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 | , , , , , , , , , , , , , , , | Leave a comment

Essex Councillors Call For Underground Link

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

This is the first paragraph.

Councillors in Harlow are calling for a new Underground link, saying that they are examining ‘all possibilities for improving and modernising transport connections’.

I’ve tackled this subject before in Does Harlow Need An Improved Train Service?, but this time I’m starting with what is possible and working backwards.

Harlow’s Current Train Service

Currently, these trains serve Harlow Town station.

  • Stratford and Bishops Stortford – 2 tph – via Lea Bridge, Tottenham Hale, Waltham Cross, Cheshunt, Broxbourne and Sawbridgeworth
  • London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Bishop’s Stortford, Audley End, Whittlesford Parkway and Cambridge
  • London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Roydon, Sawbridgeworth, Bishop’s Stortford, Stansted Mountfitchet, Elsenham, Newport, Audley End, Great Chesterford, Whittlesford Parkway, Shelford and Cambridge
  • London Liverpool Street and Stansted Airport – 1 tph – via Tottenham Hale
  • London Liverpool Street and Stansted Airport – 1 tph – via Tottenham Hale and Stansted Mountfitchet

In addition these services run through Harlow Town station without stopping.

  • London Liverpool Street and Stansted Airport – 2 tph – via Tottenham Hale

Note.

  1. tph is trains per hour
  2. The Stansted services are fast services and take 29 minutes between London Liverpool Street and Harlow Town.
  3. The other services seem to take a few minutes longer.

Summarising the services gives the following.

  • Eight tph pass through the station of which six tph stop.
  • Cambridge and Cambridge North has a 2 tph service.
  • London Liverpool Street has a 4 tph service.
  • Stansted Airport has a 2 tph service.
  • Stratford has a 2 tph service.
  • Tottenham Hale has a 6 tph service.

Each of Greater Anglia’s new Class 720 trains, when working as a ten-car formation can carry well over a thousand passengers.

Harlow Town station has a fairly good service, but it could probably be improved.

What Are Harlow’s Councillors Suggesting

This paragraph in the Railnews article gives the councillors wish list.

Harlow Councillor Michael Hardware is portfolio holder for strategic growth. He said: ‘With Harlow’s close proximity to London our plans include investigating the potential for the extension of the central line to Harlow, lobbying to extend London Transport Zones to Harlow, examining connectivity to Crossrail 2 and promoting four tracking of the main line to Stansted Airport as well as improving existing public transport links in and out of the town.

I’ll look at each proposal in turn.

Extending The Central Line To Harlow

Epping and Harlow are about nine miles apart.

This Google Map shows the two towns and the M11 that runs to the East of both towns.

Note.

  1. Epping is in the South-West corner of the map.
  2. Harlow, which is a large town of nearly 90,000 residents is at the top of the map.
  3. The M11 runs North-South across the map to the East of both towns.
  4. North Weald Airfield lies to the East of the motorway.

Would it be possible to run an extension of the Central Line from Epping to Harlow?

It could run up the West side of the motorway.

  • The terminus could be in South-East Harlow close to Junction 7 of the M11.
  • Any plans for the development of North Weald Airfield could have a big effect on any plans.

This Google Map shows the location of Epping station with respect to the motorway.

Note Epping station is in the South-West corner of the map.

Running North-East from the station, the dark green scar of the single-track Epping Ongar Railway can be picked out, as it runs between St. Margaret’s Hospital and the village of Coopersale.

This third Google Map shows the railway as it passes under the M11.

Would it be possible to use the route of this line to connect to a new line alongside the motorway?

This fourth Google Map shows Epping tube station.

Note.

  1. The station has two platforms, but is not step-free.
  2. It has a large car-park.
  3. Trains take thirty-seven minutes between Epping and Liverpool Street stations.
  4. Trains have a frequency of nine tph.

This map from cartometro.com shows the track layout at Epping station and the interface with the Epping Ongar Railway.

Note.

  1. The Epping Ongar Railway has always been single track.
  2. The crossovers to the South of Epping station allow either platform to be used for Central Line services.
  3. When the Central Line ran to Ongar, it looks like all services used Platform 1 at Epping.

I feel that it might be possible to create an extension to Harlow, by doing something like the following.

  • Add a second bi-directional  track alongside the Epping Ongar Railway between Epping station and the M11.
  • Extend Platform 1 to the North, so that the heritage trains can load and unload passengers at Epping station.
  • The Central Line platforms would be unaltered, so could still handle the nine tph they currently handle.
  • Trains to and from Harlow would always use Platform 2.

At the M11, the new bi-directional track would turn North and become double-track to Harlow.

  • The double-track would allow trains to pass.
  • If the rolling stock for the Central Line has been renewed, it might be possible to run the extension on battery power.
  • If Harlow had a single platform, it would be possible to run four tph to Harlow.
  • The current 2012 Stock trains have a capacity of around a thousand passengers.
  • I estimate that trains would take about ten minutes between Epping station and the new Harlow station.

I feel something is possible, but building the line might be easier if new battery-electric trains were available, as this would probably allow the extension to be built without electrification.

On the other hand, it might not have the greatest financial case.

  • It could be difficult to add large numbers of passengers to the Central Line.
  • At around forty-seven minutes, the Central Line service will be slower than the main line trains, which currently take around a dozen minutes less.

I’ll be interested to see what the professionals say.

Extending London Transport Zones To Harlow

Harlow Town station has ticket barriers, but I don’t think it is part of London’s contactless card zone.

Adding Harlow Town and all stations between Harlow Town and the zone could be very beneficial to passengers and train companies.

Examining Connectivity To Crossrail 2

I think that in the current economic situation this should be discounted.

  • It is a very expensive project.
  • Building it will cause tremendous disruption on the West Anglia Main Line.
  • It is only planned to go as far as Broxbourne station.

But I don’t think politicians from outside London and the South-East would sanction another massive project for London.

I don’t think Crossrail 2 will ever be build in its currently proposed form.

Four Tracking Of The Main Line To Stansted Airport

Consider.

  • Currently, the numbers of trains on the West Anglia Main Line is under twelve tph.
  • Modern double-track railways with the latest digital in-cab signalling like Thameslink and Crossrail can handle twice this number of trains.
  • The West Anglia Main Line will be getting new trains with better acceleration.

Four-tracking is mainly needed to cut times to Cambridge and Stansted Airport, but I suspect that with some clever design and improved signalling, the current double-track can be improved significantly.

Improving Existing Public Transport Links In And Out Of The Town

I think that this could be a fruitful area.

  • As I said earlier, Harlow has only 6 tph trains stopping in the station.
  • I believe this could be increased to at least 10 tph, if the West Anglia Main Line were to be modernised.
  • Extending London Transport Zones To Harlow, which I discussed earlier would surely help.
  • Is there enough car parking?
  • Are there enough buses to the stations?
  • Would a fleet of zero-carbon buses tempt people to use them?
  • Would it be possible to run a hydrogen commuter bus service up and down the M11 between say Harlow and Ilford for Crossrail?, as is being done in Dublin, that I wrote about in Three Hydrogen Double Decker Buses Set For Dublin.

Hopefully, Harlow’s councillors would have a few good ideas.

A Few Thoughts On What Is Possible

These are a few of my thoughts on what is possible.

Digital Signalling Could Increase The Number of Trains Per Hour Significantly

Consider.

  • Currently, the West Anglia Main Line handles ten tph between Liverpool Street and Bishops Stortford.
  • Thameslink handles 24 tph with digital signalling.
  • Crossrail will handle 24 tph with digital signalling.
  • High Speed Two will handle eighteen tph.

I certainly believe that another four tph could be easily handled through the two Harlow stations, with full digital signalling.

Perhaps a frequency of eight tph, that would match TfL Rail between London Liverpool Street and Shenfield would be ideal.

If it works for Shenfield it should work for Harlow!

Rebuild Cheshunt Station

Cheshunt station with its level crossing is a bottleneck and any increase in the number of trains through the station will need the level crossing to be replaced by a bridge.

But developers are talking of high class housing in the area and removal of the level crossing appears to be in their plans.

New High-Capacity Class 720 Trains

Pairs of five-car Class 720 trains are coming to the West Anglia Main Line and each pair will carry over a thousand passengers.

These will be used on four tph, that call at Harlow Town station.

Turn Trains In The High Meads Loop at Stratford Station

The single-track Wirral Line Loop under Liverpool handles up to sixteen tph.

Network Rail built a double-track loop under the Eastfield Shopping Centre, which calls at Platforms 11 and 12 in Stratford.

If this loop was used to turn trains it could probably handle at least twelve tph on one platform.

Liverpool Street currently handles these trains that go up the West Anglia Main Line or the Lea Valley Lines.

  • 6 tph – Greater Anglia
  • 6 tph – London Overground

It looks to me that the terminal capacity in London could be as high as 20 tph.

Run More Trains On A Digitally-Signalled Route Through Seven Sisters

Just four tph run on the London Overground route through Seven Sisters station.

Compare that with the East London Line of the London Overground, where sixteen tph run between Dalston Junction and Surrey Quays stations.

The London Overground has ambitions to run four tph to Cheshunt and Enfield Town, as they do to Chingford, but that would only up the frequency through Seven Sisters to eight tph.

The tracks in the area also allow trains from Stratford to use the lines through Seven Sisters stations to go North.

Run West Anglia And Lea Valley Services Together

Currently, Greater Anglia and London Overground seem to do their own things, but surely properly integrated and with the moving of more services to the London Overground, I suspect that everything could be more efficient.

I believe that by using Liverpool Street and Stratford as twin London terminals for Lea Valley services, that upwards of twenty tph can on digitally-signalled West Anglia Main Line and the Lea Valley Lines.

These are the current trains.

  • Bishops Stortford – 2 tph
  • Cambridge North – 2 tph
  • Cheshunt – 2 tph
  • Chingford – 4 tph
  • Enfield Town – 2 tph
  • Hertford East – 2 tph
  • Stansted Airport – 4 tph

Note.

  1. This is a total of eighteen tph
  2. The pinch point is surely the stretch between Bethnal Green and Clapton stations, which handles 14 tph including a mix of fast expresses and London Overground services.
  3. On the other hand the route through Seven Sisters is handling just four tph.
  4. Ten tph run between Tottenham Hale and Cheshunt stations on the West Anglia Main Line.
  5. Only two tph terminate in Stratford.

If the Cheshunt and Enfield Town services are increased to 4 tph, as is London Overground’s aspirations we get the following.

  • Bishops Stortford – 2 tph
  • Cambridge North – 2 tph
  • Cheshunt – 4 tph
  • Chingford – 4 tph
  • Enfield Town – 4 tph
  • Hertford East – 2 tph
  • Stansted Airport – 4 tph

Note.

This is a total of twenty-two tph.

But there is still plenty of spare capacity at Stratford and through Seven Sisters.

If our objective is more trains through Harlow, why not double up the Stratford and Bishops Stortford service.

  • Bishops Stortford – 4 tph
  • Cambridge North – 2 tph
  • Cheshunt – 4 tph
  • Chingford – 4 tph
  • Enfield Town – 4 tph
  • Hertford East – 2 tph
  • Stansted Airport – 4 tph

Note.

  1. This is a total of twenty-four tph.
  2. Harlow will have eight tph to and from London.
  3. There will be 8 tph through Seven Sisters.
  4. There will be twelve tph between Tottenham Hale and Cheshunt stations on the West Anglia Main Line.
  5. Four tph will terminate at Stratford.

Perhaps to reduce the trains on the West Anglia Main Line, the Hertford East trains could go via Seven Sisters.

But that would mean that stations like Brimsdown and Ponders End would lose a lot of their service.

So why not add extra stops to the Bishops Stortford services?

Conclusion

I believe that by doing the following.

  • Adding digital signalling to all lines.
  • Turning more trains at Stratford.
  • Using the route through Seven Sisters at a much higher frequency.
  • Rebuilding Cheshunt station and level crossing.
  • Reorganising stops on the West Anglia Main Line.

That it would be possible to create a high-frequency Metro up the Lea Valley.

Except for the digital signalling and Cheshunt station, there is not much work to do on the infrastructure.

 

 

 

 

 

August 14, 2021 Posted by | Transport | , , , , , , , , , , , , , , , | 4 Comments

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 | , , , , , , , , , , , , , , , | 5 Comments

It’s Time To Detopsify Stratford Station

Stratford Station has grown like Topsy for too long and has several problems and possible future expansions.

Not least of these include.

  • The final arrival of Crossrail.
  • A direct connection to Chingford.
  • A Stansted Express service.
  • Massive housing developments in the area.
  • More hotels
  • New cultural developments like the branch of the Victoria and Albert Museum.
  • A new campus for University College London.

This article on IanVisits is entitled Stratford Station Set For Massive Transformation.

This is his opening paragraph.

Stratford station could be radically redeveloped under plans being worked on by the rail companies and local council.

That is rather understated!

The station will become several times busier and needs a complete rethink, many more services and deTopsification.

These are my thoughts.

The Development Of The High Meads Loop

The High Meads Loop exists and is a double-track loop that can turn trains arriving at Stratford station via Lea Bridge station.

  • It is underneath the Eastfield Shopping Centre – Westfield is in the West of London.
  • Each track of the loop has its own long platform in the station. – Platform 11 is for clockwise trains and Platform 12 is for anti-clockwise.
  • It has been used in the past for a Stansted Express service.

The Wirral Line in Liverpool like the High Meads Loop is now a modern loop for turning trains.

  • The Wirral Loop is only single-track.
  • It gives connections for over thirty stations on the Wirral and in Cheshire and North Wales to Liverpool City Centre.
  • It is run by fifty-year-old Class 507 and Class 508 trains.
  • The loop has now been improved and can handle upwards of the fourteen trains per hour (tph) it currently does.

Merseyrail will soon be introducing new Class 777 trains on the Wirral Line in the near future and will be increasing services and the number of destinations.

British Rail’s vision for Liverpool, that was cruelly cut-short by Liverpool MP; Harold Wilson, is finally coming to fruition.

Newcastle also got its British Rail tunnel which is now being used by the Metro, but what would have happened in Manchester if British Rail had been allowed to build the Picc-Vic Tunnel?

I have a strong belief, that a Lea Valley Metro can be developed on the West Anglia Main Line.

  • It would have two Southern terminals – Liverpool Street station and the High Meads Loop at Stratford.
  • When it opens, Crossrail will mean that Liverpool Street and Stratford stations will be seven or eight minutes apart with a frequency of at least 12 tph.
  • Northern terminals would include Broxbourne, Cheshunt, Chingford, Enfield Town and Hertford East.
  • Crossrail 2 was planned to have a frequency of 10 and 15 tph between Tottenham Hale and Broxbourne stations.

I believe that if services in East London are thoroughly reorganised, that all the benefits of Crossrail 2 can be brought to East London by the use of the High Meads Loop and the upgrading of existing lines.

Stansted Express Services

Go to Stratford station and there is an out-of-date sign at the end of Platform 1 and 2, where the Overground trains terminate.

It directs passengers to Platform 12 for Stansted Airport.

The picture was taken in 2017, but there is still a walk-through to Platform 12, that I use regularly, if I’m changing between London Overground and Greater Anglia or TfL Rail services to destinations on both the West Anglia or Great Eastern Main Lines.

I believe that there is still a need for a Stansted Express services from Stratford, as for some people, including myself, it is easier to get to Stratford, than Liverpool Street.

From some places the connections to and from Stansted are not very good. Try going between London Bridge, Canterbury, Euston, Victoria or Waterloo and Stansted with a few mobility issues like a heavy suitcase and/or a baby, without a degree in Ducking-and-Diving!

An additional Stansted Express service from Stratford would make things a lot easier to get to the airport for many travellers, because of Stratford’s connections to the Central, Jubilee and North London Lines and SouthEastern’s Highspeed services.

Better Connection Between High Speed One And The High Meads Loop For Passengers

Some passenger connections are missing at Stratford.

This is indicated in the IanVisits article.

This map from cartometro.com shows the Topsy-like nature of the platforms at Stratford.

Note.

  1. The Docklands Light Railway is shown in turquoise.
  2. The DLR platforms in the North-West corner of the map are those of Stratford International station.
  3. High Speed One and the four platforms of Stratford International station are shown in black.
  4. The North London Line of the London Overground is shown in orange.
  5. The North London Line terminates in Platforms 1 and 2, which have a level link to Platform 12.
  6. Platform 12 is on the anti-clockwise platform for the High Meads Loop and has step-free access to the subway system underneath the station.
  7. Platform 11 is on the clockwise platform for the High Meads Loop and has level access to Platform 10a and full step-free access,
  8. Platform 10a is used by some services to East Anglia.
  9. Crossrail is shown in blue.
  10. The Central Line is shown in red.
  11. The Jubilee Line is shown in silver.

It is not the best passenger-friendly station layout.

  • Inevitability, you often find yourself trudging a long way at Stratford station.
  • Changing to or from any high speed services is supremely difficult.
  • Often you have to walk through the busy Eastfield Shopping Centre.

Particularly annoying for me is coming back from Kent on High Speed One and needing to take the North London Line, as I do several times a year.

As it involves a long walk through the Shopping Centre, I now take the easy way out and carry on to St. Pancras and get a taxi home.

As Stratford International is one of the draughtiest stations in England, the station is a real Design Crime and it needs a serious makeover.

Conclusion

Sort it!

 

 

 

 

 

 

 

May 16, 2021 Posted by | Transport | , , , , , , , , , , , , , , , , , , , | 11 Comments

Does Harlow Need An Improved Train Service?

I ask this question, because I am increasingly seeing articles like this one on My London, which is entitled The Large Town Just Outside London Desperate For A London Underground Station.

The town is Harlow.

This Google Map shows the West Anglia Main Line, as it runs through the North of the town.

Note.

On the face of it the town seems well-served by the trains.

Harlow Town Station

This Google Map shows Harlow Town station to a larger scale.

Note.

  1. The station has four platforms.
  2. The station has full step-free access.
  3. The station has 697 parking spaces with 18 fully accessible spaces.

The station was built in the 1950s and is a Grade II Listed building.

Train services at the station are as follows.

  • Stratford and Bishops Stortford – 2 tph – via Lea Bridge, Tottenham Hale, Waltham Cross, Cheshunt, Broxbourne and Sawbridgeworth
  • London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Bishop’s Stortford, Audley End, Whittlesford Parkway and Cambridge
  • London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Roydon, Sawbridgeworth, Bishop’s Stortford, Stansted Mountfitchet, Elsenham, Newport, Audley End, Great Chesterford, Whittlesford Parkway, Shelford and Cambridge
  • London Liverpool Street and Stansted Airport – 1 tph – via Tottenham Hale
  • London Liverpool Street and Stansted Airport – 1 tph – via Tottenham Hale and Stansted Mountfitchet

Note.

  1. tph is trains per hour
  2. The Stansted services are fast services and take 29 minutes between London Liverpool Street and Harlow Town.
  3. The other services seem to take a few minutes longer.
  4. London Liverpool Street or Stratford and Tottenham Hale both get six tph.
  5. Bishop’s Stortford gets a four tph service from Harlow Town.
  6. The two Cambridge stations only get two tph.

Harlow Town station has a fairly good service, but it could probably be improved.

Harlow Mill Station

This Google Map shows Harlow Mill station to a larger scale.

Note.

  1. The station has two platforms.
  2. The station has step-free access to the London-bound platform only.
  3. The station has 29 parking spaces with 1 fully accessible space.

The station was built in the 1840s and gets about 13 % of the passengers compared to Harlow Town station.

Train services at the station are as follows.

  • Stratford and Bishops Stortford – 1 tph – via Lea Bridge, Tottenham Hale, Waltham Cross, Cheshunt, Broxbourne and Sawbridgeworth
  • London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Roydon, Sawbridgeworth, Bishop’s Stortford, Stansted Mountfitchet, Elsenham, Newport, Audley End, Great Chesterford, Whittlesford Parkway, Shelford and Cambridge

Note.

  1. tph is trains per hour
  2. London Liverpool Street or Stratford and Tottenham Hale both get only two tph.
  3. Bishop’s Stortford gets two tph service from Harlow Mill.
  4. The two Cambridge stations only get one tph.

Unless you lived or worked nearby, I doubt you would be likely to use Harlow Mill station.

Recent And Planned Improvements

These improvements are planned and it is very unlikely they won’t happen.

Class 710 Trains

London Overground now runs new four-car Class 710 trains between London Liverpool Street and Cheshunt.

  • Each has 189 seats and can accept 489 standing passengers.
  • Busy services to Cheshunt will probably are pair of trains.
  • There are four tph between Cheshunt and London.
  • Will the trains shave a few minutes from journey times?

This massive increase in capacity and train quality must attract some passengers to change to and from the London Overground at Cheshunt.

Class 720 Trains

Greater Anglia has 133 new five-car Class 720 trains on order.

  • Each has 540 seats and can accept 145 standing passengers.
  • They are 100 mph trains.
  • Busy services through Harlow will probably be a pair of these trains.

These new trains will be a massive increase in capacity and should attract more passengers to the route.

Class 745 Trains

Greater Anglia has recently introduced ten new twelve-car Class 745 trains on Stansted Express services.

  • Each has 767 seats.
  • They are 100 mph trains.
  • They run a two tph service between Harlow Town and London Liverpool Street station and Stansted Airport.

These new trains should attract more passengers to the route.

Crossrail

Services through Harlow will connect to Crossrail at both London Liverpool Street and Stratford.

Will this mean that some passengers will switch from the Victoria Line to Crossrail for their onward journeys?

  • Crossrail will have more capacity than the Victoria Line.
  • Bond Street, Canary Wharf, Heathrow, Paddington and West London will be easier by Crossrail.
  • Victoria and Waterloo will probably be easier by the Victoria Line.
  • London Liverpool Street station’s new connection to the Northern Line will give easier access to parts of South London.
  • London Liverpool Street station will have much improved step-free connections to all London Underground lines.

Crossrail will certainly change the way many people travel between Harlow and London.

Four Lines Modernisation

This page on the Transport for London web site explains the Four Lines Modernisation. This is the first paragraph.

We’re transforming the Circle, District, Hammersmith & City and Metropolitan lines. When the work is done we’ll be able to run trains more frequently and reliably to make journeys faster and more comfortable.

The project should increase Peak Hour capacity by 33 %.

This will benefit those who change trains at London Liverpool Street between the West Anglia Main Line and the Circle and Metropolitan Lines.

Possible Improvements

These are possible improvements that may happen.

Crossrail 2

It is unlikely, that a start will be made on Crossrail 2 in the near future.

Victoria Line Improvements

The Victoria Line will continue to do, what it has done reliability for over fifty years.

But there could be improvements.

I also suspect that engineers will find a way to increase the frequency to forty tph.

Four Tracks On The West Anglia Main Line

There are two reasons for four-tracking sections of the West Anglia Main Line.

  • To separate Crossrail 2 trains from fast expresses to Stansted and Cambridge.
  • To speed up services to and from Stansted Airport.

However four-tracking the route between Tottenham Hale and Broxbourne stations would probably be very beneficial.

  • Stansted Airport and Cambridge services could be speeded up.
  • Extra services could be run on the West Anglia Main Line.
  • It could make it easier to extend the Overground from Cheshunt.

Four-tracking will be needed for Crossrail 2, so there is surely the possibility, that it could be done earlier to bring benefits to those living along the Lea Valley.

ERTMS Signalling On The West Anglia Main Line

ERTMS Signalling could speed up services and increase their number on the West Anglia Main Line.

It might also enable four-tracking, which would be very disruptive to both train services and road traffic to be delayed.

Station Improvements On The West Anglia Main Line

The stations between London Liverpool Street and Cambridge are a poor bunch with only Tottenham Hale, Northumberland Park, Meridian Water, Waltham Cross, Broxbourne, Harlow Town, Bishop’s Stortford and Audley End having full step-free access.

Some of the other stations need refurbishment and step-free access.

As step-free access will be needed for Crossrail 2, why not setup a rolling program of station improvements.

Level Crossings On The West Anglia Main Line

There are four level crossings on the route to the South of Broxbourne, including three at Cheshunt, Enfield Lock and Brimsdown stations.

They all need to be removed for safety reasons.

New Trains And Capacity

The new trains being rolled out by Greater Anglia and the London Overground will certainly have effects on the services on the West Anglia Main Line.

  • The better performance could speed up services by a few minutes.
  • The capacity increase on the new trains should be welcome.
  • The trains will be of better quality than those they replace.

I also wonder, if the better quality of the trains and their facilities will surely attract more passengers. I suspect the train companies hope so!

Extending The London Overground

This map from cartometro.com shows Cheshunt station and Cheshunt Junction just to the South.

Note.

  1. The two platforms on the West Anglia Main Line and the single bay platform for the London Overground.
  2. The level crossing to the North of Cheshunt station.
  3. The comprehensive Cheshunt Junction which trains to go between the Southbury Loop and the West Anglia Main Line.

Cheshunt Junction is occasionally used by Greater Anglia trains to access the Southbury Loop.

It certainly seems to me, that the Overground could connect to the West Anglia Main Line.

  • All trains from London going to the North of Cheshunt could use Platform 2.
  • All trains to London coming from the North of Cheshunt could use Platform 1.
  • The bay Platform 3 would still be available to turn local trains on the Southbury Loop.
  • An extra crossover could probably be inserted to allow trains from London on the West Anglia Main Line to use Platform 3.

London Overground trains could run to a terminal further North.

Trains Between Cheshunt And London

It is worth looking at the number of trains between Cheshunt and London.

  • Greater Anglia -2 tph – London Liverpool Street and Hertford East via West Anglia Main Line
  • Greater Anglia – 2 tph – Stratford and Bishop’s Stortford via West Anglia Main Line
  • Greater Anglia – 2 tph – London Liverpool Street and Cambridge North via West Anglia Main Line
  • Greater Anglia – 4 tph – London Liverpool Street and Stansted Airport via West Anglia Main Line
  • London Overground – 4 tph – London Liverpool Street and Cheshunt via the Southbury Loop

This means that the West Anglia Main Line has 10 tph and the Southbury Loop has 4 tph.

This suggests possibilities.

  • Move some services from the West Anglia Main Line to the Southbury Loop.
  • Extend some or all of the London Overground trains to the North of Cheshunt.
  • Stations like Bishop’s Stortford, Broxbourne, Harlow, Hertford East and Ware could get extra services to London.
  • The new services would connect to extra stations without changing trains.

Very little new infrastructure would be required.

Bishop’s Stortford Station As A London Overground Destination

Bishop’s Stortford station has these trains to and from London.

  • Greater Anglia – 2 tph – Stratford and Bishop’s Stortford
  • Greater Anglia – 2 tph – London Liverpool Street and Cambridge North
  • Greater Anglia – 2 tph – London Liverpool Street and Stansted Airport

Consider.

  • Bishop’s Stortford station could probably easily handle up to an extra two tph.
  • London Overground’s Class 710 trains only have an operating speed of only 75 mph.
  • The trains may need a speed upgrade to serve Bishop’s Stortford, as their speed could slow the Cambridge and Stansted Airport expresses.

If the London Overground services ran to Bishop’s Stortford station, all the smaller stations South of Bishop’s Stortford, could travel to and from Stansted Airport with a single change.

Bishop’s Stortford station may be a possibility, as a destination of two tph on the London Overground route to London.

Broxbourne Station As A London Overground Destination

Broxbourne station has these trains to and from London.

  • Greater Anglia -2 tph – London Liverpool Street and Hertford East
  • Greater Anglia – 2 tph – Stratford and Bishop’s Stortford
  • Greater Anglia – 2 tph – London Liverpool Street and Cambridge North

Consider.

  • Broxbourne station could probably easily handle up to an extra two tph.
  • As Broxbourne is only 3.2 miles and six minutes to the North of Cheshunt, the 75 mph speed of the London Overground’s Class 710 trains may not be a problem.

Broxbourne station may be a possibility, as a destination of up to two tph on the London Overground route to London.

Harlow Town Station As A London Overground Destination

Harlow Town station has these trains to and from London.

  • Greater Anglia – 2 tph – Stratford and Bishop’s Stortford
  • Greater Anglia – 2 tph – London Liverpool Street and Cambridge North
  • Greater Anglia – 2 tph – London Liverpool Street and Stansted Airport

Consider.

  • Harlow Town station could probably easilyhandle up to an extra four tph.
  • If one is needed there would appear to be space for a turnback facility or an extra platform.
  • As Harlow Town is only 5.4 miles and eight minutes to the North of Cheshunt, the 75 mph speed of the London Overground’s Class 710 trains may not be a problem.

If the London Overground services ran to Harlow Town station, all the smaller stations South of Harlow Town, could travel to and from Stansted Airport with a single change.

Harlow Town station may be a possibility, as a destination of up to four tph on the London Overground route to London.

Hertford East Station As A London Overground Destination

Hertford East station has these trains to and from London.

  • Greater Anglia -2 tph – London Liverpool Street and Hertford East
  • There is an extra tph in the Peak.

Consider.

  • Hertford East station has platforms long enough for eight-car trains and may need modification to accommodate a pair of Greater Anglia’s Class 720 trains.
  • Ware station would need to be remodelled to increase frequency above three tph.
  • As the route from Broxbourne is on a branch line, the 75 mph speed of the London Overground’s Class 710 trains may not be a problem.

Hertford East station may be a possibility, as a destination of up to two tph on the London Overground route to London.

Conclusion

I think the best two destinations of the London Overground service to the North of Cheshunt would be Harlow and Hertford East.

  • Trains could terminate at Harlow Town station to connect with Stansted Express and Cambridge trains.
  • It appears that the slightly shorter Class 710 trains may have advantages when using the short platforms at Hertford East station.

Perhaps each destination should receive two tph.

  • Harlow Town would be connected to the Overground.
  • Passengers using stations between Hackney Downs and Cheshunt on the Southbury Loop would change at Harlow Town to and from Cambridge and Stansted Airport.
  • But the biggest benefit would be that two paths on the West Anglia Main Line would be released, as the two tph to Hertford East would be using the Southbury Loop.

I feel there are possibilities to increase the number of trains on the West Anglia Main Line without adding expensive extra tracks.

 

 

April 29, 2021 Posted by | Transport | , , , , , , , , , , , , , , , , , | 1 Comment

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 | , , , , , , , , , , , , , , , , , , , , , , , , | 8 Comments

DLR Extension To Thamesmead Gets Preliminary Funding

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

This is the opening paragraphs.

TfL has secured funding to carry out more work on plans to extend the DLR from Beckton to Thamesmead.

The current proposals are for a new station be built in Beckton, with a bridge over (or tunnel under) the Thames to a new station in Thamesmead. Both sites are subject to lots of new housing being built, or planned, and the DLR extension was included in TfL’s latest financial plans.

Ian also gives this map.

This Google Map shows the area, where the extension will be built.

Note.

  1. The Eastern end of the runway at London City Airport in the South-Western corner of the map.
  2. The proposed location of Thamesmead station is by the roundabout in the South-Eastern corner of the map.

I estimate that the River Thames is around 500-600 metres wide at this point.

North Of The Thames

This Google Map shows more detail around the ring road of Armada Way on the North side of the Thames.

Note.

  1. The ring road of Armada Way in the centre of the map.
  2. Beckton Depot of the DLR takes up the Southern part of the land enclosed by Armada Way.
  3. The Northern part of the enclosed land is what is left of Beckton Gas Works.
  4. Gallions Reach station by Gallions roundabout, aligned North-South along the road.
  5. Note how the DLR goes under the road to read Beckton station in the North West corner of the map.
  6. To the North of the Armada Way ring, there is Gallions Reach Retail Park.
  7. Surrounding everything to North and East is the massive Becton Sewage Treatment Works.

I am not sure how the extension will connect to the existing Beckton branch of the DLR, but it does look that it could sneak around the inside of Armada Way and strike out directly across the Thames, from a junction to the North of Gallions Reach station.

This Google Map shows Gallions Roundabout and Gallions Reach station.

The connection to Beckton Depot to the North of the station can be picked out. It appears trains can enter and leave the depot in both directions.

This further Google Map shows Armada Way as it goes across the Northern side of the Beckton Gas Works site and along the Southern side of Gallions Reach Retain Park.

Note.

  1. The current route to Beckton station can be seen entering a short tunnel to go under the road.
  2. Could the route go inside Armada Way?

A station appears to be planned in this area called Beckton Riverside.

South Of The Thames

This Google Map shows the area which will be served by the extension South of the river.

Note.

  1. From the first map in this post it would appear that the route from the North makes landfall just to the East of the blue dot on South bank of the River.
  2. Thamesmead station would appear to be by the middle of the three roundabouts shown on the road crossing the map.

Much of the land between, the current buildings and the river could be developed.

Bridge Or Tunnel?

The major piece of construction will be the bridge or tunnel to connect the two halves of the extension.

Consider.

  • The frequency of the extension could be fifteen trains per hour (tph)
  • A bridge may stop large ships like HMS Ocean and MS Deutschland coming upriver to Greenwich or the Pool of London.
  • London has tried to develop a cruise ship terminal at Enderby’s Wharf near Greenwich.
  • Bringing cruise ships into London creates employment.
  • The Docklands Light Railway already has two tunnels under the river.
  • A tunnel would probably be less than a kilometre.

For these reasons, I think, a tunnel will be the more likely option.

Although, I always like railway bridges across a river, as they can become tourist attractions.

A Few Thoughts

These are a few thoughts.

A Frequency Of 15 tph

In his article, Ian says this about the frequency.

If the DLR extension is built, then it’s provisionally expected to be able to offer 15 trains per hour – roughly one every four minutes.

Currently, the frequency between Tower Gateway and Beckton is only 7.5 tph in the Peak and six tph in the Off-Peak.

  • If the Beckton service were to be extended to Thamesmead, to run a frequency of 15 tph, would still need more trains for the service.
  • But where would the extra trains terminate in the West?
  • Could this be handled with the new trains and better signalling?

I’m not sure, but it seems that the Docklands Light Railway is being setup with another 15 tph capacity in the East.

Could it be that the Thamesmead extension will be run back-to back with another extension in the West.

In A Connection Between City Thameslink Station And The Docklands Light Railway, I described a possible Westward extension of the Docklands Light Railway to Euston, St. Pancras and Victoria stations.

This map shows the route.

Note.

  1. Could St. Pancras and Victoria both take half of the 15 tph from Thamesmead?
  2. Bank currently , turns 22.5 tph in the Peak and 18 in the Off Peak.
  3. The new trains may be able to work with shorter headways.
  4. Currently, Euston, St. Pancras and Victoria have no direct connection to Canary Wharf.

I think the DLR could end up with a Peak service something like this service.

  • 7.5 tph – St. Pancras and Lewisham via Canary Wharf
  • 7.5 tph – St. Pancras and Woolwich Arsenal
  • 7.5 tph – Victoria and Lewisham via Canary Wharf
  • 7.5 tph – Victoria and Thamesmead

Except at Custom House and with a walk at Canary Walk, the connection to Crossrail is poor.

Conclusion

The extension of the Docklands Light Railway to Thamesmead, looks to be a sensible project to serve much-needed housing at Beckton and Thamesmead.

But I feel it needs to be built alongside a Western Extension of the Docklands Light Railway to Charing Cross, Euston, St. Pancras and Victoria.

  • This would enable a train frequency of at least 7.5 tph to Thamesmead.
  • Or 15 tph if the existing Tower Gateway service were to be extended from Becton to Thamesmead.
  • This extension would also provide a direct link between Euston, Kings Cross and St. Pancras stations and Canary Wharf and perhaps take some pressure from the Bank branch of the Northern Line.

But the extension’s primary function would be to balance the Docklands Light Railway and allow capacity through Bank to the East to be increased.

It could be an affordable fill-in, while we wait for better times, in which to build Crossrail 2.

 

December 25, 2020 Posted by | Transport | , , , , , | Leave a comment

Crossrail 2 Falls Victim To £1.8bn TfL Bailout

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

It appears that one of the conditions of the bailout of Transport for London, is that ongoing consultancy on Crossrail 2, will be scrapped.

As someone, who lives in an area, that will benefit enormously from Crossrail 2, I still feel that this is a good idea, as for the last few years, the transport system in East London has coped well and other improvements already in the pipeline, will keep things going until the economy recovers from the covids and a rathional decision can be made about Crossrail 2.

November 2, 2020 Posted by | Finance, Transport | , | 9 Comments

Walking Along Moorgate – 30th September 2020

I took these pictures as I walked from North to South along Moorgate today from the bus stop by Finsbury Square.

 

Note.

  1. I did cross the road three times.
  2. The building site behind the blue hoardings in some of the first pictures, looks like it could be another tall building.
  3. The tower looming in the background of several of the pictures is Citypoint, which was originally built in 1967 and refurbished in 2000.
  4. The new looking building, with the Barclays branch at street level, is not new but another refurbished building, that has been finished in the last few months.
  5. The older red and white building is Moorgate station. There is nothing to indicate that this building will be rebuilt.
  6. The odd shaped building to the South of the station is Moor House.
  7. A large new entrance to the station, with an office block on top is being built between the original station entrance and Moor House.
  8. Between the new station entrance and Moorgate, 101 Moorgate is being built.

There is certainly, a lot of all types of property development going on at Moorgate station, which after Crossrail opens will become the Western entrance to the Crossrail station at Liverpool Street station.

This 3D Google Map shows Moorgate.

101 Moorgate is marked with a red arrow.

A Crossrail Video Of Liverpool Street Station

This video shows the design of Crossrail’s Liverpool Street station.

This screen-capture from the video shows a possible future Moorgate.

Note the new buildings at 101 Moorgate and the current Moorgate station.

These are related posts on the design of the Crossrail station at Moorgate and Liverpool Street.

The station could become the major one for the City of London.

Extending the Northern City Line To The South

This was intended by the builders of the Northern City Line and they intended to take the route to just North of Bank station at Lothbury.

In the Wikipedia entry for Moor House, this is said.

Completed in 2004, it was the first building to be designed for the forthcoming Crossrail, with a ventilation shaft to the station underneath the building. When built, it had the deepest foundations in London, which reach down 57 metres (187 ft) and are specifically designed to withstand further tunneling below it in the future.

I suspect that could mean that Moor House won’t get in the way of any further railway development.

In the Wikipedia entry for the Northern City Line, this is said about possible developments planned after World War 2.

After the war there were proposals to extend the Northern City Line north and south. The London Plan Working Party Report of 1949 proposed several new lines and suburban electrification schemes for London, lettered from A to M. The lower-priority routes J and K would have seen the Northern City Line extended to Woolwich (Route J) and Crystal Palace (Route K), retaining the “Northern Heights” extensions to Edgware and Alexandra Palace. The lines would have run in small-diameter tube tunnels south from Moorgate to Bank and London Bridge. The “K” branch would have run under Peckham to Peckham Rye, joining the old Crystal Palace (High Level) branch (which was still open in 1949) near Lordship Lane. Nothing came of these proposals, and the Edgware, Alexandra Palace and Crystal Palace (High Level) branches were all closed to passengers in 1954. As a result, the Northern City Line remained isolated from the rest of the network.

Note.

  • The proposed J branch to Woolwich has been covered by Crossrail calling at both Moorgate and Woolwich.
  • The proposed K branch to Peckham Rye and Crystal Palace has been covered by Crossrail and the London Overground with a change at Whitechapel.

So why bother to open up the possibility by designing Moor House for more tunnels to be bored?

As the London Plan Working Party Report of 1949 indicated several more lines and electrification were proposed.

Also during the war several deep-level shelters were built under Underground stations. Wikipedia says this about the background to the shelters.

Each shelter consists of a pair of parallel tunnels 16 feet 6 inches (5.03 m) in diameter and 1,200 feet (370 m) long. Each tunnel is subdivided into two decks, and each shelter was designed to hold up to 8,000 people. It was planned that after the war the shelters would be used as part of new express tube lines paralleling parts of the existing Northern and Central lines. Existing tube lines typically had 11-foot-8.25-inch (3.56 m) diameter running tunnels and about 21 feet (6.4 m) at stations; thus the shelter tunnels would not have been suitable as platform tunnels and were constructed at stations the new lines would have bypassed. However, they would have been suitable as running tunnels for main-line size trains. (One existing tube, the Northern City Line opened in 1904, used a similar size of tunnel for this reason, although in fact main-line trains did not use it until 1976.)

Shelters were planned on the Northern Line at Belsize ParkCamden TownGoodge StreetStockwellClapham NorthClapham Common, and Clapham South on the Northern Line. Did London Transport do a full survey of the Northern Line before the war and leave documents saying where an express Northern Line could be easily built.

My mother told me about these plans and as her best friend worked in Personnel at London Transport, she probably knew more than the average suburban housewife, who worked part-time for my father as a book-keeper.

After Crossrail opens and Moorgate station and the Bank station Upgrade are completed will it be possible to bore two new full-size tunnels underneath the Northern Line and Moor House and other buildings on the route to create a Northern Line Express service?

Consider.

  • The tunnels would be very deep and suitable for full-size trains.
  • Moorgate, Bank and London Bridge stations will have all been rebuilt in the last twenty years, so hopefully, they have been built to allow tunnels for a Northern Line Express service to pass through.
  • The Northern Line Express would take the pressure off the City Branch of the Northern Line?
  • Initially, the line might terminate under London Bridge station in perhaps a two platform station.
  • Modern digital signalling would allow up to 24 trains per hour (tph) on the section between London Bridge and Alexandra Palace station and 12 tph on the Welwyn Garden City and Stevenage branches

It would be a lot easier to build than Crossrail 2 and would give some of the benefits.

An Extension To North Cheam?

The Wikipedia entry for Morden station has this paragraph.

A post-war review of rail transport in the London area produced a report in 1946 that proposed many new lines and identified the Morden branch as being the most overcrowded section of the London Underground, needing additional capacity. To relieve the congestion and to provide a new service south of Morden, the report recommended construction of a second pair of tunnels beneath the northern line’s tunnels from Tooting Broadway to Kennington and an extension from Morden to North Cheam. Trains using the existing tunnels would start and end at Tooting Broadway with the service in the new tunnels joining the existing tunnels to Morden. The extension to North Cheam would run in tunnel. Designated as routes 10 and 11, these proposals were not developed by the London Passenger Transport Board or its successor organisations.

Perhaps, the solution would be to bore two new deep full-size tunnels from Moorgate to Tooting Broadway.

  • The Northern Line Express trains couldn’t continue to Morden, as they would be too big for the existing tunnels.
  • So they would have to turn back at Tooting Broadway station.
  • The stations between Kennington and Morden, that are in need of improvement could be updated.
  • I would design the interchange between Northern Line Express and Northern Line trains at Tooting Broadway station as a step-free cross-platform interchange.

The Wikipedia entry for North Cheam station, describes the extension to the station.

  • It would have been in tunnel from Morden.
  • There would be an intermediate station at Morden South station.
  • It didn’t think much of the economics.
  • I would suspect that the tunnel would run under the A 24.
  • The tunnel would be just under three miles long.

I wonder, if the extra distance, made operation of the line easier.

I estimate that a train could go from Morden to North Cheam stations and back in under ten minutes.

  • This would allow 6 tph with a single tunnel and track between the two stations.
  • The two new stations; North Cheam and Morden South could be single platform.
  • The signalling could be simplified.

The extension could be more affordable.

 

 

September 30, 2020 Posted by | Transport | , , , , , , , | 4 Comments

A Walk Along Shaftesbury Avenue

These are some pictures I took as I walked up Shaftesbury Avenue at around lunchtime.

This is a summary of what I saw and my views.

  • I only saw one electric vehicle; a black taxi.
  • It was a horrendous collection of diesel trucks and vans. And an ambulance!
  • As someone, who suffers in polluted air, I say two words – Stop It!
  • All deliveries should be done at night!
  • No vehicle should be allowed through unless it is zero carbon.

Note the lack of private cars and I only saw a couple of buses, both of which were New Routemasters.

Conclusion

Shaftesbury Avenue is the heart of London’s Theatreland. And a downright disgrace!

I am lucky, in that if I want to go, I walk round the corner from my house and get a 38 bus direct to the Avenue.

But look at any map and you’ll see there is no Underground station in the area and you have to walk from Leicester Square, Piccadilly Circus or Tottenham Court Road stations.

Crossrail 2 has a plan to build a station in the area, but as it would involve demolishing the Curzon Cinema, all the usual suspects are against that plan. They were also against the demolition of a theatre at the site of the expanded Tottenham Court Road station. Crossrail are doing the obvious and building a new bigger one!

Surely, the same thing would work for Crossrail 2!

December 10, 2019 Posted by | Transport | , , , | Leave a comment