Whitechapel Station – 22nd December 2015
I decided to take one last look at Whitechapel Station before Christmas.
The steelwork is getting higher and in some ways it’s getting more claustrophobic.
But it would appear that the steelwork is getting higher to hold up a roof with windows, so the sun can filter down to the Overground platforms underneath the Underground platforms. How do you explain that contradiction to Mr. and Mrs. Cruz from Texas?
The platforms also seem to be extending to the North, which they will eventually do, so that when Crossrail opens Whitechapel station can handle five-car trains without selective door opening.
According to a station woman, the next big change is on the 18th of January, when the entrances and exits all change.
One of North London’s Forgotten Lines Is Awakening
Four of the nearest stations to my house are Moorgate, Old Street, Essex Road and Highbury and Islington. which all lie in an arc on the Northern City Line to Finsbury Park and on to North London and Hertfordshire, where it terminates at Hertford North, Letchworth, Stevenage and Welwyn Garden City.
Traditionally, the line has always only run on a five day-a-week basis, with no service at weekends. As it serves Arsenal’s past and future stadia, I’ve always thought this was a bit short-sighted.
But then I’ve always felt that British Rail considered it was a railway, that they didn’t really want after they acquired it from London Underground following the Moorgate Tube Crash.
So when this month, when they decided to run a weekend service and the weekday service until 23:59, I did not notice any announcement. I use Highbury and Islington station several times a week and I certainly didn’t see a poster.
This is one of those things that should be filed under At Last! Especially, as the southern end of the line in a few years time will connect a large number of lines together.
- Moorgate – Northern, Metropolitan and District Lines and Crossrail (2019)
- Old Street – Northern Line
- Essex Road
- Highbury and Islington – East London, North London and Victoria Lines
- Drayton Park
- Finsbury Park – Piccadilly and Victoria Lines and Thameslink (2019)
If Crossrail 2 ever gets built, it will connect to this line too!
The forgotten nature of the Northern City Line is illustrated, by the elderly Class 313 trains on the line. There are currently forty-four three-car sets on the line, usually working as six car services, so giving effectively twenty-two trains.
But the days of the Class 313 are numbered as according to this article on Rail Magazine, the operator; Govia Thameslink Railway has just ordered twenty-five six car Class 700 trains from Siemens. This is said about the trains.
The new trains will be Class 700s, and will be a variant of the 1,140 vehicles currently being delivered by Siemens to GTR for Thameslink. They will run on routes from Moorgate and London King’s Cross to Welwyn, Hertford, Stevenage and Letchworth. They will be fixed length with full width inter-vehicle gangways, air-conditioning, real time information and power points.
Of all the lines in London that could benefit from a fleet of new trains, this must be one of those routes, where they will give the greatest improvement.
Especially, as for the operator, it is just more of the same trains, they will be using on Thameslink.
But will they be exactly the same?
This is said in the Wikipedia entry for Class 313 trains.
Since they were designed for use on Great Northern Suburban Inner Suburban services from Moorgate to Welwyn Garden City or Hertford North, Letchworth Garden City which included a section of ‘tube’ line built to take standard size trains between Drayton Park and Moorgate, they are built to a slightly smaller loading gauge than conventional trains. They are standard length and width, but the roof is lower, most noticeable due to the lack of a “well” for the Stone Faiveley AMBR pantograph on the centre coach. They have to comply with regulations for underground trains, such as having doors at each end of the train for evacuation onto the tracks, and when on 750 V DC supply the traction supply for each motor coach is separate, whereas on conventional 750 V DC trains each coach in a unit is linked by a 750 V bus line. Due to this, each motor coach has shoe gear on both bogies, whereas normally it would only be on the leading bogie. They are fitted with trip-cocks that are struck by a raised train-stop arm at red signals and will apply the brakes if the train passes one.
I suspect there will be some intensive work to make the Class 700 trains meet the regulations for underground trains.
To say some of the stations at the southern end of the route are tired and/or difficult for those who need step-free access, would be an understatement.
Moorgate is getting improved for Crossrail and Finsbury Park is getting a much-needed redevelopment. This will only increase the pressure to rebuild stations like Old Street, Essex Road, Highbury and Islington and Drayton Park.
As it goes further north, I do wonder if we’ll see new stations to serve future housing developments, especially on the Hertford Loop Line.
The other possibility of improving services from Moorgate is that the top speed of the new Class 700 trains is 100 mph, whereas the speed limit on the Hertford Loop is only 75 mph.
So will we see the extra three trains available used to move services off the crowded section of the East Coast Main Line over the Digswell Viaduct onto the Hertford Loop Line.
With some clever rescheduling, this might create a path or two on the East Coast Main Line.
The operator is not going to spend those millions on a new set of trains and not make them sweat!
I certainly think, that we’ll see good connectivity between trains on the Northern City and Hertford Loop Lines with Thameslink services to Peterborough and Cambridge.
It will be interesting to see their plans, when they are revealed.
My one worry is that all those new trains will tempt a lot of passengers out of the woodwork!
But one of London’s railways will not be forgotten for very long!
Overground Humour
This article in the Standard, shows the lengths to which London Overground are going to discourage fare dodgers. A sign was put up saying.
Attention. Anyone caught travelling without a valid ticker or Oyster will be told the ending to the new Star Wars. (and also get a Penalty Fare).
It may not work, but people have found it very funny.
Many stations in London put up something funny every day. Does this happen in other cities across the world with large transport networks?
Behind Jerry’s Cabinets
My kitchen was horrendous as the pictures in My Crap Steel Kitchen Cabinets show.
Today, Laszlo, the builder and myself removed some of them and took a look behind.
To make matters worse, we were unable to get the marble slab worktop down the stairs, so it is now lying on the living room floor.
Neither of us were amused.
Especially Laszlo, who cut himself on the steel doors.
The marble slab will be fre to anyone who wants it! But you fix your own hernias!
A Curious Problem With My Credit Cards
A few months ago, I tried to order some goods from IKEA for my kitchen. They weren’t delivered and my credit card wasn’t debited, so the only harm done was I waited in for a whole day for a non-delivery.
Over the next couple of months, I tried several times to repeat the order, but in no cases was it ever completed. Immediately, When I entered the details of either of my credit cards, the order disappeared.
To solve the problem, I took a bus to IKEA in Tottenham and placed the order personally, paying with my American Express card at the check-out. I also got the direct e-mail address of the Kitchen Department and sent them a couple of e-mails to assure them, that if they didn’t deliver, they’d be deep in the doodah.
The goods were eventually delivered on the day, but the driver’s sat-nav got him lost in the mews at the back of my house.
I put it down to some form of problem with the delivery system, that checks the credit rating of the purchaser. But as Experian have confirmed, my credit rating is good and the only problem, is that I’m not correctly on the Electoral Roll. And that’s not for dint of trying, but for some reason they seem incapable to get it right!
However, today I needed to buy a coach ticket from National Express for the Ipswich-QPR match on Boxing Day.
So I entered my details to buy the ticket and tried to pay by credit czrds. Both were rejected.
I phoned both credit card suppliers and there was no problem with either card.
As a last resort, I phoned National Express direct and bought the ticket traditionally from the Call Centre at the cost of a long phone call and a booking fee.
But it wasn’t without trouble.
Both my credit cards were rejected by the system used by the very patient Colin in the Call Centre, as was my debit card.
Their system knew about me from my previous four failed attempts to buy tickets on-line and I wondered if it was rejecting them because of my address, which was on some sort of blacklist.
I’ve often thought this, as my house was tenanted for several years before I bought it and the tenants did runners leaving piles of debts to several companies.
In the end, Colin and I felt this was all rather silly, so I thought about trying an alternative e-mail address, as this was probably the key used to access my address on their computer.
It worked and I got my ticket.
Intriguingly in both cases, I got my goods or tickets, when I broke the link between debit/credit card address and the address for the card.
In IKEA, this was by putting the AMEX card through a till and with National Express, it was by giving them an e-mail address for which they had no physical address details.
I am drawn to the inevitable conclusion, that software checks my address against County Court Judgements. And I think there could be a lot of them, due to the history of the property!
Surely, if I can’t purchase on-line, because of the debts of previous owners or their tenants, who lived here, before I bought the house, then that is illegal!
The only way to lose them, would be the same way to get rid of bindweed from your garden. Move!
Unless of course, someone reading this knows better?
A Christmas Gluten-Free Sandwich From M & S
I was looking to buy a sandwich for my lunch tomorrow in Marks and Spencer in Islington and couldn’t see any bright green packets.
The reason was there were only two and several of these Christmasy sandwiches.
A Christmas Gluten-Free Sandwich From M & S
I’ve seen gluten-free Christmas puddings and mince pies, but I’ve never seen a seasonal gluten-free sandwich before!
Perhaps things are getting better!
On A Bus From Kennington To Tooting Broadway
These are pictures I took from a 155 bus, as it trundled along the Northern Line between Kennington station and Tooting Broadway station.
In some ways, it is a curious journey with several ventilation shafts for the Northern Line and the deep shelters under some of the stations.
I was surprised at the number of deep level shelter entrances you can see. But at least according to this article in the Wandsworth Guardian entitled Clapham’s Second World War shelter to become cafe and exhibition, Transport for London are thinking about using these relics of World War II in a positive way.
Only from a bus do you notice the closeness of Clapham High Street station on the East London Line and Clapham North station on the Northern Line. This Google Map show the two stations.
Clapham High Street And North Stations
Clapham North is one of those Northern Line stations with an island platform. This is a detailed line map from carto.metro.free.fr.
Lines Around Clapham High Street
It would appear that if Transport for London decided to sort out the dangerous (in my view!) platforms at Clapham Common and Clapham North stations, which both have escalators, then there could be some scope for an innovative step-free station linking the new platforms at Clapham North to Clapham High Street station.
It is a classic place where some extreme fag packet and used-envelop engineering washed down with several pints of real ale in the public bar of a local hostelry, could come up with an inspiring solution.
Exploring The Sutton Loop Line
The Sutton Loop Line is not well known in North London, except as a routing shown on Thameslink train information displays.
This morning, I took the line from Tooting station and after a short stop at Sutton station, I continued on my way back into Central London.
These are some of the pictures that I took.
I think the trip did give me a better understanding of this line in South London.
These points are general.
Step Free Stations
Very few of the stations I passed through had any form of step-free access.
Some were island platforms, which have their advantages, but access up and down a single wide staircase to a road overbridge is so nineteenth century.
Variable Quality Stations
Some stations have had a refurbishment and others haven’t!
A Curious Timetable
Streatham to Sutton via Wimbledon calls at more stations, than the other way via Mitcham Junction and this is reflected in the times, with the shorter route taking fifteen minutes and the longer one thirty-one minutes
The curious timings on the loop, actually mean that from Streatham station northwards or southwards, the trains have an interval of very close to fifteen minutes.
So it would be prudent to check, that you’re always taking the best way to get to your destination station!
These points are specific to stations of sections of the line.
St. George’s Hospital
According to this article in he Local Guardian entitled St George’s Hospital Trust announces support for Tooting Broadway in Crossrail 2 plans, the hospital trust is not happy.
It would be ridiculous to spend the best part of an extra billion pounds on Crossrail 2 to put the line through Tooting Broadway station, rather than Balham station, when that money could probably be spent on a mixture of patient care , better bus links, and a lift or two at the Underground station. The latter will happen anyway, whether Crossrail 2 is built or not!
Could there be a better solution for step-free transport access to St. George’s Hospital?
Look at this Google Map of the hospital in relation to Tooting Broadway station and the Sutton Loop Line to the west of Tooting station.
St. George’s Hospital, Tooting Broadway Station And The Sutton Loop Line
Tooting Broadway station is at the top right of the map and the Sutton Loop Line runs across the South West corner of the map.
If a new station were to be built on that line, with full step-free access, it would be closer to the Hospital, than any station on Tooting Broadway. It would also be close to some of the bus stops that serve the hospital.
Haydons Road Station And AFC Wimbledon’s New Stadium
This Google Map shows Haydons Road station and the site of AFC Wimbledon‘s new home at Wimbledon Stadium.
Haydons Road Station And AFC Wimbledon’s New Stadium
The stadium will be at the old greyhound stadium, which is the two green circles at the top.
The green scar from the stadium site to the east of the station, is the course of the River Wandle. Surely, a riverside walk should be created for supporters walking between the stadium and station.
The map also shows the amount of land wasted in the area by unnecessary cemeteries. How many houses could be built on the land they occupy?
Wimbledon Station
Trains on the Sutton Loop Line always use Platform 9 at Wimbledon station, which gives cross-platform access to Tramlink on Platform 10.
So one train might be going to Sutton and the next to Central London and beyond.
Wimbledon Chase And South Merton Stations
These two stations are shown on this Google Map.
Wimbledon Chase And South Merton Stations
Wimbledon Chase station is at the top left and South Merton station is at the bottom, just tom the left of the middle.
You will notice, I’ve included the main A24 road on the map.
This is because that road could be used for an extension of Tramlink from South Wimbledon to Sutton via St. Helier Hospita;. This map shows that extension.
St Helier Tramlink
Transport for London and the London Borough of Merton are opening up a lot of possibilities here and I hope that a world-class solution emerges, to link the whole corridor together.
Morden South And Morden Stations
This Google Map shows the close relationship between Morden South station and Morden station
Morden South And Morden Stations
Their close location and the depot in betwen, has always puzzled me. It is explained in the History section for the Wikipedia entry for Morden station.
It was all down to railway politics, between Southern Railway and the Underground companies.
You just wonder though, if they were sorting out the lines around Wimbledon, that something could be done to make it easy to connect between the two stations.
Hackbridge
I hadn’t heard about Hackbridge, which is a suburb in the London Borough of Sutton.
But there is a Hackbridge Masterplan on Wikipedia. This is the first paragraph.
The London Borough of Sutton is working to make Hackbridge the ‘UK’s first truly sustainable suburb’. There has been a regeneration scheme in Hackbridge which has a number of developments on many sites. These are mentioned as part of the Hackbridge Regeneration. Detailed plans include proposals for new eco-friendly homes, more shops, leisure and community facilities, jobs, sustainable transport and pedestrian/ cycle initiatives, improved networks and open spaces.
It all sounds good to me. This is a Google Map of the area.
Hackbridge
Note the rail line going up the map with Hackbridge station about a quarter of the way up.At the top of the map, is an icon indicating the BedZed Pavilion.
If they are truly into green transport, it strikes me, that there needs to be another station between Hackbridge and Mitcham Junction, which is the next one to the North. As the Tramlink through Mitcham Junction runs down the eastern side of the site and has a stop at Beddington Lane on the north east corner, I would also feel that there scope for extensions to the through Hackbridge.
The Future Of The Sutton Loop
With all the investment in Thameslink, there is no doubt that the future of the Sutton Loop is secure, but what will it look like in ten or twenty years?
I think it seems to have suffered a lack of imaginative thinking in the past few years, but with Transport for London thinking hard about a new interchange hub at Streatham Common station, that I wrote about in Puzzled Over Streatham Common Station, I think we’ll see some more improvements.
A lot of the stations need to have a refurbishment and proper step-free access.
If this follows the pattern of previous lines in London and elsewhere, I think that after station improvement, this line will need additional services.
As it won’t be possible to get more trains through the core, then this could need for some form of local train or tram-train on the loop. Perhaps these would terminate at perhaps Streatham Common station, which I wrote about in Puzzled Over Streatham Common Station.
If two extra trains each way round the Sutton Loop were to be added, they could be timed to run every fifteen minutes between the existing services. So each station on the loop would get a four trains per hour service both ways.
One possibility would be to do the extra services with tram-trains, which after Streatham Common, went on to Croydon to connect up with the existing Tramlink routes.
As I said earlier trains go through Streatham to and from the loop every fifteen minutes, which would be every 7-8 minutes with the extra trains.
So if say you wanted to go to Central London, if you caught an intermediate train on the loop, you might have to wait 7-8 minutes for a Central London train.
The possibilities are endless.
Obviously, traffic patterns will determine how the line develops, but I predict that there will be a big future for the Sutton Loop.
Puzzled Over Streatham Common Station
Transport for London’s proposal for the Bakerloo Line Extension comes with a very nice map of the various projects that will be carried out to improve rail services in South London.
Rail Improvements South Of The Thames
It is all good stuff and most is easily explained.
The black boxes are about more general and larger projects, whereas the yellow boxes are comments about specific stations.
The projects; large and small, fit together like a jigsaw. And not a particularly difficult one to understand!
Of the larger projects, the simple extension of the Bakerloo Line to Lewisham station via two new stations and New Cross Gate station is a masterstroke.
- It provides a thirty trains per hour rail link through the Old Kent Road Opportunity Area.
- It gives all those living on the East London Line, as I do, a much needed connection to the Bakerloo Line.
- Coupled with an upgraded Lewisham station, it gives South East London access to the Underground.
- The project can be opened without an expensive set of new trains.
- New Cross Gate and Lewisham stations have space for construction.
- The extension can be built with minimal closure of the Bakerloo Line.
- The project is almost a repeat of the Northern Line Extension.
- No-one’s current train service will be discontinued.
- There is no replacing heavy rail with smaller Underground trains.
- If in the future, the line needs to be extended, this will be no problem, if Lewisham station is designed correctely.
The only negative, is that the plan doesn’t provide a much-needed rail link in Camberwell.
But Transport for London have done there research and have concluded that reopening the disused Camberwell station on Thameslink could be a worthwhile alternative.
The TfL report gives this concise summary.
A new station at Camberwell would be a significantly lower cost option to a Tube extension, whilst serving the same catchment area. Investigations show significant journey time improvements could accrue to Camberwell passengers and that operationally there may be scope to integrate re-opening of the station into the launch of the completed Thameslink programme.
We will therefore undertake further planning work with Network Rail and the London Borough of Southwark to assess the proposal.
It is a second masterstroke.
Camberwell station will probably get a similar service to Loughborough Junction station. I’m not sure what it will be, but something like four eight-car trains an hour both ways. In around fifteen minutes, passengers could be at.
- Balham for the Northern Line and Crossrail 2
- Elephant and Castle for the Bakerloo and Northern Lines
- Blackfriars for the Circle and District Lines
- Farringdon for Crossrail and the Metropolitan Line.
- Kings Cross St Pancras for main line services and the Victoria Line.
Camberwell station could easily be double-ended, with entrances on both sides of Camberwell New Road.
Camberwell would get at least a high-capacity four trains per hour service to virtually everywhere, with just a single change.
And this could be delivered by 2020, if they get the turbo-charged engineering skates out.
On the South London map, there are some other stations mentioned.
- Brockley – Potential new interchange hub
- East Croydon – Extra platforms & grade separation
- Lewisham – Upgraded major hub for SE London
- Streatham Common – Potential new interchange hub
- Wimbledon – Crossrail 2 upgrade
All of these station upgrades are understandable, with the exception of Streatham Common station.
I can only believe that Transport for London have a cunning plan for this station and the tangle of lines to its North.
Streatham Common Station And The Tangle Of Lines
So what would an interchange hub be like?
In the simplest design, two platforms would be built across the lines through Streatham Common station alongside the Sutton Loop Line. They would be connected to extended platforms from the existing station, by stairs and lifts.
I think there would be space to build some bay platforms into the station, so that Streatham Common station could be used as a terminus.
This schematic of the rail lines is from carto.metro.free.fr
Lines At Streatham
Note how there are very few rail lines, south of Streatham towards Mitcham Eastfields station. Wikpedia says this about the station.
The station is located at Eastfields Road level crossing, in an area previously poorly served by public transport. The nearest station was Mitcham Junction, which along with Mitcham tram stop, was over 1 mile (1.6 km) from the district.
I wrote about the station in Mitcham Eastfields Station.
The lines that currently go or could go through the Dtreatham stations are set out in the following sections.
The Sutton Loop Line Of Thameslink
Streatham station is the last station on Thameslink before the Sutton Loop starts and finishes. Stations on the Sutton Loop include.
- Tooting
- Haydons Road
- Wimbledon
- Wimbledon Chase
- South Merton
- Morden South
- St. Helier
- Sutton Common
- West Sutton
- Sutton
- Carshalton
- Hackbridge
- Mitcham Junction
- Mitcham Eastfields
The fourteen stations have the following service.
- Currently, there are two trains per hour in each direction on the loop.
- Only Mitchan Junction and Wimbledon have connecions to Tramlink.
- I think Streatham to Streatham takes about forty-five minutes of travelling time.
- These trains eventually terminate and come back at St. Albans or Luton in the Peak.
- When the ongoing Thameslink Programme is finished, there will be two eight-car Class 700 trains in each direction every hour.
When the Thameslink Programme was planned, Network Rail intended to terminate these services at Blackfriars.
Residents and their politicians objected! Wikipedia says this.
Network Rail had planned to terminate Sutton Loop Thameslink trains at Blackfriars station, rather than have them continue through central London as at present. This upset many residents in South London and their local politicians, who saw it as a reduction in services rather than an improvement. In response to pressure, government has ordered Network Rail to reverse the decision.
I think this illustrates a certain sensitivity about train services in the area. Do they think that other places like Balham, Croydon and Wimbledon, get all the goodies?
So we have four trains an hour through the core section of Thameslink going on the Sutton Loop.
Although, this shouldn’t affect the services on the loop, could this cause problems for passengers on the trains through Wimbledon and Sutton, as long-distance trains are being used for short local journeys.
For example, you might have mothers with buggies taking babies and children to nurseries and schools, mixed up with commuters, who want to go north of the Thames.
A simple solution would be to have more trains going round the loop, so that instead of just two trains per hour each way, there were perhaps four or even more.
But where would they come from?
They could come a long way from somewhere like Orpington or Cannon Street, which would mean finding paths all over South East London and perhaps beyond.
Or perhaps they could just do the loop and start and finish at either Streatham or an expanded Streatham Common.
As Streatham is just a two platform station, with little space to expand, a bay platform in Streatham Common might be one solution.
Possible Reason for an expanded Streatham Common station – The station could be the terminus of a two train per hour local service around the Sutton Loop.
The Brighton Main Line
The Brighton Main Line goes from Victoria to East Croydon with fast trains generally only stopping at Clapham Junction station en route. However services pass through several important stations like Balham and Streatham Common without stopping.
Could there be advantages in stopping some of these services at an upgraded Streatham Common?
I don’t know under normal circumstances, but there may be good operational reasons for services to be able to call at Streatham Common station.
Possible Reason for an expanded Streatham Common station – The station could be a valuable interchange between Brighton Main Line and other services.
Tramlink
Although Tramlink doesn’t go anywhere near Streatham at present, it does have a main route, south of the area.
There is also a distinct lack of rail services in the area between Streatham and Mitcham, which led to the building of Micham Eastfields station.
In Wikipedia, it says that extensions to the Tramlink have been proposed North and South of Croydon. This is said about North of Croydon.
To the north of Croydon, it is proposed to use a highway alignment based on London Road. To the south of Thornton Heath Pond, the use of a shared carriageway is a possibility. North of this point the road becomes the A23 again, but there are likely to be some opportunities for trambaan type segregation to Norbury and between Norbury and Streatham, although Norbury is a pinch point. The proposal is to terminate the line at Streatham railway station, providing an interchange to the extended East London Line
Possible Reason for an expanded Streatham Common station – The station could be a destination for Tramlink.
Tram-Trains
In areas of Germany, where there are both trains and trams, the Germans are getting very enthusiastic about tram-trains which can run on both networks.
If tram-trains, were to be used on a possible Tramlink Extension to Streatham, they could join the railway at a convenient station, like Norbury or Streatham Common and become trains to go round the Sutton Loop.
Possible Reason for an expanded Streatham Common station – Tram-trains on Tramlink.
The East London Line
I use the East London Line a lot and it has the problem of success.
Trains have grown from three to five cars and some recent trips from Denmark Hill to Dalston Junction have shown, that at times standing is common.
Increased frequencies in 2018/2019, will ease the problems, but would another terminus in South London be a good idea for the East London Line?
The capacity of the core section of the East London Line is twenty-four trains per hour, so even from 2018/2019, there are four more paths available.
So could we see some services going to Streatham Common station perhaps via Peckham Rye, Tulse Hill and Streatham?
A factor that might apply here, is can Platform 1 at Clapham Junction cope with enough trains from Dalston Junction?
Possible Reason for an expanded Streatham Common station – A terminus for a branch of the East London Line.
The West London Line
Southern’s hourly service between South Croydon and Milton Keynes calls at Streatham Common station.
London Overground has a service of around four trains per hour on the West London Line between Clapham Junction and Willesden Junction, which Southern’s service augments for part of the route.
But there are problems with the West London Line.
- There are some extended service intervals at times.
- The Southern service doesn’t call at Willesden Junction.
- West London Line services call at different platforms at Clapham Junction.
- As with the East London Line, could platform space at Clapham Junction be a problem for the West London Line of the Overground
Unlike the East London Line, the West London Line is not a turn-up-and-go service.
So could there be advantages to use Streatham Common station, as a southern terminus for services through the West London Line?
Possible Reason for an expanded Streatham Common station – A terminus for the West London Line.
HS2
When HS2 opens in 2026, getting to Euston station will not be easy, as it is unlikely that Crossrail 2 will have been started, let alone up and running.
Passengers will need to get to a Northern or Victoria Line station and have a deep and possibly tedious journey across Central London.
Thameslink will be of use to some, but there will be a walk or a short-but-difficult tube journey between St. Pancras and Euston.
But HS2 will stop at Old Oak Common station on the North London Line. If the West London and East London Lines were to be extended to Streatham Common station, either could be a good alternative route to HS2 and the West Coast Main Line.
I estimate that Streatham Common to Old Oak Common will take thirty three minutes, compared to Morden to Euston on the Northern Line, which can take forty-one minutes.
Possible Reason for an expanded Streatham Common station – The station could be an important hub, collecting passengers for HS2 and the West Coast Main Line
Crossrail 2
Crossrail 2 is not planned to call at Streatham Common station, although it might go underneath in its route from Balham to Wimbledon.
Even so, I suspect that an expanded Streatham Common station will be to the advantage of Crossrail 2.
As I said earlier the station can help improve services on the Sutton Loop, which would have effects.
- Bring more passengers to Wimbledon for Crossrail 2.
- If extra stations were added to the Sutton Loop, these could help solve the Tooting Broadway/Balham wars.
- Could a new station be built at St. George’s Hospital, between Tooting and Haydons Road stations?
But the biggest benefit would be that Streatham Common station, would be an alternative hub, for those wanting to avoid Wimbledon during the building of Crossrail 2.
Possible Reason for an expanded Streatham Common station – Crossrail 2
East Croydon
When East Croydon station is being extended or the grade separation at Windmill Bridge Junction is being built, surely a well-connected interchange at Streatham Common, could be an asset towards helping to maintain a service.
Even under normal circumstances with a decent tram and train connection to Croydon, Streatham Common station may take the pressure off public transport in Croydon.
Possible Reason for an expanded Streatham Common station – Alternative routes for Croydon
Conclusions
Build a Streatham Common interchange hub!
It is just a pity that Crossrail 2 can’t have a station at Streatham Common.
Is the Streatham Common interchange hub, a third masterstroke?
HS2 Does The Right Thing At Leeds
I don’t like the concept of most of the HS2 stations.
Euston, isn’t too bad, as the HS2 platforms are alongside those for the main station and I suspect that when and if I see it in reality, I will be able to arrive in the station on perhaps a London Midland train from Bletchley or Tring and just walk across to the HS2 platforms.
At some of our better interchange stations like Reading, to change trains, you go up escalators to a wide overbridge and then walk across to the escalator for the platform of your departing train. The design also allows seats and cafes in a totally non-claustrophobic environment. I have a feeling that the new London Bridge will raise the bar of this type of station even higher!
To my mind the designs for HS2 station at Birmingham is absolute rubbish and truly terrible. Birmingham is developing a local train, tram and bus network centred on New Street station, so instead of HS2 arriving into this hub, it arrives at a separate station some distance away and many passengers will have to get a tram to connect to their ongoing service.
As HS2 will run very large trains, imagine say a thousand Chelsea fans arriving on HS2 to go to a match at Villa Park and needing to get a train from New Street. You save masses of time by using HS2 and then waste it queuing for a tram.
But if HS2 arrived directly into New Street, a lot of the problems would be solved with a short walk.
In Birmingham there is no space in New Street itself, but why shouldn’t HS2 arrive in an underground station beneath New Street? Or in my preferred solution, in a giant double-ended station stretching right under the City Centre.
As they’ve got a redundant piece of Grade 1 Listed railway memorabilia, they’ll use that instead. The heritage lobby should crawl back into its hole!
But at Leeds, HS2 have put forward a new proposal, where HS2 meets the existing station in a giant version of the way trams met the train at Nottingham.
This is the only picture I can find of the proposal. It’s in an article in Global Rail News.
HS2 At Leeds Station
Passengers arriving in Leeds would just walk to the front of the train and then they’d be over the platforms of the existing Leeds station. If that is too difficult, then I’m sure we’ll see a few travalators.
It is a much better layout than that proposed for Birmingham.
Interchange between HS2 and local services must be a short walk, assisted by lifts, escalators or travalators as required.
The Anonymous Widower 