The Anonymous Widower

Would A Mutant Many-Parent Child Help To Solve London’s London’s Transport Problems?

London needs to increase the capacity of its public transport system, as the City continues to get larger and larger.

Current Major Projects

There are only three major rail projects ongoing in London at the present time.

The Bank Station Upgrade

The Bank Station Upgrade appears to be progressing well, albeit perhaps a bit later due to the pandemic.

It is a complex project and from what I have heard and observed, it has been well designed and planned.

The Barking Riverside Extension

As with the Bank Station Upgrade the Barking Riverside Extension, appears to be going reasonably well.

But compared to that project, it is a relatively simple project.

Crossrail

Crossrail is in trouble, after what many believe was a very good tunnelling phase of the project.

But then tunnels under London usually seem to go well. I can remember the Victoria Line tunnelling and many other under London since the 1960s and all of these tunnels seem to have been dug without trouble. As I write, there don’t seem to be any tunneling problems with the Thames Tideway Tunnel.

Crossrail now has been reduced to a series of station builds and rebuilds, some of which are as large as the Bank Station Upgrade, with other ongoing projects like the testing of trains and systems.

So why are some of these stations running late in their delivery?

If you walk along the route of Crossrail in the City of London and through Clerkenwell and the West End, it is one massive building side as developers raise massive clusters of new developments around and above the Crossrail stations.

The picture shows Farrington station’s Eastern entrance, with a new development on top.

This one wasn’t a big one, but it went up in record time.

These buildings are often funded by Sovereign Wealth Funds, who want their buildings finished ASAP and as they have bottomless pockets, they are prepared to pay more to get the builders and tradesmen they need.

And where did they get them from? Other projects, including Crossrail.

This problem happened in Aberdeen at the height of the oil boom in the last century.

I also think that Brexit worsened the problem, as workers from mainland EU moved to large projects closer to home, like Stuttgart station and Berlin airport, that were very much in trouble and could have been offering premium salaries as well!

The solution would have been to phase developments so that the limited pool of workers was not exhausted.

But that probably wouldn’t have suited the politicians for all sorts of reasons.

  • An uncompleted building doesn’t bring in money and jobs.
  • Early completion must improve chances of letting the building.
  • Delaying the building would probably have meant fewer holidays for politicians in exotic locations.

Hopefully, a comprehensive enquiry into the lateness of Crossrail will provide answers.

High Speed Two

High Speed Two is to my mind a London local project. But only in a secondary way!

  • Rebuilding Euston station will improve Underground connections and interchange at Euston and Euston Square stations.
  • It is claimed by High Speed Two, that the rebuilt Euston station will create 16000 jobs and 2200 homes.
  • High Speed Two will enable massive development at Old Oak Common, with tens of thousands of homes and jobs.
  • Old Oak Common station will be a very important rail hub in North-West London.

With seventeen trains per hour (tph) between Euston and Old Oak Common will High Speed Two attract local traffic?

  • I suspect High Speed Two between Manchester Airport and Manchester Piccadilly and between Birmingham Interchange and Birmingham Curzon Street will also attract local traffic.
  • I’ve used TGVs between Nice and Antibes.
  • Tourists might visit, just like they did and still do at the Olympic Park.
  • Many Londoners will join High Speed Two at Old Oak Common.

Some wag will suggest putting it on the Tube Map. But is it such a stupid idea?

Where Does London Need More Rail Services?

Having lived in London on and off for over seventy years, I feel the worst areas for rail links are probably.

  • North West London
  • South East London
  • South Central London between Wimbledon and Croydon.
  • South West London

Note.

  1. Over the years, there is no doubt that East and North London have improved considerably, with the development of the East London, North London and Gospel Oak to Barking Lines.
  2. Thameslink has been improved in North London and now it is being supported with improvements to the Northern City Line. Both routes now have new Siemens trains.
  3. Crossrail will produce major improvements in West, East and South East London.
  4. Building of a new Penge Interchange station, which I wrote about in Penge Interchange could improve routes to and from South East London.
  5. Hopefully the work in recent years at Waterloo will improve suburban services out of Waterloo. In An Analysis Of Waterloo Suburban Services Proposed To Move To Crossrail 2, I showed that four tph could be run to Chessington South, Epsom, Hampton Court and Shepperton stations.

It looks like North West and South Central London are missing out.

How Can Services Be Improved In North West London?

There are radial routes from the centre of London to the suburbs.

Starting from the North and going to the West, there are the following lines.

When I used to live at Cockfosters as a child,  to visit my many cousins in North West London, there was no alternative but to use a bus and take well over an hour each way.

There are now some circular rail routes in London but nothing in the North West of the capital.

The Dudding Hill Line And The West London Orbital Railway

But there is the little-used freight route called Dudding Hill Line.

  • It runs between Cricklewood on the Midland Main Line and Acton Central on the North London Line.
  • It is four miles of double-track railway.

This YouTube video shows a cab ride from Acton to Cricklewood.

Plans exist to turn it into the West London Orbital Railway, which will run two services.

  • West Hampstead and Hounslow via Cricklewood, Neasden, Harlesden, Old Oak Common Lane, Acton Central, South Acton, Lionel Road, Brentford, Syon Lane and Isleworth
  • Hendon and Kew Bridge via Brent Cross West, Neasden, Harlesden, Old Oak Common Lane, Acton Central, South Acton

Note.

  1. The proposed frequency of both services is four tph.
  2. There would be some stations to be built, but the track exists.
  3. The route is technically feasible.
  4. The route would connect West London to High Speed Two.
  5. There would be little disruption whilst it was built.
  6. The services could be run by dual-voltage battery-electric trains charged on the electrification at both ends of the route.
  7. The scheme represents a high value for money, with a benefit-cost ratio (BCR) of 2.2.

On the other hand, the scheme has two serious problems, as far as the current London Mayor is concerned.

  • Transport for London has no money, partly because of London’s Fare Freeze.
  • The project is not in South London.

This important and value-for-money project will not be built, whilst Sadiq Khan is still Mayor of London.

Harlesden Interchange

I believe that if we get the interchanges right on the West London Orbital Railway correct we can do things like.

  • Increase the benefit cost ratio.
  • Link the route to South London to make the Mayor a bit happier about the North London Scheme.

This Google Map shows Harlesden station.

Note.

  1. The Bakerloo Line/Watford DC Line running North-West/South-East through Harlesden station.
  2. The West Coast Main Line in the Southern section of the map.
  3. The Dudding Hill Line running North-South across the map.

Platforms will be built on the Dudding Hill Line to connect that would probably be new or extended platforms in the current Harlesden station to enable interchange between the West London Orbital and the Watford DC Lines.

I also think there is a possibility that platforms could be added to the slow tracks of the West Coast Main Line, so that suburban services into London Euston can also connect to the West London Orbital Line.

It would also enable a connection between Southern’s Clapham Junction and Milton Keynes service and the West London Orbital Railway.

Looking at this from various angles, I think that an architect good at designing three-dimensional structures could develop a quality Harlesden Interchange station.

Neasden Interchange

Like Harlesden, Neasden is another possibility for a comprehensive interchange.

This Google Map shows Neasden station.

Note.

  1. There are a lot of lines going through Neasden station.
  2. The Dudding Hill Line goes across the South-East corner of the map.
  3. There is plenty of space in the area.

This map from cartometro.com shows the lines in the area.

Note.

  1. The Dudding Hill Line is indicated by the former Dudding Hill station.
  2. The red tracks are Metropolitan Line tracks.
  3. The silver tracks are Jubilee Line tracks.
  4. The Southerly pair of lines through Neasden and Dollis Hill stations are Chiltern’s lines into Marylebone.
  5. The Chiltern tracks divide to the West of Neasden station, with the Aylesbury line following the other tracks and the Chiltern Main Line diverging to the West.
  6. London’s largest Underground Depot at Neasden, lies to the North-West in an area of London noted for few merits with the North Circular Road passing through.

I wonder, if the station and the depot offers a unique opportunity to offer large scale additions to London’s housing stock over the top of a rebuilt station and depot.

This Google Map shows the wider area.

Note.

  1. Much of the depot appears to be open-air stabling for trains.
  2. The North Circular Road passes North-South between the depot and Neasden station.
  3. The Dudding Hill Line cuts across the South-East corner of the map.
  4. This corner of the map is labelled as Dudden Hill.
  5. According to Wikipedia, Dudding Hill is considered a more genteel spelling of Dudden Hill and could be as old as 1544.

It looks as if it would be relatively easy to develop over the top of the depot to create housing, industrial or commercial properties.

But why stop there and cover both the North Circular Road and the six tracks through Neasden station?

Neasden station could be rebuilt into a station with platforms on the following lines.

  • Metropolitan Line
  • Jubilee Line
  • Chiltern Lines
  • Dudding Hill Lines

Note.

  1. I estimate that Chiltern has a train about every six minutes, so some could stop.
  2. There might be space for a bay platform for Chiltern.

Neasden could be a major housing and transport hub.

  • There could be large amounts of parking.
  • Road access would be good.
  • It would have good rail connections.
  • It could have a bus interchange.
  • London needs housing.

It might even be an alternative to Chiltern’s plan for a West Hampstead Interchange.

The Mayor of London, Transport for London and the Borough of Brent need to be bold!

Improvements To Chiltern’s Routes

Chiltern Railways have some plans that could improve services in North West London.

Using The Acton-Northolt Line

Wikipedia says this about using the Acton-Northolt Line to access new platforms at Old Oak Common station.

Upgrading the Acton–Northolt line (formerly the “New North Main Line”) to new platforms at Old Oak Common. This upgrade will also extend to London Paddington to increase capacity on the Chiltern Main Line as there is no room to expand the station at Marylebone.

This scheme has merit.

  • The platforms would be connected to the Chiltern Main Line along the route of a partly-disused railway.
  • The route could be double-tracked.
  • There must be space for at least two new platforms.
  • The new platforms could easily handle four tph.
  • There may be a case for some new stations.

The scheme could add valuable extra capacity for Chiltern.

A Chiltern Metro

Wikipedia says this about a  proposed metro service between Marylebone and West Ruislip stations.

  • The Metro would have a frequency of four tph.
  • It would call at Wembley Stadium, Sudbury & Harrow Road, Sudbury Hill Harrow, Northolt Park and South Ruislip.
  • The service would require a reversing facility at West Ruislip.
  • There would need to be passing loops at Sudbury Hill Harrow, and  Wembley Stadium.

Given that the Chiltern Metro was first proposed over a decade ago, perhaps the concept could be increased in scope.

  • Housing and other developments along the route may suggest that a station further out like High Wycombe might be a better terminal.
  • ERTMS in-cab digital signalling is likely to be installed at some time, which would decrease headways between trains and allow more services.
  • Electrification is likely in some form before 2040 and this will improve train performance.
  • If Neasden station were to be rebuilt, as a comprehensive transport and residential development, I believe that this Metro service should also call at Neasden, as it would complement the West London Orbital Railway.

I believe that a review of the Chiltern Metro may mean, that an improved version is worth building.

Improvements To The Milton Keynes And Clapham Junction Service

I feel that this service could be key in improving services between North London and South London via the West London Line and High Speed Two’s station at Old Oak Common.

Currently, this service is as follows.

  • It runs between Milton Keynes and Clapham Junction stations.
  • It has a frequency of one tph.
  • It calls at Bletchley, Leighton Buzzard, Tring, Berkhamsted, Hemel Hempstead, Watford Junction, Harrow & Wealdstone, Wembley Central, Shepherd’s Bush, Kensington (Olympia), West Brompton and Imperial Wharf stations.
  • The service used to extend to South Croydon via Wandsworth Common, Balham, Streatham Common, Norbury, Thornton Heath, Selhurst and East Croydon.
  • It uses Class 377 trains.
  • It shares parts of the route with the London Overground.

I also think it has various issues and questions with respect to the future.

  • The Class 377 trains are only 100 mph units, whereas the outer suburban trains on the West Coast Main Line are 110 mph Class 350 trains, which will soon be replaced by 110 mph Class 730 trains. Do the slower trains call timetabling problems?
  • Is one tph enough?
  • The route doesn’t serve High Speed Two at Old Oak Common station.
  • Is the service run by the right operator?
  • What is the ideal Southern terminal?

These are my thoughts on the various issues.

The Service As A North-South Link

A friend, who lives in South London has told me, that if you go to an event at Wembley stadium the route is busy.

On the other hand, I’ve used it at midday on a Tuesday and found the trains empty.

But developed properly it could connect the following.

  • Milton Keynes Central
  • Bletchley for the East West Rail Link
  • Watford for the West Coast Main Line to the North
  • Wembley Central for Wembley Stadium and other entertainments
  • Willesden Junction for the North London Line
  • Hythe Road for High Speed Two, Crossrail and the Great Western Railway
  • Shepherd’s Bush for the shopping.
  • Clapham Junction for most of the South London and the South of England

It would be a very useful cross-London route to complement Thameslink and the East London Line.

The Frequency

The current Milton Keynes and Clapham Junction has a frequency of one tph.

This may be enough for some parts of the route, as other services also provide services.

But many would argue, that perhaps South of Watford Junction, the service needs to be increased to connect the area to Old Oak Common and Clapham Junction.

I feel that High Speed Two, Crossrail and the Great Western Railway give so much connectivity, that between Clapham Junction and Willesden Junction needs a frequency of at least eight tph.

As the North London Line and the Watford DC Line are working at a frequency of four tph, this could indicate that a four tph direct service Watford Junction and Clapham Junction be ideal. Perhaps, it could continue North to Milton Keynes with a frequency of two tph.

The Trains

I am absolutely certain, that the full service needs to be operated by dual voltage trains, that are capable of running at 110 mph.

The Class 350/1 trains of West Midlands Trains would probably be ideal for the full service.

  • They are dual voltage trains.
  • They are 110 mph trains.
  • They have a long distance interior.

They are being replaced with new Class 730 trains, so would be available.

If some services were running only as far North as Watford Junction, these could be either Class 378 or Class 710 trains of the London Overground.

The Connection To The West London Line And High Speed Two

This map from Wikipedia by Cnbrb shows the latest iteration of the lines at Old Oak Common station.

Note.

  1. The green route is taken by the Milton Keynes and Clapham Junction trains.
  2. The bright blue is High Speed Two.
  3. The purple is Crossrail.
  4. The orange is the Overground
  5. Hythe Road station is proposed for the West London Line to connect to Old Oak Common station for High Speed Two.
  6. Hythe Road station will have a bay platform to turn trains from the South.
  7. Old Oak Common Lane station is proposed for the North London Line to connect to Old Oak Common station for High Speed Two.

But where is the connection between the Milton Keynes and Clapham Junction service and Old Oak Common station for High Speed Two?

  • Access from the South is not a problem as the Overground can be used to Hythe Road station.
  • Extra services from the South can be run to and from the bay platform at Hythe Road station.
  • Access from the East is not a problem as the Overground can be used to Hythe Road station.
  • How do passengers go between say Wembley Central and Heathrow?

In addition for access from the West is the Overground can be used to Old Oak Common Lane station.

But as things stand at the moment the Milton Keynes and Clapham Junction service bypasses Hythe Road station and the only ways to go from Milton Keynes to Old Oak Common station for either High Speed Two, Crossrail or the Great Western is to do one of the following.

  • Change to the Watford DC Line at Watford Junction, Harrow & Wealdstone or Wembley Central and then change to the Overground at Willesden Junction for either Old Oak Common Lane or Hythe Road station.
  • Continue South to Shepherd’s Bush station, cross over to the other platform and then come back to Hythe Road station.
  • Go via Euston station. OK for High Speed Two, but not for Crossrail or the Great Western.

They cannot be serious!

I hope that there is a cunning plan to enable the Milton Keynes and Clapham Junction service to connect.

Whilst on the subject of connections at Old Oak Common, where is the promised connection of Crossrail to the West Coast Main Line?

Were all these connections just kicked into the long grass and quietly forgotten, as they were deemed too difficult and/or expensive?

I think serious questions need to be asked about the design of Crossrail and High Speed Two at Old Oak Common.

Why weren’t Crossrail and High Speed Two designed to connect directly to the London Overground at Willesden Junction station perhaps by the use of a North South people mover serving the following lines?

  • Bakerloo, Watford DC, West Coast Main and West London Orbital Lines at a rebuilt Harlesden station.
  • London Overground at the high-level Willesden Junction station.
  • High Speed Two
  • Crossrail and the Great Western Railway
  • The new Chiltern platforms.
  • Central Line at East Acton station.

Note.

  1. Hythe Road and Old Oak Common stations would not be needed.
  2. The Milton Keynes and Clapham Junction service would call additionally at the rebuilt Harlesden station.

The current design of Old Oak Common stinks like a horse designed by a committee!

The Northern Terminal

I suggested earlier that some trains use Watford Junction and others use Milton Keynes Central.

Both stations have the capacity and the connectivity.

The Southern Terminal

In the last ten years, South Croydon, East Croydon and Clapham Junction have been used as the Southern terminal.

Thameslink seems to have chosen its various terminals to satisfaction of the travelling public, so perhaps the same method or personnel should be used.

The Operator

The Gibb Report said that this service should be transferred to the London Overground and I wrote about this proposal in Gibb Report – East Croydon – Milton Keynes Route Should Be Transferred To London Overground.

This is one suggestion, but I do wonder, if it should be transferred to West Midlands Trains and run in conjunction with their West Coast Main Line services.

  • The service needs 110 mph trains.
  • Timetabling and operation should be easier.
  • London Overground trains don’t have a long-distance interior.

On the other hand, trains running between Watford Junction and Clapham Junction would probably be better if they were London Overground trains.

Conclusion

I believe that by using the current network and some modern trains and signalling, the passenger services to the West of the capital can be substantially improved.

 

 

 

 

May 1, 2021 Posted by | Transport | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 12 Comments

Could The Northern Section Of The Bakerloo Line And The Watford DC Line Be Combined?

The Bakerloo and Watford DC Lines to the North of Queen’s Park station annoy me.

There are two very different classes of trains.

Which are different sizes and ideally need different platform heights for step-free access between train and platform.

Often, you need to step up and down into the trains.

The pictures show a typical steps on Bakerloo Line and Class 710 trains.

They give a new meaning to Mind The Gap.

It would be so much easier, for passengers in wheelchairs or those pushing buggies or trailing heavy cases for there to be no step between train and platform.

I once remarked to a station guy, not in the first flush of youth, as he manhandled a ramp into place, that what he was doing must be the worst part of his job. He smiled and agreed.

Surely in this day and age, we can create a railway, where everything is as efficient as possible.

These are a few of my thoughts.

Could The Two Lines Be Run By A Unified Fleet Of Trains?

If the two lines were to be run using the same trains, this would give advantages.

  • All trains could be maintained together.
  • Platform-to-train access would be much easier to make step-free.
  • Staff would only deal with one type of train.
  • A certain amount of automatic train control could be used to increase frequencies.

Obviously, a National Rail-size train couldn’t use the Bakerloo Line tunnels, but a train built for the Underground could use the current Watford DC Line into Euston.

Siemens are designing a New Tube For London and this will be used on the Bakerloo Line.

I suspect, that they could design a train that would easily run into Euston.

Would An Underground Train Provide Enough Capacity Into Euston?

The current trains on both lines have the following capacity and length.

  • The 1972 Stock on the Bakerloo Line are 113 metres long and have a capacity of 851 passengers
  • The Class 710 trains on the Watford DC Line are 82 metres long and have a capacity of 678 passengers.

Now there’s a surprise! The smaller Underground trains hold more passengers.

This picture shows the spare platform length at Euston, after a Class 710 train has just arrived.

I don’t think capacity or platform length will be a problem!

What Would Be The Frequency Into Euston?

Consider.

  • The current Watford DC Line service into Euston uses a double-track line terminating in Platform 9 at Euston station.
  • The service frequency on this route, has recently been increased from three trains per hour (tph) to four tph.
  • The Overground is soon to start to run six tph on routes with a similar track layout.

I believe that a six tph service could be run between Euston and Watford Junction stations.

What Would Be The Frequency In The Bakerloo Line Tunnel To Elephant & Castle And Lewisham?

Note that I’m assuming an extended Bakerloo Line runs to Lewisham, although, it could run to Hayes station.

Dear Old Vicky (aka the Victoria Line) handles a train every hundred seconds or thirty-six tph.

I can’t see any reason, why all parts of the Watford Junction to Lewisham route can’t be designed to handle this frequency.

If six tph went to Euston, then this would mean the service South of Queen’s Park station would be as follows.

  • Up to thirty tph or a train every two minutes between Queen’s Park and Lewisham stations.
  • It would connect the National Rail stations of Paddington, Marylebone, Charing Cross, Waterloo, Elephant & Castle, New Cross Gate and Lewisham.
  • A high capacity pedestrian link to Crossrail at Paddington, will be ready to open with Crossrail.
  • Connections to the Central, Circle, District, Hammersmith & City, Metropolitan, Northern, Piccadilly and Victoria Lines of the Underground.
  • Oxford Circus would have a high-capacity cross-platform interchange between the Bakerloo and Victoria Lines, both running in excess of thirty tph.

It would be a much needed capacity upgrade to the Underground.

Would Stations On The Combined Line Be Made Step-Free?

The combined route will have a total of 34 existing stations and four new stations.

I suspect the new stations will be step-free.

Of the existing stations, the following are fully or partially step-free.

  • Watford Junction
  • Bushey
  • Carpenders Park
  • Harrow & Wealdstone
  • Wembley Central
  • Willesden Junction
  • Queen’s Park – Scheduled to be made step-free.
  • Paddington – Will be step-free, when Crossrail opens.

The Bakerloo Line must be one of the worst lines for step-free access on the London Underground.

But then it has some of the oldest and least-capable trains and has been neglected for decades.

The station most in need of step-free access is probably Oxford Circus, where the Bakerloo and Victoria Lines have a cross-platform step-free interchange.

I lay out ideas for this station in Thoughts On Step-Free Access At Oxford Circus Station.

Upgrading The Lines

I think that Transport for London have a unique opportunity with the upgrading of the Bakerloo Line to Extension From upgrade the line as a series of separate projects, phased to be delivered in a continuous stream, rather than as one big launch, which was tried and failed with Crossrail.

Extension From Elephant & Castle To Lewisham Or Hayes

This project can be built independently, just like the Battersea Power Station Extension of The Northern Line. I detailed the latest thinking on this extension in TfL Moots Bakerloo Line To Hayes.

  • It is the only project that needs substantial tunnelling.
  • It probably needs a depot to be relocated.
  • Lewisham station would need some rebuilding.
  • It would need more trains to be delivered before it opens.

It could even be the last project to be delivered, which would allow time for the trains.

January 23, 2020 Posted by | Transport | , , , | 3 Comments

Around London Road Depot Of The Bakerloo Line

These pictures show the area around the London Road Depot of the Bakerloo Line.

This Google Map shows the depot.

I walked along the road alongside the blue-roofed building from South-West to North-East.

As you can see from the pictures, some of the area has been developed and some is well past its rebuild date.

In TfL Moots Bakerloo Line To Hayes, I asked, whether this site would be worth developing.

After my quick walk around, I suspect that the answer could be in the affirmative.

In

October 29, 2019 Posted by | Transport | , , | Leave a comment

TfL Moots Bakerloo Line To Hayes

The title of this post is the same as that of an article in the November 2019 Edition of Modern Railways.

There are various points in the article.

A More Direct Tunnel Between Lambeth North and Elephant & Castle Stations.

This map from carto.metro.free.fr shows the current routes between these two stations.

It appears that Transport for London (TfL) are proposing the following.

  • A more direct route, between the two stations.
  • A rebuilt  Elephant & Castle station, handling both Underground lines.
  • Step-free access between Bakerloo and Northern Lines.
  • The station would be integrated with the new shopping centre.

Part of the plan appears to be to keep the current Bakerloo Line station open during construction.

Could the plan mean that the London Road depot will be closed?

This Google Map shows the London Road Depot and Lambeth North and Elephant & Castle stations.

Note.

  1. Lsmbeth North station is in the North West corner.
  2. Elephant & Castle station is in the South East corner.
  3. The London Road Depot is North of a point about half-way between the stations.

This second Google Map shows a close-up of the London Road Depot.

It appears to be quite a large site about a hundred metres along a long side.

Consider.

  • It must be a development valuable site.
  • It could be used as the site from which to dig the tunnels.
  • The current Bakerloo Line skirts the site to the North.

So could the London Road Depot be closed and developed as the first part of the scheme, leaving a nice and handy tunnel in the basement?

  • There already is a connection from the depot to Lambeth Noth station.
  • It might even be possible to excavate much of the new tunnel by digging down, rather than by using a tunnel boring machine.
  • Note that recently, the new Southbound tunnel of the Northern Line at Bank station has been dug using traditional methods.
  • Moor House at Moorgate contains a ventilation and access shaft for Crossrail and was built some years rest of Crossrail.

Could this mean that the London Road Depot gets developed early in the project and London gets a lot of much-needed housing in a prime location?

But where do they stable the trains?

A Changed Tunnel Alignment Between Elephant & Castle and Lewisham Stations

The article also says this.

It (TfL) has also updated plans for the alignment of tunnels between Elephant & Castle and Lewisham, with the new direct tunnel alignment removing the need for one of the proposed tunnel shafts. A shaft would be builtbetween New Cross Gate and Lewisham, while plans for a shaft beyond Lewisham at the Wearside Road council depot site have been developed into proposals for train stabling.

This map from carto.metro.free.fr show the railway lines around Lewisham station.

 

Note.

  1. Current plans are for the Bakerloo Line to terminate under the current Lewisham station.
  2. There will be overrun tunnels under the Hayes Line, which runs through Ladywell station.
  3. These tunnels could at a future date be joined to the Hayes Line.

The Wearside Road depot is tucked into the South side of the junction, as this Google Map shows.

 

It looks to me, that TfL could be selling the site at London Road for development and using the Wearside Road depot, to replace the lost stabling.

It surely has advantages.

  • It is further South.
  • It could be easily connected to the overrun tunnel;s under the Hayes Line.
  • It could be connected to the Hayes Line.

Could it be possible to build the new rail depot and put the council’s trucks on a second floor?

The picture shows Westbourne Park bus garage over stabling for Crossrail trains.

Hayes Line Takeover

TfL are now saying that extension to Hayes and Beckenham Junction stations offers the greatest benefit

Consider the following.

Development Of The Wearside Road Depot

Suppose the Wearside Road Depot were to be developed early.

  • It could be developed as a double-deck depot, with trains underneath and the Council depot on top.
  • Lewsisham is developing lots of tower blocks, so these would be an alternative topping.
  • The rail depot could be built initially as a shell connected to the Hayes Line, with space for connections to the overrun tunnels at Lewisham station.
  • It could be used as a transfer point for tunnelling spoil, if some digging towards Lewisham, were to be done from the site. Trains could access the site from Beckenham Junction.

It appears to me, that closing the London Road Depot is important in terms of financing, minimising disruption to passengers and construction, but the only way it can be done, is by providing an alternative depot. And the best way to do that is to connect the line in the first phase to the Hayes Line and use Wearside Road as a replacement depot.

Service Frequency

The current service frequency on the line is according to Wikipedia as follows.

The standard off-peak service is two trains per hour (tph) each way between London Charing Cross and Hayes, non-stop between London Bridge and Ladywell, and two tph between London Cannon Street and Hayes, calling at all stations via Lewisham.

So that is four trains per hour (tph), but only two tph call at Lewisham.

Currently, the Bakerloo Line frequency at Elephant & Castle station is 20-21 tph. As it appears there is no terminal platforms on the extension except for Hayes and Beckenham Junction stations, I would assume that their three platforms will be able to handle the full service.

The single platform at Beckenham Junction can probably handle six tph, which would leave the rest to be handled in the two platforms at Hayes station.

As the Victoria Line handles thirty-six tph with modern signally, I see no reason, why the Bakerloo Line wouldn’t be able to handle 30 tph with ultra-modern signalling.

Development Of An Interchange At Catford

In An Opportunity At Catford, I talked about the possibilities of developing an improved interchange between Catford and Catford Bridge stations, which are no more than a hundred metres apart. |Although, it is rather up and down.

The map from carto.metre.free.fr shows the layout of lines at the two stations.

Note that Catford Bridge station is on the Hayes Line and Catford station is on the Catford Loop Line.

It strikes me that there is scope for some advanced thinking, if an interchange is to be created between the two stations.

Could it be arranged that as part of the conversion of the Hayes Line to the Bakerloo Line, that the tracks be reorganised with the Bakerloo Lines on the outside of a single four-platform station, that would enable cross-platform interchange between the two lines?

Unfortunately, No! But it could have been safeguarded some years ago, but now there’s new housing in the way!

However, I do think there are other ways of making this interchange step-free and reasonably quick.

The Hayes And City Problem

Wikipedia says this about the takeover of the Hayes Line by the Bakerloo Line.

The driving force for this change is that Network Rail would like the train paths freed up for services mainly from the South Eastern Main Line. Transport for London prefer this route due to its being largely self-contained after Lewisham.

Currently, Off Peak services from Hayes station are as follows.

  • Two trains per hour (tph) to Cannon Street
  • Two tph to Charring Cross

These two services mean that there are also.

  • Two tph to Lewisham
  • Four tph to London Bridge
  • Two tph to Waterloo East.;

There are also extra services in the Peak.

Will there be a problem for commuters to get between the Hayes Line and the City of London and Canary Wharf?

There will also be no First Class on the trains.

In practice Canary Wharf could be the easier, as it will just mean using the Docklands Light Railway from Lewisham.

This could also be quickest way to the City!

I think we we shall be hearing from some restless natives!

 

 

 

 

 

The Use Of

October 27, 2019 Posted by | Transport | , , , , | 3 Comments

The Bakerloo Line Connection At Paddington Station

I use the Bakerloo Line to get to and from Paddington station for various reasons, and find myself in the narrow two-way passage  between the Underground station entrance in the middle of the Paddington station and the top of the escalators to the Bakerloo Line.

These pictures show the route towards the Bakerloo Line.

 

It strikes me that a certain amount of reorganisation is needed.

  • In the narrow two-way passage signs tell people to keep left.
  • On the escalators, the escalators are run on a keep right basis.

So everybody has to cross over in the area at the top of the escalators.

I’m sure, it could be better organised.

It should be noted that another pedestrian tunnel is being built to connect the Bakerloo Line to Crossrail.

I wrote about the Paddington Bakerloo Line Link in Paddington Is Operational Again!

August 18, 2019 Posted by | Transport | , , , | 1 Comment

Is There A Need For A Waterloo To Gatwick Service?

Whilst writing Are Network Rail And Heathrow Southern Railway Moving Towards A Joint Project On Western And Southern Access To Heathrow Airport?, I got to thinking about connectivity to London’s two main airports; Heathrow and Gatwick.

If both the Western Approach To Heathrow (WRAtH) and Heathrow Southern Railway (HSR) schemes are completed, Heathrow will have direct connections to the following major stations and areas.

  • Canary Wharf using Crossrail
  • City of London using Crossrail
  • Clapham Junction using HSR
  • HS1 using a future Crossrail to Ebbsfleet
  • HS2 using Crossrail
  • Liverpool Street using Crossrail
  • Reading using WRAtH
  • Waterloo using HSR
  • West End using Crossrail

Many more places will need a single change at Clapham Junction, Farringdon, Reading, Stratford, Waterloo or Woking.

Awkward stations to get to and from Heathrow include Kings Cross, London Bridge, St. Pancras and Victoria.

Admittedly, Kings Cross, London Bridge and St. Pancras can be reached using Crossrail and Thameslink or the Underground, but Victoria is not easy as Crossrail doesn’t have an interchange with the Victoria Line.

Gatwick will have direct connections to the following major stations and areas.

  • City of London using Thameslink
  • HS1 using Thameslink
  • Reading using GWR
  • Victoria using Southern or Gatwick Express
  • West End using Thameslink

Many more places will need a single change at Clapham Junction, Farringdon, Reading, or Victoria.

Awkward stations to and from Gatwick include Canary Wharf, Euston, Liverpool Street, Paddington and Waterloo.

Consider these points about Waterloo station.

Waterloo Has The Connectivity

Waterloo is on four Underground lines.

  • Bakerloo Line for North West London, Paddington, West End,, South East London and North East London in collaboration with Dear Old Vicky!
  • Charing Cross Branch of the Northern Line for North London, Euston and the West End.
  • Jubilee Line for North West London, West End, Canary Wharf and Stratford.
  • Waterloo & City Line for Bank and the City of London.

Waterloo also has its own network of frequent and comprehensive services to South West London and further afield.

Waterloo Could Be Getting Crossrail 2

In Sadiq Khan’s dreams!

The Bakerloo Line Extension and the West London Orbital Railway are much more urgent to be built, but they don’t serve Surrey, where posh commuters live!

Waterloo Is Almost A Tourist Destination

I say almost, as it is just a short walk from Westminster, several important museums and galleries, and the Thames.

Waterloo Station Is A Place To Meet Friends And Business Associates

I regularly meet friends as they pass through Waterloo station, as it has several restaurants, where you can sit, eat, drink and chat.

Waterloo Station Is Going To Be Developed

Plans are being developed to build above Waterloo station.

Could this include more hotels, in addition to offices and housing?

Why Has There Been Talk Of A Service Between Waterloo and Heathrow For Years, But Nothing About A Link To Gatwick?

Heathrow AirTrack was proposed by BAA some years ago and now Heathrow Southern Railway are putting in a privately-funded proposal.

But search for a proposal for a direct service between Waterloo and Gatwick and you find nothing sensible.

  • Could it be that the route is too difficult or there is not enough capacity at Gatwick and/or Waterloo?
  • Is it that a route to Heathrow would be much more profitable, as it is so much bigger?
  • Is it tradition? Waterloo serves the South West and London Bridge and Victoria serves the South.

But time is moving on, a larger Waterloo and Gatwick stations are coming and Network Rail are getting some of their best brains around digital signalling.

A Waterloo And Gatwick Airport Service

As Gatwick expands, I believe that a direct service between Waterloo and Gatwick Airport will become more necessary.

The Route Of The Service

I’m not sure of this, but I believe that there is a route between Waterloo and Streatham Common or East Croydon stations, which could be used for a Waterloo to Gatwick service.

  • It may need to use the flyover at Waterloo, that used to be used by Eurostar.
  • I wrote about using the flyover in Waterloo Upgrade August 2017 – Waterloo To Sevenoaks.
  • Could it use a route like Brixton, Herne Hill, Tulse Hill, West Norwood, Gipsy Hill, Crystal Palace, Norwood Junction and East Croydon?
  • Once on the Brighton Main Line it would be plain sailing.
  • Of the stations on the route I mentioned, only Norwood Junction has a direct service to Gatwick.
  • A rebuilt Brixton station with its Victoria Line connection could be a valuable interchange.
  • Crystal Palace will have a six trains per hour (tph) service on the Overground to Highbury & Islington.
  • The route is fully electrified using third-rail.

I’m sure a practical and useful route can be found.

The Frequency Of The Service

Gatwick, Heathrow and Stansted Express services have a frequency of four tph.

So I wouldn’t think it unreasonable for a service between Waterloo and Gatwick Airport stations to have the same frquency.

Express Or Typical Suburban Service

Airport trains around London fall into two styles.

  • Express – Gatwick Express, Heatrow Express and Stansted Express.
  • Typical Standard Suburban Train – Crossrail and Thameslink.

As I am happy to use Thameslink to Gatwick, I have no particular preference. Except that if getting an early flight out of Gatwick, I take a night bus to Victoria and then use Gatwick Express, as it runs all night.

Passenger demand would decide, the level of service.

Trains For The Service

An appropriate train would be chosen to match the service style.

Both would do a very capable job.

Platforms At Waterloo

If I assume that Heathrow Southern Railway’s four tph service between Waterloo and Heathrow uses a single platform at Waterloo, I would expect it will be one of the higher-numbered platforms.

So could a Gatwick service with the same frequency use the next door platform?

This would surely be very convenient.

Conclusion

I think it is quite likely that a service between Waterloo and Gatwick Airport could be run.

But whether it is worthwhile is another matter.

 

 

 

April 29, 2019 Posted by | Transport | , , , , , , | 1 Comment

Are The Bakerloo Line Platforms At Paddington Ready For Step-Free Access And Crossrail?

I took these pictures on the Bakerloo Line platforms at Paddington station.

Note.

  1. The blue hoardings have gone.
  2. The decorations appear finished.
  3. There are a set of locked fire-doors in the centre of the platforms. Where do they lead?
  4. The signs by the doors, have big white spaces, which cry out for graffiti or direction signs.

It all fits with Crossrail opening within a year as I wrote about in Crossrail Service To Reading On Track For December Opening.

Many of the extra passengers will head for the Underground, so complete their journeys. So opening Crossrail to Reading with a step-free connection to the Bakerloo Line makes sense.

April 16, 2019 Posted by | Transport | , , | 2 Comments

Grab Handles On The Bakerloo Line

These pictures show the grab handles for safe entry and exit on the Bakerloo Line.

I do wonder, if the lack of handles, means a few more accidents, especially as there is a serious step-up at some stations.

February 13, 2019 Posted by | Transport | , , | 1 Comment

What Will Be The Operating Speed Of The New Tube for London?

Transport for London have said that the New Tube for London will definitely be deployed on the Piccadilly, Central and Bakerloo Lines.

These three lines have sections at one or both ends, where the lines run through the countryside and the stations are farther apart.

Only the 1992 Stock of the Central Line have their operating speed given in Wikipedia.. It is 62 mph, which is the same as the S Stock for the sub-surface lines.

The 2009 Stock of the Victoria Line, despite being similar to the S Stock have an operating speed of only 50 mph.

Because of the nature of the ends of the Piccadilly, Central and Bakerloo Lines, will 62 mph be the optimum operating speed for these trains.

I’ll look at the factors on these lines separately.

Piccadilly Line

The Piccadilly Line will be self-contained, after the sorting of the shared sections West Rayners Lane and between Ealing Broadway and Acton Town, that I discussed in Thoughts On The Power System For The New Tube for London.

I suspect the operating speed of the New Tubes for London on the Piccadilly Line, will be decided on what is best for that line.

Central Line

The Central Line is also self-contained and the best operating speed for the line will be chosen.

Bakerloo Line

The Bakerloo Line could be a problem, as currently Class 378 trains run on the same trcks. These have an operating speed of 75 mph.

These Class 378 trains will be replaced by Class 710 trains, which could have a faster performance.

Surely for optimum running, the trains should need similar performance.

The Benefit Of Automatic Train Control

On all the lines on which New Tubes for London will operate, there will be Automatic Train Control.

The operating speed will be set by the control system, whereas the maximum operating speed will be set by the trains design.

So I think we could see a maximum operating speed of 75 mph or even higher for the New Tube for London, so that it could run on faster lines and not slow the other faster trains.

More Speed Means More Powerful Trains And Improved Acceleration And braking

To go faster, you probably need more powerful trains, but the motors required would give better acceleration and braking, that would speed up services, by executing station stops in a shorter time.

Conclusion

I would expect from y Control Engineering training, that the New Tube for London could have a maximum operating speed in-line with the Class 710 train. So around 75-90 mph.

Could we even see an Underground train, that is capable of 100 mph?

It would only rarely, if ever, run at that speed on current plans, but it might enable Underground and National Rail services to share tracks in surprising places.

October 7, 2018 Posted by | Transport | , , , | 4 Comments

Will The Extended Bakerloo Line Be Twenty-Seven Trains Per Hour All The Way?

There are two major projects that will be implemented on the Bakerloo Line in the next decade or two.

I certainly feel, that the two projects will bring the Bakerloo Line into the twenty-first century

The Planned Train Frequency

Under Current And Future Infrastructure, the Wikipedia entry for the Bakerloo Line says this.

Transport for London proposes to upgrade the line eventually, but not until other deep-level lines have been dealt with. This will include new signalling and new trains, enabling a maximum frequency of 27 trains per hour. TfL currently expects these to be in place by 2033.

Twenty-seven trains per hour (tph) seems very much in line with other deep-level Underground Lines.

  • Central Line – 35 tph
  • Jubilee Line – 30 tph
  • Northern Line – 24 tph for each branch
  • Piccadilly Line – 33 tph after upgrade.
  • Victoria Line – 36 tph

Perhaps, it is a bit lower, but the engineers usually manage to squeeze more out of a line.

The Bakerloo Line Extension To Lewisham

The planning is underway to extend the Bakerloo Line to Lewisham station.

The Bakerloo Line Extension looks like it will be a four-station extension, with interchanges at Elephant & Castle, New Cross and Lewisham.

This map from Transport for London, shows the extension.

I think it will be highly likely, that the extension will be built using a similar design and techniques to that of the Northern Line Extension to Battersea.

  • It will be double-track.
  • There are unlikely to be any junctions.
  • The Lewisham station will have two platforms with overrun tunnels.
  • There appears to be no depot planned.

I have come to some conclusions about the design.

Planned Frequency

If the track layout of the extension and particularly at Lewisham follows the layouts of the Victoria Line termini, I can see no reason, why the proposed frequency of twenty-seven tph can’t be achieved.

I also suspect that provision will be made, so that the frequency can be increased.

A higher frequency would also be expected if the Bakerloo line, were to be further extended to two separate branches, as the map indicates.

Number Of Trains

I suspect that for the extension to work in an optimum manner new trains will be needed.

Project Timescale And Cost

The Northern Line Extension to Battersea appears to be taking about six years from sign-off to completion.

This extension is twice as long and has double the number of stations, but is probably not as grand.

I would put my money on a seven year project and a couple of billion.

As it is unlikely, that the required new trains will not be available until 2033, the project probably has a sign-off date of around 2025.

The project could be pulled forward.

  • The trains could be built after those for the Piccadilly Line.
  • An early decision could be made.

Saying go in 2022 would enable a finish in 2029.

The Northern Section Between Queens Park And Watford Junction

North of Queens Park station, the line is double-track all the way to Watford Junction station.

Queens Park Station

At Queens Park station itself, it’s a lot more complicated.

This map from carto.metro.free.fr shows the track layout at Queens Park station.

Note.

  1. The Watford DC Line of the Overground is shown in orange and runs through Kilburn High Road and Queens Park stations.
  2. The Bakerloo Line is shown in brown and runs through Kilburn Park and Queens Park stations.
  3. There are reversing sidings to the West of Queens Park station for the Bakerloo Line.

The following services go through or terminate at Queens Park station.

  • Three tph between Euston and Watford Junction on the London Overground.
  • Six tph between Harrow & Wealdstone and Elephant & Castle on the Bakerloo Line.
  • Three tph between Stonebridge Park and Elephant & Castle on the Bakerloo Line.
  • Eleven tph between Queens Park and Elephant & Castle on the Bakerloo Line.

It is also likely that the Overground service will go to four tph.

So this means that services will be as follows.

  • Four tph on the Watford DC Line run through Kilburn High Road station.
  • Twenty tph on the Bakerloo Line run through Kilburn Park station.
  • Nine tph on the Bakerloo Line run through Queens Park station.
  • Four tph on the Watford DC Line run through Queens Park station.
  • Eleven tph on the Bakerloo Line terminate at Queens Park station.

Thirteen tph will continue to various destinations towards Watford Junction.

What Is The Capacity North Of Queens Park Station?

So how many trains could the double-track line between Queens Park and Wartford Junction stations handle?

Consider.

  • All services on the line are london Overground or London Underground.
  • There are no junctions, where services divide and join.
  • There is a turnback facility at Harrow & Wealdstone station, that can handle six tph.
  • The Overground trains are being replaced with Class 710 trains, which must be able to be made compatible with digital signalling.
  • Watford Junction station has four platforms connected to the Watford DC Line.
  • Good design should be able to make the stations step-free for both Class 710 trains and New Tube for London.
  • The Watford DC Line service, always seems to terminate in platform 9 at Euston.
  • London Underground have run thirty-six tph on the Victoria Line for about a year now.

I suspect that if the trains are digitally signalled, with a degree of Automatic Train Control, that there could be as many as thirty-six tph between Queens Park and Watford Junction stations.

I also think it is significant that the New Tube for London, specifies that the Bakerloo Line will run at twenty-seven tph. Why not more, if the theoretical capacity North of Queens Park is thirty-six tph?

But a single platform at Euston can probably handle six tph, so add 27 and 6 and you get thirty-three tph, which is the proposed core frequency of the Piccadilly Line.

Will The Bakerloo Line Run All The Way To Watford Junction?

Suppose too, that all Bakerloo services ran all the way to Watford Junction, as has been proposed in the past.

  • This would simplify operation and especially at Queens Park, Stonebridge Park and Harrow & Wealdstone stations.
  • Digital signalling would easily handle the frequency.
  • The platform arrangement at Queens Park would be unchanged, with Euston services on the outside and Bakerloo services in the middle.

Watford Junction would have superb thirty-three tph service to two destinations in London.

Will The New Tube for London Run The Euston Service?

I will speculate, that the Watford DC Line service could be run by New Tubes for London..

  • One type of train would be easier to handle for staff and passengers.
  • All platform heights could be the same.
  • All services would be step-free between train and platform.
  • Digital signalling could easily handle thirty-three tph along the shared route.

In Thoughts On The Power System For The New Tube for London, I proposed that the New Tube for London could run on a conventional third-rail system.

This would further mean the following for the Bakerloo Line.

  • New Tubes for London could use the existing track to access Euston, without serious modification.
  • If the Bakerloo Line is extended to Hayes, Beckenham Junction or Bromley North stations, the existing tracks could continue to handle existing third-rail trains to provide other services.
  • Only one type of train would be needed to run all services on the Bakerloo Line to its various destinations.

Use of New Tubes for London on all routes may be possible to create a service on the Northern section of the Bakerloo Line with the following characteristics.

  • Twenty-seven tph between Watford Junction and Elephant & Castle stations.
  • Six tph between Watford Junction and Euston stations.
  • All stations would be step-free between platform and train.
  • All trains would be identical New Tubes for London.
  • All trains would run under Automatic Train Control, as does the Victoria Line.

All passengers on the existing Bakerloo and Watford DC Lines would see a better service.

The Bakerloo Line Extension to Lewisham

Note, that I have said nothing about the Bakerloo Extension to Lewisham.

In my view, that extension does what it says on the tin and creates a new twenty-seven tph service between Elephant & Castle and Lewisham stations, which brings new services to an area of South-East London, where they are much needed.

Effectively, the Bakerloo Line would become two twenty-seven tph lines, that happen to connect back-to-back at Elephant & Castle station to enable cross-London journeys.

Could Bakerloo Line Services Still Be Turned Back At Harrow & Wealdstone?

The following could be argued.

  • Watford Junction doesn’t need twenty-seven tph on the Bakerloo Line and six tph to Euston.
  • Watford needs a cross-Watford service like the in-limbo Croxley Rail Link.

So could a few trains be turned back using the existing facility at Harrow & Wealdston station to create paths to allow an appropriate service between say Watford Junction and Amersham stations?

More Frequent Services

If we look at the Victoria Line, where the frequency has increased over the last few years by the addition of various improvements, I would not be surprised to see the frequency of twenty-seven tph increased.

After all London Underground’s engineers have been squeezing Dear Old Vicky for half a century, so they must know more tricks, than Paul Daniels knew at the peak of his success.

Conclusion

Undoubtedly, the New Tube for London could run at twenty-seven tph all the way between Watford Junction to Lewisham stations.

Whether that frequency is needed all the way is another matter.

 

October 7, 2018 Posted by | Transport | , , , | Leave a comment