It’s Nearly Ten Years Since I Wrote The Streatham Virtual Tube
In the June 2016 Edition of Modern Railways, there was an article entitled Turning South London Orange.
One of the proposals in the article is to create a virtual tube through Streatham.
So I wrote The Streatham Virtual Tube.
My curiosity has been aroused, as to why the article is one of my top posts.
Does anybody have any ideas?
Or could it just be that someone is promoting the Streatham Virtual Tube In The Local Elections?
Platform 17 At Clapham Junction Station
I took these pictures at Clapham Junction station this morning.
Note.
- The double-platform 1/2 is the main platform for the London Overground at Clapham Junction station.
- Platform 1 handles trains from Stratford station via the North and West London Lines
- Platfom 2 handles trains from Dalston Junction station via the East and South London Lines
- I arrived today in Platform 2 from Whitechapel station.
- Platform 17 is decidedly curved.
- Platform 16, which is used by trains going the other way, is also curved.
- Both Platform 16 and 17 have lifts to the station’s main overbridge.
Currently, some minor upgrade work is being carried out on the station.
The Platform Layout At Clapham Junction Station
This map from CartoMetro shows the platform layout at Clapham Junction.
Note.
- Mildmay services from Stratford on the North and West London Lines are shown in blue and terminate in Platform 1.
- Windrush services from Dalston Junction on the South London Line are shown in red and terminate in Platform 2.
- Platform 17 is the Southernmost of the platforms at Clapham Junction.
Platforms are more or less numbered 1 to 17 from North to South.
How Long Did It Take Me To Walk Between Platforms 1 And 17?
It took me five minutes this morning, but the bridge wasn’t crowded.
How To Carry A Suit On A London Overground Train
I took this picture this morning on a London Overground train.
I’ve never ever seen anybody do this before.
But, I suppose it is fairly logical.
I would expect it would work on other trains, like the Underground.
Mersey Ferry To Be Decommissioned After 67 Years
The title of this post is the same as that of this article on the BBC.
This is the sub-heading.
A “much-loved” ferry that has crossed the River Mersey for 67 years is being decommissioned.
These three paragraphs add more details.
Mersey Ferries confirmed The Royal Iris of the Mersey is to be replaced by the new £26m Royal Daffodil later this year.
From its launch in Devon in 1959 until a major refurbishment in 2001, The Royal Iris was named Mountwood. She was renamed on her return to service in 2002, following a major revamp.
Mersey Ferries said it was considering how best to mark her farewell “with further details to be confirmed in due course”.
When I was a student at Liverpool University, it was named Mountwood and I used it regularly.
This is a video of the ferry, that I found on Youtube.
I have a thought.
Is There Any Other Public Transport, That I Have Used Recently, That Was Built In 1957?
I can’t think of anything, except the occasional Routemaster bus.
We Live Three Minutes From The Station — And Can’t Catch A Train
The title of this post is the same as that of this article on The Times.
This is the sub-heading.
A line connecting Oxford to Milton Keynes was finished 16 months ago. So why does it remain useless to families who moved to be next to it?
These four paragraphs add more details.
Nearly two years after moving to Winslow for its rail connections, Rachael Lee is still waiting to catch her first train.
Winslow station, a three-minute walk from Lee’s house, should have opened last year, connecting locals to Oxford, Milton Keynes and beyond. But as the site remains plagued by delays, the only people to pass through its doors are the security guards paid to keep watch.
“All the lights are on and there’s ticket machines that are on,” said Lee, 36, a marketing professional who moved to the Buckinghamshire town with her family in June 2024. “Who’s paying for all of that? It just feels like it takes the mickey when you drive and walk past it.”
Construction issues, union disputes about onboard guards and a lack of ready trains have all delayed the opening of the station, which was built for East West Rail (EWR) in a £6 billion government-funded project to reconnect Oxford and Cambridge by train for the first time since 1967. It is one of the country’s biggest rail projects, begun in 2014, and is expected to bring tens of thousands of jobs and billions of pounds to the regional economy.
Harold Wilson would have solved this problem with beer and sandwiches at No. 10.
Olympia Partners With TfL To Boost Peak-Time Mildmay Line Services
The title of this post, is the same as that as this press release from Transport for London.
These two bullet points act as sub-headings.
- Olympia, London’s newest entertainment destination, is funding 16 extra peak‑time services per weekday, providing increased capacity to support rising demand on this part of the Mildmay line as well as reducing customer journey times
- The additional shuttle services will depart from Clapham Junction Platform 17, with three services in the morning peak and five in the evening peak
These two paragraphs add more details.
Customers will benefit from easier access to the transformed Olympia, set to become London’s newest destination for entertainment, culture and hospitality, as well as Westfield London and improved links to other TfL services
Customers will benefit from more frequent services between Clapham Junction and Shepherd’s Bush from Monday 18 May, as Transport for London (TfL) introduces additional peak weekday shuttle services on the Mildmay line.
This map from CartoMetro shows how trains will get to Platform 17 at Clapham Junction.
Note.
- Mildmay services from Stratford on the North and West London Lines are shown in blue and terminate in Platform 1.
- Windrush services from Dalston Junction on the South London Line are shown in red and terminate in Platform 2.
- Platform 17 is the Southernmost of the platforms at Clapham Junction.
The new services will take the same route as Southern’s Watford Junction and East Croydon service through Clapham Junction.
- Trains will go through Imperial Wharf station and Latchmere 2 Junction.
- They will then take Latchmere 1 Junction and pass under the lines to get to Platform 17.
- There is a crossover between the two tracks, so that trains can get on the left-hand track.
This second CartoMetro map shows Platforms 16 and 17 to a larger scale.
Note.
- Platform 17 doesn’t look very long, but it is 172 metres.
- Five-car Class 378 trains are 101.35 metres, so should fit.
- The crossover, that will be used by returning shuttle trains is clearly visible in the top-right corner.
It does appear though that there will need to be no major trackwork needed for the new service.
I do have one thought.
Will Clapham Junction Station Get A Platform 0?
This was proposed in Will Clapham Junction Station Get A Platform 0?, but there is no mention of it in the press release, although Michael Volkert, who is CEO of Olympia estates does say this.
The new train services will depart from platform 17 at Clapham Junction. Existing services to Stratford will continue to operate from Platform 1. For the latest travel information customer should check TfL Go, Journey Planner on the TfL website or station departure screens.
Commuters will have to hone their ducking and diving skills.
Northern Offers Free Travel To Bedlington Terrier Owners When Town’s New Station Opens
The title of this post, is the same as that of this article on Rail magazine.
These two paragraphs add more details.
Passengers with a famous breed of dog named after Bedlington will be offered free travel when the town’s new station is open. It is the sixth and final new station on the Northumberland Line, which reopened to passengers in December 2024 – for the first time in 60 years.
Around 1.3 million journeys have been made on the route so far, with passengers travelling for work, education, important appointments and fun days out. When the station opens on Sunday, 29 March, it will allow customers to travel into Newcastle in around 30 minutes, with an off-peak single costing just £2.60.
I don’t own a dog anymore, let alone a bedlington terrier, but I had intended to go to the opening of the new Bedlington station tomorrow, but there don’t seem to be any trains between London and Newcastle due to engineering works.
So, it looks like I’ll have to miss out!
WSMR Plans Alstom-Built Bi-Mode Sets If Open Access Bid Approved
The title of this post, is the same as that of this article on Rail magazine.
This is the sub-heading.
Wrexham, Shropshire & Midlands Railway (WSMR) has said it will invest in new Alstom battery-electric bi-mode trains if its open access application is successful.
These three paragraphs add some more details.
In December the Alstom-backed operation resubmitted its application to run between the North Wales city and London Euston via Shrewsbury and Walsall after its initial bid was rejected by the Office of Rail and Road (ORR) last year.
In a letter to the regulator and Network Rail, Mobilisation Director Darren Horley said: “Should our application be successful, WSMR will work alongside its parent company, Alstom, and will commit to invest in a new bi-mode battery-electric fleet based on the Adessia platform – Alstom’s new generation passenger train designed specifically for the UK market.
“Initial discussions regarding the procurement of a small new fleet have already commenced with Alstom and a financier.”
The Adessia will be a high speed version, with a maximum speed of 125 mph or 200 kph.
I have some thoughts.
How Much Of The Route Is Without Electrification?
In Alstom Plans To Operate Its Own Passenger Train Service In The UK For The First Time, I gave these distances of the sections of the route.
- Euston and Nuneaton – 96.7 miles – electrified
- Nuneaton and Walsall – 26.7 miles – electrified
- Walsall and Wolverhampton – 6.7 miles – electrified
- Wolverhampton and Shrewsbury – 29.7 miles
- Shrewsbury and Wrexham General – 30.3 miles
That looks like there are sixty miles in each direction without electrification.
Either the trains would have a battery range of 120 miles or a battery range of over 60 miles with charging at Wrexham General station, which is shown in these pictures.
Note.
- Wrexham General station has four platforms. Two are a pair of long through platforms and there are also a separate long and a short through platform.
- The station is step-free.
- The last four pictures are Platform 4.
This OpenRailwayMap shows the platform layout at Wrexham General station.
Note.
- The blue arrow is between the two through Platforms 1 and 2.
- Platform 3 is the platform in the middle.
- Platform 4 is the platform on the left.
An overhead charging rail could be used on Platforms 3 and/or 4, as has been used at Caerphilly station.
The overhead charging rail could also charge other Wrexham General services.
Prospective Routes
I would expect that there would be a need for such a train on the following UK routes.
- CrossCountry – Class 221 train replacement.
- East-West Rail – New fleet.
- Southeastern – London and Hastings.
- ScotRail – Inter7City replacement.
- South Western Railway – Class 158 and Class 159 train replacement.
- Transport for Wales – Some diesel services.
There would be probably be other services too!
Will The Service Call At Willenhall, Darlaston And Walsall?
This OpenRailwayMap shows the three stations.
Note.
- Willenhall station is in the North-West corner of the map.
- Darlaston station is marked by the blue arrow.
- Walsall station is in the North-East corner of the map.
- Tame Valley Parkway station is in the South-East corner of the map.
- It might also be a good idea to call at the Parkway station.
- Red tracks are electrified.
- To call at all four stations will need a reverse at Walsall.
There may be some thinking to do, on the best calling pattern in Walsall.
Cardiff Queen Street And Cardiff Bay Stations – 24th March 2026
After I’d visited Caerphilly station, which I wrote about in Cardiff And Caerphilly – 24th March 2026, I went to look at Cardiff Queen Street And Cardiff Bay stations.
I took these pictures.
Note.
Cardiff And Caerphilly – 24th March 2026
I took this pictures, as I rode up the Rhymney Valley from Cardiff to Caerphilly.
Note.
- The trains I took up and down the valley were both Class 756 tri-mode trains.
- My train reversed to Penarth in Platform 1.
- I think they were running using the diesel power in the power pack.
- There is an overhead conductor rail in Platform 1 at Caerphilly station to charge trains.
- The electrification North of Caerphilly station can be seen through the bridge in one of the pictures.
- Platforms 2 and 3 are not electrified.
I think Caerphilly station is a very neat electrification layout for occasional charging of battery-electric or tri-mode trains.
I have some specific thoughts.
What Have Caerphilly And St. Pancras Thameslink Stations Got In Common?
These pictures show the rigid conductor rail through St. Pancras Thameslink station.
It looks remarkably similar to that in Platform 1 at Caerphilly station.
Judge in this picture.
The rails are probably out of the same Swiss electrification maker’s parts bin.
Both look equally professional with an I-section conductor, which could be aluminium, as it is lightweight and a good electrical conductor.
Google AI finds this.
The I-beam overhead conductor system used in St. Pancras Thameslink station is made of a hollow extruded aluminium profile. This system, known as a conductor beam, holds a conventional copper contact wire, providing a rigid, low-profile alternative to traditional overhead wires.
Key details:
Material: Extruded aluminium profile.
Structure: Hollow, designed to hold an un-tensioned, conventional copper contact wire.
Application: Developed by Balfour Beatty to reduce the required depth of overhead line equipment.
Installation: Often installed in a sinusoidal wave to ensure consistent wear on the pantograph.
This technology is used in areas with restricted overhead space, such as tunnels and some modern station approaches, to manage 25kV AC electrification.
It looks like it’s been used to provide a charging rail in Caerphilly station.
Is The Conductor Rail In Platform 1 Used To Create A Continuous Electrical Connection Around Caerphilly Station?
Look at this OpenRailwayMap, which shows the completed electrification through Caerphilly station.
Note.
- Red tracks are electrified.
- Black tracks are not electrified.
- Caerphilly station is indicated by the blue arrow.
- The electrification continues to the Western end of the station.
- The two main platforms 2 & 3 are not electrified.
- The bay platform 1 is electrified to charge trains for return to Cardiff.
- Class 756 tri-mode electric-diesel-battery trains are already in service.
- There appears to be a comprehensive bus interchange.
The power for Platform 1 could come from the electrification at the Western end of the station.
I wouldn’t be surprised that the Rhymney Line will be fed with electricity at the heads of the valleys and it is fully-connected down to Cardiff to give a secure electrical connection.
Will Welsh Wind Power From The Heads Of The Valleys Be Used To Power The Cardiff Valley Lines?
To start with, as I know it can be blowy there, I asked Google AI, this question.
“Is Onshore Wind Planned At The Heads Of The Valleys In South Wales?”
I received this answer.
Yes, there is significant onshore wind energy development planned and in progress along the Heads of the Valleys area in South Wales. This region, encompassing areas like Merthyr Tydfil, Blaenau Gwent, and northern Rhondda Cynon Taf, is part of a broader push to increase onshore wind capacity in Wales, with many projects located on Natural Resources Wales forestry land.
Key Developments and Proposed Projects (2025-2026):
Trydan Gwyrdd Cymru: The Welsh government-owned developer has selected sites in South Wales for new, large-scale wind farms intended to be operational by 2040.
Carreg Wen Wind Farm: A planned 18-turbine project located between Aberdare and Maerdy (Rhondda Cynon Taf), near the Hirwaun/Heads of the Valleys area.
Hirfynydd Renewable Energy Park: A proposed project located on the Hirfynydd mountain range between Seven Sisters and Banwen, north of Neath, near the western end of the Heads of the Valleys.
Mynydd Llanhilleth and Trecelyn Wind Farms: Projects in the pre-application or planning stages by Pennant Walters in the Blaenau Gwent area.
Abergorki Wind Farm: A consented three-turbine project on Mynydd Maerdy (Rhondda Cynon Taf) with construction scheduled for 2026.
Operational Context:
Pen y Cymoedd: Already operational and currently the largest onshore wind farm in England and Wales, situated in the hills above the upper Neath, Afan, Rhondda, and Cynon Valleys.
Grid Infrastructure: Proposed new substations, such as one near Hirwaun (Rhondda Cynon Taf), are intended to connect these new projects to the national grid.
These developments are part of a target to generate 70% of Wales’ electricity from renewable sources by 2030, with a focus on areas previously identified as suitable for large-scale wind development.
Note.
- Pen y Cymoedd is the largest onshore wind farm in Wales and England, with an installed capacity of 228 MW.
- With the right size of battery, I’m fairly sure, that this wind farm could go a long way to powering the Cardiff Valley Lines.
- Carreg Wen Wind Farm is planned to be 108 MW wind farm.
- Hirfynydd Renewable Energy Park is planned to be a 100 MW hybrid development of wind turbines and solar with a battery.
- Mynydd Llanhilleth is planned to be a 48 MW wind farm.
- Trecelyn is planned to be a 20 MW wind farm.
- Abergorki is planned to be a 13 MW wind farm.
The total of new developments is 389 MW, which is about the same size as a Rolls-Royce SMR.
The Anonymous Widower 