The Anonymous Widower

Thoughts On Splitting The Northern Line

In Battersea Power Station Station Opens, I talked about the scale of the new Battersea Power Station station.

  • It looks like it could have three entrances.
  • It’s got four escalators and two lifts to go to down to platform level.
  • It has two terminal platforms.

I feel it has been designed to handle as many passengers and trains as Morden station.

  • Morden station has five platforms.
  • The station is step-free.
  • The station handles ten million passengers per year.

The signalling can handle up to thirty trains per hour (tph) to Morden.

It looks to me that Battersea Power Station station has been designed to be big enough to take half the trains from North London with ease.

The Proposed Split

There has been talk of splitting the Northern Line into two separate lines for some years.

  • The Western Line (Charing Cross Line) would run between Edgware and Battersea Power Station via Camden Town, Euston, Charing Cross and Kennington.
  • The Eastern Line (Bank Line) would run between High Barnet and Morden via Camden Town, Euston, Bank and Kennington.

Note.

  1. I will call the two lines the Bank and Charing Cross Lines.
  2. Both lines could have Victoria Line frequencies of over thirty tph.
  3. It is generally felt that the split would need a rebuild at Camden Town station to handle the extra passengers.
  4. Camden Town station needs better access between the trains and the street.
  5. There would need to be better connections at Kennington and Euston stations.

Surely, the main advantages of the split would be as follows.

  • Trains on both lines would go end-to-end without crossing a junction, where signals and points were constantly switching trains. This is why the Victoria Line can handle more than thirty-three tph.
  • Trains will run at Victoria Line frequencies on both lines.
  • All trains at Camden Town and Kennington stations would use a route without points to go as fast as possible through the station.
  • Eliminating the points, would make both lines more reliable.
  • Euston station will have upwards of sixty tph connecting it to Crossrail.

Effectively, the new Bank and Charing Cross Lines would be able to perform just like Dear Old Vicky.

I will now look at where work needs to or could be done to successfully split the two lines.

Kennington Station

In Could Access Between Platform And Train Be Improved At Kennington Station?, I outlined how passengers might use Kennington station to change between the Bank and Charing Cross Lines.

I developed this rule.

The rule would appear to be if you’re on one line and are going to a station on the other, you change at Kennington station.

Staff would need to be on the platform to help those, who were changing direction.

But I do think changing can be made to work well with step-free access between train and platform on all four platforms at Kennington station.

It will be interesting to see, what proportion of train changes at Kennington are simple cross-platform changes, where there is no use of the steep stairs. I think it could be quite high.

I believe Kennington station will grow into a very smooth interchange between the Bank and Charing Cross Lines.

Although, there’ll be a problem for some time, if you’re in a wheelchair and want to go between Morden and Battersea Power station.

This could be solved by lifts between each pair of platforms and the intermediate level passage, which connects to the lifts to the surface.

The Camden Town Problem

This map from cartometro.com shows the lines around and through Camden Town station.

Note.

  1. Camden Town station has four platforms.
  2. The Eastern pair are under Kentish Town Road and connect to High Barnet in the North.
  3. The Western pair are under Camden High Street and connect to Edgware in the North.
  4. In each pair of tracks the Northbound track is above the Southbound track.
  5. There is a level passage between the two Northbound tracks, so it is an easy interchange, if you’re on the wrong train going North.
  6. The passage between the two Southbound tracks has stairs at either end, if you want to change Southbound trains at the station.

But the real problem lies South of the station; the horrendously complicated Camden Town Junction.

The junction must be able to handle trains going between the following stations.

  • Bank and Edgware
  • Bank and High Barnet
  • Charing Cross and Edgware
  • Charing Cross and High Barnet

Note in the map, that the High Barnet tracks dive under the Edgware tracks so they can form two separate pairs of tracks to Euston, only one of which goes via Mornington Crescent.

If there was a similar junction on the motorways of the UK or the Interstate Highways of the US, it would have years ago been simplified.

The split will mean the following.

  • The Eastern pair of platforms will still be connected to High Barnet as now, but will also be directly connected to the tracks that go directly to Euston and on to Bank.
  • The Western pair of platforms will still be connected to Edgware as now, but will also be directly connected to the tracks that go to Euston via Mornington Crescent and on to Charing Cross.
  • Camden Town Junction could be seriously simplified, with perhaps the ability to swap between routes only available for depot and engineering movements.

I do suspect, it would also mean all trains from High Barnet will go via Bank and all trains via Edgware will go via Charing Cross.

  • A proportion of passengers would have to change at Camden Town.
  • Both routes would connect to High Speed Two at Euston.
  • Both routes connect to the Central, Jubilee, Piccadilly and Victoria Lines.
  • Improvements promised for Euston will give better access to the Sub-Surface Lines.

I think it will be a case of winning some good routes and losing others. Disgusted from Finchley might complain.

But then there will be Crossrail, which as it connects to both lines at Tottenham Court Road and Moorgate could give serious advantages.

The split isn’t without passengers who will object to losing their preferred route.

Camden Town Station

This document on TfL’s web site gives more details of the proposed capacity upgrade at Camden Town station. This schematic of the tunnels, platforms and walkways shows how the station could look in a few years time.

Note.

  1. New tunnels are shown in light grey.
  2. Existing tunnels are shown in dark grey.
  3. The Northbound platforms are above the Southbound ones.
  4. The tunnels in the foreground are those of the Charing Cross Line.
  5. The far tunnels are those of the Bank Line.
  6. The new Buck Street entrance is labelled 8.
  7. There is a new pedestrian tunnel between the two Northbound Lines.
  8. Below it is a new tunnel between the two Southbound Lines.
  9. There is an existing passage linking the four lines.

The full upgrade is very much on the back burner, but could Camden Town station be upgraded with the proposed extra cross passages.

  • These would enable passengers to change lines easily on the level.
  • Passengers changing between the Bank and Charing Cross Lines would be kept away from the existing escalators and the space at their bottom.
  • The tunnels would increase the circulation area.
  • The tunnels would be part of the new Buck Street entrance if it were to be built.

I feel with improved cross-platform interchange, Camden Town could function as an interchange station between the Bank and Charing Cross Lines.

A similar rule as I used for Kennington station would apply for passengers.

The rule would appear to be if you’re on one line and are going to a station on the other, you change at Camden Town station.

Staff would need to be on the platform to help those, who were changing direction.

But it would be a more comprehensive and easier interchange than Kennington, as all changes would be without steep stairs.

Once Camden Town station is working well with the new cross passages, I would then get a developer to put a large development on the proposed site of the Buck Street entrance, with a new entrance with lifts and escalators underneath, that reached down to the new cross tunnels.

After what the contractors did at Whitechapel, I suspect this could be achieved, whilst keeping the trains running and leaving the existing Camden Town station intact.

This Google Map shows the area between Camden Road and Camden Town stations.

Note.

  1. Camden Road station on the North London Line is in the North-East corner of the map.
  2. Camden Town station is at the bottom of the map towards the West.
  3. The Charing Cross Line to Edgware is under Camden High Street.
  4. The Bank Line to High Barnet is under Kentish Town Road.
  5. Buck Street is to the North of Camden Town station connecting Camden High Street and Kentish Town Road.
  6. The red-roofed building in Buck Street is the former Hawley School, which is now owned by Transport for London and is earmarked for the new station entrance.
  7. The Regent’s Canal, which has a convenient towpath, runs East-West across the map.
  8. A lot of development is happening on the North bank of the canal.

The map doesn’t show how difficult it is to walk between the two stations along the busy Camden Road.

In Between Camden Road And Camden Town Stations Along The Canal, I walked between the two stations along the canal and then up Kentish Town Road. It took me fourteen minutes in total with seven minutes between the canal and Camden Town station.

I believe the following will happen.

  • People living and working in the new developments will need access to Camden Town station.
  • The Regent’s Canal towpath will be updated into a safer walking route between Camden Lock and Camden Road station, that serves a lot of the developments.
  • More tourists will need to get to Camden Lock and the markets.

These will increase the need for extra capacity at Camden Town station.

The only way it will get built is by a private developer, who puts a lot of housing on the Buck Street site and sells it as quality housing in an iconic location.

A lot of politicians won’t like it, but solving the problems at Camden Town station, which is an overcrowding accident waiting to happen, is more important than their egos.

These pictures show some of the features of Camden Town station.

I believe Camden Town station could grow quickly into a very smooth interchange between the Bank and Charing Cross Lines.

In a few years time, when the Buck Street entrance is built, the capacity problems will be on their way to solution.

Finally, once the Buck Street entrance is complete, the original station can be refurbished.

 

Euston Station, Crossrail, Crossrail 2 and the Northern Line

Consider.

  • Euston station is a very busy station and it will be even busier, when High Speed Two opens.
  • Crossrail 2 will not be built before High Speed 2 opens.
  • The Victoria Line doesn’t connect to Crossrail.
  • The only connection between Euston station and Crossrail are the two branches of the Northern Line.

Splitting the Northern Line into the Bank and Charing Cross Lines will increase the number of Northern Line trains through Euston to at least sixty tph, if both lines can handle Victoria Line frequencies.

It looks to me, that making the Northern Line step-free at Euston is the best short-term alternative to building Crossrail 2.

Euston Station

Euston station is the third station, where the Bank and Charing Cross Lines connect.

This map from cartmetro.com shows the Northern Line through Euston station.

Note.

  1. The Northern Line is shown in black.
  2. The Victoria Line is shown in blue
  3. The Sub-Surface Lines are shown in purple and yellow.

In the map, the platforms are as follows going from top to bottom.

  • Platform 1 – Northbound – Northern – Charing Cross to Camden Town
  • Platform 2 – Southbound – Northern – Camden Town to Charing Cross
  • Platform 6 – Southbound – Northern – Camden Town to Bank
  • Platform 5 – Northbound – Victoria – Victoria to Walthamstow
  • Platform 4 – Southbound – Victoria -Walthamstow to Victoria
  • Platform 3 – Northbound – Northern – Bank to Camden Town

It  is a bit unusual as the cross-platform interchange between Bank and Victoria Lines involves a change of direction.

With the development of Euston station for High Speed Two, I am sure interchange between the two branches of the Northern Line and the other lines at Euston will be made step-free.

Plans have already been published that will connect Euston Square station and Euston station. I wrote about it in The New Step-Free Entrance At Euston Square Station.

These pictures are of Euston station.

I feel the wide Platform 6 could give scope for innovation.

Level Access Between Train And Platform

I believe that many platforms on the Northern Line can be modified to give level access between train and platform.

In Could Access Between Platform And Train Be Improved At Kennington Station?. I outlined how it could be achieved at Kennington station.

At Kennington station, all platforms are straight and this is a prerequisite to making the access level.

I also feel that any straight platform with a Harrington Hump could effectively be given a full length hump.

I suspect that a lot of stations could be converted to level access between train and platform

Conclusion

I believe that splitting the Northern Line would be very worthwhile.

 

 

 

 

 

 

 

September 27, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , | Leave a comment

Between Camden Road And Camden Town Stations Along The Canal

This walk is preferable to walking along the busy Camden Road with its heavy traffic and narrow pavements.

Note.

  1. The entrance is at the side of a Costa Coffee on the Camden Road.
  2. The canal seems to have more than its share of green algae.
  3. Hawley School in Buck Street will be the site of the new entrance to Camden Town station.
  4. Kentish Town Road could do with some decent buildings.
  5. It is not an area, that is short on graffiti.
  6. But is short on signage compared to some parts of the Regent’s Canal.
  7. It took me seven minutes walking along the canal and another seven minutes on Kentish Town Road. But I wasn’t walking fast.

The route is also an easy way to get to Camden Lock from Camden Road station, which avoids the chaos at Camden Town station.

September 25, 2021 Posted by | Transport/Travel | , , , | 1 Comment

Could London Overground Services To Stratford Be Extended To Meridian Water?

My arrival In Platform 11 at Stratford station has got me thinking!

And others too! Judging by the comments I’ve received.

Yesterday, I took a train from Dalston Kingsland station to Stratford station.

  • The train was the 0934 from Clapham Junction, which was timed to arrive in Stratford at 1038.
  • It arrived in Platform 11 at 1036.

In A London Overground Class 378 Train In Platform 11 At Stratford Station, I show pictures of the train in Platform 11 at Stratford station.

I suspected this was just a one-off occurrence, caused by a malfunction in a train or the signalling, which prevented my train from using the normal Platforms 1 or 2, that services to Stratford would use.

Although, looking at Real Time Trains, the 0938 train this morning, terminated in Platform 11. As it did on Monday and Tuesday this week.

  • This train was the only train from Clapham Junction station not to use Platform 2.
  • Checking days last week, it appears that this train always terminated in Platform 2.

So why did the service terminate in Platform 11?

Driver training is one possibility, so they can use the Platform 11, if there is a malfunction that stops them using Platform 2.

But is there a clue in the first picture, I took, when I arrived in Stratford?

The train in Platform 12 is the 1046 to Meridian Water, which arrived from Bishops Stortford at 1040.

Could it mean that there is to be a reorganisation of platforms at Stratford?

  • Platform 12 will be exclusively used by Greater Anglia for their West Anglia Main Line services.
  • Platform 11 will be used by London Overground.

In Using Platform 12 At Stratford Station, I described ending up on Platform 12, so I know it is possible, but when it happened information was bad for passengers, who didn’t know here they needed to go to continue on their way.

But why would London Overground need the extra platform?

These are my thoughts.

Do London Overground Need An Extra Platform At Stratford?

Currently London Overground services to Stratford are as follows.

  • Four tph – Stratford and Richmond
  • Four tph – Stratford and Clapham Junction

Note.

  1. tph is trains per hour.
  2. Both Class 378 and Class 710 trains can work the routes to Stratford.
  3. Eight tph can easily be handled by two platforms.

To handle more trains may need a third platform at Stratford for the London Overground.

Extra Trains Between Stratford And Canonbury

This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).

It says this about creating a third platform at Camden Road station.

This proposal would reinstate a third track and platform on the northern side of Camden Road station, utilising part of the former 4-track formation through the station.

The additional capacity provided would facilitate much greater flexibility in pathing options for trains on this busy central section of the NLL, opening up new options for future service provision and bolstering performance resilience.

Reinstatement of a third platform would enable platform 2 to be used as a central turnback, with platform 3 becoming the eastbound line for through London Overground services and the majority of freight.

Transport for London modelling suggests that the eastern end of the NLL, from Canonbury to Stratford, will see some of the strongest long-term demand growth on the Overground network.

A turnback platform will allow this to be addressed with peak capacity boosting services between Stratford and Camden Road and there would also be the option to operate these through the off-peak, which could offer a means of providing additional passenger capacity where it is most needed.

The availability of an additional platform would also aid performance recovery during perturbation on
the orbital routes.

Note.

  1. The strongest passenger growth on the North London Line (NLL), will be between Canonbury and Stratford.
  2. Extra services are proposed between Stratford and Camden Road stations.
  3. If you travelled between Highbury & Islington and Stratford before the pandemic, the trains only had space for a few extra very small people in the Peak.

I use this section of the North London Line regularly and suspect the route needs at least twelve tph.

Twelve tph into Stratford would probably mean that the London Overground would need a third platform at Stratford.

More Trains Serving Meridian Water

In the Wikipedia entry for Meridian Water station, this is said.

In August 2019, it was announced that funding had been approved for construction of a fourth platform and a new section of track between Tottenham Hale and Meridian Water to enable up to 8 trains per hour to serve the station at peak times.

This must be the earliest upgrade in history, after a new station has opened.

I got the impression, when the station was announced that it would have four tph to Stratford. Currently, there are just two tph.

Two tph between Stratford and Bishops Stortford also pass through without stopping.

If these called at Meridian Water in the Peak, then there would still be four tph to find.

An easy way to create four tph between Stratford and Meridian Water would be to extend four London Overground services from Stratford.

  • Services would call at Lea Bridge, Tottenham Hale and Northumberland Park stations.
  • Trains would pass through Platform 11 at Stratford.
  • Platform 11 at Stratford would be bi-directional.
  • The service could be run all day, at a frequency of four tph.
  • As these trains have their own track, they won’t delay the Cambridge and Stansted trains on the West Anglia Main Line.
  • A cross-London service between Meridian Water and Clapham Junction or Richmond, would be possible.

Note.

  1. London Overground would be responsible for the bulk of the Meridian Water service.
  2. London Overground’s four- or five-car trains would probably have sufficient capacity for the service.
  3. The main new infrastructure needed would be the fourth platform and a new section of track at Meridian Water station.
  4. Some improvements as specified in the London Rail Freight Strategy will be useful, as they will increase capacity on the North and West London Lines.
  5. My only worry would be, that can modern signalling handle four tph in both directions through Platform 11 at Stratford station.

What Will Be The Track Layout And Method of Operation?

The current track layout is simple.

A bi-directional third track has been laid between Lea Bridge junction, just to the North of Lea Bridge station and Meridian Water station.

  • It is to the East of the double-track West Anglia Main Line.
  • There are bi-directional platforms at Tottenham Hale and Northumberland Park stations.
  • There is a single terminating Platform 2 at Meridian Water station.

A train going between Stratford and Meridian Water stations does the following.

  • Leaves from Platform 11 or 12 at Stratford station.
  • Calls in Platform 2 at Lea Bridge station.
  • Switches at Lea Bridge junction to the bi-directional third-track.
  • Calls in Platform 2 at Tottenham Hale station.
  • Calls in Platform 2 at Northumberland Park station.
  • Terminates in Platform 2 at Meridian Water station.

A train going between Meridian Water and Stratford stations does the following.

  • Leaves from Platform 2 at Meridian Water station
  • Calls in Platform 2 at Northumberland Park station.
  • Calls in Platform 2 at Tottenham Hale station.
  • Switches at Lea Bridge junction to the Up line of the West Anglia Main Line.
  • Calls in Platform 1 at Lea Bridge station.
  • Terminates in Platform  11 or 12 at Stratford station.

The track layout can probably handle a maximum of two tph.

I suspect the upgrade will build on this layout to allow a frequency of at least four tph.

The following works will be done.

  • A fourth track to the East of the bi-directional third track will be built.
  • The fourth track will run between Tottenham Hale and Meridian Water stations.
  • I suspect the fourth track will split from the third track at a junction to the North of Tottenham Hale station. Could this be called Tottenham Hale North Junction? I will use that name, to make things simple!
  • A new Platform 1 will be built in Meridian Water station.
  • Trains going North between Tottenham Hale and Meridian Water will use the current bi-directional third track and will be able to terminate in either Platform 1 or 2 at Meridian Water station.
  • Trains going South between Meridian Water and Tottenham Hale will use the new fourth track and will be able to start from either Platform 1 or 2 at Meridian Water station.
  • I suspect, Northumberland Park station will need a new Platform 1 for Southbound trains. But the station was designed with that in mind.

A train going between Stratford and Meridian Water stations will do the following.

  • Leave from Platform 11 or 12 at Stratford station.
  • Call in Platform 2 at Lea Bridge station.
  • Switch at Lea Bridge junction to the bi-directional third-track.
  • Call in Platform 2 at Tottenham Hale station.
  • Call in Platform 2 at Northumberland Park station.
  • Terminate in Platform 1 or 2 at Meridian Water station.

A train going between Meridian Water and Stratford stations will do the following.

  • Leave from Platform 1 or 2 at Meridian Water station.
  • Use the new fourth track to come South.
  • Call in Platform 1 at Northumberland Park station.
  • Continue on the bi-directional third-track at Tottenham Hale North Junction.
  • Call in Platform 2 at Tottenham Hale station.
  • Switch at Lea Bridge junction to the Up line of the West Anglia Main Line.
  • Call in Platform 1 at Lea Bridge station.
  • Terminate in Platform  11 or 12 at Stratford station.

The track layout is effectively two double-track sections linked by a bi-directional single track between Lea Bridge Junction and Tottenham Hale North Junction.

  • On the double-track sections of the route trains can pass each other, as they are on different tracks.
  • Lea Bridge and Tottenham Hale stations are 1.9 miles apart.
  • Trains take three or four minutes between Lea Bridge and Tottenham Hale stations. Including the stop at Tottenham Hale on the single track section.

If trains could alternate through the single-track section, this would give a capacity  of well over four tph in both directions.

  • A train going North would wait in Platform 2 at Lea Bridge station until the previous Southbound train had cleared Lea Bridge junction, before proceeding North.
  • A train going South would wait at Tottenham Hale North Junction until the previous Northbound  had safely passed, before proceeded South.

I suspect that the trains need full digital signalling with a degree of Automatic Train Control.

But I suspect we could see six tph in both directions.

  • This would fit nicely, with London Overground’s ambition of six tph on all routes.
  • It could be increased to eight tph in the Peak, by arranging for an appropriate number of Greater Anglia services to and from Liverpool Street at Meridian Water.

I feel that a service that meets all objectives will be possible.

Proposals From The London Rail Freight Strategy That Might Help

These proposals from the London Rail Freight Strategy might help.

It does look to me, that the London Rail Freight Strategy was designed with one eye on improving the passenger train service between North-East and South-West London.

Taking The Pressure Off The Victoria Line

Consider.

  • If you’re going between Walthamstow and the West End or the major stations of Euston, Kings Cross, St. Pancras and Victoria, you will use the Victoria Line.
  • If you live in the new housing, being built at Meridian Water, currently you will be likely to hop to Tottenham Hale station and take the Victoria Line.

Consequently, Northern end of the line can get busy! And not just in the Peak!

But a four tph service between Meridian Water and Stratford, will encourage passengers to go to Stratford to take advantage of the Central and Jubilee Lines and Crossrail.

Hence there will be less passengers, who need to use the Victoria Line.

A Better Interchange Between Camden Road And Camden Town Stations

The essential upgrade of Camden Town station has been put on indefinite hold due to TfL’s financial position.

This is a big mistake.

  • Camden Town station gets dangerously full!
  • It would allow the splitting of the Northern Line into two independent lines, which would increase capacity of the current system.
  • Camden Town station is not step-free but Camden Road station has lifts.

Hopefully, it would result, in a better route between the two stations, rather than the polluted route on a narrow pavement.

I very much believe that the rebuilding of Camden Town station is the most important project to improve London’s Underground and Overground network.

But it won’t get built with the current Mayor, as he’s a South Londoner.

Could A Meridian Water and Clapham Junction Service Be An  Affordable Crossrail 2?

Consider.

  • Crossrail 2 will link Clapham Junction and Meridian Water via Central London and Dalston.
  • A Meridian Water and Clapham Junction service would link the two stations via Shepherd’s Bush, Old Oak Common, West Hampstead, Camden Road, Dalston and Stratford.

Each route has their connectivity advantages.

  • Both have good connections to Crossrail, Thameslink and the Bakerloo, Central and Jubilee Lines.
  • The London Overground route has good connections to the Victoria Line and High Speed Two at Old Oak Common.
  • Crossrail 2 serves important stations in Central London.

A Meridian Water and Clapham Junction service could be a valuable addition to London’s rail infrastructure without too much new expensive infrastructure.

Conclusion

An extension of some London Overground services from Stratford to Meridian Water would be worthwhile.

Implementation of this is made easier by the recommendations of the London Rail Freight Strategy.

 

 

 

I

June 25, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , | 5 Comments

London Will Still Need Crossrail 2 To Deal With HS2 Influx, London Mayor Predicts

The title of this post, is the same as that of this article on Building.

This is the first paragraph.

Sadiq Khan says he expects mothballed scheme will eventually get built.

I don’t disagree that it will eventually get built, but it will be long after both Sadiq Khan and myself have gone.

You might think, that as I live in Dalston, I would be very much in favour of Crossrail 2 being built as soon as possible.

But then, I’m a duck-and-diver and there will always be a quick route to get to Euston.

I currently use four routes regularly and coming home, if it’s late or I want to get home quickly to cook supper say, I can take a taxi for a reasonable price.

The easiest way is actually to walk about two hundred metres and get a 73 bus to directly outside Euston station.

I very much feel we need to improve access in London to High Speed Two and that this can be done by making sure several smaller projects are completed before High Speed Two opens.

Improved Underground Connections At Euston Station

This page on the High Speed Two web site, says this about the station layout and Underground connections at the rebuilt station.

HS2 will deliver eleven new 400m long platforms, a new concourse and improved connections to Euston and Euston Square Underground stations. Our design teams are also looking at the opportunity to create a new northerly entrance facing Camden Town as well as new east-west links across the whole station site.

I would suspect that connection to the Underground will have step-free options.

I wrote about Underground connections at Euston station in Ian Publishes Details Of Future Developments At Euston And Euston Square Underground Stations.

The developments certainly look comprehensive and include a new entrance in Gordon Street on the South side of Euston Road.

Note.

  1. The view is looking North.
  2. A tunnel from this entrance will lead to the Eastern ends of the platforms at Euston Square station, where it appears there will be at least escalator access.
  3. The tunnel will also lead into Euston station.
  4. It is a simple improvement, that shouldn’t be too challenging.

This diagram shows the layout of the tunnel.

It looks to me to be a neat design, that could be installed between Gordon Street and Euston Square stations without disturbing the traffic on the busy Euston Road.

Once the subway and the Gordon Street entrance were built, there would have these benefits.

  • There would be a step-free route between Euston and Euston Square stations.
  • It would be a shorter walk  in an air-conditioned tunnel, rather than currently along the very polluted Euston Road.
  • It would be the fastest way to transfer between Euston and Kings Cross or St. Pancras stations.
  • It would give excellent access to the other London terminal stations of Liverpool Street, Moorgate and Paddington.
  • It would give step-free access to Crossrail at Farrington, Liverpool Street, Moorgate, Paddington and Whitechapel
  • With a change at Farringdon or Liverpool Street to Crossrail, it would offer the fastest route to Canary Wharf.
  • The Gordon Street entrance would improve walking routes between Euston station and University College London and other buildings on the South side of Euston Road.

I also suspect that as this project is part of the rebuilding of Euston station for High Speed Two, that it will be completed before Euston station opens for High Speed Two.

If possible, it should be built much sooner to improve access between Euston station and the sub-surface lines.

Once open, even without other improvements at Euston station, this subway would improve access to Euston station by a very substantial amount.

Camden Town Station Upgrade

In 2015, I went to see an exhibition about the proposed expansion of Camden Town station and wrote The Camden Town Station Upgrade Exhibition.

I believe this upgrade should be delivered before High Speed Two opens around the end of this decade.

But due to the financial problems of Transport for London, this project has now been kicked into the long grass.

The Wikipedia entry for Camden Town station, states that upgrading the station will take four years.

Northern Line Split

The completion of the Camden Town Station Upgrade will enable the splitting of the Northern Line into two separate lines, after the completion of the Northern Line Extension to Battersea and the Bank Station Upgrade.

  • Northern Line West – Edgware to Battersea Power Station via Camden Town, Euston, Charing Cross and Waterloo.
  • Northern Line East – High Barnet to Morden via Camden Town, Euston, Kings Cross, Moorgate, Bank and London Bridge.

Each branch will be running at least 24 trains per hour (tph) and will significantly increase capacity between High Speed Two and other terminal stations and the City of London.

The Northern Line should be split into two lines by the time High Speed Two opens, but with no start date in sight for the Camden Town Station Upgrade, this might not be possible.

Victoria Line Improvements

The Victoria Line or Dear Old Vicky probably won’t be able to help much, but I do think it would be feasible to improve the three most inadequate stations on the line.

I doubt the money can be found to carry out these improvement projects, that are essential, but very much smaller than the Camden Town Station Upgrade.

Sub-Surface Lines Improvements

The big project on the Circle, District, Hammersmith & City and Metropolitan Lines is the Four Lines Modernisation (4LM) project.

  • It is an upgrade of the trains, track, electrical supply, and signalling systems.
  • This will add 27 % more capacity in the Peak.
  • As anybody will know, who has been to a major event at Wembley Stadium, the new S8 Stock trains, that have been running for a few years now, have an almost infinite capacity.
  • Incidentally, the S8 Stock trains hold 1350 passengers, which is not far short of the 1500 that each Crossrail Class 345 train can hold.
  • Euston Square station will have a step-free connection from the rebuilt Euston station complex.

Most of the Modernisation will be completed by 2023.

I believe that the sub-surface lines will become the main method to get to and from the upgraded Euston station, until Crossrail 2 is built.

  • There will be direct trains to around seventy stations from Euston Square station.
  • With a change at Paddington to Crossrail, there is a route to Heathrow Airport and Reading.
  • With a change at Farringdon or Liverpool Street to Crossrail, there is a route to East London, Canary Wharf and South East London.
  • With a change at Farringdon to Thameslink, there are routes to over a hundred stations.
  • With a change at Whitechapel to the East London Line, there are routes to North, East and South London.

When you consider that the Metropolitan Line opened in 1863 and was the first passenger-carrying underground railway in the world, hasn’t it done well?

When the Euston Square station upgrade is complete, I will probably use that route to get home from Euston, changing on to a bus at Moorgate, which stops close to my house.

Old Oak Common Station

High Speed Two’s Old Oak Common station is introduced like this on this page on the High Speed Two web site.

Old Oak Common is a new super hub set to be the best connected rail station in the UK.

This map from Transport for London shows the various lines at the station.

Note.

  1. The bright blue line is High Speed Two.
  2. The purple line is the Great Western Main Line and Crossrail.
  3. I suspect that the interchange between these three lines will be a good one.
  4. Will all Great Western services stop at Old Oak Common station?
  5. The orange lines are London Overground services, with two new stations; Old Oak Common Lane and Hythe Road close to the main Old Oak Common station.
  6. The green line is the Southern service between Milton Keynes and South Croydon.
  7. The red line is the Central Line and it could be joined to the main station.
  8. There are plans for a West London Orbital Railway, from Brent Cross and West Hampstead in the North to Hounslow and Kew Bridge in the West, that would call at the main Old Oak Common station.

Old Oak Common station could be well connected to most of London, through its Crossrail. London Overground and West London Orbital connections.

It is my view that these three smaller projects must be completed before the opening of High Speed Two.

  • Hythe Road station
  • Old Oak Common Lane station
  • West London Orbital Railway.

None of these three projects would be very challenging.

Chiltern Railways And High Speed Two

Chiltern Railways already have a London Marylebone and Birmingham Moor Street service

Birmingham Moor Street station will be close to High Speed Two’s Birmingham Curzon Street station.

Plans exist for a second London terminus for Chiltern Railways close to the main Old Oak Common station.

  • Could Chiltern Railways become a partner for High Speed Two on routes like between Leeds and Banbury?
  • They could certainly bring passengers to Old Oak Common from Buckinghamshire, Oxfordshire and Warwickshire.
  • One of my principles on High Speed Two, is that it should be a One-Nation railway.

Old Oak Common would be a very different station to Marylebone with its very useful Crossrail. London Overground and West London Orbital connections.

The terminal for Chiltern Railways at Old Oak Common is another project that should be completed before the opening of High Speed Two.

The Duality Of Euston and Old Oak Common Stations

Euston and Old Oak Common stations could almost be considered to be one station.

  • All High Speed Two trains terminating or starting at Euston also call at Old Oak Common station.
  • They will be just five minutes apart.
  • Both stations have comprehensive networks of connections.
  • Taken together the connections from both stations cover most of London and the South East.

There could be advantages for both operators and passengers.

  • Would a ticket to and from London Terminals be usable at both stations?
  • For some London destinations, passengers might prefer to use one terminal or the other.
  • By changing at Old Oak Common to Crossrail will probably be the fastest way to Heathrow, the West End, the City, Canary Wharf and other places.
  • Passengers could make the decision about the London terminal to use en route.
  • Operators sometimes put the cleaning crew on the train at the last station before the terminal to save time in the turnround. The closeness of the two stations would enable this.

I think the London end of High Speed Two has been designed to make it easy for the operator and passengers.

The Losers If Crossrail 2 Isn’t Built

Crossrail 2 will provide better access to High Speed Two and the London terminals of Euston, Kings Cross, St. Pancras and Victoria for parts of London and the South East.

Victoria Line Passengers

The Victoria Line will have interchanges with Crossrail 2 at the following stations.

  • Tottenham Hale
  • Euston and Kings Cross St. Pancras on the Victoria Line and Euston St. Pancras on Crossrail 2
  • Victoria

Note.

  1. Crossrail 2 will relieve capacity on the Victoria Line between Tottenham Hale and Victoria
  2. There will be a very comprehensive interchange at Euston St. Pancras to serve High Speed Two, Eurostar and classic lines out of Euston, Kings Cross and St. Pancras.

From what has been disclosed about the connrection between Euston and Euston Square stations transfer between Euston and Kings Cross and St. Pancras will be a lot easier than it is now.

This reworking of the poor connection to Euston Square station might take some pressure off the Victoria Line.

It might also might be possible to squeeze more trains down Dear Old Vicky.

Passengers On The Suburban Lines Into Waterloo

The suburban lines into Waterloo will go into tunnel at Wimbledon and connect directly to Victoria, Euston, St. Pancras and Kings Cross.

This will be superb access for South West London to four major London terminals.

Without Crossrail 2, passengers  will have to use one of these routes to get to and from Euston.

  • Change at Waterloo to the Northern Line.
  • Change at Waterloo to the Bakerloo Line and then at Oxford Circus to the Victoria Line.
  • Change at Vauxhall to the Victoria Line.

Could it be, that the Northern Line Extension should be extended to Clapham Junction station, as it is an aspiration over a safeguarded route under Battersea Park?

In An Analysis Of Waterloo Suburban Services Proposed To Move To Crossrail 2, I showed it was possible to run a Crossrail 2 schedule of four tph into Waterloo station, if the following were done.

  • More platform capacity in Waterloo.
  • Modern high-performance 100 mph trains like Class 707 trains or Aventras.
  • Some improvements to track and signals between Waterloo and Wimbledon stations.
  • Wimbledon station would only need minor modifications.
  • A measure of ATC between Waterloo and Wimbledon stations.

This would not be a large project

Passengers In Balham And/Or Tooting

Crossrail 2 is planned to run between Wimbledon and Victoria via the following stations.

Note.

  1. Crossrail 2 should take pressure off the Northern Line.
  2. Public Opinion is against King’s Road Chelsea station. How will their cleaners, cooks and nannies get to work? Especially, as the roads in the area are already jammed by Chelsea tractors.
  3. The original route favoured Balham to give an interchange with National Rail. Tooting Broadway also has geological problems for the tunneling.
  4. On the other hand, Sadiq Khan supports the route through Tooting Broadway, which better serves his former constituency.

This Map from cartometro.com shows the rail lines in the area.

Note.

  1. Balham station in the North is an interchange station between the Northern Line and National Rail, with a possible four National Rail platforms.
  2. Tooting Broadway is a simple through station on the Northern Line.
  3. The next station after Wandsworth Common towards London is Clapham Junction.
  4. Transport for London have been advocating a new Streatham Common station, that would be an interchange between the lines through Streatham Common and those through Streatham.
  5. Streatham and Tooting stations are on the Wimbledon Loop Line, which only carries two tph in both directions.

Since I have been writing this blog, there have been several ideas to make better use of the National Rail lines in this area.

There was even a plan that I wrote about in 2016 called The Streatham Virtual Tube.

  • Trains would run through Streatham Common, Streatham, Streatham, Hill, Balham, Wandsworth Common, Clapham Junction and into Victoria.
  • Trains could also go North from Clapham Junction to Old Oak Common for High Speed Two.
  • The Streatham Common Interchange would be built. This would give a useful interchange to the Wimbledon Loop Line.
  • There would be four tracks through Streatham.
  • A tunnel would be build to allow trains to go through both Streatham and Streatham Hill stations.
  • It would have an interchange at Balham with the Northern Line.
  • It could have an interchange at Clapham Junction with an extended Battersea Branch of the Northern Line.
  • Suppose it had a frequency of perhaps six or even ten tph.

I think it might work, but it shows what can be done, with a bit of out-of-the-box thinking.

Passengers In Dalston And Hackney

One of the entrances to the proposed massive double-ended Crossrail 2 station at Dalston will be at the end of my road and very close to where my mother used to work and where her mother was actually born.

East London had not had major rail improvements since the 1950s and 1960s, when most of the lines into Liverpool Street were electrified and the Southbury Loop was reopened.

But since the creation of the Overground in 2007 from the remains of the ill-performing Silverlink, with the addition of new trains and ticketing and a good clean, there has been a series of smaller projects that have been completed, in and around East and North London.

Note.

  1. There have also numerous smaller upgrades like the addition of lifts to several stations.
  2. Stations between Stratford and Shenfield have been upgraded for Crossrail.
  3. There has also been considerable upgrades to the electrification, which in some places was not in the best of condition.
  4. Most lines have a frequency of four tph or more.

Some may feel that East London has done well with rail improvements in the last few years.

I would agree in some ways, but would counter by saying that before the Overground was created, East London’s were in a terrible state and their state today is a excellent example of what can be achieved by good design, planning and execution, without spending vast sums.

East London and the boroughs of Enfield, Hackney, Haringey, Newham and Waltham Forest in particular, now have a good rail network, that is going to get a lot better with the addition of Crossrail.

  • The North London Line is about half a mile to the North of where I live and can walk to two stations or get a bus to another three.
  • Crossrail will be a couple of miles to the South with station entrances at Moorgate, Liverpool Street, Whitechapel and Stratford.
  • There are four electrified railway lines with new trains, which run North-South with connections to the two East-West lines.
  • Although my quickest way to Crossrail will be a bus from close to my house to outside Moorgate station.
  • I suspect that everybody in the Borough of Hackney and the Eastern part of Islington will be able to get to a Crossrail station in well under thirty minutes.
  • In addition, from where I live the Gospel Oak to Barking Line runs a couple of miles North of the North London Line.

I believe that Dalston’s success over the last decade has been a collateral benefit of its comprehensive rail system, supported by lots of shiny new buses.

Does Dalston want Crossrail 2? Probably, Yes!

Does Dalston need Crossrail 2? Possibly, No!

Do other areas of large cities need Dalstonisation of their railway and bus systems? Absolutely!

I certainly don’t regret moving to Dalston!

Note that one of the reasons I’m so keen on the West London Orbital Railway is that it could do the same for North West London, as the Overground and the Lea Valley Lines have done for North East London.

Passengers Along The Lea Valley

Crossrail 2 will connect the Lea Valley Lines to Dalston and on to Central London.

It will involve the following changes to the West Anglia Main Line.

  • Four-tracking of the route at least as far as Broxbourne.
  • A junction South of Tottenham Hale station will connect the route to a tunnel to Dalston.
  • Level crossings at Brimsdown, Enfield Lock and Cheshunt will be removed.
  • Like Crossrail, stations would be substantially step-free.
  • The signalling will be upgraded to full in-cab digital ERTMS signalling, that is used by Crossrail and Thameslink under London.

This would enable 10-15 tph running between Tottenham Hale and Broxbourne stations.

With all the development going on around Cambridge and possible expansion of Stansted Airport, I believe that even if Crossrail 2 is not build, then there will be pressure to four-track the West Anglia Main Line, remove the level crossings and improve the stations and signalling.

If this were to be done, then there is an interim plan that could be implemented that I wrote about, four years ago in Could A Lea Valley Metro Be Created?

I envisaged the following.

  • Updating the West Anglia Main Line to four-tracks and a standard suitable for Crossrail 2.
  • Using the double-track loop at Stratford  as the Southern terminal, for some of the trains.
  • Updating the Victoria Line stations. The major interchange at Tottenham Hale station has already been improved substantially.
  • Providing an appropriate service between Stratford and Broxbourne stations.
  • Terminating some Stansted and Cambridge services in the Stratford Loop, as Stratford has better connections to South London and Kent than Liverpool Street.
  • Integrating Lea Valley Metro, London Overground and Greater Anglia services to Bishops Stortford, Cambridge and Hertford North stations.

Note.

  1. All services connect to Crossrail and the Central Line at the Southern end.
  2. Services to Liverpool Street connect to National Rail services, the Lea Valley Lines of the London Overground and the Circle, District and Metropolitan Lines.
  3. Services to Stratford connect to National Rail services, the North London Line of the London Overground and the Jubilee Line.
  4. Could alternate trains serve Liverpool Street and Stratford?
  5. Could splitting services between Liverpool Street and Stratford mean that the largest proportion of routes have just a single change?

As Transport for London and the train operating companies know where passengers want to go and actually go, I’m sure that a service pattern, that is acceptable to all could be created.

Conclusion

Crossrail 2 is quoted as being a £33 billion project.

I believe that with a good review lots of money could be saved and other smaller projects could be planned and executed to handle the expected increase in the number of passengers.

I would do the following.

  • Camden Town station – Upgrade
  • Chiltern Railways – Build their connection to Old Oak Common station
  • Euston Station – Improve connections to Euston and Euston Square Underground stations.
  • Northern Line – Extend the Battersea branch to Clapham Junction
  • Northern Line – Split Into Two Lines
  • Overground – Build Old Oak Common Lane and Hythe Road stations
  • Southern – Build the new Streatham Common station and implement The Streatham Virtual Tube.
  • South Western Railway – Run four tph on all proposed Crossrail 2 routes into Waterloo station
  • Victoria Line – Upgrade Highbury & Islington, Oxford Circus and Walthamstow Central stations and increase the frequency if possible
  • West Anglia Main Line – Upgrade ready for Crossrail 2 and develop the Lea Valley Metro

All of these projects would have their own benefits, whether Crossrail 2 is built or not!

Only when the needs of all passengers have been assessed in a few years, should we make a decision about Crossrail 2.

 

 

 

 

 

 

March 27, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , | 8 Comments

The Camden Town Station Upgrade Exhibition

This afternoon I went to the Camden Town Station Upgrade Exhibition at the Trinity United Reformed Church, Buck Street, Camden Town NW1 8NJ.

It will be on tomorrow and Saturday.

I did get a few questions answered and I have a few comments.

  1. This capacity upgrade is only concerned with the upgrade to Camden Town station and has nothing to do with improving the routes between this station and Camden Road station.
  2. I do think that provision should be made for a connection, even if it isn’t made until quite a few years.
  3. As in the current station, steps will still normally be used to access the two Southbound platforms from the main circulating space.
  4. For those needing step-free access to and from the surface, there will be a second lift lobby at Southbound platform height, below the main circulating space.
  5. Anybody crossing between the two Southbound or the two Northbound platforms will have a step-free route across.

I think that it is important that in addition to upgrading the capacity at Camden Town station, that the routes between the two Camden station; Town and Road should be improved for the following reasons.

  1. Camden Road is a station with full step-free access and if you lived or were staying within easy reach of the North London Line, you might find the route a much better alternative for going to the attractions of Camden Town and Camden Lock. I sometimes go for a coffee with my son, who works in Camden Town by that route from Dalston.
  2. Camden Lock is five hundred metres from Camden Road station and three-hundred and fifty metres from Camden Town stations and the longer route can be less busy.
  3. Walking between Camden Road station and Camden Lock has been improved recently, by creating a set of steps down from Camden Road to the Regent’s Canal. This may encourage many to walk to the Camden Lock area along the canal.
  4. Using Camden Road station or a bus for leaving the area avoids using the long spiral staircase to descend to the Northern Line at Camden Town station, which at times is the only route to the platforms.
  5. During the building of the capacity upgrade at Camden Town station, any alternative route that takes pressure off the station will be welcomed.
  6. The current walking route along Camden Road is very crowded and involves two crossings of roads on controlled crossings.
  7. Access to buses could be better thought out.

I would do the following.

  1. Improve the Regent’s Canal route between Camden Road station and Camden Lock. At present it is a bit difficult at the Camden Lock end, due to the development of Hawley Wharf.
  2. Improve the steps from the canal to Kentish Town Road, so that, when the Buck Street entrance to Camden Town station is opened, you have a shorter walk between the two stations.
  3. The Kentish Town Road steps could also provide a possibly quicker route to Camden Lock and the Roundhouse from the Buck Street entrance.

In addition lots of maps and signposting could point out some of the myriad routes and short-cuts in the area.

Eventually, a second entrance could be built at an expanded Camden Road station in the area of Camden Gardens.

Perhaps, by building much of the entrance in the three empty arches under the railway and using external lifts and escalators as has been done in buildings like the Pompidou Centre, the Lloyd Building or Deansgate-Castlefield tram stop in Manchester.

This Google Map shows the area.

Camden Gardens, Camden Lock And Buck Street

Camden Gardens, Camden Lock And Buck Street

Camden Gardens is at the top right around the viaduct of the North London Line, which runs across the map to Camden Lock. Kentish Town Road goes almost North-South through the area, with Buck Street towards the bottom. The triple building is the school that currently occupies the proposed station site. I would estimate that the distance between Camden Gardens and Buck Street could be little more than two hundred metres.

Perhaps, the Buck Street entrance building, needs a back entrance on Kentish Town Road?

To finish this is a picture of the viaduct across Camden Gardens.

The North London Line Crosses Camden Gardens

After being rebuilt since the freight train crash of a couple of years ago, I’m sure another good use can be found for it.

 

 

October 21, 2015 Posted by | Transport/Travel | , , , , , | 4 Comments

More On The Camden Town Station Upgrade

This document on TfL’s web site gives more details of the proposed capacity upgrade at Camden Town station. This schematic of the tunnels, platforms and walkways shows how the station could look in a few years time.

Camden Town Station Schematic

Camden Town Station Schematic

Note the following.

  • The Northbound platforms are above the South ones.
  • The triple escalators (7) and double lifts (8) at the left, leading down the the circulation space (9), which is shared with two escalators of the existing station.
  • There is a new cross passage between the two Northbound platforms, which means that the interchange between the Northbound  High Barnet and Edgware branches is a simple walk across, as it is now in the current station.
  • The cross passage between the two Southbound platforms, is a bit more complicated, as the platforms are beneath the level of the circulation space. Judging by the large ends of the passage in the schematic, I suspect that as at Angel short escalators will give access to the platform.
  • These short escalators would also help those passengers, who’ve gone the wrong way, as we all done from time to time, change direction.
  • Would the current cross-platform connections with their steps down to the Southbound platforms just be refurbished or would they be changed to give a direct step free connection between the two Southbound platforms?
  • The current emergency stairs are shown and I suspect that a bit of remodelling in this area, could improve cross-platform connections.

At a first look I see two problems with the design.

Obviously, the route between the two Northbound platforms and to the circulation space and the lifts is step-free, but I can’t see how this is the case for the Southbound platforms. It could be that lifts will be provided to access the platforms from the circulation space, or the main lifts will go down another level to what appears to be a a second cross passage, which appears to connect the two Southbound platforms and by-pass the stair or escalators to the circulation space.

I also can’t see how the station could be connected to Camden Road station. Unless the route from say escalators and lifts down from the London Overground station feed into a tunnel, which is an extension Northwards from the lift lobby.

An uncovered walking route between the two Camden stations, is not a solution that is acceptable, in the present and passengers in the future will demand something a lot better.

I shall be going to the exhibition in the next couple of days and all will probably be clear.

 

October 20, 2015 Posted by | Transport/Travel | , , , | Leave a comment

Further Investigations Around Camden Town

As there was nothing else to do, and I’d watched Match of the Day last night, I went to Camden Town to investigate the area and see if I could get any pictures of the disused lines that looped round Camden Road station.

I walked up Camden High Street and then turned into Hartland Road, where in 1970 we nearly bought a newly-refurbished house for six grand. I wrote It Always Rains On Sunday, about a film shot in the road. The house we tried to buy could have been the one in the film or one of its neighbours.

I then went in a circle following The North London Line before I ended up on Royal College Street, from where I entered the station to get a train home to Canonbury.

As I did in Camden Town Station Capacity Upgrade, I can add a few conclusions and questions.

  1. What is happening between Hawley Road and the Regent’s Canal? This Planning Framework from Camden Council gives some history and some rules.
  2. The loop around the station ends in a stub end above Camden Gardens.
  3. The arches underneath the loop seem to be in good condition.
  4. The arches under the railway in Camden Gardens have no obvious current use.
  5. There would appear to be enough space to create any platform extensions needed at Camden Road to accommodate the planned six car trains.
  6. The extended platforms could probably reach to Camden Gardens.
  7. Could escalators and/or lifts to connect Camden Road and Camden Town stations be built into the empty railway arches in Camden Gardens?

As I said previously, there is a lot of scope to do something really good in this area. Further digging has led me to this article in the Evening Strandard, which has this picture of what is now called Camden Lock Village.

Camden Lock Village

Camden Lock Village

Note how the rail lines thread their way through the development.

This is said by the Standard about the development.

The plan for the project will feature 170 new homes, of which 156 are private and the rest affordable housing. There will also be new shops and market pitches and 100,000 square feet of offices.

Building firm McLaughlin & Harvey has also been hired to build a primary school and nursery.

If you add in the number of visitors already going to the area, I can’t believe that serious thought has not been given to how the development will effect the new Camden Town station and its relationship to Camden Road station.

We could be seeing some interesting plans, when TfL show them in full on Wednesday and Thursday this week.

If as I suspect TfL decide to go to for a full Camden Interchange, where the following lines meet.

  • North London Line
  • Edgware – Charing Cross – Battersea – Clapham Junction Section of the Northern Line
  • High Barnet – Bank – Morden Section of the Northern Line

Then I feel that they will throw other services into the Interchange.

TfL have talked for years about reopening Primrose Hill station on the line between Camden Road and Queen’s Park on the Watford DC Line. Who knows if it will happen?

Something that will happen is an increase in frequency and capacity on both the North and East London Lines. This will mean a full Camden Interchange is more likely.

What is often the biggest constraint on frequency is turning the trains at the end of the line. I do wonder if the former loop at Camden Road station could be used as a turnback platform for trains from the East. It’s certainly a possibility.

I can remember when the current London Overground was designed, that there was talk of some East London Line trains terminating at Willesden Junction. So perhaps in the future we might see a service from Crystal Palace to Willesden or Camden Road via Highbury and Islington.

One of the rules of scheduling is to match your available resources to the needed demand. So as TfL have all the details about complete passenger journeys including any changes, they know the pattern of services that will result in the most efficient loading of the trains.

Passengers on the whole are intelligent, so when a new service is provided, they will check it out to see if it gives them a better journey. If it does they will continue to use it. This phenomena explains why both new roads and rail lines generally attract more traffic than was originally forecast.

 

October 18, 2015 Posted by | Transport/Travel | , , | Leave a comment

Camden Town Station Capacity Upgrade

Camden Town station on the Northern Line of the London Underground is one of the most congested stations on the network.

It finally looks like something is happening to ease the problems as this consultation is now on the TfL website.

TfL’s first rebuilding plans are described in Wikipedia and they needed a lot of demolition. Wikipedia says this.

Apart from complaints about destruction of one of the ox-blood tiled station buildings, there is a significant controversy over the demolition of the buildings to the north. Complaints particularly centred on London Underground’s desire to replace the buildings with modern construction said to be out of place and out of scale with the remainder of Camden Town, together with complaints about the loss of the buildings and market themselves. This led to a public inquiry being held. In January 2004, consultants Arup published plans commissioned by Save Camden, a group of local market traders, for a remodelling that would preserve the majority of the threatened buildings, including the market. In 2005 Transport for London lost its appeal to the office of the Deputy Prime Minister and the scheme has been cancelled.

So this has led to the current plan, where TfL are proposing a second entrance on Buck Street. They say this in the consultation.

A possible site for a new station entrance would be on Buck Street, between Camden High Street and Kentish Town Road. It would lead to three new escalators and two lifts. Below ground there would be more space to change between trains. This would in turn enable future capacity benefits on the Northern line.

The most significant point is the capacity upgrade on the line, which involves splitting the Northern Line into two.

  • The Edgware Branch would take the Charing Cross route to Kennington before continuing to Battersea and eventually Clapham Junction.
  • The High Barnet Branch would take the Bank route to Kennington and then go to Morden.

The only thing stopping this is the current mess that is Camden Town.

I would assume that this upgrade would include an easy walk-across for passengers changing between the two new lines at Camden Town.

On the surface, it would appear that little will be done, except to build the new station entrance on the site of a closed school. This map shows the position of the new entrance.

New Entrance To Camden Town Station

New Entrance To Camden Town Station

It would be ideally placed for the hoards of visitors going to and from Camden Lock and the various markets.

It is also worth looking at the layout of lines in the area.

Camden Town And Camden Road Stations

Camden Town And Camden Road Stations

Note how Camden Road station is actually quite close to the northern end of the platforms at Camden Town station.

So would it be possible to create a better link between the two stations?

I would certainly feel that when the Northern Line is split and extended to Battersea, many people would use the interchange. I certainly would, as getting to places like Charing Cross or Waterloo is one of those journeys you don’t start from Hackney.

future.

In Transport for London’s London Infrastructure Plan for 2050, this is said.

This will allow, for example, higher frequency services out of terminals such as Victoria to South London centres such as Croydon and the development of major interchange hubs that act in a similar way to Clapham Junction in the South West. e.g. Camden Interchange between Camden Road and Camden Town stations.

So obviously, TfL are thinking along these lines.

The two stations are an official out-of-station interchange.

A Google Map also shows Buck Street and the North London Line.

Buck Street To Camden Road

Buck Street To Camden Road

 

Buck Street is the curved road in the bottom left corner of the map, just above the white building which is Camden Market. On the North side of the street is Hawley Infant and Nursery School, which will become the site of the second entrance to Camden Town station.

The North London Line runs across the top of the map with Camden Road station at the right. It is worthwhile noting the fork in the line.

  • The southern arm is a freight-only line, that leads to the disused Primrose Hill station and the Watford DC Line.
  • The northern arm is the North London Line to Willesden Junction.

At one time it was proposed that changes be made here, as detailed in Wikipedia, but nothing seems to be planned at the moment.

The only thing the proposal shows is that TfL have been thinking hard about this area.

But I do think that London’s universe-class tunnellers could create an escalator connection between the two stations, if that was decided how the interchange was to be created.

There could also be other simpler ways to create better walking routes between Camden Road station and Buck Street. I will have to check, but I don’t think it is possible to walk along the tow-path of the Regent’s Canal.

Later I took a train to Camden Road station and then walked by a roundabout route to Camden Town station.

Do I have any conclusions and questions?

  1. The current walking route between the two stations is crowded and possibly dangerous. It also involves crossing two roads at lights.
  2. Because there is now steps down from Camden Road to the Regent’s Canal Tow Path, there is already a walking route between Camden Road station and Camden Lock, which does not mean any roads have to be crossed. Some improvements to the surface and perhaps guard and hand rails would need to be made to bring it up to a safe standard.
  3. It might be possible to install lifts, at Camden Road, Kentish Town Road and Camden Lock to make the tow path fully-accessible to all.
  4. Until Camden Town station is extended and improved, it could be sign-posted as an alternative route to Camden Lock.
  5. As you approach Camden Lock, where the railway runs along the Regent’s Canal, what plans are there for development in the area?
  6. The Regent’s Canal Tow Path, would also enable a walking route between Camden Road station and the new Buck Street Entrance to Camden Town station.
  7. It would appear that the Hawley Infant and Nursery School is not a bad place for a second entrance to Camden Town station, as it is well placed for the attractions between Camden Town and Camden Lock.
  8. The Buck Street site is probably big enough to create a second entrance, which has a capacity substantially greater than the current station. The consultation talks of three new escalators and two lifts, but capacity is often determined by the space at the bottom of the lifts/escalators, which I’m sure would be more than adequate.
  9. The area round Camden Town station is more than incredibly busy.
  10. There are bus stops everywhere and they could do with being reorganised. As an example, getting a bus to London Zoo is not very easy.
  11. There are quite a few low-grade buildings in the area, that few would miss.
  12. How was planning permission for the Sainsbury’s supermarket obtained?
  13. Incidentally, the store was built in 1988, so it must be coming up for refurbishment soon.

But looking at the North London Line as it passes over Camden Gardens and along the canal, it struck me that something dramatic and modern, but that still fitted in with the surroundings could be created that connected the high viaduct of the North London Line to the ground below and then by escalators and/or lifts to the Northern Line tunnels. I then looked at the Google Map of the area from Camden Road station to Camden Gardens.

To The West Of Camden Road Station

To The West Of Camden Road Station

Note the disused twin-track rail loop around Camden Road station to the north side of the station. There is also a smaller space on the south side that leads almost to Camden Gardens.

Surely, an imaginative architect could use these resources to extend the station to the area of the gardens, from where some means of descending and ascending would be provided. Large lifts or escalators fully enclosed in glass would be something I’ve seen elsewhere and they would contrast well with the bricks of the viaduct.

With my project management hat on, I also believe that TfL have chosen a design, that will be easy to build.

  • Phase 1 – Build the second entrance with its lifts and escalators as almost a second station connected to the existing platforms. There is another station on the Underground that is effectively two stations – Knightsbridge, because of Harrods.
  • Phase 2 – Open the second entrance and prove that it can handle all the passengers who want to use the station.
  • Phase 3 – Close and refurbish the existing station.

The link to Camden Road station would probably be incorporated into Phase 1.

I don’t know anything about the safety arrangements of stations, but surely a twin station’s duplication must make it simpler.

There is a chance to create an iconic Camden Interchange station, that truly reflects the unconventional nature of Camden Town.

 

October 17, 2015 Posted by | Transport/Travel | , , , , , | 1 Comment