United Airlines Introduce My Ideal Flying Class
The respected travelwriter, Simon Calder, on BBC Breakfast, alerted me to this story, which is fully reported in this article on USA Today, which is entitled United adds ‘Basic Economy’ fares with carry-on bag restrictions.
My Carry On Bag
When I flew to Las Palmas recently on easyJet, I did pay for baggage to go in the hold, as I thought I’d be taking more and I don’t have a carry-on bag, that is big enough.
Why is it, that all light carry-on bags seem to have wheels, which is just extra weight and wasted space,. to carry around?
All I want is a light square box with a comfortable handle. My current Mandarina Duck bag is shown in My Packing List.
Since then, I’ve cut down on what I take with me, so I do have a bit more space.
I could therefor easily use a smaller carry-on bag, especially, if I was going to a country I knew well like Germany, Italy,Spain or Poland.
On a more ambitious trip, I could certainly fill a bigger carry-on bag with useful items like lots of M&S Honeycomb Crispies.
But unfortunately, I haven’t found the ideal bag.
- No wheels.
- Small comfortable carry handle.
- No straps.
- Maximum volume to fit carry-on rules.
- Big enough to take a compact SLR and lens.
- Not too many specially-designed feature pockets.
- Secure.
I suspect that some clever American, will be designing the ideal carry-on bag for United’s Basic Economy.
Choosing Seats
I don’t!
This means I usually get an aisle seat, which is ideal for my needs.
- I tend to get a bit stiff sitting for three or four hours, so a walk to the toilet is easy to stretch my legs.
- I inevitably leave something I want in my carry-on bag, so if it’s in the overhead locker, can get it easily.
- I can get on at the last minute and know I can just sneak into my seat.
- I can usually get off easily.
- I can see what’s on the trolley, without reading the menu.
It will all go pear-shaped one day, when I get the dreadful centre seat of three.
My Coat
The picture shows the inside of my warm M & S winter coat.
My Winter Coat
Note the large internal pocket, which is big enough for a thick tabloid newspaper or a paperback book.
The external pockets, also are big enough for my camera, phone and a real hndkerchief.
A Few Travel Tips
Over the years, I have gradually cut down on what I take.
- Take a battery-powered electric toothbrush. The charger of most others takes up too much space.
- Charge phones, cameras and other devices, through a USB lead and just take a USB charger and adapter.
- Don’t take soap or shampoo, or anything the hotel should have.
- As I don’t use sun-screen, I don’t take that either.
- Take perhaps three still-rolled real handkerchiefs, as they have other users, like stylish tablecloths on trains.
- Take a spare SD card for your camera, already unpacked and ready for use.
- On a long trip, I take older socks, knickers and shirts, discarding them, when they get dirty.
- Take at least two credit cards in separate places, in case you lose your favourite.
- Don’t buy anything in duty-free. It only encourages them! And we have to carry it.
- Take a small shoe horn.
- Take an upmarket compact plastic knife/fork/spoon from IKEA, as you never know, when that delicious snack will need it.
- Never take nightwear.
- Take a torch.
- Take one of Sainsbury’s five pence orange shopping bags.
When I used to travel with C, we used to share a lot of things, like jumpers and tee-shirts, as we were of a similar size.
In fact, the last joke she ever said to me, was that I would have difficulty finding someone, to train to my packing habits.
Comclusion
I can’t wait for a European airline to introduce a Basic Economy class.
What Next For Class 385 Trains?
Scotrail have ordered a fleet of Class 385 trains, which will be built by Hitachi at Newton Aycliffe in the North-East of England.
If you look at Scotrail’s network, there are a lot of lines, where new trains will be needed in the next decade.
Most of these lines are not electrified, so will the Class 385 train, be available in a version say, that would handle lines like the Borders Railway?
Electrifying all lines will be costly and the Heritage Taliban, may object to overhead gantries marching all over Scotland.
Class 800 And Class 801 Trains
The Class 800 trains are electro-diesel trains with a range depending on the size of the fuel tanks, whereas the Class 801 trains are the pure electric version.
Like the Class 385 trains, they are members of Hitachi’s A-Train family, so I suspect that if asked to supply a bi-mode Class 385 train, that Hitachi know the route to create such a train.
Trains With Batteries
I have written two posts about the Japanese using batteries in electric trains.
- Japanese Trains With Batteries describes how some Tokyo Metro trains have batteries to get them to the next station, in an emergency situation.
- Battery Trains In Japan describes how battery trains are to be used on the OGA Line.
The Japanese technology, doesn’t seem as comprehensive as that I wrote about in Bombardier’s Plug-and-Play Train, but I’m sure that Hitachi must be thinking about trains with batteries,
Conclusion
I am inevitably drawn to the conclusion, that Hitachi will come up with a train, that can run say between Edinburgh and Aberdeen, substantially under its own power, aided by overhead electrification where it exists.
Is The Levenmouth Rail Link Going To Be Scotland’s Next New Railway?
I ask this question as this article in Global Rail News was asking the same question, with a title of Levenmouth – Scotland’s next railway?.
According to the article, the figures look good, for the reopening of the Levenouth Rail Link, with a Benefit Cost Ration of 1.3, which compares well with the figure of 0.96 for the successful Borders Railway.
This is also said in the Wikipedia entry for the Fife Circle Line under Future Services.
A Leven rail link would provide better services to support major industrial sites at Fife Energy Park, Methil Docks, the Low Carbon Park (under construction), Diageo, the businesses along the Leven Valley (including Donaldsons) and major retailers in Leven located close to the line (Sainsbury, B&Q, Argos, etc.). Levenmouth is an area of high deprivation and Fife Council estimates that an hourly train link (using the Fife Circle services)to Edinburgh would increase job vacancies by 500% since commuting for work would become possible.
There is one big difference between the Borders Railway and the Levenmouth Rail Link.
On a journey to Scotland’s capital from Leven, the travellers have to cross the large water.barrier of the Firth of Forth.
Is The Firth Of Forth A Psychological Barrier?
Does the Forth act as both a psychological batter, as well as a physical barrier to travel?
I don’t know for sure, but I hear the same sort of comments from my friends in Edinburgh about Fife, as North Londoners make about South London and probably South Londoners make about the North.
The much larger Thameslink project may get all the publicity and criticism, but London’s most modern cross-river link just keeps on giving.
The East London Line And The Levenmouth Rail Link
You might argue, what has the East London Line got to do with the Levenmouth Rail Link?
I believe that because of the geography of the two areas, with a major waterway between two centres of population, that the massive underestimation of passenger numbers, that occurred in East London could also happen across the Forth.
Luckily, that just as Marc Brunel provided a high-quality crossing under the Thames, the Victorians did this for the Firth of Forth.
Although, it could be argued that the Scottish crossing is more iconic and you get a better view.
As an aside, if the Forth Bridge, which opened in 1890 is a UNESCO World Heritage Site, surely Marc Brunel’s much older Thames Tunnel, should be similarly acknowledged.
Local Rail Services Across The Firth Of Forth
At present the local services across the bridge are four trains per hour on the Fife Circle Line.
That is not a high capacity service, given the line is not electrified.
If the Levenmouth Rail Link were to be rebuilt, it would connect to the Fife Circle and surely, it would mean that more trains could be timetabled to and from Edinburgh, via the new station at Edinburgh Gateway, which gives access to Edinburgh’s trams, the Airport and services to Glasgow and the West of Scotland.
Would those along the Levenmouth Rail Link respond to a new railway, as those who live in Hackney did to the East London Line?
I would be very surprised if they didn’t!
Rebuilding The Levenmouth Rail Link
The Levenmouth Rail Link is a classic branch line, with not much complication. Published plans show the following.
- It would be about five miles long.
- It would branch off the main Edinburgh to Aberdeen Line to the North-East of Glenrothes with Thornton station.
- It would terminate at Leven station.
- A branch would serve the large Diageo distillery.
This Google Map shows the junction with the main line.
Glenrothes with Thornton station is in the South-West corner of the map on the Fife Circle Line.
- Trains go West from the station to Edinburgh on the Fife Circle Line via Cowdenbeath and Dunfermline.
- There is a triangular junction to the East of the station.
- Trains go South from this junction to Edinburgh via Kirkcaldy.
- Trains go North from this junction to Perth, Dundee and Aberdeen.
To the North of this junction, the line splits, with trains for Leven, branching off to the East.
This map from Wikipedia shows the stations on the Fife Circle Line
Note that the junction where the Fife Circle Line splits South of Markinch station, is the one shown in the Google Map.
Electrification
The Fife Circle and the Edinburgh to Aberdeen Line are not electrified and there are no scheduled plans to do so, other than the aspiration of having more lines with electric services.
But various factors will effect the types of trains between Edinburgh and Perth, Dundee and Aberdeen.
- Distances are not hundreds of miles.
- Virgin’s electro-diesel Class 800 trains will be working between Edinburgh and Aberdeen.
- Could Hitachi build electro-diesel versions of their Class 385 trains, as they share design features with the Class 800 trains?
- Will Hitachi add energy storage to Class 385 trains?
- Abellio are rumoured to be introducing trains with energy storage in East Anglia. Would this expertise be used by Abellio ScotRail?
I think we could see a cost-effective strategy implemented, that included electric trains, but a limited amount of overhead wiring.
- Edinburgh to Dalmeny – Electrified
- The Forth Bridge could be left without wires, if it were thought too sensitive for the Heritage Taliban.
- North Queensferry to Perth – Electrified
- Ladybank to Dundee – Not electrified
- Fife Circle via Cowdenbeath and Dunfermline – Electrified
- Levenmouth Rail Link – Not electrified
Note.
- As Stirling and/or Dunblane will be electrified, will Stirling to Perth be electrified?
- Between Dalmeny and North Queensferry, diesel or battery power would be used on local services.
- I have flown my virtual helicopter round the Fife Circle and it doesn’t look that electrification would be a nightmare.
- The Levenmouth Rail Link could be run by battery trains, with a charging station, like a Railbaar, at Leven station.
Appropriate trains would provide all services.
Services
Obviously, what services are introduced depends on passenger traffic.
But after a quick look at the lines, I suspect that the Levenmouth Rail Link fits well with current services on the Fife Circle.
Bear in mind too, that reopening the St. Andrews Rail Link , could be a possibility.
Conclusion
The railways North from the Forth Bridge in the East and Stirling and Dunblane in the West to Perth and Dundee could be much improved. I would do the following.
- Some short lengths of electrification.
- Bi-mode or battery versions of Class 385 trains.
All trains going over the Forth Bridge, should have large windows. The Bridge Visitor Centre must also have easy access with perhaps a free shuttle bus from Dalmeny station.
One of Scotland’s major assets, must be made to work for its living.
Looking For Bond Street Station’s New Northern Entrance
Bond Street station is going to get a new Northern entrance on the North side of Oxford Street.
So I went for a walk in the area and took these pictures.
As you come out of the current entrances of the station on Oxford Street a building is rising on the opposite side of the road. Its Eastern end is on Marylebone Lane, where a new entrance is being built.
The New Marylebone Lane Entrance To Bond Street Station
Transport for London have produced a video called Bond Street station redevelopment for 2017 – virtual tour walk-through – Tube improvements.
It illustrates several features of the enlarged station.
But I can’t wait to experience the reality.
Are Murphy Group Playing A Long Game?
This news release on the Murphy Group web site is entitled Murphy Wins £60M+ London Overground Electrification Project.
Given, that it was known to be a difficult project, I don’t think I am alone in thinking that Murphy’s contract price was good value for London Overground.
Since then, progress has not been at a fast pace and some challenging problems seem to have emerged, but on whole professional commentators in magazines like Modern Railways an Rail Engineer have been broadly praising of the way the work is being done and what has so far been finished.
The troubles on the Holloway Road Bridge, which is not in Murphy’s contract, that I wrote about in Did The Project Management Go Wrong On The Holloway Road Bridge?, can’t have helped either.
I do wonder though, if the Murphy Group could be a beneficiary of the successful electrification of the Gospel Oak to Barking Line (GOBlin).
This Google Map shows the area between Gospel Oak and Kentish Town stations.
Murphy Group’s Site In Kentish Town
Note.
- Gospel Oak station in the top left, where the GOBlin meets the North London Line.
- The Midland Main Line curves across the bottom of the map, with Kentish Town station, just off the bottom right corner.
- There is another rail line (Tottenham North Curve ?) connecting the GOBlin to the Midland Main Line, that is current used by freight trains.
Between all these lines is a massive builders yard, which is the home of the Murphy Group.
In some ways giving the Murphy Group, the contract for the GOBlin upgrade and electrification, is like giving your local builder, the job of upgrading your house.
The Murphy Group have even accessed some parts of the work, by putting gates in the security fence between the railway and their yard.
This map from carto.metro.free.fr, shows the railway lines in the are.
Lines Between Gospel Oak And Kentish Town
It shows how at times in the past, the rail connections from this area, were some of the most comprehensive in London.
There are already plans for some of the railways in the area.
- The Tottenham North Curve from Carlton Road Junction to Junction Road Junction is being electrified, so that electric-hauled freight trains can run between Barking and the Midland Main Line.
- Passenger services could be introduced on the Tottenham North Curve to create a second route across North London, linking Barking and Acton via West Hampstead Thameslink and the Dudding Hill Line.
- Could we even see a re-opened Highgate Road station?
I have a feeling, that all this, together with London’s enormous need for new housing will see the Murphy Group site developed, in a manner that is best for London. And the Murphy Group!
Consider.
- The development will have very good transport links.
- A reopened Highgate Road station, would be in the middle of the development.
- The development site is occupied by largely one company.
- The site is well-connected to railways for the transport of building materials and spoil.
- The site could be developed gradually, as the Murphy Group released the space.
Probably, the biggest problem would be finding the Murphy Group a new site.
It will be very interesting to see what happens on this very valuable site!
East Of Wathamstow Queen’s Road Station – 16th November 2016
Don’t knock it, but the sun ruined some of these pictures.
Note.
- I’m only one metre seventy, so taking pictures over a high bridge parapet iis not easy.
- Shrubland, Albert and Queen’s Roads are respectively Bridges 68. 69 and 70.
- From Bridge 70, you can get good views of the slab track.
- East of Bridge 70, there is extensive piling, that probably stabilises the cutting.
- East of Queen’s Road station, there was little evidence of overhead gantries.
- There appeared to be work going on at the Eastern end of the slab track, where the viaduct starts.
It looks to me, that there is still a lot of work to do and the planned reopening as a diesel-powered railway in February, that I wrote about in The Gospel Oak To Barking Line Is Planned To Reopen On February 6th 2017, must be in doubt.
Unless of course, all that the closure is intended to do, is get the track, bridges and viaducts, in tip-top condition for the actual electrification.
A little bird told me, that the work around Bridge 70 at Queen’s Road was particularly challenging, but there was very little evidence of work still being carried out. As the pictures show, there is slab track and lots of piling. The slab track is from Rhomberg and will hopefully last for sixty years (Modern Railways – August 2016)
It should be that the design of slab track used, is one that facilitates easy repairs if anything goes wrong.
The Impressive Coupling And Uncoupling Of Class 395 Trains
Class 395 trains seem to be fairly unique amongst trains running on the UK network, in that they can couple and uncouple automatically.
Under Design in the Wikipedia entry for the seven-year-old Class 395 train, this is said.
Each 6-car unit can work in multiple with another, creating 12-car trains. Coupling is automated and is designed to take less than 60 seconds.
This YouTube video, which is entitled Javelin Coupling, shows two trains coupling automatically.
And this YouTube video is called 395022 and 395009 Divide and Depart at Ashford International.
It is all very impressive.
- This is the gold standard, against which all train couplings and uncouplings should be judged.
- There is no trackside intervention by any staff.
- The trains have been doing this since 2009 in the UK.
I particularly liked how the doors appeared and faired around the coupling, as the first train in the second video drove away.
How Do You Get Round This One, Donald?
This article from Global Rail News is entitled Request for California high-speed train parts to be exempt from domestic content rules.
This is said.
The California High-Speed Rail Authority (CHSRA) has requested several key components of its trains be exempt from the USA’s strict local content requirements because there is nowhere in the country that can currently manufacture them.
So what parts are involved?
It appears to be body shells, braking systems and bogies.
Aren’t they fairly crucial?
Seamless Interchangeability
At several places on the UK rail network, two trains running as a pair will split, with one train going to one destination and another going to another.
I wrote about trains splitting and joining in Trains Uncoupling and Coupling at Cambridge.
In the past, UK railways used to use the concept of slip coaches, so that coaches could be dropped from an express without stopping. But the last time it was used in the UK was in September 1960 at Bicester North station.
I have just read this article on the Rail Engineer web site, which is entitled Seamless Interchangeability.
The article talks about a concept of dynamic coupling, where trains are automatically coupled and uncoupled at line speed.
It also talks about the issues this would raise.
As a Control Engineer, I’m fairly certain, that it would be very easy to create a system, where say an eight-car Kings Lynn train could split just before Cambridge station, with the front four-car train going to Kings Lynn and the other four-car train stopping in Cambridge station.
It could either be done using two drivers or by driver-less trains. Although the unions would have a lot to say about the latter.
I also believe that if the trains could uncouple, then coupling at line speed would also be possible.
So what is the point?
An Example From The Brighton Main Line
To make full use of the capacity available, Southern serve Littlehampton and Ore, with a train that divides at Haywards Heath. It is a well-proven technique that has been used for decades.
Automatically splitting the two trains at line-speed, can give journey time advantages.
Take the 19:47 from Victoria, which arrives at Haywards Heath at 20:30 as an example.
The following is taken from the timetable.
- The front portion to Ore leaves at 20:34.
- The rear portion to Littlehampton leaves at 20:36.
- Stops at East Croydon and Gatwick Airport take about a minute.
This leads to the following, if the two trains split immediately after stopping at Haywards Heath and before the trains take different directions after Keymer Junction where the East Coastway Line divides from the Brighton Main Line, a few miles South.
- The Ore train performs a one-minute stop instead of one of four minutes, thus saving three minutes.
- The Littlehampton train performs a one-minute stop instead of one of six minutes, thus saving five minutes.
- The platform at Haywards Heath is only occupied for a minute, as opposed to six.
- The Littlehampton and Ore portions must be capable of providing enough capacity for their route.
For those worried about driver-less trains, the driver of the second train for Littlehampton, would probably step up at the previous stop at Gatwick Airport or at Haywards Heath.
But the outcome would be a small increase in capacity on the line, due to the platform at Haywards Heath being occupied for five minutes less.
Coming North, take the 09:47 from Littlehampton as an example.
The following is taken from the timetable.
- The first train arrives at Haywards Heath at 10:35 and leaves at 10:45.
- The second train arrives at Haywards Heath at 10:41.
The pattern of the trains would be different.
- Whatever was the front portion of the train would go through Keymer Junction first
- The train forming the rear portion would be the next train through the junction.
- The rear portion could catch the front portion and the two trains would be automatically coupled together before Haywards Heath.
- The joined train would stop at Haywards Heath for a minute.
- The driver of the second train could step-down at Gatwick Airport or Haywards Heath.
In some ways the mathematics involved in the coupling, are not unlike those for a fighter jet connecting with a tanker aircraft. Except that speeds are a lot lower and there is no need to control direction only closing speed.
Haywards Heath station would be occupied for up to nine minutes less, thus creating capacity.
This simplistic analysis, shows how automatically coupling and uncoupling trains at line speed can create capacity and decrease journey times.
- Journey time from Victoria to Ore would be reduced by three minutes.
- Journey time from Victoria to Littlehampton would be reduced by five minutes.
- In the Down direction the platform at Haywards Heath station would be occupied for just one minute instead of six.
- Journey time from Littlehampton to Victoria would be reduced by nine minutes.
- Journey time from Ore to Victoria would be reduced by three minutes.
- In the Up direction the platform at Haywards Heath station would be occupied for just one minute instead of ten.
Obviously strategies would have to be developed for various eventualities including.
- Unsuccessful coupling or uncoupling.
- Late trains.
- Signalling and train failures.
- Leaves on the line.
- Extreme weather.
But as during all coupling and uncoupling operations, both trains would have a driver in the cab, keeping an expert eye over the procedure and each train could be driven independently, I think all safety issues could be overcome, to the satisfaction of all parties.
If you read the full article, you’ll see that there are some much more exciting possibilities, than the simple ones I have outlined here.
But I do believe that line speed uncoupling and coupling of trains with a driver in the cab of both trains involved, can be a very powerful tool in creating capacity on the UK’s railways.
The Great Eastern Main Line
I know the Great Eastern Main Line well and several trains are coupled and uncoupled regularly on this line.
As Greater Anglia has ordered new five-car Aventra trains and nearly all platforms can take 12 -car trains, running these trains in pairs and coupling and uncoupling appropriately, is probably in their plans for the line.
As on the Brighton Main Line, could coupling and uncoupling at line speed, unlock capacity on the line?
A few weeks ago, I caught a train from Chelmsford to Manningtree, that divided at Colchester, with the front four-car train going to Clacton and the rear four-car train going to Harwich.
The 16:44 from Liverpool street is a train that divides at Colchester, when it arrives at 17:40. These timinings are from the timetable.
- The Clacton portion of the train leaves at 16:44.
- The Harwich portion of the train leaves at 16:47.
As the Sunshine Coast Line for Clacton leaves the Great Eastern Main Line immediately after Colchester station, it would appear that the two trains must uncouple during the stop at Colchester.
Surely, an improved and well-designed automatic uncoupling system could separate the trains faster, saving minutes on both services.
Towards London, two trains leave Harwich and Clacton at 07:16. The timetable shows.
- The Harwich train arrives at Colchester at 07:47 and leaves at 07:54.
- The Clacton train arrives at Colchester at 07:50 and leaves at 07:54.
Surely, an improved coupling system, could join the trains faster, saving minutes on both services.
The time savings will not be as great as those at Haywards Heath, but automatic coupling and uncoupling must be a worthwhile feature of the new trains.
|As Bombardier are adding automation to the Aventra, could they be adding the ability to automatically couple and uncouple trains, both in the station and at line speed?
The West Coast Main Line
I have seen Class 221 Trains, join at Crewe, but I don’t think this is done any more.
However, with the need for direct services from London to places like Blackpool, Burnley and Huddersfield, the ability to be to couple and uncouple trains quickly must be something that would be useful to make optimal use of the valuable train paths on the line.
The East Coast Main Line, Midland Main Line, Great Western Main Line And South West Main Line
If the West Coast Main Line could benefit, then surely these lines could as well.
Class 800/801 Trains
The Class 395 train is very much related to the Class 800 and Class 801 trains, that are being built by Hitachi for the East Coast Main Line, Great Western Railway and other routes.
In The Impressive Coupling And Uncoupling Of Class 395 Trains, I talked about the design of the coupling system for the Class 395 trains.
I would be very surprised if this feature was not incorporated in the Class 800 and Class 801 trains.
So will we be seeing two five-car Class 800/801 trains dividing and joining at a convenient station and then running as a ten-car train to and from London?
Class 385 Trains
What about the Class 385 trains for Scotland?
- These are another version of Hitachi’s A-Train, like 395s, 800s and 801s.
- These will come in two lengths; three-car and four-car.
- Edinburgh-Glasgow services will need at least two units to be coupled together.
- The trains are being introduced from Autumn next year.
It seems to me, that Scotrail are acquiring a very flexible fleet that can run in various lengths.
Will they have the ability of the 395s to couple and uncouple in under a minute?
And if they do, will Scotrail use this ability to adjust train formation to the traffic?
Aventras
There are three definite orders for Bombardier’s new Aventra train at the present time.
- Class 345 trains for Crossrail.
- Class 710 trains for London Overground.
- Five and ten car units for Greater Anglia.
All trains are fixed formations in a mixture of lengths.
Will Aventras have similar coupling and uncoupling performance to Hitachi’s Class 395 trains?
I suspect normally, the Crossrail trains will never be coupled together, as where are platforms for a four-hundred metre long train?
But suppose a train fails in the central tunnel, will the quickest way to remove it, be to attach it to another train and drag it out?
The routes where the London Overground trains will run, are currently served by a mixture of four-car and eight-car trains. So will London Overground, adjust train length to the known traffic patterns?
Greater Anglia do couple and uncouple trains at present to serve Harwich. So I suspect, we’ll see use of an automatic and fast coupling and uncoupling feature to create a more efficient timetable.
Cross City Lines
There are several cross-city lines in the UK.
- Cross-City Line – Birmingham
- Crossrail
- North Berwick Line – Edinburgh
- Northern Line – Merseyrail
- Snow Hill Lines – Birmingham
- Thameslink
One of the characteristics of cross-city lines, is they are busiest in the centre of the city, where passengers tend to use the trains for short hops , as well as longer distances. Then in the suburbs, outside of Peak hours the trains could run almost empty.
Crossrail’s trains are designed so that hopefully they could cope with the variable traffic, but would it be possible to have half trains, which join and split at outer stations.
Thameslink
I think that Thameslink could be the line that might benefit most, as it would probably want to serve more places.
In All Change On Thameslink, I detailed the current proposed schedule of trains.
- 4 trains per hour (tph) – Sutton to St. Albans (2 tph via Wimbledon, 2tph via Mitcham)
- 2tph – Brighton to Bedford
- 2 tph – Three Bridges/Gatwick Airport to Bedford
- 2 tph – Brighton to Cambridge North
- 2 tph – Horsham to Peterborough
- 2 tph – Maidstone East to Cambridge
- 2 tph – Sevenoaks to Blackfriars
- 2 tph -Orpington to Kentish Town/West Hampstead
- 2 tph – Rainham to Luton (via Dartford and Greenwich)
- 2 tph – East Grinstead to Bedford
- 2 tph – Littlehampton to Bedford
This makes a total of twenty-four tph, which is the design limit for the central tunnel.
In this schedule 4 tph go to Cambridge and 2 tph go to Peterborough. Suppose, it was decided that Peterborough needed 4 tph.
The path limit of 24 tph through the central tunnel makes this impossible, but if Peterborough and Cambridge services joined and split at perhaps Stevenage, then both Cambridge and Peterborough would get 6 tph through the core tunnel.
It would need new six-car trains, that could couple and uncouple quickly.
Conclusion
I believe that improving the coupling and uncoupling of all modern trains to the standard of that of the Class 395 trains could be very beneficial, to train operators, staff and customers.
If coupling and uncoupling could be done at line speed, this might bring extra benefits.
Battersea Power Station Station – 14th November 2016
I was on a train between London Victoria and Brixton stations, when I took these pictures.
They show the spoil conveyor and the site of the new Battersea Power Station station.
Rail Lines In The Battersea Area
This map from carto.metro.free.fr shows the various lines in the area.
Rail Lines In The Battersea Area
Note.
- The lines from Victoria splitting into two groups.
- The Western group, managed by Southern, goes to Battersea Park and Clapham Junction stations
- The second group, managed by Southestern, goes via Brixton to the South East.
- The lines going across are manged by South West Trains and go between Waterloo and Clspham Junction.
Complicated would be a good description
The Connection To Battersea Park Station
According to Wikipedia, there will be an out-of-station interchange between Battersea Power Station and Battersea Park stations.
I hope that when they reburbish the Grade II Listed Battersea Park station, they do it properly to create an interchange between the 10 trains per hour (tph) through the National Rail station and the upwards of 15 tph through the Northern Line station.
It is interesting to note, that plans for the Northern Line Extension could take it to Clapham Junction station, which is the first station for all the 10 tph, that start from Victoria and call at Battersea Park station.
So has the design of the extended Northern Line, achieved the objective of having a simple connection to Clapham Junction?
A New Station For Battersea
In A New Station For Battersea, I wrote about a proposal to create another Battersea station on the Southeastern lines.
I like this idea.
- It effectively gives Victoria station, a connection to a terminus of the Northern Line.
- It could be considered to make Victoria station, London’s second cross-river station.
- It could have more than just the odd parliamentary train to Dalston.
It would be even better, if Battersea Park station was rebuilt with escalators and lifts to make it step-free.
The Anonymous Widower 