The route of the line uses part of the larger Blyth and Tyne Railway, a network of lines that cover south-east Northumberland. Construction of stations is planned for the summer of 2022, with the opening of the line for passenger services planned for December 2023.
Note, that both projects are planned to be completed within a few months.
Will there be an Anglo-Scottish rivalry, perhaps with pipers on both sides?
The Connection Between The Northern And Lizzie Lines At Tottenham Court Road Station
In Elizabeth Line To Northern Line At Moorgate Station, I described how I was rather underwhelmed with the connection between the Bank branch of the Northern Line and the Lizzie Line.
It’s just too far to walk in the long tunnel, which is not as well fitted out as the connection to the Bakerloo Line at Paddington.
At least it can be improved, without a major amount of expense.
So what is the connection between the Lizzie Line and the Northern Line like at Tottenham Court Road?
There is access to stairs and a lift at the Southern end of the Northern Line platforms, that lead to the pedestrian tunnel between the two platforms of the Lizzie Line.
These pictures show the connection.
Note.
- It is certainly a lot easier than the connection at Moorgate.
- You have a choice of stairs or a lift between lines.
- Both Northern branches and both Southern branches of the Northern Line all have services through Tottenham Court Road station. Just make sure, that you get a Charing Cross branch train.
- If you’re using Tottenham Court Road station for changing to the Lizzie Line from the Northern Line, then make sure you get at the Southern end of the Northern train.
- If you’re using Tottenham Court Road station for changing to the Northern Line, then make sure you get at the Eastern end of the Lizzie Line train.
Practice will make perfect, how passengers handle this interchange.
Going Between Euston And Heathrow
There is no problem with the interchange to and from the Elizabeth Line, but getting to and from the Charing Cross branch of the Northern Line is not step-free.
Hopefully, High Speed Two and the rebuilding of Euston station will solve this problem.
Passenger Behaviour On The Lizzie Line
The Elizabeth Line has been open for some weeks now and I am fairly certain it is true to say that I have yet to see any passenger behaviour, that even the most picky passenger would complain about.
I wonder, if this is partly down to the design of the stations, with wide platforms and passages and often two escalators in the direction passengers are travelling.
If you are not being jostled, as you are sometimes on the Underground, you’re surely less likely to react.
These pictures also show the wide entrances on the Central section.
Passengers do seem to get in and out without bumping into other.
York To Church Fenton – 10th August 2022
These pictures show the new electrification between York and Church Fenton.
My train was going towards York.
Half-an-hour later, I went to Manchester via Leeds and took the newly-electrified line.
- The Class 802 train was on diesel on this section, but it was cruising at 100 mph.
- One the train had passed Church Fenton station, it appeared to slow noticeably.
- Today, York and Church Fenton took eight and a half minutes.
It will be interesting to see timings, when the wires are switched on.
Werrington Dive Under – 10th August 2022
I passed the Werrington Dive Under today and took these pictures.
Note, that it is now more or less buried to the East of the East Coast Main Line.
When the weather gets a bit cooler, I’ll have a look from the footbridge.
The Anonymous Widower 