The Problem With Britain’s And Probably Other Older Railways
This post on IanVisits is entitled West Hampstead Overground Station’s New Footbridge.
Ian had intended to report on the finish of a station rebuilding project at West Hampstead station.
But like many other projects it is running several months late.
Ian says this.
It’s reported that the delay stems from an unexpected massive slab of concrete that was added to the bridge that runs over the railway tracks, and supports the old station entrance.
Plans to pull the old building back and release more space on the pavement may now need to be revised as that would require the pavement to be reinforced to the same level as the road, in case a heavy lorry were to swerve onto the pavement by accident.
The old Edwardian era station building was due to be turned into a “retail opportunity”, although that may now be in doubt if the pavement issue proves intractable.
How many of us have renovated old buildings to find that what is actually there, has little relation to what the surveyors/architects believed was there?
Years ago, I was rebuilding a Listed house and the Listed Building Inspector from English Heritage was very practical. When she asked the Council Planner, if he thought that the house should be like it was built in the 1840s, he said yes!
To which she replied, “So you think there should be outside toilets?”
Everybody except one laughed!
A couple of months later, she came back to see the work and told me of a very rich man, who was rebuilding a Grade II Listed Building, that was several times over budget. Her advice at the time had been knock it down or move, as she felt preservation was impossible. But the neighbours and the wider area, felt that the building should be saved.
I suspect that, if Transport for London had known what they know now, they would have demolished the inadequate station. I don’t think the station is Listed!
Conclusion
We have a preserve all buildings regardless of the cost attitude in this country and it exists in other countries as well.
Look at my post Stuttgart Hauptbahnhof, which outlines the problems there.
Imagine Crossrail with lots of tunnel construction problems and angry protestors!
Palm Oil Giant Wilmar International To Combat Deforestation Using Satellite Monitoring Of Suppliers
The title of this post is the same as that of an article on The Independent.
This is the first three paragraphs.
The world’s largest trader in palm oil has unveiled plans to use satellite monitoring to prevent further destruction of rainforests.
Wilmar International is backing a project by sustainability consultancy Aidenvironment to draw up a comprehensive mapping database of suppliers in countries such as Indonesia and Malaysia.
It has pledged to immediately suspend groups involved in deforestation or development on peatland, while also working with them to improve their operations.
Both the Independent and The Times, quote Kiki Taufik of Greenpeace, as the announcement being a potential breakthrough.
The Times also says, that Mondelez, who own Cadbury, have backed Wilmar’s palm oil plan.
Vivarail And Hoppecke Announce Long-term Supply Of Batteries For Class 230s
The title of this post is the same as that of a press release from Vivarail.
Some extracts.
A 3-car Class 230 can run for 65 miles between charges which means they are more than able to operate numerous routes throughout the UK, and active conversations are taking place with interested operators. Battery trains enable emission-free rail travel in areas where electrification is either non- or only partially existent. The trains are particularly suited to urban routes where authorities wish to eliminate pollution caused by traditional DMUs as well as scenic lines where the natural environment needs protecting.
A Sixty-five mile range is very respectable and a good start.
Currently Vivarail is building a fleet of diesel/battery hybrids to operate the Wrexham-Bidston line for Transport for Wales, where the diesel gensets will be used to charge the batteries not to power the train. This power variant gives the range of a diesel train, the performance of an EMU (with acceleration of 1m p/s/s up to 40 miles per hour) and combines it with emission-free travel. As well as using the genset to charge the batteries the train also has regenerative braking – as do all the battery trains.
The acceleration is up there with a Class 345 train.
Hoppecke’s Lithium Ion batteries are ideally suited for the Class 230s by providing the rapid charging needed for battery trains. Simulations and performance data show that many non-electrified routes can be operated by the Class 230 battery trains and to make this possible in the short-term Vivarail has designed and patented an automatic charging system and battery bank. This means that costs of both infrastructure upgrades and daily operation are hugely minimised – in some cases by millions of pounds.
The batteries will probably be fairly traditional, but reading about Hoppecke on the web, they seem to be a company that believes in service. They also seem to supply back-up power supplies for critical infrastructure like telecommunications and computing.
Note too, that Vivarail have patented their charging system.
Designs for other types of hybrid trains exist including the use of existing OHL with a pantograph and transformer and 3rd rail with shoegear. Additionally, a new hydrogen variant is being developed which, similarly to the diesel hybrid, will exceed the pure battery train’s range of 65 miles.
Other power sources could be added, when they are invented.
A Serial Hybrid Train
The Class 230 trains for Wales are actually serial hybrids, just like one of London’s Routemaster buses. As the Press Release says, the generator set charges the batteries and these drive the train.
In the Press Release the following methods are mentioned for charging the batteries.
- Diesel generators on the train.
- Static charging systems at stations.
- Regenerative braking.
- 25 KVAC overhead line electrification.
- 750 VDC third rail electrification.
- Hydrogen fuel cells.
I wouldn’t be surprised to find that Vivarail have split the control systems into two-more or-less independent systems; one keeps the batteries charged up in an optimal manner and the other links the batteries to the train’s systems and traction motors.
I also suspect that Bombardier’s proposed 125 mph Aventra With Batteries is a serial hybrid.
Conclusion
Is there anything recycled London Underground trains can’t do?
I have read somewhere, that Vivarail have talked about on-board self-service coffee machines!
Oyster Card Scheme Extension Agreed
The title of this post is the same as that of this article on the BBC,
This paragraph describes the extensions.
Its extension, due in early 2019, will include Hertford North, Welwyn Garden City, Luton Airport Parkway and Epsom.
As the Oyster Card extension will also include intermediate stations, the following stations will be included on the four routes.
- Hertford North – Crews Hill, Cuffley and Bayford.
- Luton Airport Parkway – Radlett, St. Albans City and Harpenden
- Welwyn Garden City – Potters Bar, Brookmans Park,Welham Green and Hatfield
All intermediate stations to Epsom are already in the Oyster Card Scheme.
Fourteen new stations will be added.
These are a few random thoughts.
Contactless And Oyster
Oyster card and most contactless payment methods with a card or mobile device can be used on Oyster Card reader, so in this post, I will use contactless to cover all methods.
I believe that in a few years, Oyster could be phased out, as cards and mobile devices will take over the ticketing.
Luton Airport Parkway
Adding Luton Airport Parkway station to the network, brings Luton Airport in line with Gatwick and Heathrow Airports.
This is very much a logical extension.
Airport Services
This is a list of the current times for airport services from London.
- Gatwick – Express – 29 minutes – Thameslink – 39-60 minutes
- Heathrow – Express – 15 minutes – Crossrail – 28 minutes
- Luton – East Midlands Trains – 21 minutes – Thameslink 30-47 minutes
- Southend – 52-53 minutes
- Stansted – 49-52 minutes
If you look at the passenger statistics for Gatwick Airport station, they have been rising at around a million passengers a year for the past few years. How much of the recent rises have been due to the station going contactless in January 2016?
Certainly, if you’re late for a plane, contactless ticketing might save a couple of minutes.
I always remember an incident at Southend Airport station.
My plane was late and arrived very close to the departure time of the last train to London. There had recently been a lot of arrivals and the queues for tickets were long.
So a Greater Anglia employee took the decision to tell everybody to get on the train and we all went to London without tickets.
If ticketing had been contactless, Greater Anglia might have collected some fares.
But contactless at an airport is not solely about making money, but getting the passengers away from the airport quickly.
Hertford East And Hertford North Stations
Hertford East station accepts contactless cards.
Adding the facility to Hertford North station may open up some journey possibilities and ease ticketing.
The National Rail web site recommends that to go between Ware and Bayford stations on either side of Hertford, that you walk between the East and North stations.
An anytime ticket will cost you £19.50.
But buy two separate tickets between Ware and Hertford East stations and Hertford North and Bayford stations and it’ll cost £6!
Using contactless ticketing and touching in at all stations will save £13.50! Will this cost difference encourage more journeys with a walk in the middle?
When I visited the Hertford East Branch recently in mid-morning, I thought that it was surprisingly busy. Does lower-hassle contactless ticketing encourage more passengers?
Analysis of contactless touches will provide the answers to my two questions.
St. Albans City And St. Albans Abbey Stations
The Abbey Line between Watford Junction and St. Albans Abbey stations is not contactless, although Watford Junction station is so enabled and St. Albans City station will be.
There is surely a case for adding contactless ticketing to this short line of five intermediate stations.
Welwyn Garden City Station
Enabling Oyster on the route to Welwyn Garden City station, will mean that all stations on the Great Northern Route from Moorgate station will be enabled except for Watton-at-Stone and Stevenage.
This would surely be less confusing for passengers, than the current arrangement, where Oyster tickeing is stopped at Hadley Wood and Gordon Hill stations.
Hopefully a suitable announcement would wake-up accidental fare avoiders at Hertford North station.
Epsom Station
The two routes to London from Epsom station are both fully Oyster-enabled, so surely adding one station to the routes shouldn’t be a difficult problem technically.
Further Routes For Oyster
Distances of the new Oyster-enabled stations, with a few existing ones, by rail from Central London are as follows.
- Epsom – 16 miles from Victoria.
- Gatwick Airport – 26 miles from Victoria
- Hertford North – 20 miles from Moorgate
- Luton Airport Parkway – 29 miles from St. Pancras
- Shenfield – 20 miles from Liverpool Street
- Welwyn Garden City – 20 miles from Kings Cross
So what other stations could be added?
Southend And Stansted Airports
Airports seem to like Oyster and as I said earlier, it can help to sort out ticketing problems at certain times.
- Southend Airport station is 39 miles from Liverpool Street and there are five other stations between Southend Airport and Shenfield stations.
- Stansted Airport station is 36 miles from Liverpool Street and there are six other stations between Southend Airport and Broxbourne stations.
This story on ITV is entitled Rail Minister Urged To Roll Out Oyster Card Payments To Stansted, Luton And Southend Airports.
Luton Airport will soon be Oyster-enabled, so hopefully Stansted and Southend Airports will be enabled soon.
Thirty Miles From London
There are a lot of places within thirty miles of London on commuter routes, that I’m sure eventually will be Oyster-enabled.
- High Wycombe and Aylesbury – Chiltern have ambitions for this.
- Rochester – 30 miles from London and on Thameslink.
- Windsor
There will be other suggestions.
Extending Freedom Pass
I’d like to be able to just touch-in and touch-out to go to any station in the Oyster card area.
My Freedom Pass would be connected to a bank or credit card and I would be charged beyond the Freedom Pass area.
If Oyster cards can be linked to a bank or credit card, surely London’s control computer can be programmed to do something very powerful for Freedom Passes.
It could be a nice little earner for cash-strapped Transport for London.
Conclusion
Oyster is extending its reach and after this flurry of extensions in the next few months, lot of places will be wanting to be Oyster-enabled.
I suspect the only objector to this roll-out, will be the RMT, who have made the Luddites look like pussycats!
I Have Just Been Microsofted!
I run Office 365 and today it updated itself.
Now nothing in the suite works.
I don’t like automatic updates, as they have this power to drop you deep in it.
I usually only upate software, when there is a problem!
Could London Overground Extend To Hertford East Station?
London Overground’s Future Plans
This table summarises London Overground’s improvements and future plans
Note that in 2019, it is proposed that two extra trains per hour (tph) are added to services between Liverpool Street and Enfield Town stations.
I was also told at the weekend, a strong rumour, that in 2020, London Overground will be taking over the following services.
- Northern City Line services between Moorgate and Gordon Hill, Hertford North, Stevenage and Welwyn Garden City.
- Services to Hertford East station.
The first has been mooted for some time, but is supposedly stalled because of differences between Chris Grayling and Sadiq Khan. The second was rather a surprise.
So what will be the result of the Hertford East services being the responsibility of the London Overground?
Greater Anglia’s Services
Greater Anglia‘s current services along the West Anglia Main Line (WAML) are as follows.
- Two tph between Liverpool Street and Hertford East stations.
- Two tph between Stratford and Bishops Stortford stations.
- Two tph between Liverpool Street and Cambridge/ambridge North stations.
- Four tph between Liverpool Street and Stansted Airport.
In the past Greater Anglia have run Stansted services to and from Stratford and have said they may do so again.
This means that Greater Anglia run ten tph along the WAML between Tottenham Hale and Broxbourne stations.
Compare this with the measly two tph, that run between Edmonton Green and Cheshunt stations using the alternative Southbury Loop. The only other movements on this line appear to be a few empty stock movements and freight trains. But not many!
Judging by some of the empty stock movements, I suspect that Greater Anglia have problems positioning their extra trains before and after the Peak.
Rolling Stock To Hertford East
Currently, Greater Anglia run eight-car Class 317 trains to Hertford East station. These are 160 metres long and seat nearly 600 passengers in two classes.
Their new Class 720 trains come in two sizes.
- Five cars – 122 metres long, seating 540
- Ten cars – 243 metres long, seating 1100
Could it be that the five-car trains are too small and the ten-car trains are too long for the platforms on the Hertford East Branch?
These pictures show that the platforms at Hertford East station are just long enough for two four-car Class 317 trains working as an eight-car formation. I doubt that a ten-car Class 720 train will fit these platforms and it appears that lengthening the platforms could be difficult.
On the other hand, London Overground’s four-car Class 710 trains are the same length as Class 317 trains.
So could it be that Greater Anglia would prefer that they didn’t have a service to Hertford East station?
Liverpool Street Or Stratford?
Crossrail will have one big effect on the planning of services on the WAML and the Lea Valley Lines, in that the new line will call at both Liverpool Street and Stratford stations, when it eventually opens.
Connectivity
It will be a two-stop journey between the two stations, which in addition are both well-connected to the Underground.
There is very little difference in connectivity between the two stations.
Capacity
Liverpool Street is getting to be full and given more services will be run along the Great Eastern Main Line, it could do with some capacity enhancement.
Stratford though has only two platforms connected to the WAML.
But there is the little-used High Meads Loop under the Eastfield Shopping Centre, which has been used in the past to turn Stansted Express trains, when they served Stratford.
Loops like this can easily handle at least 12 tph, as they do in Liverpool with the Wirral Line.
The High Meads Loop was well-designed to accept a lot of trains.
- It is double-track.
- Both tracks have a platform at Stratford capable of accepting a twelve-car Class 745 or Class 720 train.
- Both platforms are wide and step-free with lifts.
- The driver doesn’t have to change ends, when using the loop, so the loop will be efficient.
- An extra stop could be added at Stratford International station.
It is London’s forgotten terminal station.
Operators Would Get Extra Capacity
The two train operators; London Overground and Greater Anglia would gain extra capacity in London.
Travellers Would Choose
If travellers were able to have a choice of London terminals, I suspect that most would choose the one they liked best, but because of Crossrail, it wouldn’t matter if they ended up at the wrong terminal.
Sorting Out West Anglia Main Line And Lea Valley Lines Local Services
I know there needs to be a bit of a sort-out on the WAML to run four tph between Stratford and Meridian Water stations, but could something more radical be on the cards.
Reasonable objectives based on London Overground’s principles would see the following stopping services.
- Four tph between Seven Sisters and Cheshunt stations via Edmonton Green station.
- Four tph between Seven Sisters and Enfield Town stations
- Four tph between Tottenham Hale and Cheshunt stations via Waltham Cross station
- Four tph between Cheshunt and Hertford East stations.
At the Northern end of the route, there would be three terminal platforms controlled by London Overground, one at Cheshunt and two at Hertford East.
The Aventra Effect
The high-performance Aventras, used by London Overground and Greater Anglia, are ready for digital signalling and designed around fast station stops.
The trains should be able to stop at all stations and maintain the current timetable on the route.
So the timetable could become more passenger friendly, with everything station getting four tph in both directions!
Broxbourne Station Could Be Key
The key at the Northern end could be Greater Anglia’s Broxburne station.
- It has four platforms.
- There would be space for an extra platform and/or a turnback for trains from the South.
- Overground services to and from Hertford East station will call.
- It is planned to be the terminal of Crossrail 2.
Services between Liverpool Street and Stratford stations and Bishops Stortford, Cambridge and Stansted Airport generally stop at Broxbourne.
So could we see cross-platform interchanges between London Overground’s local services calling at all stations to London and Greater Anglia’s fast services?
The Hertford East Difficulty!
At present one difficulty, is that the Hertford East Branch can only handle three tph, which it does in the Peak, so running the required four tph might need dualling the single-track section through Ware station.
These pictures show Ware station and the level crossing.
Note.
- The platform can accept a twelve-car train.
- There would be space to install a second platform.
- To the East the single track becomes double after the bridge at the end of the platform and is double all the way to the WAML.
- To the West the single track becomes double after the level crossing at the end of the platform and is double all of the way to Hertford East station.
Laying a second track and adding a second platform at Ware station, is probably the ultimate solution, to provide four tph all day between London and Hertford East.
But I also feel that with precision driving, the nimble Aventras will be able to do four tph, with a procedure something like this.
- The level crossing closes to road traffic.
- A Westbound train arrives in the station and an Eastbound train stops at a signal at the end of the Eastbound track from Hertford East station.
- When the Westbound train has unloaded and loaded the passengers, it leaves the station and takes the Westbound track to Hertford East station.
- When the Westbound train has safely passed the stationary Eastbound train, the points are changed and the Eastbound train moves into the station.
- The level crossing opens to road traffic.
There would be four level crossing closures per hour, which is the same as now, but they could be slightly longer.
I suspect there is a better absolutely safe operating procedure than my naive example.
Eight Tph At Cheshunt Station
As eight tph will be going South from Cheshunt station; four each via Edmonton Green and Waltham Cross, Broxbourne station could turn any that couldn’t be handled at Cheshunt and Hertford East stations.
So we might see the following Northern terminals, if the four tph can run to Hertford East station.
- Four tph at Hertford East; two via Edmonton Green and two via Waltham Cross.
- Two tph at Cheshunt via Edmonton Green
- Two tph at Broxbourne; via Waltham Cross.
All stations between London and Hertford East will get four tph.
Cheshunt station needs a certain amount of rebuilding to make it step-free and possibly remove the level crossing.
A step-free station is essential.
- The station is not a sleepy rural halt.
- Changes between trains from the North to London Overground services mean crossing the footbridge.
- It would give pedestrians, wheelchair users, buggy pushes and others an easy way across the railway, when the level crossing in closed.
Southbound trains from Cheshunt could be.
- Two tph from Cheshunt via Edmonton Green
- Two tph from Hertford East via Edmonton Green
- Two tph from Broxbourne via Waltham Cross
- Two tph from Hertford East via Waltham Cross
Northbound trains from Cheshunt could be.
- Four tph to Hertford East.
- Two tph to Broxbourne.
Judicious timing of Northbound trains could mean that passengers arriving via Edmonton Green at Cheshunt could change to a Hertford East train by walking across the platform.
There are a lot of possibilities to get the best connectivity at the Northern end.
The Southern End
At the Southern End, there will be the following services.
- , Tottenham Hale station will receive four tph from Cheshunt.
- Seven Sisters station will receive four tph from Cheshunt and four tph from Enfield Town.
Both stations will be able to send trains to either Stratford or Liverpool Street.
Seven Sisters Services
Seven Sisters station is easier to sort.
- Half of each group of trains go in each direction.
- Four tph go direct to Liverpool Street stopping at all stations en route.
- Four tph go to Stratford via South Tottenham and Lea Bridge stations.
,Trains to Stratford should turn in the High Meads Loop under Eastfield.
South Tottenham Interchange
This map from carto.metro.free.fr shows the lines at South Tottenham station.
Note.
- The orange line going across the from left to right is the Gospel Oak to Barking Line
- The blue line is the Victoria Line.
- The orange line going down the map is the Lea Valley Line, between Liverpool Street in the South and Cheshunt and Enfield Town stations in the North.
- The single-track; Seven Sisters Chord, which connects the two Overground lines.
- The black line going down the map on the right is the WAML, between Stratford and Lea Bridge stations in the South and Tottenham Hal station in the North.
What is not shown on the map is the massive double-ended Crossrail 2 station, that will link South Tottenham and Seven Sisters stations, which are about five hundred metres apart.
This Google Map shows the area of the two stations.
Note how much green space there is alongside the tracks.
If four tph went via South Tottenham and Lea Bridge stations, this would mean that South Tottenham station has the following services.
- Four tph to Barking
- Four tph to Gospel Oak
- Four tph to Stratford
- Two tph to Enfield Town
- Two tph to Broxbourne, Cheshunt or Hertford East.
Timings could be arranged to give a user-friendly interchange at South Tottenham station, which is a step-free station.
Note that it is probably likely, that the Seven Sisters Chord shown in the first map, would need to be improved.
But there is certainly enough space to do it properly!
Tottenham Hale Services
These are trickier, but I believe they could be sorted if the new third track from Meridian Water station was used exclusively for Southbound services going to Stratford.
This would mean that platform usage at Tottenham Hale station would be as follows.
- Existing Platform 1 – Services to Liverpool Street station.
- Existing Platform 2 – Services to Cheshunt, Broxbourne, Stansted Airport and Cambridge.
- New Platform 3 – Services to Stratford station.
Platforms 1 and 3 would be a cross-platform interchange to allow passengers to change terminal.
Splitting Of Stratford And Liverpool Street Services
Stratford and Liverpool Street services would split somewhere North of the new Meridian Water station.
Services to Liverpool Street would include.
- London Overground – Two tph from Cheshunt, Broxbourne or Hertford East.
- Greater Anglia – Two tph from Cambridge/Cambridge North
- Greater Anglia – Four tph from Stansted Airport.
This is much the same as the current timetable, with a change of operator on the Hertford East service.
Services to Stratford would include.
- London Overground – Two tph from Cheshunt, Broxbourne or Hertford East.
- Greater Anglia – Two tph from Bishops Stortford.
If all these services stopped at Meridian Water, Northumberland Park, Tottenham Hale and Lea Bridge stations, the STAR service has been implemented.
These Stratford services would be turned in the High Meads Loop.
As there would be four tph coming to Stratford from Seven Sisters station, this would mean that eight tph were being turned in the loop.
I can see two problems with this arrangement.
- The merging of Northbound trains South of Tottenham Hale station could be tricky.
- The Cambridge and Stansted expresses use the same route to Liverpool Street as London Overground’s Chingford services, as they do now!
Both problems could be lessened by perhaps running half of the Cambridge and Stansted services to Stratford.
This would mean the following.
- Five tph that served the WAML would use Liverpool Street station.
- Seven tph that served the WAML would use Stratford station.
- Eleven tph would need to be turned in the High Meads Loop.
Trains on the High Mead Loop would be as follows.
- London Overground – Two tph to Enfield Town
- London Overground – Two tph to Broxbourne, Cheshunt or Hertford East via Edmonton Green
- London Overground – Two tph to Broxbourne, Cheshunt or Hertford East via Waltham Cross
- Greater Anglia – Two tph to Bishops Stortford
- Greater Anglia – One tph to Cambridge/Cambridge North
- Greater Anglia – Two tph to Stansted Airport
It could be that the expresses could use one track of the High Meads Loop, with the local services using the other.
I also think, that there is sufficient capacity in the High Meads Loop to terminate all services on the WAML at Stratford.
But would that be a step too far?
Possibly for some passengers, but I suspect it would be liked by train operators.
Services Between Tottenham Hale And Broxbourne
Currently, the following services run between Tottenham Hale and Broxbourne stations on the WAML.
- Two tph between Liverpool Street and Hertford East stations.
- Two tph between Stratford and Bishops Stortford stations.
- Two tph between Liverpool Street and Cambridge/Cambridge North stations.
- Four tph between Liverpool Street and Stansted Airport.
This gives a total of ten tph in both directions.
If you go to my first scenario of providing four tph to Cheshunt/Broxbourne/Hertford East, this gives the following services between Tottenham Hale and Broxbourne stations.
- Two tph between Liverpool Street and Hertford East stations.
- Two tph between Stratford and Bishops Stortford stations.
- Two tph between Liverpool Street and Cambridge/Cambridge North stations.
- Four tph between Liverpool Street and Stansted Airport.
- Two tph between Stratford and Broxbourne stations.
The extra service between Stratford and Broxbourne is to ensure that all stations on the route get four stopping services, of which two tph go to either Liverpool Street or Stratford at the Southern end.
This gives a total of twelve tph in both directions.
By adding just two tph, there is a vastly improved stopping service along the WAML, with all stations getting at least a four tph service.
Could The West Anglia Main Line Handle Twelve Tph?
In 2020, Greater Anglia will be running Class 745 and Class 720 trains on this route.
- They will both be 100 mph trains.
- They will have fast station dwell times.
- They may even have level access between platform and train, which will help speed boarding.
- They will have a quality Driver Assist System.
- Electronic in-cab digital signalling is a possibility.
- The WAML may allow some 100 mph running.
- Removing the remaining level crossings would surely speed up services.
The Greater Anglia trains will be limited stop and most will only stop at Tottenham Hale, Cheshunt and Broxborne.
London Overground will also be running Class 710 trains, which will be faster than current trains, with very good dwell times.
So I expect that with new trains, some improvement to the infrastructure, the following will be possible.
- Four tph, which stop at all stations between Tottenham Hale and Broxbourne.
- Six tph, which are limited stop expresses, only stopping at Tottenham Hale and Broxbourne and a couple of other occasional stations.
- Time saving for all services.
- I suspect that the current Stratford to Bishops Stortford service will become limited stop North of Meridian Water station.
It would hopefully be a timetable, that appealed to both passengers and train companies.
Services At Meridian Water
Meridian Water station has been promised four tph to Stratford, that call at Northumberland Park, Tottenham Hale and Lea Bridge stations.
So what services will call at Meridian Water station, in the scenario I have outlined, that follows from four tph between London and Hertford East being transferred from Greater Anglia to London Overground.
It could be something like this.
- Two tph to Hertford East, calling at all stations.
- Two tph to Bishops Stortford, calling at selected stations.
- Two tph to Cheshunt or Broxbourne, calling at all stations.
- Four tph to Stratford, calling at all stations.
- Two tph to Liverpool Street, calling at all stations.
It’s certainly better and more comprehensive than promised.
As Meridian Water will be such an important station, could some of the Cambridge and Stansted services call?
Four-Tracking Of The West Anglia Main Line
This project is needed to both increase capacity to Cambridge and Stansted Airport and in the future for Crossrail 2, which will reach as far as Broxbourne station.
But it will be a very disruptive project, not just for rail users, but for road users, when they close several level crossings.
The Underused Southbury Loop
The limited triple-tracking around Tottenham Hale station has been moderately disruptive at weekends and services have run using the Southbury Loop.
The Southbury Loop is underused and I believe that if services were increased permanently on the diversion route, that it would have the beneficial effects on the WAML.
Extra services could be added to the existing double-track route.
Between Cheshunt and Broxbourne
There is one section that could be easier than most to four-track and that is the section between Cheshunt and Broxbourne stations.
This Google Map shows the line North of Cheshunt station.
I have flown my helicopter along this route and just as in the map, the two-tracks sit on a wide site, with space for extra tracks.
I am fairly certain,that four-tracking this section would not be difficult.
South Of Cheshunt
If the Southbury Loop were to be used to handle some trains, I think the four-tracking could be done in a more relaxed series of small projects over a longer period of time.
There are various problems.
- Waltham Cross station
- Enfield Lock station and level crossing.
- Brimsdown station and level crossing.
But South from Ponders End station should be a lot easier,
- There are no buildings in the way.
- There will already be a third-track between Tottenham Hale and Meridian Water stations.
- Northumberland Park and Meridian Water stations will be fourth-track ready.
I very much feel, that the four-tracking can be done piecemeal without too much disruption to rail pr road traffic.
Other Issues
Over the years, other issues have been raised with the WAML and Crossrail 2.
A Turnback At Enfield Lock Station
I’ve read in a couple of places, that there could be a bay platform at Enfield Lock station, which could turnback trains to the South..
Under the current plans for the STAR service, this will terminate at Meridian Water station and I’ve heard station staff, say it will be a bi-directional shuttle between Tottenham Hale and Meridian Water stations.
The bi-directional shuttle would.
- Not be using the new infrastructure in a worthwhile manner.
- Bring more passengers to the overloaded Victoria Line.
- Not take passengers to the transport hub at Stratford with Crossrail.
- Not be an efficient use of a train and crew.
I also think, it would struggle for passengers until the building of housing at Meidian Water gets under way.
But supposing, two tracks were built North from Meridian Water to Enfield Lock station, where there would be a bay platform.
- A fourth track would need to be added alongside the third-track between Lea Bridge and Meridian Water stations.
- Another platform would be needed at Tottenham Hale station.
- There is a lot of space on the Eastern side of the WAML, between Meridian Water and Ponders End station.
- Two extra tracks through Brimsdown station, should be possible with the purhase of some low-grade commercial property.
Note that currently a train from Enfield Lock to Stratford takes twenty-four minutes, if it stops at the little-used Angel Road station.
If a train turned in the High Meads Loop at Stratford, it could be back at Enfield Lock within the hour.
- Four tph would be possible.
- This would provide a much needed service for all those who do and will live, work and enjoy themselves allow the Lea Valley.
- Four trains would be needed for a four tph service.
I can understand, why Enfield Lock station has been talked about as a place for a possible bay platform.
There would also be the possibility of extending to Enfield Lock, without closing the level crossing at the station, if a step-free bridge were to be provided.
The station could become a valuable interchange between Greater Anglia’s Bishop’s Stortford services and the four tph to Stratford, stopping at all stations.
Eventually, though, the level crossing will be removed and four tracks will be extended Northwards.
Hackney Downs Issues
If as I proposed the following trains run through Seven Sisters station.
- Two tph between Liverpool Street and Cheshunt/Broxbourne or Hertford East.
- Two tph between Stratford and Cheshunt/Broxbourne or Hertford East.
- Two tph between Liverpool Street and Enfield Town.
- Two tph between Stratford and Enfield Town.
This means that Hackney Downs would have the following services.
- Two tph between Liverpool Street and Cheshunt/Broxbourne or Hertford East.
- Two tph between Liverpool Street and Enfield Town.
- Four tph between Liverpool Street and Chingford.
Would it not be more efficient, if all of these services used the slow tracks into Liverpool Street?
This would give the expresses exclusive use of the fast lines into Liverpool Street.
An Alternative Strategy
Suppose Greater Anglia were to acquire some eight-car trains, then they could carry on as normal.
They wouldn’t actually change the order, but shuffle some of the stock to create eight-car trains.
As the Class 720 trains are cut-and-paste, they can put any number of trailer and motor cars between the two driver cars, a motor car and a pantograph car.
As Greater Anglia could need perhaps ten eight-car trains, this would be
- Driver cars – 20
- Pantograph cars – 10
- Motor cars – 10
- Intermediate cars – 40
The right number of cars can be found in six ten-car trains and four five-car trains..
Have Greater Anglia purchased a set of ten- and five-car trains, that can also be run as a sub-fleet of eight-car trains?
Conclusion
This post has been speculation on a rumour.
But I now believe that Hertford East services can be run under two different methods.
Transfer To The London Overground
The service could transfer to the London Overground.
- London Overground have trains suitable for the service and Greater Anglia doen’t!
- Greater Anglia services may be simpler to operate.
- Ware station needs to be rebuilt to enable a decent service and Funding the work might be easier for London Overground in partnership with Hertfordshire County Council, than for Greater Anglia.
- Large numbers of stations in the London Borough of Enfield get a four tph service.
- By using the Southbury Loop, extra services can be run, without adding to traffic on the West Anglia Main Line.
In a few years time operation of the West Anglia Main Line would be very different.
The Class 710 Trains Can Be Shuffled Into An Eight-Car Sub-Fleet
This is the carry-on as before solution and is possible by just shuffling the required number of trains.
Christmas Card Messages
I received a card with a stylised dove of peace on the front. Underneath were the words.
All is Calm
Inside the sender had added.
The makers of this card clearly hadn’t heard about Brexit!
You wouldn’t want to send it to a friend or relative in France either!
There are some very inappropriate cards in shops.
An Analysis Of Waterloo Suburban Services Proposed To Move To Crossrail 2
I wrote this post in January 2017, when I decided to cut this out of my original post of A Hard Look At Crossrail 2.
Nearly two years later, I decided to update the post after the new platforms have reopened at Waterloo station.
I wrote Is This One Of The Best Platform Access Routes In Europe?, after the access to the new platforms was substantially completed in May 2019.
This has meant a further upgrade has been incorporated.
The Waterloo Suburban Services Proposed To Move To Crossrail 2
These suburban termini and their routes into Waterloo station are proposed to be connected to Crossrail 2.
- Chessington South – 34 minutes – 9 stops
- Epsom – 37 minutes – 9 stops
- Hampton Court – 36 minutes – 9 stops
- Shepperton – 51 minutes – 14 stops
The times are for a typical one-way journey from Waterloo, which usually has a frequency of two trains per hour (tph).
I suspect that the timings are designed, so that they can be achieved by a 75 mph Class 455 train.
An Upgraded Waterloo Station
Waterloo station is getting a massive upgrade in August 2017, which I describe in detail in What Is Happening At Waterloo In August?.
That upgrade has now opened and is now substantially complete in May 2019.
After the upgrade, Waterloo station will handle the suburban services better than it does today.
- There will be five extra platforms, with the reopening of the platforms 20 to 24 in Waterloo International.
- Together these platforms should be able to handle another twenty tph.
- There will be longer platforms, which will all be able to take twelve-car trains.
- There will be an improved track layout, both in Waterloo and on the approach.
- There will be related improvements to improve access to the Underground and the Waterloo and City Line at Waterloo station.
All this should mean Waterloo station, will be capable of handling a substantial increase in trains and passengers, with an improvement in efficiency and comfort.
As I said in Rail Engineer On New Platforms At London Waterloo, the number of passengers handled in a year will increase by twenty-five percent.
Improvements On The Branches
Each branch has its own problems, but the following would help in various places.
- More step-free access.
- Some level crossings on the branches can probably be removed..
- Improved access to onward services like buses, cycling and walking at some stations.
- Some trackwork to allow Crossrail 2’s proposed frequency of 4 tph.
These improvements will generally be needed, whether the services terminate in Waterloo or are a part of Crossrail 2.
New Trains
Currently, suburban services out of Waterloo are run by a large mixed fleet of generally excellent trains.
- 127 Class 450 trains – 100 mph – Entered service in 2003.
- 137 Class 455 trains – 75 mph – Entered service in 1982.
- 30 Class 458 trains – 100 mph – Entered service in 2000.
- 30 Class 707 trains – 100 mph – Entering service in 2017.
This gives 264 four-car trains and 60 five-car trains with a total of 1137 carriages.
South Western Railway are purchasing 30 five-car and sixty ten-car new Aventras with a total of 750 carriages.
The Class 707 trains and the Aventras could offer serious performance improvements, as they are probably designed to be able to have a short as possible time, for a stop at a station.
In an ideal world, all trains running these branches would be identical and all platforms would be designed to fit them perfectly, just as many Overground platforms, fit the Class 378 trains.
Crossrail 2 would do this, with possibly the same Class 345 trains, that have been developed for Crossrail.
But why shouldn’t the routes be worked by a homogeneous fleet, serving platforms and stations designed for the trains?
I believe that Crossrail 2 could make no extra difference to the passenger going between these branches and Central London, except for the route from Wimbledon, which will be in tunnel.
But the new Aventra trains will have three very big effects.
- They will be walk-through ten-car trains.
- They will have much better capacity for bags, cases and all the other paraphernalia passengers bring.
But most importantly, if they live up to the claims of train manufacturers, the high performance, well-designed trains with a consistent train-platform interface will save as much as three minutes a station.
- Trains will stop from line speed faster.
- Trains will accelerate back to line speed faster.
- Bigger lobbies, will enable passengers to load and unload faster.
- Wheelchair passengers and buggy pushers would roll across on the flat.
- Regenerative braking and light weight will save the train operating company in electricity and train access costs.
Until we get actual figures, even one minute a stop, would reduce times on the branches as follows. Figures in brackets are for two minutes a station.
- Chessington South – 25 minutes (16)
- Epsom -28 minutes (19)
- Hampton Court – 27 minutes (18)
- Shepperton -37 minutes (23)
Note that the first three services are now under half-an-hour, without making any allowance that the timings will be for a 100 mph train with better performance, than the 75 mph Class 455 trains.
Is Four Trains Per Hour Possible?
If the round trip from Waterloo can be done in an hour, that means that just two ten-car trains can provide a 2 tph service, as opposed to the four trains now needed.
I suspect that South Western Railway will be experimenting to see if they can get a Shepperton round trip in under the hour.
It may seem difficult, but there are certain factors in their favour.
- The Shepperton Branch Line is self-contained after it leaves the Kingston Loop Line.
- It is double-track, so there is no passing loop problems.
- There are no level crossings.
- The stations on the branch are fairly evenly-spaced at just over a mile apart.
If a total out-and-back time from Waterloo could be under an hour for each branch, this would mean that a 4 tph service on a branch, would need just four trains.
So for each branch to have 4 tph would need just 16 ten-car trains, with similar performance and characteristics to Class 707 trains or the Aventras.
Currently, to provide a 2 tph service, needs sixteen trains, because it takes over an hour to do a complete round trip.
Would it be possible for trains to shuttle up and down these branches?
Look at the example of the East London Line, where four tph shuttle between dedicated platforms at Highbury and Islington and Dalston Junction stations in the North of London to various destinations in the South.
In Increased Frequencies On The East London Line, I reported on Transport for London’s plans to up the frequency on this line to 20 tph.
So could we be seeing something similar at Waterloo, where trains to Chessington South, Epsom, Hampton Court and Shepperton stations, each have their own dedicated platforms?
The four platforms could even be adjacent, so if you want Wimbledon or a station common to more than one branch, displays would lead you to the first train.
Put simply to provide 4 tph for all branches would need 16 modern ten-car trains and four dedicated platforms at Waterloo. How efficient is that for passengers and train operating companies?
Crossrail 2’s Proposals For Services On The Branches
Wikipedia says this about Crossrail 2 services to these suburban branches, after surfacing from the tunnel South of Wimbledon station.
- 20 tph at Raynes Park
- 8-10 tph at Motspur Park
- Exclusive use of the Chessington Branch Line to Chessington South (4 tph)
- Mixed use of the Raynes Park – Epsom Line to Epsom (4-6 tph)
- 10-12 trains per hour at New Malden
- Exclusive use of the Hampton Court Branch Line to Hampton Court (4 tph) with interchange at Surbiton
- Shared use of the Shepperton Branch Line with 6-8 tph to Teddington and 4 trains per hour to Shepperton
I think that Wimbledon will have to handle perhaps another 8 tph from other places on the fast lines. But they do that now!
Between Wimbledon And Waterloo
South Western Railway have not disclosed their hand yet, but I suspect that they are doing the maths.
I think that it will be possible for a 4 tph Crossrail 2 service and all the other slow services between Wimbledon and Waterloo to use a single pair of tracks carrying 20 tph.
Surely, if 20 tph can be handled on the East London Line with ten year old signalling technology and Class 378 trains, then this frequency can be handled with modern signalling and new Aventras.
It should be noted that Crossrail and Thameslink can both handle 24 tph under Automatic Train Operation (ATO) in a tunnel, so surely the slow lines can handle 20 tph on the surface under ATO or just using plain good driving.
There could even be capacity for some extra services.
Wimbledon Station
Wimbledon station would only need two platforms for these services, but I do feel that work would need to be done to accommodate the passengers.
But the station would probably not need the massive modifications until it was decided to build the Crossrail 2 tunnel.
Clapham Junction Station
If all these trains can be accommodated on just two tracks between Waterloo and Wimbledon, then these services could call at two dedicated platforms at Clapham Junction station.
- All trains would stop.
- Staff and passengers would see a succession of identical trains stopping every three minutes.
- Passengers would have a maximum wait for fifteen minutes for a direct train, to their specific destination.
- All trains to stations on the branches would use the same platform, making it easy for passengers.
- As on the East London Line, trains for any station on the branches would be to a clock-face pattern.
The two platforms could be opposite faces of an island platform, with a waiting room, cafe and toilets in the middle.
Vauxhall Station
If it can be done at Clapham Junction station, why not have a dedicated pair of platforms at Vauxhall station, giving access to the Victoria Line?
I use the link at Vauxhall, between the Victoria Line and Waterloo suburban services occasionally and every time I do, it seems to have been improved.
This map from carto.metro.free.fr shows the lines at Vauxhall station.
Lines At Vauxhall
I think it is true to say, that if the Victoria Line had been built in the last decade or so, the Victoria Line station could have been placed underneath the main line station.
But even so, I suspect Network Rail and Transport for London have ideas to improve the interchange.
Only Sixteen Ten-Car Aventras Will Be Needed
My calculations show that modern 100 mph trains, like the Aventras that South Western Railway have ordered could provide 4 tph on the Crossrail 2 routes with just sixteen ten-car trains.
All the calculations I’ve done show that replacing trains with faster modern ones, increases the frequency and results in more efficient use of trains.
South Western Railway have bought sixty of these trains.
So they must have some impressive plans!
Conclusion
Crossrail 2’s proposals for the suburban branch lines from Waterloo to the four destinations of Chessington South, Epsom, Hampton Court and Shepperton stations, can be fulfilled using the following.
- More platform capacity in Waterloo.
- Modern high-performance 100 mph trains like Class 707 trains or Aventras.
- Some improvements to track and signals between Waterloo and Wimbledon stations.
- Wimbledon station would only need minor modifications.
- A measure of ATO between Waterloo and Wimbledon stations.
What effect will this have on the design of Crossrail 2?
Rail Engineer On New Platforms At London Waterloo
Reopening the Waterloo International station platforms for local services may seem to be some people to be a very easy project.
This article on Rail Engineer, which is entitled New Platforms At London Waterloo, is a detailed article about the conversion.
Some points from the article and a couple of my deductions.
- The platforms were far to long for suburban services and had to be shortened for twelve-car trains.
- Eurostar only ran five trains per hour (tph) into the station and Network Rail and South Western Railway have planned for four times this frequency.
- Each Eurostar train has only 750 passengers, whereas a commuter train can handle twice as many.
- This means a theoretical eight times more passengers need to be handled.
- The platforms were designed for stationary trains, not for trains continually moving in and out.
- The roof is a Listed structure.
- Direct access to the Underground needed to be added.
The article concludes that with all the work, that needs to be done, the conversion is good value.
I suggest if you are sceptical about the costs, that you read the Rail Engineer article. As ever the magazine gives a good honest engineeringly-correct assessment.
Will The Passengers Like The Extension?
According to the article the number of passengers, that can be handled by Waterloo station will rise from 96 million to 120 million or an increase of twenty-five percent.
The link to the Underground will include three new escalators and there will be lifts and escalators everywhere to cope with the higher level of the tracks in the five new platforms.
Nothing is said in the article about the areas, that the increased services will serve, but in An Analysis Of Waterloo Suburban Services Proposed To Move To Crossrail 2, I showed that it would be possible to run a service with Crossrail 2’s characteristics terminating in Waterloo.
As Crossrail 2, is very unlikely to be built in the next ten years, will Network Rail and South Western Railway give passengers the same service levels a lot earlier?
Conclusion
It looks to me, that this reopening project, is doing a good job to turn the Waterloo White Elephant, into something that will benefit passengers and train operators.
Can anybody explain to me, why we spent £120 million (£237 million in today’s money!) in the 1990s to create such a grand station to accommodate Eurostar trains, when something less grand could have been built?
New Platforms Open At Waterloo Station
According to this article on Rail Technology News, platforms 20-22 are now open and 23-24 will open next May, when the platforms in the old Eurostar terminal, will be connected to the Underground.
It certainly will look impressive when it is finished.
The Anonymous Widower 