The Anonymous Widower

The London Overground Is Still Running Four-Car Class 378 Trains

This picture shows the three spare cars, that were taken from three five-car Class 378 trains to make them short enough to work the Gospel Oak to Barking Line.

I would have thought that the trains would have returned to their full length, but they have been put into service on the Watford DC Line.

Perhaps, London Overground want to keep them at four-cars, as a precaution against a serious bug in the Class 710 train’s computer system.

Only when the Class 710 trains are behaving impeccably will the full length be restored.

Trains On The Watford DC Line

As it is, the services on the Watford DC Line are being changed from three x five-car trains per hour to four x four-car trains per hour.

This is roughly the same number of cars per hour, but at a higher frequency.

According to Wikipedia seven Class 710 trains are needed for the full service.

July 26, 2019 Posted by | Transport | , , , , | Leave a comment

The Coolest Trains In London

It was hot in London today, so I thought I’d investigate how well the New Class 710 trains on the Gospel Oak to Barking Line.

I did the following journeys.

  • A 141 bus from my house to Harringay Green Lanes station.
  • A Class 710 train between Harringay Green Lanes and Gospel Oak stations.
  • A Class 710 train between Gospel Oak and Blackhorse Road stations.
  • A Victoria Line train between Blackhorse Road and Highbury & Islington stations.
  • A Class 707 train between Highbury & Islington and Moorgate stations.
  • After doing some shopping, I took a 141 bus to my home.

I took these pictures on the route.

Some observations.

Passengers Towards Gospel Oak Weren’t Numerous

The train going to Gospel Oak station wasn’t very full, wil only about half the seats taken.

The Train From Gospel Oak Was Packed

It was rather different going back, as every seat on the train was taken and there were passengers standing.

The Seats And Air In The Train Were Comfortable

I would certainly recommend a trip in a Class 710 train on a hot day, as a means to cool off.

Let’s hope that all the other classes of Aventras have the same quality of air-conditioning.

The Victoria Line Wasn’t Busy

The air and temperature ion the Victoria Line wasn’t bad, but it wasn’t of the same quality as the Class 710 train.

But the trip made me think that passengers avoid the deep tube in hot weather.

Class 707 Train To Moorgate

I used the cross-platform interchange at Highbury & Islington station to switch to a Class 707 train, running a Great Northern service to Moorgate station.

The air-conditioning was working well and the two other passengers remarked that it was good in this hot weather.

It’s a pity that these trains have ironing-board seats.

Will These Trains Cut Crime?

When I moved to Dalston in 2010, the service along the North London Line was just being launched and wasn’t fully running until May 2011.

Dalston was the haunt of aimless youth and it wasn’t the best place to live.

Nine years on and it has all changed.

The youths have disappeared and the perceived threat of crime seems down. So where have they all gone?

From stories I have heard, public transport has improved so much, that a large proportion of the youths, have discovered something better to do! It’s called work.

  • New Class 378 trains
  • North London Line trains have gone from four trains per hour (tph) to eight.
  • East London Line trains didn’t exist in 2010 and are now sixteen tph.
  • There are several fleets of new buses.
  • Increases in train frequencies are planned.

Dalston is now a much better place to live.

The new Class 710 trains will soon be running on the following routes.

  • Gospel Oak to Barking Line
  • Liverpool Street to Cheshunt
  • Liverpool Street to Chingford
  • Liverpool Street to Enfield Town

And the new Class 707 trains will soon be running on the following routes.

  • Moorgate to Hertford East
  • Moorgate to Stevenage
  • Moorgate to Welwyn Garden City

Most new trains will be in service by the end of this year.

The following will be delivered.

  • More capacity
  • Increased frequencies
  • Better comfort
  • Wi-fi and power sockets
  • On-train CCTV

A lot of the previous ancient trains will be scrapped.

Will the new trains cut crime and the perception of crime in the areas of North-East London, that they serve.

It is too early to tell, but good public transport has had a remarkable affect on Dalston.

So will the same thing happen in Enfield, Hasringey and Wathamstow?

 

Conclusion

I wonder how many people with a Freedom Pass like me are cooling off in this weather by using these and other trains.

July 25, 2019 Posted by | Transport | , , , , , | 2 Comments

Now We Are Six!

I just had a ride on the Gospel Oak to Barking Line.

I think I saw six different Class 710 trains and I certainly didn’t see a Class 378 rains.

I’m fairly sure there is now enough of the new trains to provide the full four trains per hour service.

At last!!

A Note On Longitudinal Seating

Longitudinal seating, which is fitted to the Class 710 train, is not to everyone’s taste and in the UK, it is only used at present on the following services.

  • London Underground
  • London Overground
  • Docklands Light Railway
  • Glasgow Subway
  • Island Line, Isle of Wight
  • Marston Vale Line, partially on the Class 230 train.

With some services, it is the only one that will fit!

Longitudinal seating is also proposed for the Tyne and Wear Metro’s new rolling stock.

As a regular traveller on the only full-size service, with longitudinal seating; the London Overground, I find the following.

  • In the Peak, those who need a seat get one and there is masses of standing space.
  • In less busy times, they are spacious and good for baggage, buggies and dogs.

Go through Dalston Kingsland station in the Peak and see how East Enders play sardines!

A Footnote On The Class 710 Train

In my view, these are the best urban electric multiple units in the UK.

  • Ride is smooth and Class 378 and Class 331 trains don’t come close.
  • They are very quiet.
  • The trains are light and airy.
  • The longitudinal layout  with comfortable seats works.

And on a sunny day like today, the colours were absolutely right!

July 22, 2019 Posted by | Transport | , , , | 2 Comments

Three-Year Nightmare Is Over! Full Service Resumes On Gospel Oak To Barking Overground Line

The title of this post is the same as that of this article on the Barking and Dagenham Post.

There is little more to say!

I went to Barking today and every time, I used a train, the displays were showing the next train was fifteen minutes behind.

I also rode both types of trains, so the Class 378 trains are still being used.

June 24, 2019 Posted by | Transport | , , , , | 2 Comments

The Future Of Class 378 Trains

This post is a musing on the future of the Class 378 trains.

The Thames Tunnel

The Thames Tunnel is the tail that wags the East London Line, when it comes to trains.

  • For evacuation and safety purposed, trains running through the tunnel, must have an emergency exit through the driver’s cab.
  • It hasn’t happened yet, as far as I know, but a version of Sod’s Law states if you ran trains without this emergency exit, you’d need to use it.
  • London Overground’s Class 378 trains have this feature, but their Class 710 trains do not.

So it would appear that until Bombardier build an Aventra with an emergency exit through the driver’s cab, that the existing Class 378 trains must work all services through the Thames Tunnel.

Incidentally, I can’t think of another long tunnel, that might be served by the London Overground, so it could be that Class 378 trains will be the only trains to go through the Thames Tunnel, until they wear out and need to go to the scrapyard.

Six Car Trains On The East London Line

I covered this in Will The East London Line Ever Get Six-Car Trains? and I came to this conclusion.

I will be very surprised if Network Rail’s original plan on six-car trains on the East London Line happens in the next few years.

It might happen in the future, but it would need expensive platform extensions at Shadwell, Wapping, Rotherhithe and Canada Water and Surrey Quays stations.

Increased Frequency On The East London Line

If five-car Class 378 trains are the limit, the only way to increase capacity of the East London Line would be to increase frequency.

The current frequency of the East London Line is sixteen trains per hour (tph)

There are four tph on each of these routes.

  • Dalston Junction And Clapham Junction
  • Dalston Junction And New Cross
  • Highbury & Islington And Crystal Palace
  • Highbury & Islington And West Croydon

Two increases are planned.

  • 2018 – 6 tph – Highbury & Islington And Crystal Palace
  • 2019 – 6 tph – Dalston Junction And Clapham Junction

This would increase the frequency of the East London Line to twenty tph.

It will probably mean an updated digital signalling system on the East London Line.

Eventually, I think it likely, that a full ERTMS system as is fitted to Thameslink and Crossrail will be fitted to at least the East London Line, but possibly the whole Overground network.

Digital signalling would certainly allow the twenty-four tph frequency of Thameslink and CXrossrail, which could mean that the four routes all received a frequency of four tph.

But Thameslink and Crossrail are theoretically capable of handling thirty tph or a train every two minutes, through their central tunnels.

If the two modern multi-billion pound tunnels can handle 30 tph, why can’t their little brother, that started life as a half-million pound pedestrian tunnel in 1843,

The Number Of Trains Needed For The Current Service

If I go through the routes of the original Overground, I find the following.

Dalston Junction And Clapham Junction

Trains take 46 minutes to go South and 44 minutes to come North and a round trip would take two hours.

This means that the current four tph service would need eight trains.

A six tph service in the future would need twelve trains.

Dalston Junction And New Cross

Trains take 22 minutes both ways and a round trip would take an hour.

This means that the current four tph service would need four trains.

A six tph service in the future would need six trains.

Highbury & Islington And Crystal Palace

Trains take 44 minutes to go South and 43 minutes to come North and a round trip would take two hours.

This means that the current four tph service would need eight trains.

A six tph service in the future would need twelve trains.

Highbury & Islington And West Croydon

Trains take 52 minutes both ways and a round trip would take two hours.

This means that the current four tph service would need eight trains.

A six tph service in the future would need twelve trains.

This means that the current four tph on all four routes needs twenty-eight trains.

The Proposed 2020 Service

This will have two extra tph to Crystal Palace and Clapham Junction and will need thirty-six trains.

Six Trains Per Hour On All Four Routes

as each route terminates at both ends in a single platform, which can handle six tph, with the right signalling, I feel that this could be the design objective of the East London Line, when it was built in the early-2010s.

This could be achieved with forty-two trains, leaving perhaps twelve to fifteen trains for other duties, depending on how many are needed on stand-by or are in maintenance.

What Could Be Done With Twelve Trains?

As I calculated earlier, three routes need twelve trains to provide a six tph service.

  • Dalston Junction And Clapham Junction
  • Highbury & Islington And Crystal Palace
  • Highbury & Islington And West Croydon

All three services take between 44 and 52 minutes.

So could another six tph service that takes around this time be added to the current four services?

Willesden Junction As A Northern Terminal

Trains could take the North London Line to Willesden Junction and terminate in the Bay Platform 2.

I estimate the following timings from Willesden Junction.

  • Highbury & Islington – 27 mins
  • Dalston Junction – 31 mins
  • Whitechapel –  – 41 mins
  • New Cross – 49 mins
  • Crystal Palace – 64 mins
  • Clapham Junction – 73 mins.
  • West Croydon – 74 mins

It would appear that the only possible Southern terminal of the current four, would be New Cross, as that is the only terminal within the 44-52 minute range of journey time.

So could a service between Willesden Junction and New Cross replace the current one between Dalston Junction and New Cross?

  • It would need to be run using dual-voltage trains
  • Voltage changeover could be at Highbury & Islington station.
  • Extending the New Cross service would free up a bay platform at Dalston Junction station.
  • It should be possible to have a frequency of six tph.
  • Serious modifications or additions to infrastructure would probably not be required.

As running to Willesden Junction was talked about before the Overground opened, I wonder if the numerous crossovers on the North London Line, already allow trains from the East London Line to terminate at Willesden Junction.

Southern Terminals Via New Cross Station

This map from carto.metro.free.fr shows the lines at New Cross station.

Note how the double-track East London Line, shown in orange, arrives from Surrey Quays station arrives in the North-Western corner of the map, becomes a single-track and then goes under the main lines before going into the bay platform D.

This Google Map shows the same area.

The London Overground track is clearly visible.

Could extra track be added, to enable the following?

  • Southbound trains could join the main line and stop in Platform C
  • Northbound could leave the main line after stopping in Platform A and go towards Surrey Quays station.

If this is possible, then trains could run between Dalston Junction and Lewisham stations.

Once at Lewisham they would have choice of Southern terminal,

Hayes As A Southern Terminal

Consider a service between Dalston Junction and Hayes stations.

  • I estimate that a train could go between the two stations in 53 minutes.
  • Hayes station has two terminal platforms

Six tph would probably be too many services, but 2-3 tph might be very welcome.

Orpington As A Southern Terminal

Consider a service between Dalston Junction and Orpington stations.

  • I estimate that a train could go between the two stations in 47  minutes.
  • Orpington station has three terminal platforms.

Six tph would probably be too many services, but 2-3 tph might be very welcome.

A Combined Hayes And Orpington Service

As a case can be made for services to both Hayes and Orpington via Lewisham, I think the ideal service could be two tph to both Hayes and Orpington.

  • There would be four tph between Dalston Junction and Lewisham.
  • Stations on the East London Line would have access to the important interchange station at Lewisham.
  • Several stations on the routes to Hayes and Orpington would have a two tph service to Crossrail and the Jubilee Line.

Other Stations Via New Cross

Looking at rail maps, there would seem to be several possibilities including with their times from Dalston junction station.

  • Beckenham Junction – 41 mins
  • Bromley North – 40 mins
  • Gove Park – 35 mins

There are probably others.

Southern Terminals Via Peckham Rye Station

As an example Streatham Common station is planned to be a major interchange and is 43 minutes from Dalston Junction.

Would a bay platform work here as an East london Line terminal?

Conclusion

If all fifty-seven Class 378 trains worked the East London Line, they could run six tph on the current routes.

  • Dalston Junction And Clapham Junction
  • Dalston Junction And New Cross
  • Highbury & Islington And Crystal Palace
  • Highbury & Islington And West Croydon

It would need forty-two trains.

Suppose the Dalston Junction and New Cross service was replaced with a Willesden Junction and New Cross service.

  • This would provide a useful direct four tph service between East and North London.
  • Changing at Highbury & Islington station would be avoided for a lot of journeys.
  • The journey time wold be around 49 minutes.
  • A two tph service would need four trains.
  • A four tph service would need eight trains.
  • A six tph service would need twelve trains.
  • Many journeys between North and South London would now be possible with just a single same platform interchange.

To run the following frequencies on this route would mean these total frequencies on the East London Line and total numbers of trains.

  • 2 tph – 20 tph – 40 trains
  • 4 tph – 22 tph – 44 trains
  • 6 tph – 24 tph – 48 trains

I think that if the figures are juggled a bit, there is enough trains to run extra services to one or more Southern destinations from Dalston Junction.

My preference would be a split service of 2 tph to both Hayes and Orpington via New Cross, where some new track would be needed.

This would do the following.

  • Create a frequent connection between South-East and North-East London.
  • Both areas would be connected to Crossrail and several Underground Lines, including the future Bakerloo Line Extension.
  • The Hayes Line would be shared between Overground and Southeastern trains.

No more new trains or large amounts of new infrastructure would be needed.

I suspect that London Overground and the new Southeastern franchise can do better than my musings.

 

 

May 10, 2019 Posted by | Transport | , , , , , , , , | 2 Comments

Where Do They All Come From?

Not the lonely people in the Beatles, Eleanor Rigby, but although some may be lonely, I am referring to the passengers on the North London Line.

Today on the Saturday morning before the Bank Holiday, the Class 378 train was fairly full, with all seats taken and quite a few standing.

When the refurbished line opened in 2009 with new trains, there were six trains per hour (tph) of three-cars between Stratford and Willesden Junction stations. Now there are eight tph of five-cars. This is an increase in capacity of 2.22.

Travel this route in the Peak and it is difficult to find space to put your feet on the floor.

Passenger loading on this line seems to have got higher, since the train frequency increased from six tph to eight in December 2018.

So where do these passengers all come from?

  • Are passengers avoiding the Gospel Oak To Barking Line, because of the reduced capacity?
  • Has the increased frequency on the Victoria Line and new Class 717 trains on the Northern City Line, encouraged more passengers between Highbury & Islington and Stratford stations.
  • Are passengers fed up with being fried on the Central Line?
  • Is it people living in new developments along the line?
  • Is it just people are fed up with driving in North London’s traffic and using trains as an alternative?
  • Is it passengers using the line as an alternative after the non-appearance of Crossrail?

But whatever it is, action needs to be taken to create more capacity.

So what can be done?

Crossrail Needs To Be Opened

Crossrail’s non-appearance must make a difference, so when it finally opens, I will be very surprised if a proportion of passengers travelling to Highbury & Islington, don’t use Crossrail with its massive capacity as an alternative.

Class 710 Trains Will Finally Arrive On The Gospel Oak To Barking Line

When the Class 710 trains are working well on the Gospel Oak to Barking Line, this will mean that the three Class 378 trains, currently working the line, can go back home to the North, West and East London Lines fleet.

The Gospel Oak to Barking Line may also take passengers from the North London Line, once it is working with four tph and four-car trains.

Class 710 Trains On The Watford DC Line

The six Class 378 trains on the Watford DC Line will be replaced with Class 710 trains, thus adding six trains to the North, West and East London Lines fleet.

Extra Class 710 Trains For The North and West London Lines

Six new five-car Class 710 trains will also be delivered for the North and West London Lines.

As Clsas 710 trains can’t work the East London Line, does this mean that the six Class 378 trains cascaded from the Watford DC Line will go to the East London Line.

I have to ask what frequency of services could be run with an extra six trains.

In Gospel Oak-Barking Fleet Plan Remains Unclear, I calculated how many Class 378 trains were needed to run a full service on the North, East and West London Lines.

I said this about the trains needed for North and West London Lines.

Between Stratford and Richmond, trains take 59-64 minutes to go West and 62 minutes to come East.

Between Stratford and Clapham Junction, trains take 62 minutes to go West and 64 minutes to come East.

The round trip times are very similar and are around two and a half hours.

This means that the current eight tph service would need twenty trains

Extending this calculation gives the following numbers of trains for a combined North and West London Lines service.

  • Eight tph needs twenty trains.
  • Ten tph needs twenty-five trains.
  • Twelve tph needs thirty trains.

Could this mean that the North and West London Line will get these services?

Stratford and Willesden Junction – 10 tph

Willesden Junction and Clapham Junction – 5 tph

Willesden Junction and Richmond – 5 tph

There would be one train spare, to cover for maintenance, software updates and breakdowns.

Six-Car Trains

In Will The East London Line Ever Get Six-Car Trains?, I looked at the possibility of six-car trains on the East London Line.

I came to this conclusion.

I will be very surprised if Network Rail’s original plan on six-car trains on the East London Line happens in the next few years.

There are various reasons.

  • Bombardier don’t make Electrostars any more.
  • Trains need an end-door for tunnel evacuation.
  • Class 710 trains don’t have end doors.
  • Some platforms would probably need difficult and expensive lengthening.

But six-car trains on the North and West London Lines could be a possibility.

In By Overground To High Speed Two, I said this about running six-car trains on the North and West London Lines.

Only a few stations can handle six-car trains without selective door opening and even the rebuilt West Hampstead station still has platforms for five-cars.

Selective door opening would allow six-car trains to use the five-car platforms and passengers have in London have shown they can cope with moving forward to get out at certain stations. Especially, as the walk-through design of the train, makes this a lot easier.

These numbers of trains would be needed to run the following frequencies to Richmond and Clapham Junction stations.

  • Four tph – 20 trains
  • Five tph – 25 trains
  • Six tph – 30 trains

Obtaining these numbers of Class 710 trains would probably not be a big problem, if they were needed and the budget was available.

Conclusion

The new Class 710 trains and the moving around of trains should keep services going for a couple of years.

May 4, 2019 Posted by | Transport | , , , , , | 5 Comments

Are Class 378 Trains Better For Canoodling?

A couple, who were probably married or in a long term relationship, judging by their body language were at it yesterday.

She was sitting on the perch seat by the door.

He was standing in front, facing her, whispering sweet nothings or his supper preferences in her ear, as the train with standing room only trundled towards Whitechapel.

You see this type of behaviour regularly.

Was encouraging it a design objective?

May 2, 2019 Posted by | Transport | , , | 1 Comment

Riding The 9:09 From Harringay Green Lanes to Barking

On my trip to Grays station this morning, I took the 9:09 train from Harringay Green Lanes station to Barking station, where I got a direct train to Grays.

The three Class 378 trains seem to be coping and the four-car train was not overly full.

  • In the short trip, a lot of passengers don’t seem to do more than one or two stations.
  • There were even several big cases and a couple of buggies.
  • There were spare seats all of the way.

If nothing else Bombardier’s late delivery of the Class 710 trains, has brought the qualities of the Class 378 trains to the fore.

As the Class 710 trains will have the same layout, I suspect when they are in service, there will be loads of space all day, until new passengers fill them up! As they always do!

April 9, 2019 Posted by | Transport | , , , , | Leave a comment

By Overground To High Speed Two

The North London Line will be my route to High Speed Two when it opens in 2026.

This map from Wikipedia, shows how the lines connect.

I will actually have two Overground stations, that I will be able to use.

Note.

  1. Wikipedia says that both stations should open in 2026, which is the same date as High Speed Two.
  2. Hythe Road station is 700 metres from the High Speed Two station.
  3. Old Oak Common Lane station is 350 metres from the High Speed Two station.

Currently, both lines have a four trains per hour (tph) service.

  • The Class 378 trains are five cars, which can get very busy in the Peak.
  • It would need an additional five trains to increase the frequency to five tph on both routes.
  • Six new five-car Class 710 trains are on order for North and West London Line services.
  • I feel the higher frequency could be in operation by the opening of High Speed Two.
  • Most stations between Stratford and Willesden Junction would appear to be able to accept six-car trains, if selective door opening were to be used.

I think by 2026, there will be a more than adequate service between Stratford and High Speed Two.

  • There will be at least ten tph to Stratford, with services split equally between Hythe Road and Old Oak Common Lane stations.
  • Richmond and Clapham Junction stations will get at least five tph.
  • Step-free access is not currently available at Brondesbury Park, Brondesbury, Finchley Road & Frognal, Kentish Town West and Dalston Kingsland stations.

But what other developments will or might happen?

Highbury & Islington Station

Highbury & Islington station is the thirteenth busiest station in the UK and it is in need of a major upgrade to bring the deep level platforms and their access up to the standard of the four London Overground platforms, which all have lifts.

I also think that the track layout at the station could be modified to allow trains on the East London Line to continue further to the West. This was mentioned, when the Oveground was created, but is seldom talked about these days.

Step-Free Access On The North And West London Lines

These two lines which form a Y-shaped railway that splits at Willesden Junction, will provide these services from High Speed Two to major interchange stations.

The only thing that is needed is to complete step free access at all stations on the North and West London Lines.

The Maximum Frequency Across North London

Five tph on both the North and West London Line would give the following turnback frequencies at the four terminals.

  • Clapham Junction – 5 tph
  • Richmond – 5 tph
  • Stratford – 10 tph

This chart from TfL shows planned improvements on the London Overground

Note that it clearly shows that it is possible to run a six tph service between two single platform stations.

I think it likely that it would be possible to run six tph on both routes, provided that the route and the signalling could handle the increased frequency.

Twelve tph between Stratford and Willesden Junction stations would probably be the maximum frequency.

But would the number of freight trains allow this frequency?

A Reduction In Freight Services

Currently, the North London Line carries a lot of freight trains, going between Barking, Felixstowe and London Gateway in the East to virtually everywhere West of London.

  • Noises from the East West Rail Consortium are hinting that services to and to and from Bristol, Liverpool, Manchester, South Wales, Southampton and the West Midlands might use their new route between Oxford and Cambridge.
  • Could more freight use ports like Liverpool and Teesport in the North of England, which would reduce the traffic through the ports in the South?

Whatever happens, the current succession of diesel-hauled freight trains across London is not environmentally-friendly and it will raise increasing numbers of protests.

I think it is inevitable that the number of freight services will reduce, thus allowing more paths for passenger trains.

Digital Signalling

To handle the increasing traffic on the North and West London Lines, I can see digital signalling being installed. There could even be a degree of Automic Train Control.

Six-Car Trains

Only a few stations can handle six-car trains without selective door opening and even the rebuilt West Hampstead station still has platforms for five-cars.

Selective door opening would allow six-car trains to use the five-car platforms and passengers have in London have shown they can cope with moving forward to get out at certain stations. Especially, as the walk-through design of the train, makes this a lot easier.

A Round-The-Corner Service

I can remember reading in Modern Railways, that one of the reasons for the East and North London Lines running parallel through Canonbury to Highbury & Islington was to possibly enable extension of the East London Line to perhaps Willesden Junction, where there is a handy bay platform.

This has not happened and I doubt we’ll ever see something like a New Cross to Willesden Junction service, as Crossrail will effectively provide a faster frequent service between Whitechapel and Old Oak Common stations.

West London Orbital Railway

The proposed West London Orbital Railway will have two routes.

  • West Hampstead Thameslink and Hounslow
  • Brent Cross Thameslink and Kew Bridge

Both routes will have four tph and have a connection to Crossrail, High Speed Two and the North London Line at Old Oak Common station.

The only possible problem would be the eight extra tph through Acton Central station and level crossing and South Acton station.

But it would become an important feeder route to Crossrail, Heathrow Airport and High Speed Two.

Conclusion

The North and West London Line route between Stratford and Willesden has the ability to handle a lot more traffic than it currently does.

Dgital signalling and six-car trains could add over another fifty per cent capacity to the route.

I very much feel that digital signalling will be absolutely necessary.

 

March 26, 2019 Posted by | Transport | , , , , , , , , | 2 Comments

Should The Three Class 378 Trains Saving The Gospel Oak To Barking Line Be Named?

Lots of passengers will be eternally grateful, if over the next few or more weeks, the three Class 378 trains, currently working the line provide an acceptable service across North London, until the Class 710 trains take over the route.

So after they return to normal service should they be given names?

I would suggest Faith, Hope and Charity, as these names wouldn’t cause offence to anyone.

But they would constantly remind the Mayor, Transport for London and Bombardier, that their failure to plan properly for non-arrival of the Class 710 trains, could have had a much more embarrassing outcome.

March 19, 2019 Posted by | Transport | , , , | Leave a comment