The Anonymous Widower

How Much Energy Does A Crossrail Class 345 Train Use?

I will start with the Crossrail Rolling Stock Technical Fact Sheet, which dates from 2012.

The Class 345 trains were built to this specification.

This is said about the power required.

Energy efficiency of 24 KWh per train kilometre (equivalent of 55g CO2 per passenger kilometre)

So what does this mean now that trains are running and trains will have been designed and probably accepted to this specification.

Assuming, that trains will be nine-car when completed, 24 KWh per train per kiometre translates into 2.67 KWh per car per kiometre or 3.29 KWh per car per mile.

Ian Walmsley’s Train Energy Usage Figure

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

My calculated value is in line with this figure, as the Uckfield Branch is not that different to some of the Crossrail branches.

What Is The Kinetic Energy Of A Crossrail Train?

I ask this question to show the energy values involved.

If I take a nine-car Class 345 train, this has a mass of less than 350 tonnes and a maximum speed of 145 kph.

1500 passengers at 80 kg each works out at another 120 tonnes.

So for this crude estimate I’ll use 450 tonnes for the mass of a loaded train.

This gives the train an energy of 365 megajoules or 101 KWh.

This amount of energy is only a couple of KWh larger than the largest battery size of a Tessla Model S car.

It leads to the conclusion, that batteries could be large enough to store the regenerative energy generated by the train, when it stops.

How Far Could A Crossrail Train Run On Batteries?

If the batteries were sized for the regenerative braking, then a battery of 100 KWh would probably be sufficient in most circumstances.

Using Crossrail’s figure of 24 KWh per train per kiometres, gives a convenient range of four kiometres, which is probably in excess of the largest distance between stations.

But Crossrail trains are effectively two half-trains with two pantographs.

So perhaps they will be fitted with two batteries!

The battery capacity would be arranged to give the desired amount of emergency power.

Conclusion

There’s a lot more to learn about these Crossrail trains.

 

November 16, 2017 Posted by | Travel | , , | Leave a comment

Location! Location! Location!

I’ve heard it several times, that the title of this post is the three most important things about property.

This article on Construction Enquirer is entitled Great Portland Estates Plans Work on £233m Trio Of Schemes.

The three schemes are.

Cityside House E1

This Google Map shows the location.

Note.

  1. The block is indicated by a red arrow.
  2. It is a short walk from Whitechapel station, which is served by Crossrail.

The office accommodate is being upgraded and residentialo and a hotel will be added.

Oxford House W1

This Google Map shows the location.

Note.

  1. The block is indicated by a red arrow.
  2. The building site opposite is the under-construction Western entrance to Tottenham Court Road station, which is served by Crossrail.
  3. Tottenham Court Road station is just thirty minutes to Heathrow on Crossrail, with a train every ten minutes.

The block is to be redeveloped.

Is there a better location for an office block?

Hanover Square W1

This Google Map shows the location.

Note.

  1. The site is on the North-West corner of Hanover Square.
  2. The building will be on top of the Hanover Square entrance to Bond Street station, which is served by Crossrail.
  3. Bond Street station is just twenty-seven minutes to Heathrow on Crossrail, with a train every ten minutes.

I doubt Great Portland Estates will have problems filling this development.

Conclusion

These three property developments are all tightly tied to Crossrail.

There will be many more!

 

 

 

November 15, 2017 Posted by | Travel | , , | Leave a comment

Updating The Central Line

The Central Line will breathe two huge sighs of relief in the next eighteen months.

  • The Elizabeth Line will open between Abbey Wood and Paddington stations in December 2018.
  • The Elizabeth Line will open between Shenfield and Paddington stations in May 2019.

Travellers, from London, other parts of the UK and abroad will then have the following.

  • Five  East-West interconnected routes across Central London; Metropolitan, Central, Elizabeth, District and Jubilee Lines.
  • Massive transport interchanges at Canary Wharf, Stratford, Whitechapel, Liverpool Street, Farringdon, Tottenham Court Road, Bond Street and Paddington will tie it all together.
  • Liverpool Street. Whitechapel and Stratford will allocate passengers in the East of Central London.
  • Paddington will allocate passengers in the West of Central London.

And this is before the Elizabeth Line opens between Paddington and all stations to Heathrow and Reading in December 2019.

The Central Line After the Elizabeth Line Opens

So will the Central Line become a little-used backwater?

  • Holborn is a major interchange with the Piccadilly Line, which is that line’s only access to the Central or Elizabeth Lines.
  • Oxford Circus is a major interchange with the Victoria  Line, which is that line’s only access to the Central or Elizabeth Lines.
  • Holborn, Oxford Circus, Marble Arch and other stations are destinations in their own right.
  • The overcrowding of the Central Line probably kept passengers away and after freeing up will they come back?

I suspect that in a few years time it will be as busy as it ever was!

Improving the Central Line

It is my view, and probably that of Transport for London, that improvements need to be made to the Central Line.

Three projects are underway.

The Central Line Train Upgrade

This article on Railway-news.com is untitled London Underground’s Central Line Trains Set For Upgrade.

Currently, the Central Line‘s 1992 Stock have DC motors, which will be replaced by more efficient AC motors  and a sophisticated control system.

The cost of the upgrade will be £112.1 million or about £1.3 million per train.

Transport for London are only making a reliability claim for the upgrade. Hopefully, if the trains are more reliable, then more can be in service. so can a higher frequency be run?

I also think in addition, the trains could possibly accelerate faster from stops, thus reducing the dwell times at stations and ultimately the journey times.

  • Epping to West Ruislip currently takes ninety minutes with 38 stops.
  • Ealing Broadway to Newbury Park takes sixty minutes with 24 stops.
  • Northolt to Loughton takes sixty-seven minutes with 28 stops.

Saving just ten seconds on each stop will reduce journey times by several minutes.

I suspect that Transport for London will rearrange the timetable to increase the service frequency from the current twenty-four trains per hour (tph).

It will be interesting to see what frequency of trains and journey times are achieved, when all the Central Line trains have been updated.

Bank Station Capacity Upgrade

This page on the Transport for London web site gives details of this important upgrade at Bank station, which is already underway. It starts with this paragraph.

Bank and Monument stations form the third busiest interchange on the London Underground network. Work we’re doing to substantially improve the capacity of Bank station should finish in 2022.

It lists these improvements.

  • A new railway tunnel and platform for the Northern line that will reduce interchange times and create more space for passengers
  • Step-free access to the Northern line and DLR platforms
  • More direct routes within the station, with two new moving walkways
  • Two new lifts and 12 new escalators
  • A new station entrance in Cannon Street

There will also be a new entrance in Wallbrook Square under the Bloomberg Building, which is planned to open this year.

Comprehensive is a good word to describe the upgrade.

I avoid the Northern Line platforms at Bank because they are so narrow. After the upgrade, I will have no need.

Holborn Station Capacity Upgrade

This page on the Transport for London web site, gives details of this important upgrade at Holborn station. It starts with this paragraph.

We’re proposing changes at Holborn station that would make it substantially easier for customers to enter, exit and move around the station. Subject to funding and permissions, work on the station would start in the early 2020s.

I don’t think this upgrade can come too soon.

As with some parts of Bank station, I avoid Holborn station.

What Still Needs To Be Planned?

The major projects left must surely be upgrading the capacity and providing step-free access at the following Central London stations.

St. Paul’s And Chancery Lane

St. Paul’s and Chancery Lane stations both need step-free access, but the problems of installing lifts at the two stations would be surprisingly similar, as both stations have a similar layout.

  • Both stations will need lift access to the ticket halls, which are below street level.
  • At both stations, the two Central Line tracks are unusually arranged one on top of the other.
  • Even more unusually, the Westbound tunnel is on top at St. Paul’s and the Eastbound tunnel at Chancery Lane.
  • At both stations, escalators lead down to a spacious lobby, which has direct access to the top platform.
  • St. Paul’s has two escalators and a staircase, whereas Chancery Lane has three escalators.
  • From the low-level lobby, two short escalators and a staircase lead down to the bottom platform.

It may be possible to provide lifts that go from the ticket hall to both platforms as before rebuilding in the 1930s, this arrangement was used.

Both stations might also be suitable for the application of inclined lifts.

For instance, would two escalators and an inclined lift handle the lower transfer at both stations?

Oxford Circus

Oxford Circus is a busy interchange, where the Bakerloo, Central and Victoria Lines cross each other.

This map from carto.metro.free.fr shows the lines at Oxford Circus station.

Note.

  1. The Cemtral Line, shown in red, was built under Oxford Street to avoid disturbing the buildings.
  2. The Bakerloo Line, shown in brown, was built under Regent Street.
  3. The Victoria Line, shown in light blue was cleverly threaded through in the 1960s to give cross-platform interchange with the Bakerloo Line.
  4. The dotted purple lines are the Elizabeth Line.
  5. Between the two dotted lines, the Eastern End of the platforms at Bond Street station can be seen.

These pictures show the buildings at the four corners of Oxford Circus.

Wikipedia says this about these buildings.

Oxford Circus was designed as part of the development of Regent Street by the architect John Nash in 1810. The four quadrants of the circus were designed by Sir Henry Tanner and constructed between 1913 and 1928.

Note.

  1. The building on the North-East corner used to be Peter Robinson and is Grade II Listed.
  2. The other three corner buildings are also Listed.
  3. The shops in the two Southern corners are being refurbished.

I believe that the following is needed at Oxford Circus station.

  • Measures to alleviate the overcrowding.
  • Full step-free access to all platforms.
  • Improved access to the Central Line platforms.
  • Better interchange between the Bakerloo/Victoria platforms and the Central Line.

In some ways, the biggest problem in the next few years will be passengers changing between the Victoria and Elizabeth Lines. Passengers between say Walthamstow and Heathrow will probably want to change between Oxford Circus station and the new Hanover Square entrance to Bond Street station.

  • The planned pedestrianisation of Oxford Street will obviously help, especially if the roads around Hanover Square, like Harewood Place and Princes Street are similarly treated.
  • Joining the Victoria Line at Oxford Circus is not a problem, as there are four entrances to the ticket hall under Oxford Circus, a large number of entrance gates and four escalators down to the trains.
  • But on arrival at the station, you are forced to exit from the station about fifty metres East of the station, which means you’re going the wrong way for the Elizabeth Line.

It strikes me what is needed is a new entrance to the station on the South Western corner of Oxford Circus.

But would this alone satisfy the needs of this station?

More Station Entrances On Oxford Street

For Crossrail, Bond Street station is being given two new entrances in Davies Street and Hanover Square.

But it is also being given another entrance on the North side of Oxford Street, to give better access to the Central and Jubilee Lines.

The picture shows the new entrance tucked away in what will probably become a new development.

So could this technique be used on Oxford Street to improve station access?

Look at the map of the lines at Oxford Circus station earlier in the post and you will notice that the Central Line platforms extend to the East. I took these pictures around where the platforms could end.

Could there be space to squeeze in another entrance to the Eastern end of the Central Line platforms?

It probably won’t be possible whilst traffic is running up and down Oxford Street. But after the road is pedestrianised, it would surely be much easier to dig down to the Central Line , which is not very deep below the surface of Oxford Street.

Marble Arch

Marble Arch station is at the Western end of Oxford Street. Wikipedia says this about the station.

The station was modernised (2010) resulting in new finishes in all areas of the station, apart from the retention of various of the decorative enamel panels at platform level.

But has it got the capacity needed?

It is also not step-free and needs lifts.

New Trains In The Mid 2020s

Under Future and Cancelled Plans in the Wikipedia entry for the Central Line, this is said.

The Central line was the first Underground line to receive a complete refurbishment in the early 1990s, including the introduction of new rolling stock. A new generation of deep-level tube trains, as well as signaling upgrades, is planned for the mid-2020s, starting with the Piccadilly line, followed by the Bakerloo Line and the Central Line.

The new trains would fit well to replace the current trains and give an increase of capacity to the line.

Possible Developments

These are possible developments.

Shoreditch High Street Station

There is a possibility of connecting Shoreditch High Street station to the Central Line.

This is said under Plans in the Wikipedia entry for the station.

There have also been discussions of creating an interchange with the Central line between Liverpool Street and Bethnal Green which runs almost underneath the station. However, this would not be able to happen until after the Crossrail 1 project is complete, due to extreme crowding on the Central line during peak hours.

Given that in a few years time, the following will have happened.

  • There will have been a lot of development in Shoreditch.
  • The East London Line will  have a frequency of twenty-four trains per hour.

The connection may be worth creating.

On the other hand, the Elizabeth Line may make the connection unnecessary, as travellers can use the two connections at Stratford and Whitechapel stations.

Mile End Station

If ever there was a station, where step-free access would surely be worthwhile it must be Mile End station.

Consider.

  • It is a busy station.
  • It has cross-platform access between District/Metropolitan and the Central Lines.
  • It has a cab rank.

Knowing the station fairly well, I suspect fitting the probably three lifts required would not be the most challenging of tasks.

Eastern Improvements

Crossrail has a step-free cross-platform interchange with the Central Line at Stratford, which will have the following effects.

Changing at Stratford will give better access to and from  Oxford Street, Paddington and Heathrow.

Crossrail trains will be larger, more comfortable, better equipped and probably less crowded.

Journey time savings will be six minutes to Bond Street and nineteen minutes to Ealing Broadway stations.

Taken with the improved Central Line trains, it all must result in increased patronage in the East.

But there are twenty stations East of Stratford, of which only four are step-free.

So I suspect that Transport for London will make strenuous efforts to improve the Eastern end of the Central Line.

  • More step-free access.
  • Better bus services.
  • More small retail outlets at stations.

I believe that in ten years time, the Eastern station will be very different.

Western Improvements

West of Marble Arch, there are seventeen stations, of which by 2020 only two will be step-free.; Ealing Broadway and Greenford.

Improvements will probably a similar pattern to the East, although there are rumours of rebuilding some stations.

Conclusion

There’s a lot of scope for improvement in the Central Line.

 

 

November 12, 2017 Posted by | Travel | , , , , , , , | Leave a comment

Oxford Street Could Be Pedestrianised By Next Christmas

The title of this post is the same as the sub-title of this article in the Independent.

The aim is to pedestrianise Oxford Street from Oxford Street to Orchard Street by December 2018, which is the date when the Elizabeth Line will open.

It is an ambitious plan and despite substantial backing from the Mayor, Westminster City Council, the West End Company and groups like the British Heart Foundation, I don’t think it will be plain sailing.

Walking Along Oxford Street

In Walking Along Oxford Street, I show various pictures I took this morning whilst walking between Marble Arch and Tottenham Court Road stations.

Oxford Street looked to have improved, since I last did this. But then it’s a long time since I’ve walked the streets without crowds.

My views are as follows.

Measuring Success Or Failure

The success or failure of the pedestrianisation of Oxford Street is very easy to gauge.

The rate of change of turnover is a direct measure.

The Buses

I regularly go shopping in Oxford Street and often used a bus to travel there and back.

I used to be able to get a 73 bus from either 200 metres from my house or by changing at the Angel. But since the 73 has been cut back to Oxford Circus, I’ve tended to use the Underground, often by taking a bus to Bank for the Central Line.

Under Sadiq Khan’s plan all buses will be removed from Oxford Street and only the 139 and the 390  will remain, being rerouted along Wigmore Street.

A lot of people who go to Oxford Street regularly by bus, will lose their direct bus route. How will they react?

Will they use the Underground or the Elizabeth Line or will they go shopping elsewhere?

Since the 73 has been cut back, I think I’ve also gone to Oxford Street a lot less.

Why? I’ve no idea.

But it could be, that regularly, I’d buy something in John Lewis,Selfridges or perhaps in Bond Street and get straight on a 73 bus to the Angel, where I just got off the bus and waited until a bus home arrived at the same stop. As the 73 buses are New Routemasters, they’re a real shoppers’ bus and a lot easier than the Underground.

The Underground And Crossrail

Oxford Street will have the following stations and entrances as you proceed from East to West.

  • Holborn – Central and Piccadilly
  • Tottenham Court Road (Current Entrance) – Central, Elizabeth and Northern
  • Tottenham Court Road (Dean Street Entrance) – Central and Elizabeth
  • Oxford Circus – Bakerloo, Central and Victoria
  • Bond Street – Central, Elizabeth and Jubilee
  • Marble Arch – Central

Between Oxford Circus and Orchard Street, which will be the first section to be pedestrianised, you’ll never be more than two hundred metres from a fully step-free Elizabeth Line station.

Will this be enough to do away with the buses on Oxford Street?

Holborn station is being expanded with a new entrance, so will Oxford Circus and Marble Arch be upgraded?

Cycling

This will be banned. Although the plan envisages alternative cycle routes to the North and South.

Taxis

These will be banned from Oxford Street. Taxi ranks will be provided.

Will this be acceptable to the taxi drivers?

Uber And Mini-Cabs

These will be banned from Oxford Street.

How will these effect the surrounding streets?

Deliveries

How will these be arranged? You can’t get behind all the shops!

The Stalls

There are lots of stalls selling various goods along Oxford Street.

Will the stallholders give up their pitches quietly, if necessary?

Security

I’m no security expert, but after the latest attacks in the UK and Europe, surely keeping out vehicles must remove the weapon of choice from a large group of terrorists.

Local Residents

There are quite a few residents in the area perhaps two hundred metres on either side of Oxford Street.

They could be the biggest losers with traffic cramming  the side streets.

Timing

Crossrail opens in December 2018. Does this mean the 1st, 31st or some day in between?

How do you time the pedestrianisation of Oxford Street to fit in with Crossrail?

Especially, as December 2018 will probably contain Christmas!

Conclusion

There is going to be a lot of discussion about this scheme.

As to my view, I like pedestrianised streets and Oxford Street should have gone this way years ago.

November 7, 2017 Posted by | Travel, World | , , , , | 13 Comments

Crossrail Gets A Convenient Hotel

This article on The Urban Developer is entitled London’s Newest Skyscraper Gets Green Light.

This is the first two paragraphs.

London’s Paddington will soon be home to a new 20-storey hotel tower, dubbed The Gateway Building, after planning permission was granted by Westminster council planners.

The Sheldon Square site will house the 113-metre-high hotel designed by architects Carmody Groarke for developer British Land. The hotel will provide access to the area’s new Crossrail station, with the third basement level expected to provide access to the Elizabeth Line — connecting Reading with London and Heathrow.

As they say, location is everything!

  • Crossrail will whisk you to and from Heathrow.
  • There’s not many hotels with direct access to the station underneath.
  • For the businessman who has everything, Bond Street is only one stop away for the trophy wife to spend your hard-earned money.
  • The City and Canary Wharf are just a few stops further.

I doubt the hotel will be a Premier Inn.

How many other skyscraper hotels will sprout up along Crossrail?

Each one will be another nail in the coffin of Heathrow Express.

November 6, 2017 Posted by | Travel | , , , , , | Leave a comment

Can Between Rayners Lane And Uxbridge Stations Be Step-Free?

I took a Metropolitan Line train to Ucbridge station today and took these pictures, taken at stations between Rayners Lane and Uxbridge stations, where the line is shared between Metropolitan and Piccadilly Lines.

Note.

  1. Between platforms and Metropolitan Line trains access is generally good.
  2. Only Uxbridge and Hillingdon stations are fully step-free.
  3. There is no special provision for Piccadilly Line trains.

Making this section of line fully step-free is going to be difficult.

It may be very much step-free now for Metropolitan Line trains, but look at this picture of a Piccadilly Line train at Rayners  Lane station.

This certainly won’t meet the spirit if not the law of the the Persons of Reduced Mobility regulations.

The Platform Edge Door Issue

This article in London Reconnections is entitled Upgrading the Piccadilly: Calling Time on Mind the Gap?. It is an article that is well worth reading.

This is said about the platform train interface.

On modern transport networks once a system is designed to be UTO-capable then a mandatory requirement almost always now follows – the network or line in question should have platform-edge doors at all stations, including the above ground ones. Furthermore platform levels must be aligned with the floor level of the trains.

UTO means Unattended Train Operation.

I put London Reconnections on my list of trusted sites like The BBC, The Guardian, The Financial Times and several railway web sites, so I would rate this interpretation correct.

The new Piccadilly Line trains will certainly be built to be UTO-capable, as on past form, they will be built to last at least forty years. Could we guarantee that UTO won’t come in during their lifetime?

Note that  one of the regulations associated with trains being UTO-capable, is that platform and train floors must be aligned.

This is not only good for passengers, including those in wheelchairs and buggies, and those overloaded with shopping, but it’s also good for train companies, as dwell times at stations can generally be reduced and staff don’t have to deal with cumbersome wheelchair ramps.

But, I think that these regulations mean that it is very difficult for two types of train to share the same platform.

This principle was probably obvious to the engineer, who designed the platforms at Stratford station in the 1930s, where main line services are on one side and the Central Line is on the other.

The principle certainly seems to be involved in the design of the tram-train interchange platforms at Rotherham Central station.

Lower level extensions are being built at the Sheffield (far) ends of the platforms, so passengers changing, will just walk along the platform.

  • The longer high-level section will be able to handle the longest train likely to call, which will probably be about eight-cars.
  • The shorter low-level section will be able to handle the longest tram likely to call, which will probably be a forty metre Class 399 tram-train.

It’s a simple layout, but it would mean a very long platform, if it were to be used with sub-service and deep-level Underground trains sharing a platform.

Applying The Regulations Between Rayners Lane And Uxbridge Stations

I believe these regulations will mean that only three ways to meet the regulations are possible.

  • Separate tracks and platforms between Rayners Lane and Uxbridge stations.
  • Extremely long bi-level platforms.
  • Only one type of train serves the branch.

The first two options would probably be too expensive, but I believe that by good design and some clever reworking of the tracks at Rayners Lane station.

A Redesigned Rayners Lane Station

So could Rayners Lane station be redesigned to meet all the regulations and provide a much-improved passenger experience.

Step-Free Access

This picture shows the 1930s stairs at Rayners Lane station.

The station may be Grade II Listed, but this is not acceptable any more.

As is the platform-train interface shown in the first picture!

|Adding lifts and improving the stairs will be a major undertaking.

The Metropolitan Line Service

The Peak service is ten trains per hour (tph) in both directions, with a reduction to eight tph in the Off Peak.

Once the Four Lines Modernisation (4LM) is completed in 2023, these frequencies will be increased.

The journey between Aldgate and Uxbridge stations currently takes an hour.

This journey  time is awkward from the point of scheduling the trains. The new signalling will probably reduce this to such a time, that the train could do the journey, turnround and be ready to return within an hour.

This would mean a higher frequency of trains without adding to the fleet. Although, it will probably mean that more drivers will need to be trained, which is a lot more affordable and easier, than buying new trains.

I feel that 10 tph might even be possible with the existing fleet and the new signalling.

But the new signalling will probably allow more semi-fast trains to operate, which might mean an extremely customer-friendly 12 rph were possible all day.

The Piccadilly Line Service

The Peak service is twelve trains per hour (tph) in both directions, with a reduction to six tph in the Off Peak.

Half the trains reverse at Rayners Lane station.

The journey between Kings Cross St. Pncras and Uxbridge stations currently takes an nine minutes over the hour.

The Rayners Lane To Uxbridge Service

Adding the two services together gives a  Peak service of twenty-two trains per hour (tph) in both directions, with a reduction to eleven tph in the Off Peak.

Terminating The Piccadilly Line At Rayners Lane Station

There would be advantages to terminating all Piccadilly Line services at Rayners Lane station.

  • All Piccadilly Line trains would go through the same procedure at Rayners Lane station
  • The journey time would be reduced by fourteen minutes, which would ease train scheduling.
  • There would be no knock on effects, if either line had delays.
  • Signalling and train control at Rayners Lane would be simpler.

But it would need a major rebuilding of the tracks and platforms.

On the Victoria Line, thirty-six tph are handled on two platforms at Walthamstow Central and Brixton stations or eighteen tph on each platform.

So could a single platform at Rayners Lane station handle the Piccadilly Line service?

If it could, it could even be positioned between the two Metropolitan Lines, with an island platform on either side, giving cross-platform operation in both directions.

But because problems do occur, there would probably be two terminal platforms for the Piccadilly Line, as there are at the end of most Underground lines.

I think terminating Piccadilly Line services at Rayners Lane station could be made to work well and provide step-free access at all stations West of Rayners Lane station.

Terminating The Metropolitan Line At Rayners Lane Station

I don’t believe the problems of terminating the Metropolitan Line service at Rayners Lane would be any more difficult, than terminating the Piccadilly Line, but it might offer advantages, after  all the stations on the line had been rebuilt to accept the new UTO-capable Piccadilly Line trains.

  • This would open the possibility of running trains under UTO between Acton Town and Uxbridge stations.
  • Hillingdon Borough Council have been pushing for the Central Line to be diverted from West Ruislip to Uxbridge. This would become possible.
  • The frequency all the way from Acton Town to Uxbridge could easily be raised.

As with terminating Piccadilly Line services at Rayners Lane station, I think that terminating Metropolitan Line services could be used to provide step-free access at all stations West of Rayners Lane station.

Could A Piccadilly Line Service Be Run Between Uxbridge and Ealing Broadway Stations?

In Is There Going To Be More Change At Ealing Broadway Station?, I wrote about rumours of a possible plan to create a new terminus for the Piccadilly Line at Ealing Broadway station, using the route currently used by District Line trains from Ealing Common station.

I came to the following conclusion.

But overall, because it sorts out step-free access in the area, I think it is a good proposal.

I just wonder, if it would be possible for trains to run between Uxbridge and Ealing Broadway station.

This Google Map shows where the Piccadilly Line to Rayners Lane and Ucbridge and the District Line to Ealing Broadway divide , a short distance North of Ealing Common station.

I think that creating the missing side of the triangular junction would be possible, thus allowing a service to be created between Ealing Broadway and Uxbridge stations.

  • All stations would be made step-free and UTO-capable.
  • Twelve tph could be run between Uxbridge and Ealing Broadway in both directions.
  • Ten or welve tph would still be run between Uxbridge and Cockfosters.
  • Twelve tph on both routes would mean a train every two and a half minutes between North Ealing and Uxbridge stations.
  • The route would surely be ideal for running under UTO.
  • A large area of Ealing, Hillington and Harrow would get a frequent link to Crossrail at Ealing Broadway.
  • Extra stations could be added to the route to support development.

If the interchange at Rayners Lane were to be well designed, I doubt there would be any losers.

Could The Central Line Be Extended To Uxbridge?

In the Wikipedia entry for Uxbridge station, in the last sentence of a section called History, this is said.

The London Borough of Hillingdon announced in June 2011 that it would be lobbying Transport for London to have the Central line diverted from West Ruislip station to Uxbridge. Such a project would require a business case approved by TfL and the completion of signal upgrade work on the Metropolitan Line.

So would that be feasible?

Access To Uxbridge Station?

This map from carto.metro.free.fr shows the lines to Uxbridge and West Ruislip stations.

 

The lines in the map are as follows.

  • black – Chiltern Main Line
  • blue- Piccsdilly Line
  • mauve – Metropolitan Line
  • red – Central Line

The big red blob is the Central Line’s Ruislip Depot.

Uxbridge station is in the South-West corner.

This map from carto.metro.free.fr shows where all the lines cross at the North-West end of Ruislip Depot.

I suspect that an efficient connection can be made to allow the Central Line to go to Uxbridge instead of or as an alternative to West Ruislip station.

Note that at some point in the future, it is expected that both the Central and the Piccadilly Lines will use the same type of train. Will Ruislip depot be used for  some Piccadilly Line trains, given its location close to Uxbridge station and the good connection?

Uxbridge Station

This map from carto.metro.free.fr shows Uxbridge station.

Note that Uxbridge station has three lines and four platforms.

  • It would surely be much easier to handle the service, if all the trains terminating at Uxbridge were the same type.
  • This would happen, if all Metropolitan Line trains terminated at Rayners Lane station.
  • Two platforms could easily handle twenty-four tph for the Piccadilly Line.
  • Two platforms could easily handle nine tph for the Central Line.

Uxbridge would become a very busy station.

Conclusion

There are a lot of possible improvements that can be done to the train service to Uxbridge.

 

 

October 31, 2017 Posted by | News | , , , , , | 2 Comments

Is There Going To Be More Change At Ealing Broadway Station?

Ealing Broadway station is being upgraded for Crossrail.

In the November Edition of Modern Railways, there is a Capital Connection supplement, which discusses London’s railways.

On Page 7 in a section about the sub-surface lines, this is said.

One possibility being discussed is that the Piccadilly should take over the District’s Ealing Broadway service. This would free up space on the South side of the inner-London circle for more City trains off the Wimbledon branch, one of the sub-surface network’s most-crowded routes.

On Page 15 in a section about the Mayor’s plans, this is said.

It is suggested Piccadilly Line services run to Ealing Broadway instead of the District Line, enabling increased frequencies on the latter’s Richmond and Wimbledon branches.

As the plan is mentioned twice, certainly the proposal is being thought about.

The Lines At Ealing Broadway Station

This map from carto.metro.free.fr shows the lines at Ealing Broadway station.

Note how the Piccadilly and District Lines share tracks from Ealing Common station, which then split with District Line trains going to Ealing Broadway station and Piccadilly Line trains going to Rayners Lane and Uxbridge stations.

If the change happened and Ealing Broadway station was only served by the Piccadilly and Central Lines of the Underground, then there might be opportunities to improve the efficiency of the Underground side of the station.

Crossrail Effects On Access To Heathrow

Crossrail will change the way a lot of passengers go to and from Heathrow Airport.

Crossrail To Heathrow

From May 2018, the service will be.

  • 4 trains per hour (tph) between Paddington and Heathrow Central and Heathrow Terminal 4

After December 2019, the service will be.

  • 4 tph between Abbey Wood and Heathrow Central and Heathrow Terminal 4
  • 2 tph between Abbey Wood and Heathrow Central and Heathrow Terminal 5

In addition these services will serve all station including Canary Wharf, Liverpool Street, Bond Street,Paddington and Ealing Broadway.

Effect On Heathrow Express

It will be difficult to predict what will happen to Heathrow Express, but I suspect several groups of passengers will desert it.

  • Passengers wanting to go anywhere East of Paddington without changing trains.
  • Passengers wanting any Crossrail station.
  • Passengers, who don’t like the prices of Heathrow Express.
  • Passengers using Oyster or contactless cards.
  • Passengers who want to ride on London’s spectacular new Crossrail.

After Old Oak Common station is opened, the numbers will further decrease.

Will Heathrow Express survive?

Effect On Piccadilly Line

The current Piccadilly Line route to the Airport will not be closed, as for many it will still be a convenient route to the Airport

  • Passengers who live on the Piccadilly Line and don’t want to change trains. Think Southgate, Knightsbridge, Hammersmith and Osterley!
  • Passengers to the East of Acton Town station.
  • Passengers, workers and others needing to go to Hatton Cross station.

If Crossrail connected with the Piccadilly Line at say Holborn, it would be all so different.

Effect On District Line

When Crossrail opens, the District Line will become a loop from Crossrail, between  Ealing Broadway and Whitechapel running along the North Bank of the Thames via Earls Court, Victoria, Charing Cross and Monument.

The step-free interchange at Ealing Broadway could become busy with passengers travelling  to and from the Airport.

Effect On Piccadilly Line Overcrowding

Heathrow trains on the Piccadilly Line can get very overcrowded with so many passengers with heavy cases.

It must sometimes be very difficult to get on a Piccadilly Line train between Heathrow and South Kensington stations.

Crossrail should take the pressure from these trains, by allowing passengers to use the District Line with a change at Ealing Broadway.

Effect On My Personal Route

My personal route to the airport is to take a 141 bus to Manor House station and then get the Piccadilly Line. It takes 94 minutes.

After Crossrail fully opens, if I took the East London Line from Dalston Junction to Whitechapel and then used Crossrail, I’d take 57 minutes.

Conclusion

Crossrail will affect the way many get to Heathrow Airport.

But there are large areas of London, who still will need to change trains twice to get to the airport.

Piccadilly Line To Ealing Broadway Effects

Adding Ealing Broadway station as a fourth Western terminus to the Piccadilly Line will have effects, but not as important as the opening of Crossrail.

Some Improved Journey Times To Heathrow

Some Piccadilly Line stations will see improved journey times to Heathrow.

Hammersmith to Heathrow currently takes 37 minutes by the Piccadilly Line.

Taking a Piccadilly Line train to Ealing Broadway and then using Crossrail could save a dozen minutes.

The District Line Connection To Crossrail At Ealing Broadway Is Lost

Passengers along the District Line from Monument to Hammersmith will lose their direct access to Crossrail at Ealing Broadway.

Cross-platform access to the Piccadilly Line at Hammersmith and Turnham Green will probably be provided or improved, but it will be a second change.

Note that until the Piccafilly Line gets upgraded and new trains arrive around 2023, the District Line with new trains and the soon to be installed new signalling may well be a better passenger experience.

More Trains To Richmond

This will certainly be possible, if some Ealing Broadway trains are diverted to Richmond.

But Crossrail has another delight in its cupboard for Richmond.

Old Oak Common station is scheduled to open in 2026 and will offer an interchange between Crossrail and the North London Line.

Richmond will certainly be getting a better train service to Central and East London.

More Trains To Wimbledon

This will certainly be possible, if some Ealing Broadway trains are diverted to Wimbledon.

The Ealing Common Problem

At Ealing Common station, the Piccadilly and District Line share the same tracks and platforms.

Some commentators have suggested that the new trains on the Piccadilly Line will be designed to work with platform-edge doors for improved safety and dwell times.

So if platform-edge doors were to be fitted to all stations on the Piccadilly Line as has been suggested, there would be no way the doors would fit the new S7 Stock of the District Line.

Swapping Ealing Broadway from the District to Piccadilly Lines would solve this problem and give more flexibility, but it might give London Underground other problems with regard to access for District Line trains to Ealing Common depot.

These pictures show Ealing Common station.

Note the difference of levels between the Piccadilly and District Line trains.

There would be no way to provide level access for both types of train using a Harrington Hump.

So is making a station that serves both deep-level and sub-surface lines, step-free, a problem that is still to be cracked?

This Google Map shows Ealing Common station.

It doesn’t look that it is a station, where two extra platforms could be squeezed in, so both lines could have their own platforms.

Could Ealing Common station be one of the main reasons to serve Ealing Broadway station with the Piccadilly Line?

Acton Town Station

On a brief pass-through of Acton Town station, it would appear that the Ealing Common problem exists.

So making Acton Town station, a Piccadilly Line-only station, would ease making the station step-free, as it would only be served by one type of train.

Chiswick Park Station

Chiswick Park station only has platforms on the District Line and would need to be remodelled, if Ealing Broadway became the terminus of the Piccadilly Line.

One suggestion I found was to add two new District Line platforms to the Richmond branch.

This Google Map shows the station.

Note the Richmond branch passing South of the station.

Chiswick Park station is Grade II Listed and I’m sure that a good architect can find a more than acceptable solution.

Conclusion

It appears to me, there are two opposite forces on either side of a possible proposal to serve Ealing Broadway station with the Piccadilly Line, rather than the District Line.

  1. The District Line will form a loop South of Crossrail between Ealing Broadway and Whitechapel stations.
  2. Making a station step-free that handles both deep-level and sub-surface lines, is not an easy undertaking.

Running the Piccadilly Line to Ealing Broadway means that a change is required at Turnham Green, Hammersith or Barons Court stations to use the loop described in point 1.

But this change would enable the step-free access to be created in all stations in the area.

I think that the change of terminus will go ahead, with the following additions.

  • Improved access to Ealing Common depot.
  • Improved cross-platform access at Turnham Green, Hammersith or Barons Court stations.
  • Two extra platform on the District Line at Chiswick Park station.

What started out as a simple change could end up as a substantial project.

But overall, because it sorts out step-free access in the area, I think it is a good proposal.

 

October 30, 2017 Posted by | Travel | , , , , , | 1 Comment

Should Crossrail Be Extended From Old Oak Common?

In How Will Chiltern Railways Serve Old Oak Common?, I looked at the possibilities of how Chiltern Main Line services will use the Old Oak Common station complex as an additional London terminus to ease the overcrowding at Marylebone station.

In Will Crossrail Go Up The West Coast Main Line?, I looked at why the extension of Crossrail to Milton Keynes was announced and then cancelled as it was thought to be bad value for money.

But is the general principle of extending Crossrail from Old Oak Common onto a new branch or branches a good idea?

Crossrail Revenue And Profit

If you’re running any railway, you get the highest revenue by running as many trains as you can and making sure that they are full with passengers all the time.

The Central Section of Crossrail between Stratford and Paddington stations will be very heavily used, as it will have to handle the following passenger flows.

  • Passengers from the Abbey Wood Branch going to and from Central London
  • Passengers from Heathrow going to and from Central London
  • Passengers from the Reading Branch going to and from Central London
  • Passengers from the Shenfield Branch going to and from Central London
  • Passengers from National Rail services at Liverpool Street going to and from Central London
  • Passengers from National Rail services at Paddington going to and from Central London

In addition it will also be used as an extra Underground line in Central London

The Central Section will be a cash cow for the Crossrail operator!

The various branches to and from Abbey Wood, Heathrow, Reading and Shenfield, may well be less heavily used, but will probably see a different type of passenger to the Central Section, who might need more space and hopefully a seat.

The Class 345 Trains

The Class 345 trains have been designed for efficiency and flexibility.

  • I believe that each car is a separate one-car electric train with its own function.
  • Most cars will be motored to distribute traction and braking forces along the train.
  • I wouldn’t be surprised to see a battery in each car to handle regenerative braking.
  • Cars are joined together to make a train of an appropriate length.
  • Initially, the trains are starting at seven cars, but will go to nine cars and possibly ten.
  • The interiors have been designed to satisfy both needs of a long distance commuter train and a London Underground train.

The operator will be able to configure the trains as new routes are added and passenger levels change.

Comparing Crossrail And The Victoria Line

It is worthwhile to compare the Central Section of Crossrail with the Victoria Line.

Crossrail’s Central Section has the following characteristics.

  • Twenty-four trains per hour  (tph) in both directions
  • Automatic train operation (ATO)
  • Full-size trains of up to ten carriages long
  • Platform-edge doors
  • Large stations with lots of wide platforms and passages.
  • Double-ended stations ay Liverpool Street-Moorgate, Barbican-Farringdon, Tottenham Court Road and Bond Street.
  • Step-free access
  • Easy access to connecting lines
  • Cross-platform reverse at most stations

Whereas the Victoria Line has the following characteristics.

  • Thirty-six tph in both directions
  • Automatic train operation
  • Tube-size trains of six carriages
  • Small stations with lots of narrow platforms and passages
  • Some step-free access
  • Some easy access to connecting lines
  • Cross-platform reverse at most stations

The two lines show a difference in design, very much in keeping with their construction dates.

One comparison is surprising.

Crossrail is planned to run twenty-four tph through the Central Section, but if Dear Old Vicky can manage 36 tph on a line built in the 1960s with generally cramped stations, surely Crossrail with the benefit of some of the best modern design can do a bit more.

I’ve read that Crossrail could handle thirty tph, but then we wondered in the 1960s at the Victoria Line’s fast trains and high frequency in the twenties between Seven Sisters and Brixton. And look at the old girl now!

Dear Old Vicky is second in frequency to parts of the Moscow Metro, which run a train every 95 seconds, as opposed to the 100 seconds of the Victoria.

I suspect that grates with the engineers of the London Underground, as no-one likes being second.

A few years ago, the engineers thought 33 tph between Brixton and Seven Sisters was the limit but now there is 36 tph all the way along the line.

So will we see further improvements to the Victoria Line like these?

  • A loop at Brixton via Herne Hill station to turn trains at the Southern end of the line.
  • Higher capacity stations at Oxford Circus, Euston, Kings Cross St. Pancras, Highbury and Islington, Finsbury Park and Walthamstow Central.
  • Air-conditioned, walk-through articulated trains
  • Full step-free access at all stations and platforms
  • Improved train control software
  • Improved methods of working

These and other improvements will push the frequency towards the magic forty tph.

Do I think that forty tph is achievable on a line built in the 1960s?

As a Control Engineer, trained in the 1960s, I can only give one answer. And that must be yes!

I feel that the stations are the key, as at times stations like Oxford Circus and Walthamstow Central are struggling to handle the number of passengers. Victoria was like that a few years ago, but the addition of a new entrance and more and wider passages has made the station seem a lot less crowded.

Surely, Dear Old Vicky has shown what is possible, when you take a well designed railway and try to ramp up the capacity!

Various commentators have said Crossrail will handle thirty tph, but why are they not being more ambitious?

Comparing Crossrail And Thameslink

Crossrail and Thameslink have a lot in common.

  • Frequencies of twenty-four tph through their central sections
  • High capacity step-free central stations
  • High-capacity purpose-built trains
  • Automatic Train Control in the central sections.

But there are differences.

  • Crossrail’s central section is straight through from Paddington to Stratford, whereas Thameslink has a junction at Blackfriars.
  • Crossrail’s central section has seven stations, whereas Thameslink has just five.
  • Blackfriars station is also a terminal station on Thameslink’s central section.
  • Crossrail’s stations are generally island platforms, which ease reversing direction, whereas Thameslink’s generally aren’t.
  • Crossrail is 25 KVAC overhead electrification throughout, whereas Thameslink has a voltage change at St. Pancras.

I think that although both lines will be opened at a frequency of 24 tph, raising the frequency on Crossrail will be easier than Thameslink.

The Importance Of Increasing Frequency On Crossrail and Thasmeslink

The train capacity on the two routes are as follows.

  • A nine-car Crossrail Class 345 train can carry 1,500 passengers
  • A twelve-car Thameslink Class 700 train can carry 1,754 passengers
  • A eight-car Thameslink Class 700 train can carry 1,146 passengers

Compare this with an eight-car Victoria Line 2009 Stock train, which holds just 876 passengers.

So if Crossrail went from 24 to 30 tph through the central section, that would add extra capacity for 9,000 passengers per hour, between Stratford and Paddington.

Building Crossrail and upgrading Thameslink will bring London two high-capacity cross-London Underground Lines.

The more the frequencies on those lines can be increased the higher will be the capacity of the Underground network in Central London.

Crossrail’s Shenfield Branch

The Branch to Shenfield station has the following characteristics.

  • It is an almost completely separated double-track railway between Stratford and Shenfield.
  • All stations will be step-free.
  • Most trains on the route will be Crossrail’s Class 345 trains.
  • A few of Greater Anglia’s similar Aventra trains may use the route.
  • The route will have modern signalling and ERTMS.
  • It is proposed that initially twelve tph will serve the branch

I believe the track, stations and signalling of the Shenfield Branch could handle up to twenty-four tph.

That figure might seem high, but consider the following.

  • Shenfield station has three platforms where Crossrail trains can be turned back.
  • Walthamstow Central and Brixton stations handle thirty-six trains tph with just two platforms.
  • The track layout at Shenfield can accommodate through trains.

Passenger access to the platforms is probably more of a limiting factor, than the track and platforms.

Timings

Currently, Class 315 trains are scheduled to go between Stratford and Shenfield in thirty-six minutes, with faster Longer distance services doing the trip non-stop in fifteen minutes.

  • Crossrail is claiming on their web site, that the Class 345 trains will do the trip in thirty-two minutes or four minutes less.
  • But there are eleven station between Stratford and Shenfield. So that is a saving of only around twenty-two seconds a station.

I feel Crossrail is playing their timings very safe.

Future Services

I think the following will happen in a few years.

  • The current proposal of twelve tph to Shenfield will be increased to something like fifteen or twenty tph.
  • Crossrail timings between Stratford and Shenfield will approach the current fastest time of fifteen minutes between the two stations.
  • Fast services to and from North of Chelmsford will stop at Shenfield to enable faster and easier journeys.
  • Crossrail could be extended to stations like Beaulieu and Southend Victoria.
  • Shenfield will become a major rail interchange.

The East of England will see major changes to its rail network.

Crossrail’s Abbey Wood Branch

The Branch to Abbey Wood station has the following characteristics.

  • It is a tunnelled double-track railway between Whitechapel and Abbey Wood stations.
  • All stations will be step-free.
  • All trains on the route will be Crossrail’s Class 345 trains.
  • The route will have modern signalling and ERTMS.
  • It is proposed that initially twelve tph will serve the branch

I believe the track, stations and signalling of the Abbey Wood Branch could handle up to twenty-four tph.

Future Services

I think the following will happen in a few years.

  • The  current proposal of twelve tph to Abbey Wood will be increased to something like fifteen or twenty tph.
  • Services on the Abbey Wood Branch will continue to match those on the Shenfield Branch, as this makes journeys between the two Eastern branches easier.
  • Crossrail could be extended to stations like Ebbsfleet and Gravesend.
  • Abbey Wood will become a major rail interchange.

South East London and Kent will see major changes to its rail network.

Summing Up The Two Eastern Branches

The two Eastern Branches can probably provide as many as twenty-four tph for Crossrail.

As the maximum frequency through the Central Section is probably in the thirties, they can allocate services according to where the traffic lies.

It would also appear that as the two services will use the same platforms at Whitechapel station and trains will be every few minutes, that Crossrail is designed to make journeys between say Ilford and Abbey Wood much quicker than by car.

Crossrail’s Reading Branch

The Branch  to Reading station has the following characteristics.

  • It is a semi-separated double-track railway between Paddington and Reading.
  • All stations will be step-free.
  • Most trains on the route will be Crossrail’s Class 345 trains.
  • Other services may share the tracks.
  • The route will have modern signalling and ERTMS.
  • It is proposed that initially six tph will serve the branch; four to Reading and two to Maidenhead.

I believe the track, stations and signalling of the Reading Branch could handle up to twenty-four tph,

Future Services

I think the following will happen in a few years.

  • The  current proposal of six tph to Reading and Maidenhead will be increased increased.
  • Crossrail could be extended to stations like Basingstoke and Oxford.
  • Reading will become an even more major rail interchange.

West London and Berkshire will see major changes to its rail network.

Crossrail’s Heathrow Branch

The Branch to Heathrow has the following characteristics.

  • It is a fully-separated double-track railway between Airport Junction and Heathrow.
  • All stations are step-free.
  • Most trains on the route will be Crossrail’s Class 345 trains.
  • Other services may share the tracks.
  • The route will have modern signalling and ERTMS.
  • It is proposed that initially six tph will serve the branch.

I believe the track, stations and signalling of the Heathrow Branch could handle in excess of twelve tph.

Future Services

I think the following will happen in a few years.

  • The  current proposal of six tph to Heathrow is increased.
  • Crossrail could be extended to stations beyond Terminal 5.
  • Heathrow Express will fade away.

Heathrow will see major changes to its rail network.

Turning Back Crossrail Trains At Paddington

These services will call at Paddington from the East.

  • 12 tph from Abbey Wood
  • 12 tph from Shenfield

And these from the West

6 tph from Heathrow

2 tph from Maidenhead

4 tph from Reading

This gives an imbalance, so twelve tph will have to be turned back to the East at Paddington.

Crossrail Services

The provisional service pattern is shown in the Wikipedia entry for Crossrail under Services.

It effectively shows the following services, with times are from Crossrail’s provisional journey time calculator.

  • 4 tph – Reading to Abbey Wood – 80/78 minutes
  • 2 tph – Maidenhead to Abbey Wood – 67/66 minutes
  • 4 tph – Heathrow Terminal 4 to Abbey Wood – 60/60 minutes
  • 2 tph – Heathrow Terminal 5 to Abbey Wood – 60/60 minutes (assumed same as previous)
  • 12 tph – Paddington to Shenfield – 51/51 minutes

It should also be noted that Paddington to Abbey Wood is 29/28 minutes.

Note.

  1. The first figure is for the West to East journey.
  2. The second figure is for the East to West journey.
  3. There isn’t much difference between West to East and East to West journeys.

This leads me to give these numbers for the trains on each route.

  • Reading to Abbey Wood – 12 trains
  • Maidenhead to Abbey Wood – 5 trains
  • Heathrow Terminal 4 to Abbey Wood – 10 trains
  • Heathrow Terminal 5 to Abbey Wood – 5 trains
  • Paddington to Shenfield – 24 trains

This totals up to 56 trains.

Note.

  1. My numbers of trains figures, are very rough and are minimum numbers.
  2. Provisionally, Crossrail will also be running 4 tph between Liverpool Street and Gidea Park in the Peak, which could need four trains.
  3. Crossrail have ordered 70 trains.
  4. Some trains will be in maintenance and others will be held in reserve.

Crossrail seem to have ordered a sensible number of trains for the initial services.

Ceossrail Extension To Gravesend

It would appear that a typical Abbey Wood to Gravesend service takes just under half an hour.

This is with slower twenty-five year old Class 465 trains, so extending services to Gravesend would just add an hour to the round trip.

This would make train timetabling easy.

If the Heathrow Terminal 4 service to Abbey Wood was extended to Gravesend, it would require another two trains.

In addition.

  • The Class 345 trains have been designed to run on 750 VDC third-rail electrification, with the addition of third-rail shoes.
  • I think that the new track layout at Abbey Wood station could cope with four tph running to Gravesend using the North Kent Line.
  • A single platform at Gravesend could turn back four tph.

It does look that to choose Gravesend as an extension for Crossrail could be a very good decision.

The New South Eastern Franchise

This will be a key factor in extending Crossrail to Gravesend and I suspect all bidders will give co-operation with Crossrail, a high priority.

I suspect a new franchise will replace a large proportion of the train fleet with new 100 mph traqins and that the Class 465 trains will be retired.

The new franchise is due to start in December 2018.

When Could A Crossrail Service To Gravesend Start?

I believe that the following infrastructure is ready for a four tph Crossrail service to Gravesend.

  • The link between Crossrail and the North Kent Line at Abbey Wood station.
  • Platform 0 at Gravesend is a twelve-car London-facing bay platform, that could handle the trains.
  • Dartford, Gravesend, Greenhithe stations are step-free.

However, certain things must happen before a Crossrail service to Gravesend could start.

  • The new Southeastern franchise must be up and running.
  • ERTMS must be installed along the North Kent Line.
  • All trains running along the North Kent Line must be 100 mph trains, able to take advantage of modern signalling.
  • All stations between Abbey Wood and Gravesend must be made step-free.

The new franchise will probably have its new service pattern and modern trains in place by the end of 2023, which would probably make the Crossrail extension easier.

Before a decision is made on the extension, Crossrail needs a couple of years to find out how passengers use the new line and the other services, which will include Thameslink, that call at Abbey Wood station.

Can Crossrail Be Extended From Old Oak Common?

Before answering the question, the related question of whether it is possible should be answered.

Extending Trains From Paddington

Current proposals envisage twelve trains turning back at Paddington.

It would not be difficult if a number of these trains continued to Old Oak Common station.

Can Paddington To Old Oak Common Handle The Extra Trains?

The current proposals envisage just twelve tph using the route between Paddington and Old Oak Common station, with perhaps a few wxtra trains going to and from Old Oak Common Depot.

As the tunnelled section of Crossrail can handle double that frequency, I suspect there will be no problems extending extra trains to Old Oak Common station.

It would appear that there would be no problems extending services to Old Oak Common station.

Where Would The Extra Services Go?

The choices lie between the Chiltern Main Line and the West Coast Main Line.

If we take Crossrail’s well-thought out choice of Gravessend, I think we need a destination, that is ideally just under thirty minutes from Old Oak Common station.

In the next few sub-sections, I’ll look at possibilities.

Extending To High Wycombe On The Chiltern Main Line

A service between High Wycombe and Wembley Stadium stations takes 27 minutes with stops at Beaconsfield, Gerrards Cross and South Ruislip stations. Taking the Acton-Northolt Line and even with stopping at Seer Green and Jordans, Denham Golf Club, Denham, West Ruislip and Greenford, I’m pretty sure, that a train could go from Old Oak Common to High Wycombe and back in comfortably under an hour.

Four tph between High Wycombe and Shenfield would require twelve trains, which is four more than would be needed for the same service between Paddington and Shenfield.

Consider.

  • Four tph could easily be turned back in a single platform at High Wycombe station.
  • High Wycombe station has plenty of space.
  • However, it would need the route between Old Oak Common and High Wycombe to be electrified.
  • But, it is a long-term aim of Chiltern Railways to electrify the Chiltern Main Line.

I believe that High Wycombe station could be a viable terminal for Crossrail.

Extending To Milton Keynes Central On The West Coast Main Line

A service between Milton Keynes Central and Wembley Central stations takes 51 minutes with seven stops.

This would mean that a train could go from Shenfield to Milton Keynes Central in comfortably under two hours.

Four tph between Milton Keyns Central and Shenfield would require sixteen trains, which is eight more than would be needed for the same service between Paddington and Shenfield.

Consider.

  • Four tph could easily be turned back in a single platform at Milton Keynes Central station.
  • Milton Keynes Central station  has space for a terminal platform.
  • Except for creating the connection at Old Oak Common and updating stations to full step-free access, the infrastructure is pretty good.
  • Crossrail would be linked to the East-West Rail Link.

I believe that Milton Keynes Central station could be a viable terminal for Crossrail.

Should Crossrail Be Extended From Old Oak Common?

It is certainly possible to extend to either High Wycombe or Milton Keynes Central.

If a decision were to be made to extend Crossrail, passenger statistics would probably decide, which would be the extra terminal or terminals.

 

 

October 27, 2017 Posted by | Travel | , , , | Leave a comment

Abbey Wood Station Opens

Abbey Wood Station partly opened today.

As can be seen, it is not finished, but it can certainly accept all the Southeastern trains calling at the station.

Is it the UK’s first station with three pedestrian bridges and six lifts?

October 24, 2017 Posted by | Travel | , , | 1 Comment

Will Crossrail Go Up The West Coast Main Line?

This report on the BBC from August 2014, is entitled Crossrail Extension To Hertfordshire Being Considered.

This is the opening paragraph.

Proposals to extend Crossrail to Hertfordshire are being considered by the government, Transport Secretary Patrick McLoughlin has announced.

But then in August 2016, the proposal was cancelled as being poor value for money.

The Wikipedia entry for Crossrail has a section called To the West Coast Main Line, under Extensions.

This is said.

Network Rail’s July 2011 London & South East Route Utilisation Strategy (RUS) recommended diverting West Coast Main Line (WCML) services from stations between London and Milton Keynes Central away from Euston, to Crossrail via Old Oak Common, to free up capacity at Euston for High Speed 2. This would provide a direct service from the WCML to the Shenfield, Canary Wharf and Abbey Wood, release London Underground capacity at Euston, make better use of Crossrail’s capacity west of Paddington, and improve access to Heathrow Airport from the north. Under this scheme, all Crossrail trains would continue west of Paddington, instead of some of them terminating there. They would serve Heathrow Airport (10 tph), stations to Maidenhead and Reading (6 tph), and stations to Milton Keynes Central (8 tph)

That sounds all very sensible. So why was the scheme cancelled?

I will look at various factors to see if I can get an idea!

Current Local Services To Milton Keynes

London Midland currently runs five trains per hour (tph) between Euston and Milton Keynes Central stations using Class 350 trains capable of 110 mph.

The new operator; West Midlands Trains will replace these trains with 110 mph Aventras.

Note that both these trains have to be capable of running at 110 mph, as this is necessary for efficient operation of the West Coast Main Line.

Crossrail Local Services To Milton Keynes

Crossrail’s Class 345 trains are only capable of 90 mph running, but then again, West Midlans Trains will have Aventras capable of 110 mph.

So for a start, the current Crossrail trains would be unable to work services to Milton Keynes in an efficient manner.

I would estimate around twenty trains  would have to be updated for 110 mph running to provide eight tph.

An Upgrade Of Milton Keynes Central Station

With a fast eight tph running to and from Central London, the nature of the train services at Milton Keynes would change dramatically.

How many of Virgin’s passengers to and from the North would prefer to change to a local train at Milton Keynes, rather than lug heavy baggage on the Underground?

HS2 would have an unexpected competitor.

ERTMS On The West Coast Main Line

Would ERTMS need to be installed on the West Coast Main Line to accommodate al these trains?

This will probably happen soon anyway, but Crossrail to Milton Keynes could bring it forward.

Connecting Crossrail To The West Coast Main Line

Look at this map from carto.map.free.fr, which shows the lines in the Old Oak Common area.

Note.

  • The West Coast Main Line is the multi-track railway towards the top of the map.
  • The Great Western Main Line is the multi-track railway towards the bottom of the map.
  • The Slow Lines on both main lines are on the Northern side of the tracks.
  • The Old Oak Common station will be on the Great Western Main Line, just to the West of the North Pole Depot.

This all means that a flyover or a tunnel must be built to connect the two pairs of Slow Lines. It’s not simple!

This Google Map of the area illustrates the problem.

Note.

  • The Great Western Main Line going across the bottom of the map.
  • The North Pole Depot alongside the Great Western Main Line.
  • The Dudding Hill Line and the West London Line at the Western side of the map.
  • Crossrail’s newly-built depot is the large grey rectangular building.
  • There’s also some housing to the North-West of Crossrail’s Depot

I doubt that a flyover could pass over all that.

But a tunnel starting at the surely soon-to-be-redundant Heathrow Express Depot , that turned North-West would be a possibility.

A tunnel could emerge to the North-West of Harlesden station.

This Google Map shows that area.

Note.

  • The silver building in the top-left corner is the Princess Royal Distribution Centre.
  • The West Coast Main Line runs diagonally across the map.
  • The Dudding Hill Line runs up the Eastern side of the map.

I suspect that space for a tunnel portal can be found.

  • Twin tunnels would probably be bored.
  • I estimate that they, would need to be just over two kilometres long.
  • I suspect too, that they could be build without an additional ventilation shaft in the middle.

Looking at these maps, I’m very much of the opinion, that boring a tunnelled solution, would be possible, but what would be the cost?

The Lee Tunnel in East London is about twice as long and larger in diameter. From the cost of that tunnel, which was opened in 2016, I feel that the two tunnels could be built for just under a billion pounds.

A Tunnel-Free Solution

This Google Map shows Old Oak Common between the Great Western Main Line and the West Coast Main Line.

The Crossrail station would be at the bottom just above the North Pole Depot.

I wonder if a line could go through or behind the Heathrow Express site and then follow the North London Line behind the Crossrail Depot to Willesden High Level Junction.

This Google Map shows Willesden High Level Junction and the tracks of the London Overground as they pass over the West Coast Main Line.

I suspect modern three-dimensional design and structural analysis can create a connecting viaduct.

I doubt the track will be much more than a kilometre long and I suspect with the right signallinmg and a degree of Sutomatic Train Control, eight tph each way could be handled on a single track.

Conclusion

It looks like updating the Class 345 trains, ERTMS and building a tunnel under Old Oak Common could be a sizeable bill.

Have cost estimates been such, that the project was not deemed to be value for money?

October 23, 2017 Posted by | Travel | , , , , , | 3 Comments