Brent Cross West Station – 10th December 2023
The new Brent Cross West station opened today, so I went to have a look.
Note.
- There are two island platforms.
- The platforms can handl2 12-car Class 700 trains.
- The Eastern island, which is Platforms 1 and 2, is for Thameslink and has two escalators, two lifts, two sets of stairs and two toilets.
- The toilets on the Eastern platforms are an identical pair to cater for everyone.
- The Western island, which is Platforms 3 and 4, is for the main lines and has one lift and two sets of stairs.
- The arriving Thameslink Class 700 train is stopping in Platform 1 on the way to London.
- Signs indicate a cafe, but I couldn’t find it, so I assume that is for the future.
- The shelters on the platforms are heated.
- Both entrances have two lifts, at least one or two escalators and stairs.
The outside photos were taken two days later.
I have some other thoughts.
The Station Layout
The station has a slightly unusual and very practical layout.
- There is a longish and high bridge over the multiple tracks through the station.
- It is step-free with lifts and escalators at each end to give step-free access across the railway.
- The bridge is wide and is built for cycles.
- The trains are accessed from a spacious lobby, which is separated from the bridge by a long gate-line.
- The lifts, stairs and escalators all lead down from the spacious lobby.
The station must have a very high passenger capacity.
The Track Layout
This OpenRailwayMap shows the track layout at the station.
Note.
- The Eastern island platform between the 90 mph Thameslink tracks.
- The Western island platform between the 100-105 mph main line tracks.
- The two most-Easterly tracks give access to the Cricklewood Depot.
- The two black tracks
- The blue tracks connect to the Dudding Hill Line.
- The two black tracks between the blue tracks and the main line tracks are the Up and Down Hendon tracks, which run between Hendon and West Hampstead Thameslink stations, which seem to allow trains to cross over from one side of the tracks to the other.
The large number of tracks must make operation easier.
The West London Orbital Railway
The Hendon and Kew Bridge route of the West London Orbital Railway is planned to call at Brent Cross West station.
It looks like it will use the two Hendon tracks through Brent Cross West and Hendon stations and trains will take the Dudding Hill Line to Neasden to the South of Brent Cross West station.
The West London Orbital Railway will connect Hendon and Brent Cross West station to High Speed Two and the Elizabeth Line, so it will be a very important connection for the residents of the area.
This OpenRailwayMap shows the track layout between the Dudding Hill Line and Hendon.
Note.
- Hendon station is in the North-West corner of the map.
- The orange tracks are the Midland Main Line
- Brent Cross West station is marked by the blue arrow.
- The yellow tracks going towards the South-West are the Dudding Hill Line.
The Hendon route will need new platforms at Hendon and Brent Cross West station.
Conclusion
I like the station and I think others will be built on similar principles.
Three New Battery-Only Revolution Very Light Rail Vehicles
This title of this post, is the same as that as this press release from Eversholt Rail Group.
These are the three bullet points.
- Eversholt Rail funding three brand-new Revolution Very Light Rail vehicles for passenger trials and ongoing operation.
- Manufactured in the UK by Transport Design International.
- Battery-only propulsion, providing zero-emissions operation.
These three paragraphs fill out the story.
Innovative new lightweight passenger trains that will help decarbonise Britain’s railways are to be trialled after a new deal was announced this week.
The new Revolution Very Light Rail vehicles will run entirely on battery power and could be carrying passengers within three years. A new system of lineside fast charging will mean the whole operation has zero emissions.
Some of Britain’s major rail operators are already showing interest in the RVLR vehicles as they seek to fulfil promises to make rail ‘cleaner’.
This is also said about looking for routes, to trial the new vehicles.
Eversholt Rail and TDI are working with key stakeholders across the UK rail industry to agree routes and services where operators can run passenger-carrying trials using these new vehicles. These trials will generate actual passenger demand data to support business cases for long-term deployment of RVLR vehicles as well as providing further passenger and operator feedback on their design and capabilities.
I have some thoughts and questions.
What Is The Top Speed?
A lot of questions like this are answered by this article on Rail Engineer, which is entitled Very Light Rail – A Revolution.
These can be ascertained from this comprehensive article.
- Top Speed – 65 mph
- Seats – 56
- Wheelchair space
- PRM TSI accessibility compatible
- Tare Weight – 24.8 tonnes
- USB Charging
For comparison these figures relate to a PRM-compliant Class 153 diesel train.
- Top Speed – 75 mph
- Seats – 59
- Tare Weight – 41.2 tonnes
This picture shows one of the Class 153 trains at Matlock Bath station.
There are still around thirty in service in the UK.
Can Two Revolution VLRs Run As A Two-Car Train?
From the pictures on the web, the trains have buffers and space for a coupler, so until someone says they must always run as single units, I’ll assume they can at least run as a pair.
Can A Revolution VLR Recharge Its Batteries Using Conventional 25 KVAC Overhead Electrification?
One route, that is a possibility for running using Revolution VLR must surely be the Greenford Branch, which connects to the electrified Great Western Main Line at West Ealing station.
In this and at several other places on the network, it could be easier to charge the trains using the existing overhead electrification or an extension of it.
Another possibility; the Marston Vale Line is also electrified at both Bedford and Bletchley.
In New Mobile Rail Charging Facility For Long Marston, I talked about how Siemens are developing a mobile charger, which initially will be deployed at Long Marston.
It could be very useful for efficient operation, if the batteries on a Revolution VLR could be charged in a number of places, which included conventional electrification.
If charging only happened, whilst trains were stationary, a lightweight pantograph and appropriate electrical gubbins might be sufficient.
Can A Revolution VLR Replace A Class 153 Train?
I suspect on some routes this will be possible, but on others, the speed or hill-climbing requirements might be too stiff for the lightweight train.
But, if I was designing a train like the Revolution VLR, I’d make sure it fitted as many markets as possible.
The picture was taken at Matlock Bath station on the Derwent Valley Line, which is a single track with a fifty mph limit and an uphill climb. I suspect that the Revolution VLR would be designed to handle the uphill part of the route, but would the train be able to handle the speed of the Midland Main Line to Derby.
The Revolution VLR would probably attract more passengers, so it might be necessary to double up the service by running a pair.
Can A Pair Of Revolution VLRs Replace A Class 150 Train?
I don’t see why not!
Could The West London Orbital Use Revolution VLRs?
This might be a proposed route that could use Revolution VLRs.
The two routes would be.
- West Hampstead and Hounslow.
- Hendon and Kew Bridge.
Both services would use the Dudding Hill Line and serve Neasden, Harlesden, Old Oak Common and Acton, with a frequency of four trains per hour (tph).
Although this service could be run using conventional multiple units, it might be more affordable to use Revolution VLRs charged on sections of line that are already electrified.
Could the Greenford Branch Use Revolution VLRs?
The Greenford Branch would be a classic application and trains could be charged by fitting a charger in the bay platform at West Ealing station.
In An Automated Shuttle Train On The Greenford Branch Line, I did a rough calculation to see if an automated shuttle could achieve four tph.
Four tph might be too ambitious, but automatic trains shuttling along a branch line might be an affordable way to provide zero-carbon trains with an adequate capacity.
- The driver would drive the train using the sort of remote control used for drones.
- The driver would sit in a convenient place on the train, with CCTV to help them see everything.
- When the train was ready to leave, the driver would push a button to tell the train to move to the next station.
- On arrival at the next station, the doors will open.
- The process would repeat along the line.
If this method of operation sounds vaguely familiar, the Victoria Line has used it since 1067.
Although the Victoria Line drivers always sit in the front.
But on a line with no other trains running at the same time, all they need is a good view of the doors.
Branch lines that could be run in this way could include.
Bodmin Parkway and Bodmin General
Brockenhurst and Lymington Pier
Grove Park and Bromley North
Lancaster and Morecambe
Liskeard and Looe
Lostwithiel and Powey
Maidenhead and Marlow
March and Wisbech
Par and Newquay
Plymouth and Gunnislake
Romford and Upminster
Sittingbourne and Sheerness-on-Sea
Slough and Windsor Central
Southall and Brentford
St. Erth and St. Ives
Truro and Falmouth Docks
Twyford and Henley-on-Thames
Watford Junction and St. Albans Abbey
West Ealing and Greenford
Wickford and Southminster
Wymondham and Dereham
Passing Brent Cross West Station – 1st November 2023
I took these pictures of the Eastern entrance of the station, as my train passed this morning.
Note.
- There doesn’t seem to be much going on.
- There seem to be very few of the Orange Army around.
- None of the staff I talked to at St. Pancras, knew anything about the station’s opening date.
Perhaps, the station is due to open on Timetable Change Day; 10th December, 2023? It certainly looks, that it might be able to.
Superloop – Will It Be The North Circular Road Most Of The Way Between Harrow And Royal Docks?
This draft map from TfL illustrates the concept of Superloop.
In this post I am considering the section of the the North Circular Road (A406) between the Hangar Lane Gyratory System, where it crosses the A40 in the West and the roundabout , where it crosses the A13 at Beckton in the East.
- This section is a grade-separated dual-carriageway all of the way between Hangar Lane and Beckton.
- Hendon, North Finchley, Arnos Grove, Edmonton, Walthamstow, Ilford and Royal Docks are not far from the A406.
- Several bus routes already run on the A406.
The large Brent Cross Shopping Centre is also just outside the A406 and a new Brent Cross West station will be opening soon.
I’ll now look at the three Northern and North-Eastern sections.
Harrow And North Finchley
This section is shown in orange.
- It calls at Northwick Park hospital and Hendon. both have rail connections.
- Brent Cross Shopping Centre could be on the route, if the A406 is used.
- London Bus 182 runs between Harrow bus station and Brent Cross Shopping Centre via Northwick Park hospital.
Could the 182 bus be extended to North Finchley, where there is a new bus station?
This Google Map shows the stations around the Brent Cross Shopping Centre.
Note.
- The railway running between the North-West corner of the map and the bottom of the map is the Midland Main Line.
- The road running between the North-East corner of the map and the left of the map is the North Circular Road.
- The road running down the right hand side of the railway is the M1, which joins the A406 in the large junction.
- The other major road to the right of the map, is the Hendon Way.
- The station in the North-West corner of the map is Hendon.
- The station being built in the bottom of the map on the Midland Main Line, is the new Brent Cross West station.
- The station in the North-East corner of the map is Brent Cross on the Northern Line.
I am certain that a Superloop bus could run from Harrow bus station and Northwick Park hospital, and visit the required number of the stations around the Shopping Centre, before trundling on to the new North Finchley bus station for some refreshment before returning to Harrow.
I feel that the Superloop bus could use the North Circular Road from the shopping centre and then turn North on to Finchley High Road (A 1000).
North Finchley And Walthamstow
This section is shown in red.
- It calls at Arnos Grove and Edmonton.
- London Bus 34 runs between Walthamstow bus station and Barnet. It runs for some of the way along the North Circular Road and passes Arnos Grove, Silver Street and the North Middlesex Hospital.
I am certain, that a Superloop bus could run between Walthamstow bus station and North Finchley, using a similar route to the 34.
Walthamstow And Royal Docks
This section is shown in lime.
- It calls at Ilford for the Elizabeth Line.
I am certain, that a Superloop bus could run between Walthamstow bus station and Royal Docks, using a the A406 and the A13.
Conclusion
After this simple analysis, it looks possible to use the use the North Circular Road between Harrow and Royal Docks.
Brent Cross West Station – 22nd January 2023
T took these pictures as I passed the site this morning.
I’m not sure about the work of art.
Changing At Farringdon To And From Northbound Thameslink Trains
For my trip this morning, I took the Lizzie Line one stop from Moorgate station to Farringdon, and then straight up the escalator to the Northbound Thameslink platform.
Changing to Northbound Thameslink services at Farringdon is very easy, if you make sure you arrive in the Western end of your Lizzie Line train.
These pictures show the change.
Note.
- You can only change at the Western end of the Lizzie Line platforms.
- At the top of the escalator, keep to the left and walk through to the Northbound platform.
You will be arrive on the Northbound platform at the back of the train.
The reverse change is also easy, so if I was coming home from Gatwick Airport or Brighton, I’d change at Farringdon to the Lizzie Line for Moorgate, from where I can get a bus to my home.
The change to the Lizzie Line will be easier, if you are in the back of your Thameslink train.
Pit Stops At Farringdon Station
One unique feature of the Northbound Thameslink platform at Farringdon station, is that unusually for a sub-surface station, it has full facilities, which are located by the escalators for the Lizzie Line.
I would very much like to see more of these.
Changing At Farringdon To And From Southbound Thameslink Trains
Changing to Southbound Thameslink services at Farringdon is similar to changing to Northbound Thameslink services, if you make sure you arrive in the Western end of your Lizzie Line train.
These pictures show the change.
Note.
- You can only change at the Western end of the Lizzie Line platforms, where you go up the escalator.
- At the top of the escalator, keep to the right and take the escalator to the station entrance.
- Then descend to the Southbound platform using the stairs or the lifts.
You will arrive on the Southbound platform at the front of the train.
The reverse change is also easy, so if I was coming home from Bedford or Cambridge, I’d change at Farringdon to the Lizzie Line for Moorgate, from where I can get a bus to my home.
The change to the Lizzie Line will be easier, if you are in the front of your Thameslink train.
A Trip To Corby
I took these pictures on a trip to Corby this morning.
These are my thoughts.
Trains To And From Corby
I got a Class 222 train to Corby and an eight-car Class 360 train back.
Brent Cross West Station
There was a lot of constructruction activity at the new Brent Cross West station.
Luton Airport Parkway Station
The extensions to Luton Airport Parkway station look to be comprehensive, with several escalators.
The Luton DART connection to Luton Airport appears to be under test, so should open in 2022.
But will there be any air passengers to use it?
I last used it in 2008, when I went to see England play in Belarus.
Electrification North Of Bedford
The electrification North of Bedford station is obviously complete on the slow lines, but on the fast lines, as the pictures show, the gantries are all erected, but there are still wires to be installed.
But as the Class 810 trains won’t be in service until 2023, there’s still a bit of time.
The gantries certainly look sturdy, as this picture shows.
They’re certainly built for 125 mph, but as the Class 810 trains will be capable of 140 mph with full digital in-cab signalling, I would hope that the electrification has been installed to that standard. Or at least to a standard, that can be easily upgraded!
Corby Station
Corby station has been finished to a single-platform station, which is able to accept a twelve-car Class 360 train.
This should be adequate for the current half-hourly service, as a single platform can handle a least four trains per hour (tph) and several around the country regularly do.
Both tracks through the station are electrified and I suspect with a second platform bridge, both could be used by electric trains to create a two-platform station.
But there would appear to be no need at the moment.
Even, if it were to be decided to extend one tph to Oakham and Melton Mowbray stations, this could probably be accommodated on the single-platform.
Network Rail seem to have already installed a crossover South of Corby station, so that trains can use the single platform.
Serving Oakham And Melton Mowbray
I discussed this extension in detail in Abellio’s Plans For London And Melton Mowbray Via Corby And Oakham.
In the related post, I said this.
This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.
These are mentioned for services to Oakham and Melton Mowbray.
-
- After electrification of the Corby route there will continue to be direct service each way between London and Oakham and Melton Mowbray once each weekday, via Corby.
- This will be operated with brand new 125mph trains when these are introduced from April 2022.
This seems to be a very acceptable minimum position.
When my Class 222 train arrived in Corby at 1154, it waited a couple of minutes then took off to the North.
I then took the next train to London, which was an eight-car Class 360 train which formed the 1211 service back to St. Pancras.
Meanwhile the Class 222 train, that I’d arrived on did a reverse in the Corby North Run Around Loop finally arriving back in Corby at 1345. The train had taken one hour and forty-nine minutes to return to Corby.
It might be just coincidence, but are East Midlands Railway doing timing tests to see if services can be extended to Oakham And Melton Mowbray?
It should be noted that service times North of Corby are as follows.
- Corby and Oakham – 19 mins – 14.3 miles
- Corby and Melton Mowbray – 31 mins – 25.7 miles
- Melton Mowbray and Leicester – 17 mins – 12.8 miles (estimate) – CrossCountry service
My logic goes like this.
- It looks to me that it would not be unreasonable that a Class 222 train could run between Corby and Leicester in forty-eight minutes.
- Double that and you get one hour and thirty eight minutes, for a journey from Corby to Leicester and back.
- Subtract that time from the one hour and forty-nine minutes that my train took to reverse and there is eleven minutes for a turnback at Leicester station.
- Eleven minutes would certainly be long enough to tidy a train and for the crew to change ends.
I also believe that the 35.8 miles would be possible for a Class 810 train fitted with one or more battery power-packs instead of a similar number of the four diesel engines.
So are East Midlands Railway doing tests to find the most efficient way to serve Oakham And Melton Mowbray?
On The Corby Branch
I travelled North on a Class 222 diesel train and South on an electric Class 360 train.
On the Corby branch, I was monitoring the train speed on an app on my phone and both trains travelled at around 90 mph for most of the way.
There were sections at up to 100 mph and the track was generally smooth.
I was left with the impression, that trains might be able to go faster on the branch.
Average speeds for the 2.5 miles of the branch were as follows according to these timings from realtimetrains.
- Class 222 train – Arriving – 5.25 mins – 28.6 mph
- Class 222 train – Leaving – 5 mins – 30 mph
- Class 360 train – Arriving – 7.5 mins – 20 mph
- Class 360 train – Leaving – 5 mins – 30 mph
It doesn’t appear that there are much difference in the timings, although it might be said, that the electric approach is more cautious.
The Class 360 Trains
The Class 360 trains have not been refurbished yet although as my pictures show, some have been given a new livery.
In Are Class 360 Trains Suitable For St. Pancras And Corby?, I said this about the train refurbishment.
This page on the Department for Transport web site is an interactive map of the Abellio’s promises for East Midlands Railway.
These features are mentioned for Midland Main Line services to Corby.
-
- Increased capacity
- Twelve-car trains in the Peak.
- More reliable service
- Improved comfort
- Passenger information system
- Free on-board Wi-Fi
- At-seat power sockets
- USB points
- Air conditioning
- Tables at all seats
- Increased luggage space
- On-board cycle storage
What more could passengers want?
It certainly hasn’t happened in full.
I did ask a steward, when the new interiors will be installed and he said they were running late because of the pandemic.
Performance Of The Class 360 Trains
I used my app to follow the speed of the Class 360 train, that brought me back to London.
- The train hit a maximum speed of about 105 mph.
- The train arrived in London a minute late.
I feel that as the drivers get used to their new charges, they will match the timetable.
Conclusion
I have a feeling that in a couple of years, these trains will fulfil Abellio’s promises.
Work Has Started At Brent Cross West Station
I was alerted to the fact that work had started at Brent Cross West station by this article on Rail Advent.
The article didn’t say much, except that work had started, track had been moved to allow construction of the £40 million station and the station should open next year.
So I went and had a look.
I took these pictures from a Thameslink train going North through the station site.
I was sitting on the right-hand side of the train and looking to the East.
I then changed trains at Mill Hill Broadway station and took a few more pictures going South.
Again, I was sitting on the right-hand side of the train, but this time looking West.
This Google Map shows the area.
Note.
- The map was probably created a few months ago.
- There is still a shed from the Cricklewood TMD still standing, which I didn’t see.
- The Brent Cross Flyover can be clearly seen in the images and the map.
Work underway includes.
- Creation of the new track layout.
- Building of two wide platforms either side of the tracks i was on.
- The width of the platforms may indicate island platforms.
- Building a temporary footbridge, so workers can cross the tracks.
- There appear to be a support installed for the station footbridge.
One impression, I got today, is that it is a large site and this may enable the building of a relatively simple station.
Funding For Homes And A New Railway Station In North London
The title of this post is the same as that of this article on Ian Visits.
The government has said, that two major housing developments will be built in London beside new railway stations.
Brent Cross Thameslink
The development and the funding for Brent Cross West station is introduced by this paragraph.
The larger investment will see £320 million being spent on a new Brent Cross West Thameslink station which will lead to a new community of 7,500 properties being built. This is in addition to the £97m grant awarded in the 2016 budget bringing total government investment £416.5 million.
Other points about the development include.
- The development is on the site of the Cricklewood depot.
- The station could be asn interchange with the West London Orbital Railway.
- A contractor should be appointed this year, with opeing in 2022.
- Services could be eight trains per hour (tph) in the Peak and four tph in the Off Peak.
- A public bridge over the railway will be included.
- There will be new offices.
- The Brent Cross Shopping Centre will be extended.
- The £320 million investment will be repaid from business rates from the commercial development.
It all seems to me, that there could be a lot of winners here.
Old Oak Common
The development and the funding for Old Oak Common station is described by this paragraph.
The government will also be providing £250 million so up to 13,000 new homes can be built close to the new HS2 railway station at Old Oak Common.
This scheme provides more properties, but it doesn’t as yet include the commercial development.
Conclusion
London seems to be building more housing, that at any time in my life.
The Anonymous Widower 