Thoughts On Watford DC Line Electrification At Euston Station
I was in Euston station this morning and took these pictures of the electrification on Platform 9.
Note.
- Watford DC Line trains usually use Platform 9.
- The first two pictures show the 750 DC third rail electrification.
- The last three pictures show the 25 KVAC overhead electrification.
- The train is a five-car Class 710/3 train, which is a dual-voltage train.
The train’s pantograph was in the down position, as far as I could see.
This Google Map shows the ends of Platforms 6 to 11 at the station.
Note.
- The platforms have their numbers painted on the end.
- The train in the top-left corner of the image is in Platform 5.
- Platforms 9 and 10 appear to be fitted with 750 VDC third-rail electrification.
- All Platforms also seem to have 25KVAC overhead electrification.
So platforms 9 and 10 appear to be able to handle trains which need either form of electrification. When I took the first set of pictures, there was a Class 350 train in Platform 10.
These dual voltage platforms 9 and 10, may help with the operation of the station.
I have some questions.
Do TfL Intend To Increase Watford DC Line Services?
Currently, the services on the Watford DC Line are as follows.
- Four trains per hour (tph) between Euston and Watford Junction stations.
- In the last few weeks, I’ve seen both four-car Class 378 and five-car Class 701 trains on the route.
- All trains that work the route appear to be dual voltage.
This TfL infographic illustrates their plans.
It says Watford and Euston would be run by five-car trains at a frequency of four tph.
TfL have ordered six five-car Class 701/3 trains for the Watford DC service.
Will The Watford DC Platforms Be Moved In The Euston High Speed Two Rebuild?
The operation of the Watford DC Line works well at present, but as Euston station is going through a major rebuild for High Speed Two, the platforms could be moved or rebuilt.
Would Health and Safety object to laying third-rail electrification and insist that Watford DC services used 25 KVAC to access Euston?
They could do this, as all trains running on the Watford DC Line are dual-voltage trains.
Would Removing Third-Rail Electrification From Euston Station Improve Safety?
Health and Safety would say it did and as the trains are dual-voltage, they could transition at Queen’s Park or South Hampstead stations.
An Alternative To Changing The Electrification
The distance between Euston and Queen’s Park stations is just under four miles.
In Will London Overground Fit On-board Energy Storage To Class 378 Trains?, I asked whether it would be worthwhile.
I finished with these two sentences.
I have no idea how much electricity would be saved by regenerative braking on the London Overground, but various applications of regenerative braking technology talk of electricity savings of between ten and twenty percent.
I think it is only a matter of time before the technology is proven to be sufficiently reliable and the numbers add up correctly for the Class 378 trains to be fitted with on-board energy storage.
What would be the advantages from fitting on-board energy storage?
- There would be the savings of electricity by the use of regenerative braking to the batteries.
- Trains could be rescued from the Thames Tunnel, if there was a power failure.
- Hotel power would be maintained, if there was a power failure.
- Trains can be moved in depots and sidings without power.
- Trains would be able to move in the event of cable theft.
- The battery would probably have sufficient capacity to move the train into and out of Euston.
There could be a saving in train operating costs and safety would be improved.
TfL Considers Replacing Over Half Of London Overground Trains Within The Next 4 Years
The title of this post, is the same as that of this article on MyLondon.
This is the sub-heading.
The trains were specially built for the dimensions of the Overground network
This paragraph outlines, why the trains may be replaced.
The 57 Class 378 ‘Capitalstar’ trains which provide the majority of services on London Overground could disappear as soon as June 2027, as Transport for London (TfL) officials decide what to do with them as their leases expire. The five carriage walkthrough trains have helped revolutionise the Overground network, being built to special dimensions to fit the unique profile of the suburban routes they run on – notably the East London line, where trains use the narrow single-bore Thames Tunnels.
Note.
- The Class 378 trains, which I use regularly, still seem to be performing well!
- They could do with a lick of paint and a tidying up in places.
- Would it be too much to ask for power sockets and wi-fi?
- The other London Overground trains, the Class 710 trains can’t run through the Thames Tunnel on the East London Line, as they have no means to evacuate passengers in the tunnel in an emergency.
- More Class 378 trains are needed for the East London Line to increase services, but these can be obtained by transferring trains from the North London Line and replacing those with new Class 710 trains.
I live near the two Dalston stations on the London Overground and the thing we need most is more capacity.
I have some thoughts on London Overground’s future trains.
Increased Services On The Current Network
Plans exist to increase the frequency on various London Overground services and this graphic sums up what was planned a few years ago.
Note the extra two trains per hour (tph) between the following stations.
- Clapham Junction and Stratford
- Dalston Junction and Crystal Palace
- Dalston Junction and Clapham Junction
- Enfield Town and Liverpool St. via Seven Sisters
I think only Route 1 services have been increased.
I know signalling updates are holding up the extra trains on the East London Line, but are more trains needed to fully implement the extra services?
- Routes 2 and 3 services will need Class 378 trains because of the tunnel and these would be transferred from the North London Line.
- Route 4 would need Class 710 trains, as the service already uses them.
So there may be a need for more Class 710 trains.
West London Orbital Railway
The graphic doesn’t mention the West London Orbital Railway.
- There would be two routes between West Hampstead and Hounslow and Hendon and Kew Bridge using the Dudding Hill Line.
- The tracks already exist.
- Some new platforms and stations would be needed.
- The route would probably need improved signalling.
- Four tph on both routes would probably be possible.
- The West London Orbital Railway would connect to the Great Western Railway, the North London and Elizabeth Lines and High Speed Two at Old Oak Common station.
I believe it could be run by battery-electric versions of either the Class 378 or Class 710 trains. This would avoid electrification.
As some commentators have suggested that the West London Orbital Railway and the Gospel Oak and Barking Line would be connected, I would expect that new battery-electric Class 710 trains would be used.
Adding On-board Energy Storage To The Class 378 Trains
In Will London Overground Fit On-board Energy Storage To Class 378 Trains?, I asked whether it would be worthwhile.
I finished with these two sentences.
I have no idea how much electricity would be saved by regenerative braking on the London Overground, but various applications of regenerative braking technology talk of electricity savings of between ten and twenty percent.
I think it is only a matter of time before the technology is proven to be sufficiently reliable and the numbers add up correctly for the Class 378 trains to be fitted with on-board energy storage.
What would be the advantages from fitting on-board energy storage?
- There would be the savings of electricity by the use of regenerative braking to the batteries.
- Trains could be rescued from the Thames Tunnel, if there was a power failure.
- Hotel power would be maintained, if there was a power failure.
- Trains can be moved in depots and sidings without power.
- Trains would be able to move in the event of cable theft.
- Short route extensions might be possible.
- Could battery power be used to serve Euston during the rebuilding process for High Speed Two?
- Do Network Rail want to remove third-rail electrification from Euston station for safety or cost reasons?
There could be a saving in train operating costs.
We know the trains are coming up for a new lease.
Suppose the leasing company fitted them with new batteries and some other customer-friendly improvements like new seat covers, better displays, litter bins, power sockets and wi-fi.
- The leasing company would be able to charge more, as they have added value to the trains.
- TfL would be saving money due to less of an electricity bill.
- The passenger numbers might increase due to the extra customer-friendly features.
- Electrification might be removed from places where theft is a problem.
- Third-rail electrification could be removed from Euston station. It’s only 2.8 miles to South Hampstead station, where third-rail electrification already exists.
Get it right and passengers, TfL, Network Rail and the leasing company would all be winners.
A Thought On The Prospects For Crossrail
Someone asked the question, in a discussion group, that I visit, if Crossrail will be a success.
I believe that you only have to look at the success of the London Overground to realise that Crossrail will be a success.
When the North London Line reopened as the first route of the London Overground with new Class 378 trains, it used to run four-car trains at a frequency of six trains per hour (tph) between Stratford and Willesden Junction stations.
Now the line runs eight tph on that route and the trains are five cars.
That is a capacity increase of 66% in terms of cars per hour.
And still at times, the trains are full and Transport for London are looking at ways of adding extra trains and/or cars.
Crossrail will have the factors going for it, which helped to make the Overground that success. It is new and has a novelty value, but above all like the Overground, it is built for full-sized people, who could be pushing bikes and buggies and trailing baggage.
Crossrail, also increases options for alternative routes for Londoners , who are World Champions at ducking-and-diving.
Crossrail has also been designed so that the trains can be extended.
If Crossrail has a problem, other than the lateness and budget overrun, it is that it doesn’t connect to the Victoria or Piccadilly Lines.
Barriers And Planters On The London Overground Platforms At Clapham Junction Station
To get home from Feltham station, after my visit this morning to see the new bridge, which I wrote about in The Completed Bridge At Feltham Station, I changed trains at Clapham Junction station.
I noticed that a barrier has been put up between the current two Overground platforms; 1 and 2.
.I suspect it is for safety reasons, as it will certainly stop passengers falling off the platform.
I also noticed that planters had been placed where I suspect that the new Platform 0 will be built.
Note.
- If the track is to placed between the planters and the platform, the space could be a bit small.
- Or is the platform going to be rebuilt a bit narrower?
- It also looks like the platform won’t be long enough for the planned eight-car train.
I also took these pictures of what looks to be a Fire Exit.
Could it be a temporary entrance, that will be used if there is a lot of work going on about the Grant Road entrance to create the new platform?
I also took these pictures of the Eastern end of the platform.
Considering, that the Class 378 train is five cars and an eight-car train would be sixty percent longer, it looks to me, that they will have to extend the platform, behind the temporary entrance or perhaps further towards the East.
Or could Network Rail have called up Baldrick, and asked him for one of his cunning plans?
Consider.
- Currently, there is a one train per hour (tph) between Milton Keynes and Clapham Junction stations, run by Southern.
- The service used to run between Milton Keynes and South Croydon stations.
- There surely is a need for a high-frequency service between the High Speed Two station at Old Oak Common and Clapham Junction station.
- Currently, there is no planned link between Crossrail and the West London Line.
Hythe Road station is planned to be on the West London Line and will serve the High Speed Two station at Old Oak Common.
This Transport for London map, shows the position of the proposed Hythe Road station with respect to High Speed Two and Crossrail.
Note.
- The West London Line to and from Clapham Junction goes down the East of the map.
- The North London Line to and from Richmond goes down the West of the map.
- The current Milton Keynes and Clapham Junction service doesn’t go through the site of Hythe Road station, but somehow sneaks round on the freight line in the map.
Wikipedia describes the proposal for Hythe Road station like this.
Hythe Road railway station would be situated about 700 metres (770 yards) from the mainline Old Oak Common station. Construction work would involve re-aligning the track along a new railway embankment (built slightly to the north of the existing line) and demolishing industrial units along Salter Street, on land currently owned by a vehicle sales company (‘Car Giant’). The station structure will sit on a viaduct, with a bus interchange underneath. The station will incorporate 3 platforms, allowing through services between Stratford and Clapham Junction with an additional bay platform to accommodate terminating services from Clapham Junction.
I can envisage an eight tph service between Clapham Junction and Hythe Road stations, made up something like this.
- Four tph between Stratford and Clapham Junction stations
- One tph between Milton Keynes and Clapham Junction stations
- Three tph between Hythe Road and Clapham Junction stations
Note.
- Services would stop at Shepherd’s Bush, Kensington (Olympia), West Brompton and Imperial Wharf.
- Two platforms at Clapham Junction station could easily handle eight tph.
- The London Overground’s five car Class 378 trains would probably be long enough for the shuttle.
- There is even the possibility of running the Milton Keynes and Clapham Junction service with five car trains, to void the expense of creating an eight-car platform at Clapham Junction station.
It would be better if the Milton Keynes and Clapham Junction service could go through Hythe Road station. But this might be difficult to arrange.
Conclusion
An eight tph service through Old Oak Common could be a nice little add-on for both High Speed Two and Crossrail.
An Express Service On The Overground
On Thursday, last week, I was travelling between Highbury & Islington and Willesden Junction stations on the North London Line of the London Overground. From Willesden Junction I intended to get the Bakerloo Line to Paddington for my trip to Okehampton.
There had been a problem and the train was rather full.
The surprise was that after Camden Road station it went non-stop to Willesden Junction.
It got me thinking.
- The Class 378 train sped along, as does the occasional Class 800 train, that is going to and from Hitachi’s North Pole Depot.
- It has been proposed to turn back some trains at Camden Road to increase frequencies through East London, which I wrote about in Will Camden Road Station Get A Third Platform?.
- There is a spare rarely-used bay platform at Willesden Junction station with short-distance step-free access to the two platforms that serve the Watford DC and Bakerloo Lines.
- I seem to remember that original plans for the North London Line including extending some services to Willesden Junction.
Could an express service be run between Stratford and Willesden Junction stations?
- It would stop at all stations to the East of Camden Road.
- It would terminate bay platform at Willesden Junction.
- It would improve the interchange at Willesden Junction station for many travellers.
I suspect though, it would need improved signalling, which is probably the reason it has never been implemented.
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.
- tph is trains per hour.
- Both Class 378 and Class 710 trains can work the routes to Stratford.
- 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.
- The strongest passenger growth on the North London Line (NLL), will be between Canonbury and Stratford.
- Extra services are proposed between Stratford and Camden Road stations.
- 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.
- London Overground would be responsible for the bulk of the Meridian Water service.
- London Overground’s four- or five-car trains would probably have sufficient capacity for the service.
- The main new infrastructure needed would be the fourth platform and a new section of track at Meridian Water station.
- 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.
- 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.
- NLL, GOB And WLL Headway Reductions – See Headway Reductions On The Gospel Oak To Barking, North London and West London Lines
- Kensal Green Junction Improvement
- Moving The West London Line AC/DC Switchover To Kensington Olympia
- Stratford Regulating Point Extension
- Camden Road Platform 3 – See Will Camden Road Station Get A Third Platform?
- Clapham Junction Platform 0 – See Will Clapham Junction Station Get A Platform 0?
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
A London Overground Class 378 Train In Platform 11 At Stratford Station
Trains on the North London Line to Stratford station normally terminate in Platform 1 or 2.
The train I got today terminated in Platform 11.
This platform is usually used for services up the Lea Valley.
Will Camden Road Station Get A Third Platform?
London has a rail capacity problem, for both freight and passenger trains.
This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).
One of the recommendations of the report is to build a third platform at Camden Road station. It says this about the third platform.
Reinstatement of a third track and platform on the northern side of Camden Road station, utilising part of
the former 4-track formation through the station.
Camden Road station used to have four platforms, but now it just have two.
This Google Map shows the station as it is today.
Note.
- Platform 1 is on the South side of the tracks with the London Overground roundel conveniently shown on the roof.
- Platform 2 is on the North side of the tracks.
- Regular users of the station can probably pick out the lift at the Eastern end of Platform 2.
- There is a bridge to the East of the station which takes the tracks over the junction of Royal College Street and Camden Road.
To the North of this bridge, two further bridges can be seen, that used to take the former third and fourth tracks over the roads and into two additional platforms to the North of the current two.
This map from cartometro.com shows the track layout through Camden Road station.
Note.
- The tracks shown in orange are the route of the North London Line of the London Overground.
- The two orange platforms labelled 1 and 2 at Camden Road station.
- The two former lines passing behind Platform 2, used to rejoin the North London Line to the West of the station.
These pictures were taken on the current Platform 2.
And these are some pictures of the bridge, what is behind the fence and other bridges.
Note.
- Most of the pictures of Platform 2, were taken from Platform 1.
- Behind the fence on Platform 2, there appears to be a substantial urban forest.
- Renewing the bridges and updating the railway arches could improve the area significantly.
- Camden Road station is a Grade II Listed building.
I don’t think, that any of the construction would be too challenging.
How Would The Third Platform Be Used?
This is said in the Network Rail document about the 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.
That all looks fairly sensible and wouldn’t require much work to the current station.
Note.
- Platform 2 is currently a fully-accessible platform with a lift and will become a spacious fully-accessible island platform with two faces 2 and 3, both serving London Overground services going East.
- There must surely be space on the island platform to build a substantial shelter, where passengers can sit, when long freight trains are passing through.
- There could even be space for a coffee kiosk.
The former Platform 3 appeared to be a Westbound platform, but the proposed new one appears to be an Eastbound one.
The Track Layout Immediately To The East Of Camden Road Station
These are my thoughts on the track layout to the East of Camden Road station.
This map from cartometro.com shows the track layout between Camden Road and Highbury & Islington stations.
Much of the route through Caledonian Road and Barnsbury station is four tracks. These tracks are named from North to South as follows.
- Down North London Reversible
- Down North London
- Up North London Reversible
- Up North London
Note.
- Eastbound London Overground services use the Down North London track.
- Eastbound freight services use the Down North London Reversible track.
- Eastbound freight services are sometimes held by signallers on the Down North London Reversible track.
- Westbound London Overground services use the Up North London Reversible track, before crossing over to the Up North London track at Camden Road East Junction.
- London Overground services only use the central island platform at Caledonian Road and Barnsbury station.
- Westbound freight services use both of the Up North London tracks.
- The London Borough of Camden have stated that they would like to see the reopening of Maiden Lane station.
These pictures show the former trackbed between the former Maiden Lane station and Camden Road station.
Looking at these pictures, I can deduce the following.
- There is very little constructuction of the former trackbed.
- There would be some signalling equipment to move.
- Some of the steel bridges would have to be replaced.
I feel, that a single track could definitely be created between the new Platform 3 at Camden Road station to connect with both Down North London tracks before the site of the former Maiden Line station.
It may even be possible to squeeze in two tracks.
A new track or tracks would enable the following.
- Eastbound London Overground services to go from Platform 3 at Camden Road station to Platform 3 at Caledonian Road and Barnsbury station.
- Eastbound freight services to go from Platform 3 at Camden Road station to either the Down North London Reversible or the Down North London tracks through Caledonian Road and Barnsbury station.
Note.
- Westbound services going through Camden Road station would be unaffected.
- Westbound London Overground services terminating in Platform 2 at Camden Road station would cross over to the current Up North London Reversible at the current Camden Road Central junction.
- Eastbound London Overground services starting in Platform 2 at Camden Road station would cross over to the new track or tracks to proceed to the East.
These are my answers to a few questions.
Will There Be One Or Two Extra Tracks?
Consider.
- It could probably be organised that the extra track or tracks start perhaps fifty metres or so to the East of Camden Road station.
- The distance between this point and Westbourne Road Junction is around a mile.
- Network Rail allows freight trains up to a length of 775 metres.
I am drawn to the conclusion, that if two tracks were to be built, then signallers would be able to hold the longest freight trains on the extended Down North London Reversible track, without interrupting London Overground passenger services.
How Will The Extra Tracks Affect The Camden Highline?
If two new tracks are built, I would expect that it will be impossible to build the Camden Highline.
But if only one is built, I suspect that a narrower Camden Highline might be able to be squeezed in.
Could Provision Be Made So A New Maiden Lane Station Could Be Built?
This map from cartometro.com shows the track layout around the former Maiden Lane station.
Consider.
- Eastbound London Overground services use the Down North London track and call in Platform 3 at Caledonian Road and Barnsbury station.
- Westbound London Overground services use the Up North London Reversible track and call in Platform 2 at Caledonian Road and Barnsbury station.
- To connect Platform 3 at Camden Road station to the Down North London Reversible and Down North London tracks, I suspect that Camden Road East junction will have to be remodelled.
I wonder if by the application of Network Rail’s latest track layout software, space could found for an island platform between the Up North London Reversible and Down North London tracks.
In Is Caledonian Road And Barnsbury An Ideal Four-Track Station?, I discuss the design of Caledonian Road and Barnsbury station,
I think it is a distinct possibility, that provision could be made for a future Maiden Lane station.
Will There Be Changes At Camden Road West Junction?
This map from cartometro.com shows the track layout to the West of Camden Road station.
Note.
- Platforms 1 and 2 of Camden Road station at the Eastern end of the map.
- Camden Road West junction to the West of the platforms.
- The dotted lines of old tracks leading to the former Platform 3 and 4 at Camden Road station.
Two double tracks lead away to the West from Camden Road West junction.
- The orange tracks are the North London Line to Willesden Junction and Acton.
- The black and orange tracks are an extension of the Watford DC Line, that links Camden Road station to the West Coast Main Line via Primrose Hill station.
Will both pairs of tracks be connected to the North London Line at Camden Road West junction, as they are now?
- Currently, a few freight trains per day, use the Primrose Hill route.
- There have been plans in the past, for the London Overground to use this route.
- They have also been known to run a Rail Replacement Train between Willesden Junction and Camden Road stations during engineering works, as I wrote about in The Future Of The Watford DC Line.
So I suspect Network Rail will design a comprehensive junction, that is all things to all operators and trains.
Through Running Between The East London Line and Willesden Junction Station
This was originally talked about in the original plans for the London Overground.
If you travel on the Overground to Barking, Blackhorse Road, Canada Water, Highbury & Islington, West Brompton, Hampstead, Whitechapel or Willesden Junction in the Peak, the interchanges are very busy, as passengers are transferring to the Underground.
Was this why through running was originally proposed between the East and North London Lines at Highbury & Islington station, as it would allow direct connection to extra Underground lines?
But one of the aims of the Overground was to enable journeys around London without going via Central London.
Platform 3 at Camden Road station, seems to increase the capacity on the North London Line, so perhaps this upgrade would give extra paths to allow some services to terminate to the West of Highbury & Islington.
This map from cartometro.com shows the track layout to the West of Highbury & Islington station.
I’m sure if Network Rail’s engineers can sort out King’s Cross, then they can come up with a track and signalling system that can handle this,
Could Platform 2 At Camden Road Be Used As An Alternative Terminus For Watford DC Line Services?
Euston station is being rebuilt and Network Rail might like to kick Watford DC Line services out of the station either temporarily or even permanently.
There are two routes that the Watford DC Line could take to get between Harlesden and Camden Road stations.
- They can use the route, I took one Sunday, when the London Overground was running a Rail Replacement Train, via Willesden Junction Low Level, Kensal Green, Queens Park, Kilburn High Road and South Hampstead.
- They might also be able to join the North London Line an improved Kensal Green junction.
The first route works and the second may need some extra work at Harlesden junction.
I estimate that Platform 2 at Camden Road station is presently as long as 120 metres.
I also estimate that it could be lengthened at both ends, during the building of a new platform 3 alongside.
Could a platform be built long enough to be able to handle two trains simultaneously?
- A four-car Class 710 train at the Western end.
- A five-car Class 378 train at the Eastern end.
A 200 metre long platform would probably suffice!
I think the concept has possibilities.
- Willesden Junction station has connections to the Bakerloo Line.
- West Hampstead station has connections to Thameslink and the Jubilee and further connections could be developed,
- Camden Road station could be connected to Camden Town station, which is on both branches of the Northern Line.
- A reopened Primrose Hill station could be connected to Chalk Farm station on the Northern Line.
- The Northern Line connects to Crossrail at Moorgate and Tottenham Court Road stations.
I suspect, if Camden Town station were to be expanded and rebuilt, that the connection between the two Camden stations would be more likely.
Either route could be taken between Willesden Junction and Camden Road stations.
But I feel, it might be less costly to take the North London Line route, especially, as this connects to West Hampstead station.
Could The Track Layout Be Further Simplified?
I’m no track expert, but it strikes me that a four-track layout could be built between just East of Camden Road station and Westbourne Road junction. From North to South these tracks would be.
- Eastbound Freight line – Connecting at the Western end to Platform 3 at Camden Road station and following the existing Down North London Reversible track to Westbourne Road junction.
- Eastbound Overground line – Connecting at the Western end to Platforms 2 and 3 at Camden Road station and following the existing Down North London track through Caledonian Road and Barnsbury station to Westbourne Road junction.
- Westbound Overground line – Connecting at the Western end to Platforms 1 and 2 at Camden Road station and following the existing Up North London Reversible track through Caledonian Road and Barnsbury station to Westbourne Road junction.
- Westbound Freight line – Connecting at the Western end to Platform 1 at Camden Road station and following the existing Up North London track to Westbourne Road junction.
Note.
- Both freight lines would be long enough for signallers to hold freight trains, so that other services could overtake.
- East of Caledonian Road and Barnsbury station, Overground and freight service would share the two tracks, as they do now!
- West of Camden Road station, Overground and freight service would share the two tracks, as they do now!
It strikes me that by good design, the capacity and speed through this section of the busy North London Line can be increased.
Related Posts
These are related posts about the London Rail Freight Strategy (LRFS).
Decarbonisation Of London’s Freight Routes
East Coast Main Line South Bi-Directional Capability
Gauge Improvements Across London
Headway Reductions On The Gospel Oak To Barking, North London and West London Lines
Heavy Axle Weight Restrictions
Kensal Green Junction Improvement
Longhedge Junction Speed Increases
Moving The West London Line AC/DC Switchover To Kensington Olympia
Moving The West London Line AC/DC Switchover To Shepherd’s Bush
Stratford Regulating Point Extension
Will Clapham Junction Station Get A Platform 0?
The Flexible Train For A Pandemic
Anybody, who believes that COVID-19 will be the last pandemic is an idiot!
The virus has shown, those with evil intentions to take over the world, that a pandemic, started by a weaponised virus, whether natural or man-made, can be a useful tool in your arsenal.
We must prepare for the next pandemic.
So how will we travel by train?
Current Train Interiors And The Need To Social Distance
The need to social distance will remain paramount and some of our current train interiors are better than others for passengers to remain two metres apart.
These are some typical UK train interiors.
Typical London Overground Interior
These pictures show a typical London Overground interior on their Class 378 trains and Class 710 trains.
Distancing at two-metres will reduce the capacity dramatically, but with wide doors and common sense, this layout could allow social distancing to work.
Siemens Desiro City Suburban Interior
These pictures show the interior of the two Siemens Desiro City fleets; Thameslink‘s Class 700 trains, Great Northern‘s Class 717 trains and South Western Railway‘s Class 707 trains.
As with the London Overground layout, as the trains are fairly spacious with wide doors, social distancing could probably be made to work at reduced capacity.
Four Seats And A Table
These pictures show a selection of trains, where you have four seats around a table.
Trains include Greater Anglia’s Class 379 trains, Class 745 trains, Class 755 trains, and a selection of Class 800 trains, Class 377 trains from various operators and a superb reconditioned Class 150 train from Great Western Railway.
Could these be made to work, if there was only one person or self-isolating group living together at each set of four seats?
Designing For A Pandemic
These are my thoughts on various topics.
Seating Layouts
Consider.
- As the pictures show, maintaining social distancing will be difficult on some trains.
- Could the number of seats in use, be determined by the avert level of the pandemic?
- Could seats have lights on them to show their status?
- Will companies insist on reservations?
As to the last point, some train companies are already doing this!
Luggage
Will there be limits on the luggage you can take?
Entering And Leaving The Train
Would someone with a dangerous infectious disease be more likely to pass it on, when entering or leaving a train, through a narrow doorway?
I believe coaches with narrow single end doors make social distancing impossible.
- Passengers get stuck in the bottleneck that these doors create.
- Passengers are entering and leaving through the same crowded door.
- Anybody in a wheelchair, pushing a child in a buggy or dragging a large suitcase, will make the bottleneck worse.
They are not fit for purpose in a post-COVID-19 world!
It might be possible to make the doors work using a traffic light system, which allowed passengers to leave, before any passengers were allowed to enter.
But any safe system, would be likely to increase dwell times in stations.
These pictures show the doors and entry and exit for Greater Anglia’s Class 745 and Class 755 trains.
These trains have been designed to be able to run London and Norwich services over a distance of more than a hundred miles, so the trains could be considered InterCity services in all but name.
Note.
- All doors are double and lead into a wide and spacious lobby.
- Entry and exit is level, as there is a gap filler between train and platform.
- Entry and exit in a wheelchair, pushing a buggy or wheeling a large suitcase doesn’t
Greater Anglia’s new trains would appear to be better in a post-COVID-19 world.
I also think, that these trains are better designed for the disabled, those with young children, and the elderly and just plain worn-out.
Finding A Seat
If you watch people entering a train, they often take forever to find their seat and sit down. Especially, if they’ve got a massive suitcase that won’t fit in the space provided.
Rules on boarding a train and how much luggage you can bring will be developed.
Toilets
Will visiting the toilet still be allowed? Or will toilets even be removed?
Flexibility
I think a degree of flexibility must be built into the design.
I mentioned lights on seats to show which could be used, that could be lit up according to the threat level.
Conclusion
Travelling will get more complicated.
A Massive Increase In Train Capacity In Ten Years
The Class 378 trains, were introduced as three-car trains on the North London Line in July 2009.
The original service was three trains per hour (tph) between Stratford and both Clapham Junction and Richmond stations.
This meant there were six tph between Stratford and Willesden Junction stations.
Or a capacity of eighteen carriages per hour!
This article on Railway Gazette is entitled UK Railway News Round-Up.
This is an extract.
From December 15 services between Willesden Junction and Clapham Junction, and between Willesden Junction and Richmond, will increase from four to five trains/h, giving a 10 trains/h service between Willesden Junction and Stratford.
As the trains are now five-cars, that is a capacity of fifty carriages per hour.
That is an increase of a hundred and eighty percent over ten years.
I suspect, they’ll still be full in the Peak!
The Anonymous Widower 