The Anonymous Widower

A Clever Idea From IKEA

When I was in the kitchen showrooms in IKEA at Tottenham, I noticed that their corner cupboards didn’t have any lights. And we all know that things get lost in corner cupboards.

I have a feeling that our last two designer kitchens didn’t have corner cupboards because lighting them was difficult.

I thought that I’d be able to use IKEA’S OMLOPP LED spotlights, but wiring them can be tricky.

Then I found some IKEA STRIBERG LED strips, so I took one home.

Reading the instructions, when I got home, it appeared they were for wardrobes. But after a bit of experimenting, I found they worked in my corner cupboard. These pictures show it working.

Note that there are two things left to do.

  • The door hinges need to be adjusted to get it straight.
  • A hole needs to be drilled in the back of the cupboard to pass the wire through.

But it certainly works well!


  • There is no wiring to do, as it just plugs together and into a 13 amp socket.
  • Multiple units can be daisy-chained.
  • It comes in various lengths with the 67 cm. version being ideal here.

In my view, it is much easier to install than OMLOPP.

June 5, 2016 Posted by | Uncategorized, World | , , | 1 Comment

We All Go Round In Circles

I am a Control Engineer by training and I have extensively modelled dynamic systems and constantly changing projects, which are updated regularly, if not daily.

My experience tells me that because we are a rich and innovative nation, that we will attract migrants because they know if they work hard here, they will earn enough to look after their families. Which patently many can’t do in the war-ravaged countries they’ve come from.

Most migrants will bring skills and muscle to fuel our growth, whether we like it or not.

So we get richer as a nation and more and more migrants are attracted to come.

One way to stop the migrants is to say, that we will not let them in and stop them coming.

But then the NHS and other industries wouldn’t have the labour they need, as many migrants settled here would move on to places that valued their skills.

An alternative would be to close down our economy, so that migrants are no longer attracted. Control Engineering says you must balance your production to the need and the resources you have available.

I believe that because of the maths, we either accept migrants or reduce our standard of living dramatically. Our Victorian forefathers brought in the migrants and the rest as they say is history!

This evening, the bookies have it that it’s six to one on, that we stay.

I once had a horse start a race at odds of twenty-two-to-one on. The horse came home by almost the length of the straight at Ayr.

The bookies were right as they generally are!


May 26, 2016 Posted by | Uncategorized, World | , | Leave a comment

Victorian Construction Methods

Brunel would have recognised the philosophy behind all the construction going on to complete the platforms and trackwork at Hayes and Harlington station, possibly in time for the timetable change on May 16th.

As you can see the contractor is using as many bodies as they can!

I remarked on this to a guy with a clipboard and he smiled widely. He certainly looked like he was enjoying his day in the sun!

If the Great Western Railway cn beg, borrow or steal some electric trains for the sixteen of May, I don’t give up hope of seeing an electric shuttle between Paddingdon and Hayes and ~Harlington stations.

After all the Great Western Electrification needs a victory and the industrious orange army seemed to be doing their best! Let’s hope it’s not all in vain!

The Oracle is still giving the current timetable and hasn’t been changed yet!

May 3, 2016 Posted by | Transport/Travel, Uncategorized | , | Leave a comment

Disappointing Bristol

On Thursday last week, I went to Bristol with the aim of perhaps doing a bit of a wander around some of the local railways in the area.

I know the centre of Bristol quite well and I’ve visited the usual attractions and walked along the Avon. After a previous visit, I wrote Walking Around Bristol. I’ve have also visited the SS Great Britain a couple of times, but it is not an attraction, that you can walk past and enjoy, like say HMS Belfast or the Cutty Sark in London. After a previous visit, I wrote The Disappointing SS Great Britain.

I had thought, that I might go to Severn Beach, as I’d read that the trip is one of the most scenic of railways.

But trains were only every two hours and I’d just missed one. How visitor-friendly is that? Anybody going on the off-chance would love to be stuck at Bristol Temple Meads station for two hours.

Services like those to Severn Beach should be at least twice an hour and preferably four times to attract passengers to the route.

I couldn’t even buy any gluten-free food, as the only place to buy anything was WH Smith. The nearest Marks was in the Centre. As there are no shops at Paddington at the moment due to rebuilding, I was starting to get hungry.

It’s also quite a boring and long walk between Bristol Temple Meads station and the City Centre. So I wondered if there was a local bus that could be used to get to Cabot Circus, where I might have some lunch. But there was no information, that I could find.

So, I did what my family always does at times like this. I did a runner! In this case to Bath!

Bristol may be getting new electric trains all the way to London, but they need to think seriously about providing a more welcoming experience for visitors.

I certainly wouldn’t recommend to anybody going to Bristol by train for a day out! Portsmouth, Liverpool, Cardiff and even Birmingham are so much better.

If Bristol was in Europe or had a bit more ambition, which I’ve always felt the city lacks, it would have a tram system.

This Google Map shows the City Centre.

Bristol City Centre

Bristol City Centre

Bristol Temple Meads station is in the middle at the bottom. Only one other station is shown on the map and that is Lawrence Hill station in the North-Eastern corner of the map.  Wikipedia describes the station as having minimal facilities. This extract from Wikipedia, describes the services at the station.

As of the December 2013 timetable, Monday to Friday, three trains every two hours run along the Severn Beach Line from Bristol Temple Meads to Avonmouth via Clifton Down, with one extended to St Andrew’s Road and Severn Beach. Most services start at Bristol, but one evening service to Avonmouth begins at Weston-super-Mare. On Saturdays only two trains per hour each direction call. Sunday sees an hourly service to and from Bristol, with only two services extending to Severn Beach, except during the May–September timetable period when all services are extended. The first and last Sunday trains towards Bristol are extended to Taunton via Weston-super-Mare, and there are similar workings in the other direction.

No wonder, the station only has minimal facilities, that level of service will struggle to attract the proverbial one man and his dog.

If as I believe there should be at least a two trains per hour service on local lines, then if the Severn Beach Line and the service to Avonmouth had this frequency, then there would be four trains per hour service across the eastern side of the city centre.

Bristol is trying to organise MetroWest, but compared to say Cardiff, Liverpool and other large cities, it has a distinct lack of rail lines and stations in or near the City Centre.

Talk is of a start in 2019, but I doubt, anything will start until the late 2020s, at the earliest.

In 2014 I wrote Is Bristol Left Behind? After my visit on Thursday, I can’t help feeling that the City is the most disappointing one in England.

May 2, 2016 Posted by | Food, Transport/Travel, Uncategorized | , , | 2 Comments

What A Lot Of Minis!

I photographed this train with the inevitable noisy Class 66 locomotive on the front at Didcot Parkway station.

I assume it was taking Minis for export.

April 28, 2016 Posted by | Transport/Travel, Uncategorized | | Leave a comment

The Class 88s are Coming

according to this article in the International Railway Journal, the first Class 88 locomotive has been moved to a test track in the Czech Republic.

The article also says this.

The four-axle class 88 has a maximum output of 4MW under 25kV 50Hz ac electric traction and 700kW under diesel power, delivering tractive effort of 317kN in both modes. The 160km/h units are equipped with regenerative braking and will have a 500kW electric train heating rating.

So it looks like, the locomotive like its cousin, the Class 68 locomotive, which is used by Chiltern Railways, can also be used on passenger trains.

As Chiltern have shown hitching a rake of refurbished Mark 3 coaches and a driving van trailer to a diesel locomotive makes for a very acceptable train for passengers and operator alike.

Creating such a train using a Class 88 locomotive would be at least as good and it could work efficiently on electrified lines.

It would be doing a similar job to to the bi-mode Class 800 trains destined for the East Coast Main Line and Great Western Main Line.

The specification would be different and this might suit some mainstream or niche operators better.

  • It would only be a 100 mph, rather than a 125 mph train.
  • The length of the train and its configuration could be geared to the operator’s needs.

So which of the train operating companies, could use a new electro-diesel passenger locomotive with bags of grunt?

Direct Rail Services

Direct Rail Services ordered the first batch of Class 88 locomotives, so they must have a business plan.

Still owned by the Government, they have a main duty of moving nuclear flasks around the country, but they seem to be developing a business of spotting gaps in the locomotive market and specifying suitable locomotives and ordering them. Wikipedia has a section on the use of Class 68 locomotives, which says this.

The Class 68 is a mixed-traffic locomotive intended for use on both passenger and freight trains. DRS has a contract with VSOE to provide locomotives for its Northern Belle service. DRS has indicated that the locomotives will likely be used on container traffic, and on Network Rail trains for which it is contracted to operate, but that they will not be used on nuclear flask trains.

The first passenger trains hauled by Class 68s were DRS special services for the 2014 Ryder Cup at Gleneagles.

Chiltern Railways have sub-leased six Class 68s from December 2014, which have replaced Class 67s on its Chiltern Main Line services between London and Birmingham. These are painted in Chiltern mainline silver livery and are fitted with Association of American Railroads (AAR) push-pull equipment to allow them to operate with Mark 3 coaching stock sets. Two DRS-liveried locomotives (68008 and 68009) have also been fitted with AAR push-pull equipment.

You could sum up DRS’s use of Class 68s, as providing a smart diesel locomotive for quality passenger services.

I suspect use of the Class 88 locomotive will be similar.

East Anglia

The new East Anglia franchise must be a good prospect.

Up to at least the 1970s, there were regular services from London to Great Yarmouth and Lowestoft and I can remember in the late 1970s getting the train from Woodbridge direct to London, at least a couple of times.

And it was no clapped multiple unit, but a proper rake of Mark 2 coaches, that included a buffet car, with a big diesel locomotive on the front.

There has been speculation that the new franchise would include direct services between London to Lowestoft, but as the route is not electrified from Ipswich, an alternative type of train must be used.

The tender document for the franchise gives the operator a way to provide these services. It says this.

Improve the quality of trains running on East Anglia’s network, providing a modern service with state of the art trains – extra points will be awarded to bidders who include plans to trial new technologies in rolling stock.

In my view there are two ways to provide a Lowestoft service, that would score extra points.

  • Use an IPEMU, charging the on-board energy storage between London and Ipswich and at Lowestoft.
  • Use a Class 88 locomotive on a rake of Mark 3 coaches and a driving van trailer.

I suspect, that the operator would extend an appropriate number of London to Ipswich services to Lowestoft.

The IPEMU would probably be at maximum energy storage range, but the Class 88 locomotive option, would give them other possibilities.

  • They could replace the 1980s-built Class 90 locomotives on Norwich services, where necessary.
  • London to Norwich services could be selectively extended to Great Yarmouth.
  • They could run an alternative London to Norwich service via Cambridge, either as a regular service or when the Great Eastern Main Line is having one of its many blockades.

It should also be noted that the power of a Class 90 locomotive is only 930kW, which is less than a quarter of the Class 88 locomotive, working in electric mode and just 230kW less when in diesel mode.

I don’t know anything about how the power of the locomotive affects journey times, but it could help the operator achieve the much-wanted Norwich-in-Ninety and Ipswich-in-Sixty targets.

But the regenerating braking of the modern locomotive, must surely contribute to energy savings.

One problem that the East Anglian operator wouldn’t have is a shortage of coaches and driving van trailers, as they have 130 and 16 respectively of each.

But they would need to upgrade the coaches, so they met the latest access and disability regulations, but as Chiltern have shown, this is not only possible, but creates one of the best railway coaches in the world.

They may need to lengthen a few platforms, but that will be needed whatever trains are used.

In the future, Class 800/801 trains or another manufacturer’s equivalent will probably work the long-distance services, but there is a gap of a few years to fill, by which time the Class 88-hauled trains will hopefully have defined the market.

I estimate that direct trains from Great Yarmouth and Lowestoft to London, could be up to twenty minutes quicker than the current services, once Norwich-in-Ninety was achieved. Given other examples of increased passenger usage after this type of speed improvement, I’m sure the potential operators have a handle for the increased revenue that would result and will bid accordingly.

The Two Virgins

I doubt whether Virgin West Coast and Virgin East Coast will have too much use for a Class 88 locomotive pulling a rake of coaches and a driving van trailer.

It would probably not be fast enough to mix it with the current 125 mph trains on their routes, but there might be particular operations for which such a train would be an affordable solution.

One that comes to mind, is running the direct service between Euston and Holyhead, if it ever needed more capacity on the route.

But what do I know?

East Midlands Trains

The routes run by East Midlands Trains will be electrified in the next decade and as the electrification grows out of London to the North, they may have a temporary need for a train, that can run on both electrified and non-electrified lines.

They could probably hire in a Class 800 train, but a Class 88 and a rake of coaches would be an alternative.

Chiltern Railways

Chiltern Railways already run six Class 68 locomotives, which is a diesel cousin of the Class 88. So when services start to the electrified Milton Keynes in a couple of years, a Class 88 could be used on these services to take advantage of the wires at the Northern end.


The Class 88 locomotive will probably be a very good niche locomotive for passenger trains, especially if it is as well-received as the Class 68.

But it could be a very large niche!

April 16, 2016 Posted by | Transport/Travel, Uncategorized | | 1 Comment

WordPress Is Total Crap At The Moment

My galleries don’t display and it is completely f**cked.

They must put the last version back and stop fiddling.

Apologies to all my readers!

March 25, 2016 Posted by | Uncategorized | Leave a comment

Painting London Orange

This article on BBC News is entitled Transport for London to take over suburban rail routes and it describes how TfL will have much more control over trains within and around London.

These are relevant points from the article.

  • The new partnership between the Department for Transport and TfL says it aims to ensure there are more frequent trains and increased capacity.
  • As franchises come up for renewal, they will come more under TfL’s control.
  • The plan would mean more than 80% of stations would have a train at least every 15 minutes, up from 67%.
  • Services running from London Bridge, Victoria, Charing Cross, Cannon Street and Moorgate would all be transformed under the scheme.

I think we’ll be seeing a lot more Overground orange on stations.

The Overground Philosophy

There are well-run railways all over the world, but somehow the Overground is different.

Whether it is because it is an offspring of the well-respected and much-loved Underground or whether because it reaches the parts the Underground doesn’t, it is difficult to explain, why in only a few years, the Overground has wormed its way into the hearts and minds of residents and visitors alike.

All lines adhere to the following principles.

  • Trains at a frequency of at least four trains per hour.
  • Staff on the station from the time the first train arrives to the time the last train leaves.
  • Clean, modern trains and stations.
  • Simple contactless ticketing.
  • Increasing the proportion of step-free access.
  • No pre-booking for passenger assistance for the disabled.
  • All profits made, are invested back in the network.
  • Continuous innovation and improvement

Some of these principles have come direct from the Underground.

The North London Line

Around the turn of the millennium the North London Line, had all the charm of a set of travelling urinals. Everything was tired and worn out, but within a few years of the start of the Overground, with new Class 378 trains, a couple of new stations and a deep clean of the others, ridership had soared and its major problem was increasing the size and number of the trains to cope with the growth in passenger numbers.

One of my local stations is Canonbury. The Overground has improved the station in the following ways.

  • Six trains per hour on the North London Line and eight trains per hour on the East London Line.
  • A new ticket office and two extra platforms.
  • Full step-free access to all platforms.
  • Large platform shelters.
  • Cross platform interchange between Westbound NLL services and Southbound ELL services.

The only thing it lacks is a high quality artwork on the spacious island platform.

Canonbury even gets the occasional steam train, as I wrote about in Tornado at Canonbury Station.

I think it’s probably true to say, that Transport for London haven’t spent a fortune at Canonbury, but somehow they’ve created a quirky station that does its job with style.

London needs more Canonburys.

London Votes

London doesn’t vote red or blue any more. It now votes red, blue and orange!

In other words, if you stand as Mayor and don’t have a creditable policy for expanding London’s transport network, you won’t get elected. And one of the things you must do is support the Overground.

So now that Transport for London is going to get overall control of suburban services, it is perhaps worth looking at what lines out of London stack up against the principles of the Overground.

The Orange Standard

I’ll first look at various Overground routes to gauge their characteristics.

All have or will have new trains by 2020.

Non-Train And Station Improvements

When you travel to a TfL-controlled station like say my local one of Dalston Junction and need to get a bus to your ultimate destination, there are lots of maps; geographic and spider and staff to ask as well.

This is not the same if you turn up at some stations controlled by South West Trains, Southeastern and other companies.

Transport for London should devise a standard for all stations connected to London.

London Lines To Paint Orange

The next few sections deal with London terminals.


These are the suburban lines out of Waterloo.

Quite frankly it’s a mess.

  • There are not enough platforms at Waterloo.
  • Some stations like Raynes Park come from the Topsy school of design.
  • Some stations need lengthened platforms.
  • There is a lack of turn-back platforms.
  • Services tend to go a long way out of London, stopping in too many places, so you have overcapacity at the outer ends and overcrowding towards Waterloo.
  • Connectivity meeds to be improved between the various lines.
  • A lot of sacred cows need shooting.
  • Action is needed now!
  • South London can be very obstructive of changes!

Transport for London are promoting Crossrail 2 to sort out the mess, but I think there is a need to act immediately.

I think that these services need balancing, so that the outer overcapacity and inner overcrowding are reduced.

I have my ideas, which I’ll keep personal, but they involve rebuilding the truly awful Raynes Psrk station.



January 25, 2016 Posted by | Uncategorized | , | Leave a comment

The New Roof At Crystal Palace Station

In August 2010, I wrote A Day At Crystal Palace, after a visit to Selhurst Park to see Ipswich play. I took this picture of Crystal Palace station.

East London Line Platforms at Crystal Palace

East London Line Platforms at Crystal Palace

Now compare it with these I took today.

As you can see, they’ve now fitted a roof.

I like it.

December 30, 2015 Posted by | Uncategorized | , , , | 2 Comments

Crossrail 2 Question Time

I was rather disappointed with the first two Crossrail 2 consultations, that I visited. The people from the project I had met, tended to be managers or in public relations people. I was starting to feel that I would need to take anther route to find out about Crossrail 2, so I could answer questions of those worroed that the project might change their lives, in a way they would not welcome.

Recently, I have been to two presentations by Transport for London.

Camden Town Station – This presentation was very professional and I was able to speak to the Project Manager, who explained what they were proposing, which I detailed in The Camden Town Upgrade Exhibition.

Hackney Central Station – This smaller presentation was also very professional, despite just being a series of architect’s visualisations on easels in a library. But they did have people there who understood the whys and wherefores of the project. My visit is detailed in A First Glimpse Of The Planned Hackney Central Station.

Late last week, I came across another presentation and as it had just opened for the day, I went in and asked if any of the engineers were present.

This time there were at least two.

The following sections describe the chat I had with one of the engineers. Some of the things I say here, have been suggested by the words we had on a subject.

My Blog

It turned out they had seen this blog and asked if they could use some of the pictures in their documentation, as up-to-date pictures are difficult to find.

The answer is of course yes, anyone can use my pictures, provided they tell me!

I take pictures for my own enjoyment, and if they help someone in their business, profession or personal life, then I’m pleased to help.

Four-Tracking Along The Lea Valley

The main West Anglia Main Line from Liverpool Street to Cambridge and Stansted Airport, via Tottenham Hale, Broxbourne and Bishops Stortford is generally a twin-track railway, but Network Rail have plans to add two extra tracks, which would be conventionally a pair of slow and a pair of fast lines.

I asked if the two new lines would be on the East of the current tracks.

The answer was yes, with a qualifier of tricky! I think you can say that again if you look at some of the stations like Brimsdown, which I talked about in Before Crossrail 2 – Brimsdown.

I think that something radical will end up being done up the Lea Valley.

My plan would of course be impossible as I’m not knowledgeable enough.

It would be something like this.

  • Create separate fast and slow railways, each of which would have two tracks.
  • Trains on the fast railway would only call at Tottenham Hale and Broxbourne, when they are in Crossrail 2 territory. It would mean that a passenger from say Cambridge to Ponders End, would have to change at Broxbourne. But they do that now!
  • The slow lines would be the Western pair of lines, not the East.

If the slow lines, which would be used by Crossrail 2, were on the west, this might simplify the junction, where the Crossrail 2 trains  enter the tunnel under London, as they don’t have to cross the fast lines.

If Crossrail 2 also incorporates the Hertford East branch, then having the slow lines on the West means that trains for the branch don’t have to cross the fast lines. It might be arranged, that past Broxbourne, the slow lanes go to Hertford East.

Broxbourne Station

Broxbourne station may end up being complicated, but then if the Hertford East branch is incorporated into Crossrail and four trains per hour (tph) go to Hertford East and eight tph terminate at Broxbourne, it can’t be anything else.

  • I would have a series of terminating bay platforms for Crossrail 2 and other services, with the two fast lines on either side.
  • The Hertford East trains would be on the Western side of the station, possibly with a single island platform.
  • Passengers would walk across on the level between the fast platforms and the terminating ones in between.
  • Passengers would only use lifts and escalators to exit the station and access the Hertford East lines.
  • There would probably have to be some way for the Down Fast line to cross the lines going into the bay platforms. Would a dive-under be possible?

Broxbourne has plenty of space as this Google Map of the station shows.

Broxbourne Station

Broxbourne Station

It sounds complicated, but many stations are a mix of terminating and through platforms. As the Google Map shows Broxbourne is a greenfield site with space, not a cramped inner-city one.

Terminating London Overground Services At Broxbourne

I would also provide enough space at Broxbourne for more bay platforms, so that London Overground services could be extended to the station to link up with the long distance services, that would not call at Cheshunt station.

This would not degrade any services, you’d just change at a different station, if say you were going from Stamford Hill to Cambridge.

Stratford And Lea Bridge Services

Services from Stratford station and the new Lea Bridge station are an added complication.

Transport for London needs to answer these questions.

  • Do they want to run Stansted Expresses from Stratford to the Airport from Stratford?
  • Do they want to lumber Crossrail 2 with a service of 4 tph from Stratford to Northumberland Park, which is supposed to be starting soon?
  • How do they get better services on the Chingford Branch Line?
  • How do they get more trains through Lea Bridge station?
  • How do they get extra Overground platforms at Stratford?

I believe a lot of problems can be solved by reopening the Hall Farm Curve and running four trains or more per hour from Stratford to Walthamstow and Chingford via Lea Bridge.

The problem still remains of how you get a decent service between Stratford and the stations from Tottenham Hale northward. At present they have a totally inadequate two trains an hour.

But as Stratford is such an important hub and after Crossrail opens will be even more so, there surely is a strong need for a service up the Lea Valley to Bishops Stortford and Stansted.

So could a 4 tph Stansted train go from Stratford stopping at all stations to Broxbourne, where it continued calling at all stations to Bishops Stortford and Stansted?

Probably yes! But I suspect there are better plans!

There’s even been suggestions of extending the Chingford branch to the airport, through Epping Forest.

Any Crossrail 2 plans must deal with the problems of Stratford services.

Four-Tracking Along The Lea Valley Should Be Done Soonest

With my Project Management hat on, I’ve felt for a long time, that the surface sections of Crossrail 2, should be upgraded to full step-free access before the central works on Crossrail 2 begin.

Four-tracking along the Lea Valley should also be done as early as possible, whether Crossrail 2 is built soon or in a hundred years.


My informant had some interesting things to say about tunnelling.

This will be simpler than Crossrail and hopefully, there will just be a single drive betweenTottenham Hale and Wimbledon.

They would also aim to take as much of the spoil as possible out through the tunnels. This obviously removes the contentious issue of large numbers of trucks in Central London.

When asked specifically about uphill excavation, my informant said they were looking at using something better and would like to do the tunnels first and take out all the spoil through the tunnels.

I was told that they preferred to run tunnels under existing rail corridors, as they did with the Channel Tunnel Rail Link under the North London Line. I think we both agreed that if the Palace Gates line were to be still in place, that the New Southgate branch of Crossrail 2 would be easier.

I was also told that some of the ground conditions in South London are very poor, but that there is a band of London clay to the West of the route. This partly explains the substitution of Balham for Tooting Broadway. But it would appear Balham may be challenging, although it is a station, where a passenger-friendly connection between Crossrail 2 and the Northern Line can be built.

Crossrail 2 At Dalston

My informant had some specific things to say about Crossrail 2 at Dalston.

Crossrail 2 will have to avoid the Channel Tunnel Rail Link at Dalston and at the moment, they could go over the line.

This would make the two station shafts at Dalston shallower, which would have all sorts of implications, both positive and negative. There would be less spoil to remove when building the shafts and as height is always expensive in building, it could lower the cost.

Politics And Economics

We were agreed that these would be the big drivers of the development of Crossrail 2.

Crossrail, Archaeology And Public Relations

Crossrail has used archaeology to good effect to publicise what they are doing.

Archaeology will not be an issue with Crossrail 2, but they must find something to fire the public’s imagination.

The first thing that should be done is sort out the surface sections that will be used for Crossrail 2. This would include.

  • Four-tracking the West Anglia Main Line
  • Making all stations on the surface sections step-free and Crossrail 2-ready.
  • Rebuilding stations like Broxbourne, Tottenham Hale and Wimbledon.
  • Sort out the relationship between trains up the Lea Valley, the London Overground and the stations at Stratford and Stansted Airport.
  • Sort out the various branches served from Wimbledon.
  • Increase services as best we can on the existing lines, that will be part of Crossrail 2.

If this could be done in the next few years, it would demonstrate that Crossrail 2 are serious about London.

I feel strongly that we can use Crossrail 2 as also an education project, perhaps specifically in the areas of engineering, architecture and how infrastructure projects benefit communities.

Crossrail was designed before the explosion in social media and Crossrail 2 should be taking advantage of it to enthuse children of all ages.

Crossrail 2 is London’s railway and there is a lot more it can do for the City, other than just people around.


I had a good and very fruitful discussion.

Crossrail 2 should make sure that informed people are available at all consultations.



November 22, 2015 Posted by | Transport/Travel, Uncategorized | | 3 Comments