The Anonymous Widower

Abbey Wood Station Opens

Abbey Wood Station partly opened today.

As can be seen, it is not finished, but it can certainly accept all the Southeastern trains calling at the station.

Is it the UK’s first station with three pedestrian bridges and six lifts?

October 24, 2017 Posted by | Travel | , , | 1 Comment

Abbey Wood Station – 30th July 2017

I took these pictures at Abbey Wood staeion.

Note my other post about Abbey Wood station called Construction Of The Platform Structures And Tracks For Crossrail At Abbey Wood Was Cimpleted By Network Rail In May 2017, which was based on a picture caption in the August 2017 Edition of Modern Railways.

Does this also include the electrification?

It now appears that West of the station, the electrification runs all the way to the tunnel entrance. But the electrification is treated differently in the two Crossrail platforms.

  • In Platform 3, which traditionally would be the London-bound platform, the wires go under the station bridge and finish on a single vertical gantry. Conveniently, it’s shown in the last picture in the gallery.
  • In Platform 4, which is the Northernmost platform, the wires are fixed to the station building. This is shown in the penultimate picture in the gallery.

So it would appear, that Crossrail trains can only go East of the station under electric power  only using the track through Platform 3.

I couldn’t see if there was any connection between the track through Platform 4 and that through Platform 3, but there was also some supports for the old bridge in the way.

There would need to be a connection, if the track to the East of the station was to be used as a reversing siding.

What is now clear is that the station must be one of the few stations with three footbridges.

  • There is the main one at the East containing the main station building, which probably has lifts.
  • One in the middle of the platforms, which looks like it might have lifts.
  • There is a smaller footbridge at the Western end of the station.

According to this page on the Crossrail web site the station has a total of six lifts.

I suspect the number of lifts is because the site and the track layout, mean that it has not been possible to organise cross-platform interchange bettween Crossrail and the North Kent Line.

July 30, 2017 Posted by | Travel | , , | 1 Comment

Construction Of The Platform Structures And Tracks For Crossrail At Abbey Wood Was Cimpleted By Network Rail In May 2017

The title of this post, was stated under a picture in the August 2017 Edition of Modern Railways.

The picture had been taken on site from the other side of the fence through the station to this picture I took in July 2017.

My later picture shows some of the canopies for the Crossrail platforms in position.

If Network Rail’s statement that formed the title of this post is correct, then is  the track layout to the East of the station complete?

This picture shows the unelectrified line leading away from the station.

Note the track without any electrification by the fence in the right foreground and the two third-rail electrified North Kent tracks in the left background.

This picture shows the track going towards Belvedere station.

Note the cross-over by the signal.

Can Crossrail Reverse All The Scheduled Trains At Abbey Wood?

Crossrail have now published a more detailed schedule for the services.

The schedule shows that a maximum of twelve trains need to be reversed at each of Abbey Wood, Paddington and Shenfield stations.

In this article on Rail Engineer, which is entitled Signalling Crossrail.

The Class 345 trains are fitted with a system called Auto-Reverse, which I explained in Crossrail Trains Will Have Auto-Reverse.

The driver selects auto-reverse and walks back through the train, as it changes platforms automatically. By the time the driver is in the other cab, the train is in position in the other platform, ready to go back to London.

But the article in Rail Engineer also says this.

Auto reverse (AR) is not provided on Network Rail infrastructure. There will also be the possibility to use AR into and out of the stabling sidings at Abbey Wood so the driver will be at the correct end of the train to finish a shift or, when coming on duty, to start a new run westwards. Service trains will, however, normally reverse in the station. AR may also be used at Custom House and anywhere using crossovers in the central section.

As the normal twelve trains per hour (tph) making up the service, will be using both platforms, cross-overs are provided to the West of Abbey Wood station, as is shown in this picture.

The system used at Abbey Wood will also be used at Shenfield.

Why Has The Reversing Siding Not Been Electrified?

In my view there can only be two explanations, if Modern Railways have got their picture caption right, which categorically said work was finished.

  • My reconnaissance was wrong.
  • Full electrification is not needed to reverse the trains.

On digging deeper, I took these four pictures at Abbey Wood station.

The pictures show in order.

  • The overhead wires for Platform 4 fixed to the station building. Look under the top of the staircase.
  • The overhead wires for Platform 3 passing under the station building.
  • The overhead wires for Platform 3 passing under the station building.
  • The overhead wires for Platform 3 anchored to a solid girder on the other side of the station building.

I couldn’t see the track layout because the wooden fence was in the way, but it would seem logical that the track through Platform 4 will eventually connect to the track through Platform 3.

This would allow the following.

  • Trains arriving in Platform 4 to transfer to Platform 3 using the reversing siding.
  • Crossrail trains to continue East on the North Kent Line using the single track and the crossovers to the East of the station.
  • A failed train could be pushed into the reversing siding, which could probably accommodate two trains.
  • Service and maintenance trains to access Crossrail’s Plumstead depot from the East.

But even if there is no connection, two independent platforms can handle the twelve trains per hour, as they will do at Shenfield.

 

July 29, 2017 Posted by | Travel | , , , | 1 Comment

Crossrail Expands Before It Opens

This is certainly something you don’t hear often about a new rail line.

This article in Global Rail News is entitled TfL To Order More Elizabeth Line Trains.

Four new Class 345 trains are being ordered, which will mean that in the Off Peak the following will happen.

  • Trains between Whitechapel and Paddington will increase from 16 trains per hour (tph) to 20.
  • Trains between Paddington and Shenfield will increase by two tph
  • Trains between Paddington and Abbey Wood will increase by two tph
  • Trains between Paddington and Reading will double from two tph to four.
  • Trains between Paddington and Maidenhead will increase from four tph to six
  • From December 2019, six tph will call at Heathrow Terminal 5.

So have Transport for London miscalculated the capacity of the line?

I suspect not!

It’s just that they wanted to be sure that the trains and the signalling can handle the frequency of twenty tph, before ordering the trains.

That has probably been ascertained by now thorough thorough testing.

This article on the BBC, is entitled Crossrail Stations In West London Delayed Until 2019.

I wonder, if this is within the float of these station builds, so that the whole project is not delayed.

Have Crossrail only announced the actual completion date, when it is certain it can be met?

If it is, these two apparently disconnected stories show Project Management at its best, where a project is delivered on the date agreed before as much as a humble spade had entered the ground.

  • If it is late the client and the general public complain.
  • It it is early, the construction team have probably spent too much money.

So hopefully, everybody’s happy!

I would love to see Crossrail’s schedule of announcements until December 2019.

Like the ordering of more trains mentioned in the first article, I suspect some will be pleasant surprises.

The first article also has this paragraph.

The increased service frequency will be achieved, in part, by replacing five Great Western Railway services with Elizabeth line trains.

So could we see Greater Anglia and Southeastern losing paths and becoming better integrated with Crossrail?

In Abbey Wood Station in my series of Kent On The Cusp Of Change posts, I said that it looks like the track layout allows trains to run on to Dartford, Gravesend or even Rochester, as other trains on a modern signalled North Kent Line.

At Shenfield station, provision has been made in the track layout for trains to continue from Platform 4 to Southend Victoria station and Greater Anglia trains already do it.at a frequency of three tph.

I don’t think it will happen, as the journey is too long for a train without toilets.

But if Platforms 4 and 5 at Shenfield were bi-directional, this would allow Crossrail trains to venture down the Southend Branch.

July 13, 2017 Posted by | Travel | , , , , | 1 Comment

Small Electrification Projects

My visit to Abbey Wood station yestetday proved to me that some small electrification projects don’t actually need wires or third rails.

The reversing siding for Crossrail, which is also a link to the North Kent Line, consists of the following new tracks.

  1. A set of points at the Eastern end of Abbey Wood Station to connect the two Crossrail platforms 3 and 4 and allow trains to reverse.
  2. A track to serve as the reversing siding and the link between the two lines. It is probably about 700 metres long.
  3. A set of points to connect the libk to the Down North Kent Line.
  4. A cross-over between the two North Kent Lines.

Only about  fifty metres of the reversing siding around the first set of points is electrified.

I have been convinced for some time, that the Barking Riversude Extension will be built without wires, as the project details mention electric trains, but don’t mention electrification.

Aventras may also have a remote wake-up capability as detailed in Do Bombardier Aventras Have Remote Wake-Up?, which would allow trains to be parked overnight in sidings without electrification

July 11, 2017 Posted by | Travel | , , | Leave a comment

Kent On The Cusp Of Change – Abbey Wood Station

The Kent On The Cusp Of Change article in the July 2017 Edition of Modern Railways talks about Kent and Crossrail.

This is said.

In December 2018, the Elizabeth Line is due to reach its south-eastern terminus at Abbey Wood, where there will be interchange with the North Kent line.

A wide range of new journey opportunities will open up, which over time will influence many choices over work and home locations. A train every five minutes from Abbey Wood to Canary Wharf and central London is expected to have a dramatic effect in North Kent.

The article goes on to say that a working group called Crossrail Gravesend is pushing to extend the Elizabeth Line to Ebbsfleet International station for High Speed One.

In this post, I will talk about issues at Abbey Wood station.

The Modern Railways article says that Abbey Wood station is a cross-platform interchange, as do other articles.

Track Layout At Abbey Wood Station

This map from carto.metro.free.fr shows the layout of lines at Abbey Wood station.

Compare this with this track layout, that I posted in Abbey Wood Station –  29th August 2016.

Note the following.

  • The older layout shows cross-platform interchange.
  • The current one has two pairs of platforms, with Platforms 3 and 4 for Crossrail and Platforms 1 and 2 for other services.
  • The current layout probably connects better to the existing lines to Dartford.

These pictures were taken on the 28th June 2017 and show pictures generally taken from the West of the station.

They show a similar layout, of two Northern platforms (3 & 4) for Crossrail and two Southern platforms (1 & 2) for all other services.

Note.

  • The two cross-overs to the West of Abbey Wood station to get the Crossrail trains to and from the right platforms.
  • The station building and the two footbridges over the lines.
  • The solid wooden fence between the two pairs of lines.
  • The robust nature of the overhead wiring.

I suspect, that if they had wanted to have Eastbound and Westbound lines each share an island platform, it would have required a flyover, which would have been a large expense.

These pictures were taken on the 10th July 2017 to the East of the station.

Note that the first seven pictures were taken from a public footbridge that crosses the tracks about five hundred metres to the East of Abbey Wood station and the last few pictures were taken from a train leaving Abbey Wood station for Dartford station.

This recent Google Map shoews from Abbey Wood station, to where the reversing siding ends close to where Aliske Road turns North

The pictures and the map show the following.

  • The two third-rail electrified tracks of the North Kent Line run between Platforms 1 and 2 at Abbey Wood station to Belvedere station.
  • The North Kent tracks are fully in use, by services between London and Kent.
  • The two Crossrail Platforms 3 and 4 at Abbey Wood station are electrified with overhead wires.
  • The two tracks in Platforms 3 and 4 would appear to join together into a single line mainly without electrification, that connects to the North Kent Line about a kilometre to the East of Abbey Wood station.
  • There is only a short length of electrification to the East of the station.

It is not what I expected, as it means that there is no cross-platform interchange between services going to North Kent and Crossrail, as various sources including the The Kent On The Cusp Of Change article have said.

Passengers changing between the North Kent Lines and Crossrail will have to go over through the station or use the bridge.

So how will the station handle the various train movements?

Comparison Between Abbey Wood and Shenfield Stations

Abbey Wood will after rebuilding be a station with two North Kent and two Crossrail platforms

Shenfield station has now been converted into a station with six platforms, three of which can be used as Crossrail platforms.

In the Peak, services to the two stations are as follows.

  •  Shenfield – 10 trains per hour (tph)
  • Abbey Wood – 12 tph

In addition 4 tph on the Shenfield Branch turn-back at Gidea Park station.

In the Off Peak, services to the two stations are as follows.

  •  Shenfield – 8 tph
  • Abbey Wood – 8 tph

So it would appear that Abbey Wood is the harder station to operate with more services in the Peak and one less platform.

Train Stabling At Abbey Wood Station

Train stabling needs to be provided on a busy branch line, as it makes it easier to adjust the number of trains running to the demand throughout the day.

At Shenfield, the stabling sidings are beyond the station, which must be easier operationally, than the position of the sidings at Abbey Wood, where they are back down the line at the Plumstead tunnel portal.

If you look at the second set of pictures taken to the East of the station, spaqce would appear to be very limited. So is this why stabling is not ast of Abbey Wood station.

Turning Back Crossrail Trains At Abbey Wood

At Shenfield, train operators have been turning back Class 315 trains at a rate of six tph since 1980, so with the addition of a new platform and modern trains and signalling, the handling of ten tph should be achievable.

But at Abbey Wood in the Peak, there is a need to turn trains round at a rate of twelve tph or a train every five minutes.

The operation could involve each of Platform 3 and 4 handling six tph, using the cross-overs to the West of the station to get the train between each platform and the right Crossrail track, but handling six tph on two platforms feeding a 12 tph double track railway is a tough ask.

From what I have seen, I think that Crossrail will turnback their trains like this.

  • All Crossrail trains from London arrive in Platform 4.
  • All Crossrail trains to London depart from Platform 3.
  • All trains arriving in Platform 4 use the unelectrified single track line as a reversing siding to get to Platform 3
  • As the pictures show, the single track line is probably long enough to store a failed train, for later recovery.

But the Class 345 trains have a system called Auto-Reverse.

When the train is ready to leave Platform 4,the driver initiates an Auto-Reverse and the train moves automatically into the reversing siding, whilst the driver starts to walk back through the train to the other cab.

  • By the time, the train is in the reversing siding, the driver is ready to drive the train into Platform 3.
  • The process will have to be done within five minutes.
  • The process could also involve the basic cleaning and removal of rubbish, with cleaners getting on at Platform 4 and getting off at Plstform 3.

Crossrail is not your bog-standard railway.

Trains Leaving Service At Abbey Wood

Suppose a train was leaving service at Abbey Wood.

Normally, it would probably perform the Auto-Reverse and go to the stabling sidings at the Plumstead tunnel portal.

It might even go the wrong way directly out of Platform 4, if the signalling was bi-directiomal.

Remember too, that Class 345 trains could be two independent half-trains, so if one half fails, the other could be designed to get the train to safety and out of the way.

Class 345 trains are not a bog-standard trains.

Running Crossrail Trains To And From Gravesend

From what I have seen, I’m convinced that the track layout at Abbey Wood station, means that Crossrail can be easily extended to and from Dartford, Gravesend, Rochester, Gillingham or Rainham.

Let’s assume the terminal for four tph is Gravesend.

Crossrail trains from London to Gravesend will do the following.

  • Stop in Platform 4 at Abbey Wood station.
  • Lower the pantograph
  • Take the single uon-electrified line alongside the North Kent Line.
  • Cross over to the Down North Kent Line.
  • Use the third-rail electrification to travel to Gravesend.

Crossrail trains from Gravesend to London will do the following.

  • Use the third-rail electrification to travel from Gravesend.
  • Cross over to the single non-electrified line alongside the North Kent Line before Abbey Wood station.
  • Stop in Platform 3 at Abbey Wood station.
  • Raise the pantograph.

The Crossrail trains would be needed to be fitted with third-rail shoes.

Interchange BetweenThe Extended Crossrail And Other Services.

Suppose you are going from Ramsgate to Paddington, you would get a Highspeed service to Gravesend and then wait for a Crossrail train to call at the same platform.

To repeat myself, Crossrail is not a bog-standard railway.

Crossrail’s Trump Card

When the trains turnback at Abbey Wood or extend to and from Gravesend, the Class 345 trains will have to use the non-electrified single track line shown in the pictures.

It may be electrified in the next year! But why bother?

The distances that need to be handled without power are not much more than a kilometre at slow speed.

The Class 345 trains could be fitted with batteries to bridge the gaps in the electrification.

These batteries will also do the following.

  • Handle regenerative braking.
  • Provide emergency power, in the event of complete tunnel power failure.

Conclusion

To repeat myself again, Crossrail is not a bog-standard railway.

See Also

These are related posts.

To know more read Kent On The Cusp Of Change in the July 2017 Edition of Modern Railways.

 

July 10, 2017 Posted by | Travel | , , , , , | 19 Comments

Kent On The Cusp Of Change – Crossrail

The Kent On The Cusp Of Change article in the July 2017 Edition of Modern Railways talks about Kent and Crossrail.

This is said.

In December 2018, the Elizabeth Line is due to reach its south-eastern terminus at Abbey Wood, where there will be interchange with the North Kent line.

A wide range of new journey opportunities will open up, which over time will influence many choices over work and home locations. A train every five minutes from Abbey Wood to Canary Wharf and central London is expected to have a dramatic effect in North Kent.

The article goes on to say that a working group called Crossrail Gravesend is pushing to extend the Elizabeth Line to Ebbsfleet International station for High Speed One.

Current Services Between London, Abbey Wood And The Medway Towns

Adding together current services at Abbey Wood station  as given in Wikipedia with the proposed Thameslink service between Rainham and Luton, which I wrote about in Thameslink To Rainham, gives the following service level at Abbey Wood station.

Westbound;

All trains will call at London Bridge station, which after rebuilding for Thameslink is complete, will be a formidable interchange to other services, such as the Underground, buses and Shank’s pony.

Londoners tend to think of Crossrail, as London’s most important rail project, but I do think that the rebuilding of London Bridge station in a few years time will be considered the second most important.

In addition, as Abbey Wood will be connected to Crossrail, there must be few places in Central London, to which travel is difficult from Abbey Wood station.

Eastbound;

  • 2 tph to Barnehurst via Slade Green returning to London via the Bexleyheath Line
  • 2 tph to Dartford
  • 2 tph to Gillingham (Kent)
  • 2 tph to Rainham (Kent)
  • 2 tph to Crayford via Slade Green returning to London via the Dartford Loop Line,

This map from carto.metro.free.fr shows the lines around Dartford station.

Note.

  1. Barnehurst is on the Bexleyheath Line.
  2. Cayford station is on the Dartford Loop Line.
  3. The North Kent Line goes East from Datford station to Gravesend , the Medway Towns and Thanet.

In addition at Abbey Wood station, using their separate platforms and separate tracks to the Crossrail tunnel, 12 tph will be providing the Crossrail service.

Future Services From London To The Medway Towns

Looking at the Southeastern services to Gillingham and the Thameslink services to Rainham, the following can be said

  • These are the only services, that go more than a few miles past Abbey Wood station.
  • The Gillingham service is a Southeastern Metro service, so probably needs to be run by faster modern trains, rather than the current Class 465 trains.
  • The combination of the Gillingham and Rainham services will hopefully give a very passenger friendly train every fifteen minutes between Abbey Wood and Gillingham, via Dartford, Gravesend, Rochester and Chatham.
  • The Gillingham service calls at Lewisham, Blackheath, Charlton and Woolwich Arsenal between London Bridge and Abbey Wood.
  • The Rainham service calls at Greenwich between London Bridge and Abbey Wood.

I do wonder, if it would be better if the Southeastern service from Charing Cross to Gillingham were to be extended to Rainham and always run by a twelve-car train.

  • Rainham is only four minutes further from London than Gillingham.
  • Rainham has a twelve-car bay platform.
  • Gillingham’s bay platform may not be able to take a twelve-car train.
  • Four tph can be handled in a single bay platform.

This would give a high-capacity four tph service between Abbey Wood and the Medway Towns, with two tph from Thameslink and two tph from Southeastern.

But the major factor would be that passengers would surely find it a very easy service to use.

Service Frequencies East Of Dartford

Note that of the eastbound trains, only 6 tph go through Dartford, as the other 4 tph loop back to London.

Between Dartford and Rochester, there is only the 4 tph to Gillingham/Rainham, although they are joined by 2 tph Highspeed trains between Gravesend and Rochester.

It would thus appear that the maximum frequency between Abbey Wood and Rochester is probably 6 tph.

When you consider that the trains through the area, will all be modern trains fitted with the latest ERTMS signalling, handling these numbers of trains and perhaps 4-8 tph for Crossrail between Abbey Wood and Gravesend in the future, will be well below the 24 tph handled by Crossrail and Thameslink in their central tunnels.

The New Track Layout At Abbey Wood Station

Looking at the new track layout at Abbey Wood station, it appears to be very simple with just a reversing siding to the East of the two Crossrail platforms 3 and 4.

Cross-overs appear to be provided so that the following is possible.

  • Trains from Crossrail can continue towards Dartford after calling at Platform 4.
  • Trains from Dartford can continue towards Crossrail after calling at Platform 3.

It looks to me, that the track layout is designed, so that Crossrail trains can easily run to and from Dartford or any other station that the planners decide is the terminus.

Capacity Between Abbey Wood And Rochester

As the double-track line between Abbey Wood and Rochester with modern signalling can probably handle up to probably 24 tph, there is capacity for a lot of Crossrail trains to go past Abbey Wood.

Suppose  Crossrail is extended to Gravesend with 4 tph extended to the new terminal and trains stabled at a new depot at Hoo Junction to the East of the town.

The following frequencies to and from London would apply at various stations.

  • Abbey Wood – 10 tph + 12 tph Crossrail
  • Belvedere – 10 tph + 4 tph Crossrail
  • Erith – 10 tph + 4 tph Crossrail
  • Slade Green – 10 tph + 4 tph Crossrail
  • Dartford – 6 tph + 4 tph Crossrail
  • Stone Crossing – 4 tph + 4 tph Crossrail
  • Greenhithe – 4 tph + 4 tph Crossrail
  • Swanscombe – 4 tph + 4 tph Crossrail
  • Gravesend- 4 tph + 4 tph Crossrail + 2 tph Highspeed

North Kent is going to get a better train service.

Hoo Junction

Hoo Junction, which is a few miles to the East of Gravesend station, has been identified by Crossrail planners, as a suitable area for a depot to serve an extended South-Eastern branch of the line.

Chris Gibbs, in his extensive report on GTR’s performance, suggests that the Hoo Junction area , be used as a depot for Thameslink services to North Kent. I wrote about this in Gibbs Report – Hoo Junction Depot.

In addition, Southeastern are running short of space in Slade Green Depot.

But that’s just the railways.

This report on the BBC indicates that the new Lower Thames Crossing will cross North-South between Gravesend and Hoo Junction.

Should there be a Park-and-Ride station at Hoo Junction?

It would have a four tph service between London and the Medway Towns with a stop at Abbey Wood for Crossrail.

In Gibbs Report – Hoo Junction Depot, I came to the following conclusion.

Crossrail, the Department of Transport, Kent County Council, Network Rail, Southeastern, Thameslink and all other stakeholders and residents should sit round a large table and agree a common long-term philosophy that is in all their best interests for the future.

What happens at Hoo Junction, will be tremendously important to transport infrastructure in the South East of England in general and Kent in particular.

Crossrail To Ebbsfleet International Station

The article talks about extending Crossrail to Ebbsfleet International station, by adding two new tracks  through Slade Green and Dartford stations, serving existing stations.

As I showed in the previous section, I think extra tracks are not necessary, as modern signalling can handle the required number of trains with ease. I suspect though, that the 75 mph Class 465 trains will need to be retired from the North Kent Line, as their performance is just not good enough.

The report says this about the connection at Ebbsfleet.

There would be a new station that would have pedestrian access with Ebbsfleet HS1 station and Northfleet on the historic line – this could be the terminus, or the new line might reach as far as Hoo Junction on the east side of Gravesend.

I’ve always felt that Ebbsfleet International station was a logical South-Eastern destination for Crossrail, mainly because of the space at the station for platforms, depots and car parking.

Consider.

  • St. Pancras station may have too few platforms for Continental services in the future, so Ebbsfleet International may end up being a terminus for some of these services.
  • Southeastern is developing the Highspeed commuter services to East Kent and East Sussex, which probably need a connection to Crossrail and/or Thameslink.
  • The Fawkham Junction link connects Swanley and Ebbsfleet International stations, and it could be used by extra Highspeed services or Thameslink.

I’ve always felt that there’s a simple solution in there, but vested interests and politicians seem to stop railway planners from finding it.

So why not use upgrade Northfleet station with the following features?

  • The ability to accept the services along the North Kent Line – 4 tph + 4 tph Crossrail
  • The ability to accept twelve-car trains.
  • A pedestrian link to Ebbsfleet International station based on something a bit sexy. Perhaps a fast travelator or some other form of people mover.

This Google Map shows that there is plenty of space between the stations.

 

Northfleet station is to the North-East of Ebbsfleet International station.

Could it be that a simple solution  would work?

  • Belvedere, Erith, Slade Green, Dartford, Stone Crossing, Greenhithe and Swanscombe become Crossrail and North Kent stations.
  • Northfleet station is connected to Ebbsfleet International station in a passenger-friendly way.
  • The four tph service through the Medway towns to London Bridge continue and are better-integrated with Thameslink at London Bridge.
  • The Swanley link to Ebbsfleet is reopened to allow more service opportunities.

But then what do I do know?

Is Abbey Wood Station A Cross-Platform Interchange?

One thing that the Modern Railways article says, is that Abbey Wood station has been designed with cross-platform interchange, in such a way that any delays to Kent services don’t have any knock-on effects on the new services.

The Modern Railways article says that Abbey Wood station is a cross-platform interchange, as do other articles.

This map from carto.metro.free.fr shows the layout of lines at Abbey Wood station.

Compare this with this track layout, that I posted in Abbey Wood Station –  29th August 2016.

Note the following.

  • The older layout shows cross-platform interchange.
  • The current one has two pairs of platforms, with Platforms 3 and 4 for Crossrail and Platforms 1 and 2 for other services.
  • The current layout probably connects better to the existing lines to Dartford.

These pictures were taken on the 28th June 2017.

They show a similar layout, of two Northern platforms (3 & 4) for Crossrail and two Southern platforms (1 & 2) for all other services.

Note.

  • The two cross-overs to the West of Abbey Wood station to get the Crossrail trains to and from the right platforms.
  • The station building and the two footbridges over the lines.
  • The solid wooden fence between the two pairs of lines.
  • The robust nature of the overhead wiring.

I suspect, that if they had wanted to have Eastbound and Westbound lines each share an island platform, it would have required a flyover, which would have been a large expense.

But at least with this layout, Crossrail trains can have their own pair of lines to the East, running to the North of the current tracks. The Modern Railways article says this.

Mindful of this, the working group is proposing two new dedicated tracks for the extension, running alongside the line through Slade Green and Dartford, with platforms serving the existing stations.

This Google Map shows the route through Dartford.

In some places putting in two extra tracks would be very difficult and extremely expensive and very disruptive to local residents.

Given the capabilities of modern signalling, now being demonstrated on Thameslink in Central London, I believe that something practical for the train companies and friendly for the passengers will emerge.

But one thing is certain. There will not be cross-platform interchange between Crossrail and other services at Abbey Wood station.

Interchange Between North Kent Services And Crossrail

I have a feeling, that this will come down to personal preferences.

After the opening of Crossrail to Abbey Wood in 2018 and the opening of Thameslink to Rainham, passengers will probably have to use Abbey Wood, where it will be an up-and-over via escalators, lifts or stairs.

If and when Crossrail is extended to Gravesend, any of Abbey Wood, Dartford and Gravesend, could be used as a same-platform interchange.

It would also be possible to take a Highspeed service from Ramsgate and change to Crossrail at Gravesend. Would this avoid the extra charge for High Speed One?

I think that Gravesend could become the interchange of choice, as it could have the following London-bound trains, if Crossrail is extended.

  • 2 tph – Thameslink to Luton
  • 2 tph – Southeastern to Charing Cross
  • 2 tph – Highspeed to Ebbsfleet International, Stratford international and St. Pancras.
  • 4 tph – Crossrail

There could be a need to improve the platforms to cope with the increase of passenger numbers.

Conclusion

Crossrail will get very involved with the new Southeastern franchise.

See Also

These are related posts.

To know more read Kent On The Cusp Of Change in the July 2017 Edition of Modern Railways.

 

June 28, 2017 Posted by | Travel | , , , , , , , | 18 Comments

Crossrail’s Park-And-Ride Facilities

Crossrail is costing upwards of around fifteen billion pounds, but when it comes to providing Park-and-Ride facilities for passengers, it probably scores a massive zero-out-of-ten.

Consider.

  • Parking at Shenfield station is no more than adequate for current customers.
  • Abbey Wood station‘s restricted site, may well be getting a flagship station, but where will passengers park?
  • Crossrail’s South-Eastern branch doesn’t serve Ebbsfleet International stastion, which has masses of parking.
  • Of the three branches, only Reading station can probably increase its parking to cope.
  • Where are the Park-and-Ride sites , where Crossrail and the M25 intersect?

It is certainly not good enough.

A Park-and-Ride At Brentwood

This Google Map shows where Crossrail crosses the M25, just South of the junction between the M25 and the A12.

Crossrail And The M25 And A12 At Brentwood

Crossrail And The M25 And A12 At Brentwood

I feel that this would be a logical site for a station with large and efficient Park-and-Ride facilities.

  • It would be about thirty minutes from Liverpool Street station and seventy minutes from Heathrow.
  • There would be over a dozen trains per hour (tph) to and from Central London.
  • Long-distance trains to and from Chelmsford, Colchester, Ipswich, Norwich and Southend could call and have cross-platform interchange with Crossrail.

I suspect that there would be massive opposition to building the station.

A Park-and-Ride At Iver

This Google Map shows Iver station and the M25 as it goes South from the M40 to the M4.

Crossrail And The M25 At Iver

Crossrail And The M25 At Iver

I feel that this would be another logical site for a station with Park-and-Ride facilities.

In Network Rail Plans Another Tunnel Into Heathrow, I talked about plans to create a Western Rail Link Approach to Heathrow.

  • The route starts between Langley and Iver stations, goes South roughly parallel with the M25 and then goes into Terminal 5 from the West.
  • Much of the route is in tunnel.

Surely, if a Park-and-Ride site was to be built in the West of London, then these two projects should be combined.

Since I wrote about the PRT System in A Visit To Heathrow Terminal 5, I’ve met someone, who’s had a ride. Their view was totally positive on this new technology.

So I think there could be possibilities for a very futuristic transport system to Heathrow linked to Crossrail at Iver, in addition to the full rail option.

A Park-and-Ride At Abbey Wood

Abbey Wood Station

Abbey Wood Station

This Google Map shows the area of South East London around Crossrail’s terminus at Abbey Wood station..

There doesn’t appear to be much space around the station for a Park-and-Ride site.

This Google Map shows the roads in the area.

Roads Around Abbey Wood Station

Roads Around Abbey Wood Station

Abbey Road station is on Harrow Manor Way, which links two East-West routes; the A2016 and the A206.

As Abbey Wood is the only surface station on the South-Eastern branch, I don’t think that there is a great probability, that a large Park-and-Ride site can be built on the South-astern branch of Crossrail.

A Park-and-Ride On An Extended South-Eastern Branch

Crossrail have safeguarded an extension Gravesend, which is described in this section in Wikipedia.

The route to Gravesend has been safeguarded by the Department for Transport, although it was made clear that as at February 2008 there was no plan to extend Crossrail beyond the then-current scheme. The following stations are on the protected route extension to Gravesend: Belvedere, Erith, Slade Green, Dartford, Stone Crossing, Greenhithe for Bluewater, Swanscombe, Northfleet, and Gravesend

So does this route give possibilities for a large Park-and-Ride?

This Google Map shows how the proposed extended route of Crossrail, runs under the Queen Elizabeth II Bridge.

Crossrail, And The QE2 Bridge

Crossrail, And The QE2 Bridge

Slade Green station is to the West of the bridge  and the M25, in the top-left corner of the map, whilst Stone Crossing station is to the East, in the bottom right corner of the map.

This Google Map shows the route between Slade Green station and the Southern end of the bridge using the A206.

Slade Green Station To The QE2 Bridge

Slade Green Station To The QE2 Bridge

Slade Green station is in the top-left corner of the map and the Southern approach of the bridge in the bottom-right.

This Google Map shows between the bridge and Stone Crossing station.

The QE2 Bridge To Stone Crossing Station

The QE2 Bridge To Stone Crossing Station

The Southern approach to the bridge is in the bottom-left with Stone Crossing station in the bottom-right.

After a brief look at both stations, using Wikipedia and Google Maps, the following can be said.

  • Both stations are on the A206 road.
  • The links to the M25 and M2 could probably be improved.
  • There would appear to be space at both stations to build substantial parking.
  • Both have at least two tph to and from Abbey Wood at the present time.
  • From 2018, Thameslink will be running two tph will run from Rainham to Luton stopping at Stone Crossing, Slade Green and Abbey Wood stations.
  • Nearly all the trains on the line will be 12-car trains.

Could the Park-and-Ride needs on the Abbey Wood branch be solved by increasing the parking at stations like Stone Crossing and Slade Green, with passengers using local trains and Thameslink to access Crossrail?

  • There should be sufficient capacity in the 12-car trains to fit in a few short-distance travellers.
  • The frequency between Abbey Wood and Rochester should be at least four tph.
  • These trains will call at Slade Green, Dartford, Stone Crossing, Greenhithe, and Gravesend.
  • The Crossrail frequency at Abbey Wood will be at least eight tph.
  • Because of these frequencies, there shouldn’t be too much time wasted, waiting for a train at Abbey Wood.

I think that this shows that if the connecting trains to Abbey Wood have a medium to high frequency and there is plenty of parking along the line, then loyts of parking doesn’t need to be provided at Abbey Wood.

The more that I look at the lines and services in North Kent, it does appear that running Thameslink between Rainham and Luton via Greenwich, Abbey Wood and Dartford was a piece of very high-class thinking.

 

 

November 3, 2016 Posted by | Travel | , , , , , , , | 1 Comment

Extending Crossrail To Gravesend

When I started to write Along The North Kent Line, I didn’t think that my conclusions would involve Crossrail.

I was wrong, so I’ve decided to write about extending Crossrail to Gravesend as a separate post.

Crossrail to Gravesend

Under Future in the Wikipedia entry for Gravesend station, this is said.

In December 2008, the local authority for Gravesend (Gravesham Council), was formally requested by Crossrail and the Department for Transport, to sanction the revised Crossrail Safeguarding. This safeguarding provides for a potential service extension, from the current south of Thames terminus at Abbey Wood, to continue via the North Kent Line to Gravesend station. The Crossrail route extension from Abbey Wood to Gravesend and Hoo Junction, remains on statute. With current services from Gravesend to London Bridge, Waterloo East and London Charing Cross being supplemented by highspeed trains from the end of 2009 to St Pancras, the potential in having Crossrail services from central London, London Heathrow, Maidenhead and/or Reading, terminating at Gravesend, would not only raise the station to hub status but greatly contribute towards the town’s regeneration.

So it would appear that the route is safeguarded to Gravesend and Hoo Junction and it remains on statute.

Current Services At Gravesend

At present, Gravesend station has the following typical Off Peak service.

  • 2 trains per hour (tph) Highspeed services in each direction between London St. Pancras, Ebbsfleet International and Faversham and the East.
  • 2 tph Southeastern services between London Charing Cross and Gillingham.
  • 4 tph Southeastern services between London Charing Cross and Gravesend.

From 2019, Thameslink are saying that they will be running two tph between Rainham and Luton via Dartford and Greenwich.

This will mean that eight tph in each direction will go between Gravesend and Dartford, with another two tph going between Gravesend and Ebbsfleet International.

Because of the  new Thameslink service, the train frequency between Gravesend and Gillingham will increase from the current four tph to six tph.

Gravesend As A Crossrail Terminal

I think that although Gravesend will be the nominated terninal for Crossrail, the trains will actually reverse direction at Hoo Junction, so there will be no need to use any platform space at Gravesend to prepare the train for its return journey.

Gravesend and Hoo Junction, will work very much like London Bridge and Cannon Street, where trains call at the first station and are reversed at the latter. Hoo Junction would just be a depot and a set of sidings.

I also think that the facilities at Hoo Junction could be built with minimal electrification, as the Crossrail Class 345 trains may have enough onboard energy storage to handle movement in depots and remote wake-up, which I discussed in Do Bombardier Aventras Have Remote Wake-Up?.

Class 345 trains have an auto-reverse ability which I talked about in Crossrail Trains Will Have Auto-Reverse. Will this be used to turn the trains at Hoo?

Crossrail’s Service To Abbey Wood

At present, Wikipedia is saying this will be the Morning Peak Crossrail service from Abbey Wood station.

  • 4 tph to Heathrow Terminal 4
  • 6 tph to Paddington
  • 2 tph to West Drayton

With this Off Peak service.

  • 4 tph to Heathrow Terminal 4
  • 4 tph to Paddington

This gives totals of 12 tph in the Peak and 8 tph in the Off Peak.

Crossrail Frequency To Gravesend

What the current North Kent Line can handle would probably determine how many Crossrail trains travel to Gravesend and Hoo Junction.

But Crossrail won’t be short of seats to really provide a superb service to and from the Medway Towns.

I think that 4 tph could probsbly be fitted into the timetables between Abbey Wood and Gravesend. This would give.

  • 10 tph between Abbey Wood and Dartford
  • 12 tph between Dartford and Gravesend.

Six of the trains between Abbey Wood and Gravesend would be the two hundred metro long trains of Crossrail and Thameslink.

As the signalling is all new, I suspect that the line could cope.

The service level does generate some questions.

  • Would Thameslink need to run a twelve-car train on the Rainham to Luton service?
  • Dartford is a big winner, so will the other services from Dartford be re-routed?
  • How many services would stop at Greenhithe for Bluewater?
  • How would Western destinations be allocated between Abbey Wood and Gravesend?

Connecting To Ebbsfleet International

I think it is essential that Crossrail connects to Continental train services and as the cross-London line goes nowhere near to St. Pancras, the connection must be made at either the draughty Stratford International or the truly dreadful Ebbsfleet International.

Talk about choosing the lesser of two evils, one of which; Stratford, should but doesn’t have Continental services!

So the connection between the Crossrail, Thameslink and the North Kent Line and Ebbsfleet International must be improved.

Possible connections could be.

  • A shuttle bus from Northfleet station.
  • A decent people mover or travelator from Northfleet station
  • A shuttle bus from Gravesend.
  • More train services from Gravesend.

There is of course the option of creating a proper rail link. But that would be expensive.

I think that as the number of trains stopping at Northfleet station will be somewhere around ten tph in each direction, a frequent shuttle bus might be a good option to start with.

The problem with the trains, is that there is only two tph between Gravesend and Ebbsfleet International.

 

Building The Crossrail Extension

I have a feeling that once Crossrail is running successfully, the traffic will define, if, when and how any extension to Gravesend is built.

But the creation of the extension to Gravesend and Hoo Junction will not be a massive undertaking.

  • The depot and other facilities at Hoo Junction will have to be built.
  • Could the depot at Hoo Junction be without electrification? If the Class 345 trains have sufficient onboard energy storage, which I believe could be the case and I wrote about in Bombardier’s Plug-and-Play Train, then this is a serious possibility, which would save money and time in building the depot.
  • All platforms are probably long enough for the Class 345 trains.
  • The Crossrail train specification says that trains must have the potential to be converted for third rail operation. The similar Class 710 trains will have this capability.
  • Judging by my observations in Between Abbey Wood And Belvedere Stations, I feel that Abbey Wood station is probably capable of handling the same number of trains as it is planned on opening, even if some go further down the line.
  • The signalling would have to be adjusted for the new service pattern. But thre signalling has been upgraded!

But there would be no tunnelling and no major electrification on the North Kent Line.

Perhaps, the only major expenses would be.

  • Building the depot/reversing sidings and facilities at Hoo Junction.
  • Any extra trains needed.
  • The cost of any rail link into Ebbsfleet International station.

So I doubt, we’ll be talking large numbers of billions.

Related Posts

A Design Crime – Ebbsfleet International Station

A Trip To Sheppey

A Twelve-Car Ready Railway

Along The North Kent Line

Between Abbey Wood And Belvedere Stations

Connecting North Kent And The Medway Towns To Ebbsfleet International Station

Rainham (Kent) Station

Thameslink To Rainham

Through The Medway Towns

What Do You Do With A Problem Like Sheppey?

September 22, 2016 Posted by | Travel | , , , | 8 Comments

Along The North Kent Line

The North Kent Line has seen some changes in the last few years and could see some more in the next few.

Starting from the terminal in London Bridge, which itself is going through a massive upgrade, these improvements have been done or will happen.

Woolwich Arsenal

Woolwich Arsenal station has from 2009 provided a direct link to the Docklands Light Railway, giving a direct connection to London City Airport and Bank.

In 2019, Woolwich station on Crossrail will open, which will be two hundred metres away from Woolwich Arsenal station. This will probably not have a direct effect on Woolwich Arsenal station, but two stations will certainly stimulate development in the area.

I doubt many will use this station to interchange between the North Kent Line and Crossrail, as it looks like the connection at Abbey Wood station could be easier.

Abbey Wood

Abbey Wood station is being rebuilt and in December 2018, Crossrail will start services at the station to Paddington via Canary Wharf and the central tunnel.

Wikipedia says this about Crossrail services at Abbey Wood station.

Abbey Wood is the terminus of one of two eastern branches of Crossrail and will offer cross-platform interchange between terminating Crossrail services (at 12 trains per hour on new line) and existing Southeastern services (along existing tracks)

Plans are always being talked about to link Abbey Wood station to the North Bank of the Thames at either Gallions Reach or Barking Riverside.

I doubt it will happen in the next ten years.

Dartford

Dartford station has from the beginning of this year been one of London’s contactless ticketing stations, as is reported in Oyster and Contactless Bank Cards, under the station’s Wikipedia entry.

Don’t be surprised if this creeps outwards from London.

Greenhithe

Greenhithe station was rebuilt in 2008 and is the station for Bluewater.

Because of the Shopping Centre, Greenhithe will probably be a station that could benefit from contactless ticketing.

Northfleet

Northfleet station is the closest to Ebbsfleet International and we could see an improved link between the two stations.

As Northfleet could have upwards of four trains per hour (tph) stopping in both directions, a frequent shuttle bus, could be an affordable option.

Smaller Stations

There are several smaller stations between London Bridge and Gravesend.

I’m obviously not sure, but on a quick look all of them seem ready to accept the long trains, that will be used by both Thameslink and Crossrail.

Gravesend

Gravesend station was remodelled in 2013 and now has two long through platforms and a bay platform.

Crossrail to Gravesend

Under Future in the Wikipedia for Gravesend station, this is said.

In December 2008, the local authority for Gravesend (Gravesham Council), was formally requested by Crossrail and the Department for Transport, to sanction the revised Crossrail Safeguarding. This safeguarding provides for a potential service extension, from the current south of Thames terminus at Abbey Wood, to continue via the North Kent Line to Gravesend station. The Crossrail route extension from Abbey Wood to Gravesend and Hoo Junction, remains on statute. With current services from Gravesend to London Bridge, Waterloo East and London Charing Cross being supplemented by highspeed trains from the end of 2009 to St Pancras, the potential in having Crossrail services from central London, London Heathrow, Maidenhead and/or Reading, terminating at Gravesend, would not only raise the station to hub status but greatly contribute towards the town’s regeneration.

At present, Gravesend station has the following services.

Typical off-peak services are:

  • 2 tph Highspeed services in each direction between London St. Pancras, Ebbsfleet intewrnation and Faversham and the East.
  • 2 tph Southeastern services between London Charing Cross and Gillingham.
  • 4 tph Southeastern services between London Charing Cross and Gravesend.

From 2019, Thameslink are saying that they will be running two tph between Rainham and Luton via Dartford and Greenwich.

This will mean that eight tph in each direction will go between Gravesend and Dartford, with another two tph going between Gravesend and Ebbsfleet International.

Because of the  new Thameslink service, the train frequency between Gravesend and Gillingham will increase from the current four tph to six tph.

I think that although Gravesend will be the nominated terninal for Crossrail, the trains will actually reverse direction at Hoo Junction, so there will no need to use any platform space at Gravesend to prepare the train for its return journey.

At present, Wikipedia is saying this will be the Morning Peak service from Abbey Wood station.

  • 4 tph to Heathrow Terminal 4
  • 6 tph to Paddington
  • 2 tph to West Drayton

With this Off Peak service.

  • 4 tph to Heathrow Terminal 4
  • 4 tph to Paddington

What the current North Kent Line can handle would probably determine how many Croosrail trains went to Gravesend and Hoo Junction.

But Crossrail won’t be short of seats to really provide a superb service to and from the Medway Towns.

I have a feeling that once Crossrail is running successfully, the traffic will define, if, when and how any extension to Gravesend is built.

But the creation of the extension to Gravesend and Hoo Junction will not be a massive undertaking.

  • The depot and other facilities at Hoo Junction will have to be built.
  • Could the depot at Hoo Junction be without electrification? If the Class 345 trains have sufficient onboard energy storage, which I believe could be the case and I wrote about in Bombardier’s Plug-and-Play Train, then this is a serious possibility, which would save money and time in building the depot.
  • All platforms are probably long enough for the Class 345 trains.
  • The Crossrail train specification says that trains must have the potential to be converted for third rail operation. The similar Class 710 trains will have this capability.
  • Judging by my observations in Between Abbey Wood And Belvedere Stations, I feel that Abbey Wood station is probably capable of handling the same number of trains going further down the line.
  • The signalling would have to be adjusted for the new service pattern.

But there would be no tunnelling and no major electrification on the North Kent Line.

Perhaps, the only major expenses would be.

  • Building the depot/reversing sidings and facilities at Hoo Junction.
  • Any extra trains needed.
  • The cost of any rail link into Ebbsfleet International station.

So I doubt, we’ll be talking large numbers of billions.

Class 395 Trains

The Class 395 trains are normally six-car trains, but they can work in pairs as twelve-cars.

This probably means that any station, where the Highspeed service calls can handle a twelve-car train.

Strood

Strood station was updated in 2009 for the Highspeed service. Ready for Crossrail/Thameslink.

Rochester

Rochester station was rebuilt in 2016. Ready for Crossrail/Thameslink.

Chatham

Chatham station accepts twelve-car trains. Ready for Crossrail/Thameslink.

Gillingham

Ready for Crossrail/Thameslink.

Gillingham station is an interchange with two long platforms and a bay platform.

Five tph including two Highspeed services pass through the station and two tph go to and from London Charing Cross.

From 2019, there will be another two Thameslink tph between Luton and Rainham stopping at the station.

All this adds up to comprehensive service which stretches out to several London termini and the Kent Coast.

London Bridge, Abbey Wood and Gravesend all have at least four tph from Gillingham.

Rainham

Ready for Crossrail/Thameslink.

Rainham station has been updated in the last couple of years. An Update section in the Wikipedia entry, says this.

As part of the rebuild of Rochester Station, a new Up Bay Platform has been added.
Trains are now able to use this new platform as the East Kent Resignalling Project has been completed. At present, only a couple of trains use it in the evening rush hour.

The East Kent Resignalling Project is described on this page of the Southeastern web site.

These improvements are noted.

  • New £26 million station at Rochester
  • 250 new signals to replace old signalling equipment
  • Disabled access at Strood station
  • New bay platform at Rainham
  • Safer level crossings fitted with obstacle detection technology at Aylesford, Yalding, Beltring, Wateringbury, East Farleigh, Cuxton and Snodland
  • Centralisation of signalling control to Gillingham and the decommissioning of several signal boxes.

It would appear that a updated railway and a short series of good stations through the Medway Towns has been created, that can handle the increased frequencies.

Thameslink To Rainham

Modern Railways in August 2016, said that Thameslink would be running a two tph service between Luton and Rainham via Greenwich and Dartford.

The new bay platform at Rainham would be ideal for this service.

Onward From Rainham

There doesn’t seem to be many changes to what services are run now.

Conclusions

Everything seems to fit together rather well.

  • Twelve-car platforms seem universal or at least where needed.
  • The signalling is up to scratch.
  • The new bay platform at Rainham makes the new two tph Thameslink service to Luton deliverable.
  • To extend Crossrail to Gravesend probably just needs the new depot at Hoo Junction.
  • Dartford to Rainham gets at least a four tph service with six car or longer trains.

The only area, where nothing has been published, is how to incorporate Ebbsfleet International station into the network.

I think it could suffer from London Overground Syndrome. This is my definition of the disease.

This disease, which is probably a modern version of the Victorian railway mania, was first identified in East London in 2011, when it was found that the newly-refurbished East London Line and North London Line were inadequate due to high passenger satisfaction and much increased usage. It has now spread across other parts of the capital and across the UK, despite various eradication programs.

It is usually solved by adding more capacity.

Related Posts

A Design Crime – Ebbsfleet International Station

A Trip To Sheppey

A Twelve-Car Ready Railway

Between Abbey Wood And Belvedere Stations

Connecting North Kent And The Medway Towns To Ebbsfleet International Station

Extending Crossrail To Gravesend

Rainham (Kent) Station

Thameslink To Rainham

Through The Medway Towns

What Do You Do With A Problem Like Sheppey?

 

September 18, 2016 Posted by | Travel | , , , , , , , , , | 8 Comments