Gibb Report – Depot Issues
The Gibb Report, looks in detail at GTR’s depot capacity and especially the stabling for Thameslink.
The section on depots starts like this.
The way in which the train fleet has expanded in recent years has resulted in a shortage of stabling facilities. New facilities have been located away from train crew depots (e.g. Hove from Brighton) and are less efficient, involving driver time in taxis. Siemens new depot at Three Bridges is now the main centre for the Thameslink fleet, and overall the depot capacity on Southern is just about sufficient from what I have seen, although it is inflexible and inefficient.
It then goes on to list problems at specific locations.
Ashford
Perhaps the late choice of Maidstone East station, as a terminus, has meant that a site hasn’t really been found for a depot at Ashford.
Bedford
The depot is unsuitable for 12-car fixed formation Class 700 trains, which block the entrance.
Cambridge
The facility is currently unsuitable for 12 car fixed formation trains and the current trains have to be uncoupled to be accommodated.
North Kent
The original plan was to increase stabling facilities at Slade Green, but this has now been established to cost £72m and too expensive. An alternative is urgently needed.
The report sums up the depot issues like this.
All of the above issues need to be finalised before the driver recruitment plans can be commenced, as the driver recruitment strategy must be decided around the stabling locations of the trains, and driver depot facilities, including parking, must be included in the scheme
implementation.
It also goes on to say, that more trains may need to be ordered to increase capacity on the Brighton Main Line and that a new depot will be needed.
Bombardier’s Class 345 Trains For Crossrail
Before I add my fourpennyworth on depot issues, I will look at some of the features of Bombardier’s Class 345 trains.
All Trains Are The Same Length
It is intended that all trains will be the same nine-car length, although at the present time, the trains under test in East London are a couple of cars short of a full train.
This is mainly because the platforms in Liverpool Street, are not long enough for a full train and won’t be lengthened until a year or so.
I suspect too, it enables Bombardier to build the trains in a more efficient manner and test out each type of coach fully.
One of the advantages in having all trains of the same length, is that you maximise the capacity in a depot and as on both routes, the manufacturer pays for the main depots, a correctly-sized depot will reduce costs.
Note that Thameslink’s main depots don’t seem to have issues, so can we assume they were well-designed?
The Class 345 Trains Have No Toilets
There was a bit of a fuss, when this was announced, as I wrote about in Do Crossrail Trains Need Toilets?.
But given that many Crossrail stations have toilets on the platforms and trains are every ten minutes, no toilets on the train gives advantages.
- There is no toilet on the train that needs regular cleaning and fails occasionally.
- Overnight servicing of the train does not need the toilet to be emptied.
I also suspect that the modular nature of the Class 345 train would allow one to be fitted if required.
Class 345 Trains Are Designed For Remote Wake-Up
Remote wake-up is discussed in Do Bombardier Aventras Have Remote Wake-Up?.
So imagine a Class 345 train finishes its last journey of the day in a platform at Shenfield station or a convenient stabling siding.
- The driver checks the train for sleeping bankers, locks up and goes home.
- The train reports to Ilford, that a couple of light bulbs have failed.
- The servicing and cleaning team arrive and get the train pristine for the morning.
- The train shuts down fully and all power is switched off to the overhead wires, so trespassers won’t be electrocuted.
- At an appropriate time, the train is signalled to come to life and warms up ready for the day, using battery power.
- The driver arrives and when signalled joins the main line, raises the pantograph and takes the train on its way.
When I once described this process to a driver from Northern going to pick up a Class 156 train in Halifax, he had a big smile.
In some ways, it’s a bit like parking your car out on the street.
- Except that for trains, you need a convenient piece of track.
- As power will be needed to warm the train up in the morning and you don’t want 25 KVAC live wires about, the only source of power possible is a battery.
- If the train had a toilet, it would be a more complicated process.
What will the devious Derbians think of next?
Solving GTR’s Depot Problems
In my view there is one big difference between Thameslink and Crossrail.
With Crossrail, which was in part a new railway line, every component was designed so it fitted together like a giant three-dimensional jigsaw.
But Thameslink was designed by different teams over a series of decades.
As we can’t go back to square one on Thameslink we have to make the best of what we’ve been left with.
Bombardier’s remote wake-up concept is a straight steal from some upmarket road vehicles, so why haven’t Siemens stolen it? Especially, as the Derby Telegraph article dates from June 2011. Perhaps, their press cuttings agency doesn’t read that newspaper?
If they had developed the technology, it would certainly help with remote stabling of trains, as you can have a much simpler facility.
The Problem Of Cambridge
I discuss this in Cambridge Depot
The Problem Of North Kent
Chris Gibb suggest creating a new depot at Hoo Junction, which I discuss in Hoo Junction Depot
Thameslink’s Mixed Length Fleet
Thameslink also have a curious mix of eight-car and twelve-car trains, whereas Crossrail have sensibly opted for a common length, which as I said, must be much easier to store.
Intriguingly, both Greater Anglia and South Western Railway have ordered mixed fleets of five and ten-car Aventras. But most six-year-olds can tell you that 5+5=10.
The decision to buy a mixed length fleet of twelve and eight-car trains for Thameslink has caused a lot of these depot and a few other problems.
I wrote more about the problem in Has Thameslink Got The Wrong Length Of Train?.
I think in the end, Thameslink will lengthen the eight-car trains to twelve-cars and then lengthen the short platforms on the Sutton loop Line and a few other places.
This would create sixteen per-cent more capacity through the central tunnel, by making all trains twelve-cars.
But that is an expensive way to solve the problem created by not designing Thameslink as a continuous twelve-car railway.
Conclusion
It’s a bloody-great mess.
If you compare depot philosophies at Crossrail, Greater Anglia and Thameslink, the first two companies seem to have developed a comprehensive purchase and maintenance solution for all their new trains, whereas Thameslink have worked on the basis that it will be alright in the end.
These factors don’t help Thameslink.
- The choice of a mix of eight- and twelve-car trains.
- The inability to join two short trains together to make a long train.
- The design of a Class 700 train, which appears to be geared more towards a traditional depot.
I will be accused of being patriotic, but having ridden in both Class 700 and Class 345 trains, I’m coming to the conclusion, that Thameslink should have bought Aventras.
I would also have to ask, if Krefeld in Germany is a better place than Derby, for decision makers to visit.
The Class 345 Train Has An Updated Information Display
Bombardier have updated the information display on the Class 345 train, that I rode on the The 10:35 From Liverpool Street To Shenfield.
In that post I said this about the Information.
The current on-train information is simple, but then as I suspect the screens are software driven, any degree of required complication can be added.
I don’t know whether it is deliberate but everything is large and easy to read. There is also no maps or exhortations about security.
Long may it stay that way!
Simple is efficient!
So it looks like a new version of the software has been installed.
These pictures show the new display.
I wonder what the final version will be like.
I hope it’s not to fussy or full of advertising.
Will London Build Any More New Tube Lines?
In this post, by Tube, I mean one of London’s narrow-bore Underground lines like the Bakerloo, Central, Jubilee, Northern, Piccadilly and Victoria Lines.
Tube Lines And Crossrail
Yesterday, I rode a Jubilee Line train and after The 10:35 From Liverpool Street To Shenfield, it struck me as a cramped experience.
As I got up to leave from one of the areas of the train with metro-style seating along the train sides, I tripped all over everybody else’s feet.
Compare this to the Class 345 train on Crossrail.
You could seat basketball players either side and they’d have difficulty playing footsie, given the width of the train.
Note too the space under the seats for their kit.
And then there is the air-conditioning, which of course the Tube lines don’t have.
So what is the point of building new narrow-bore Tube lines under London? Especially, as I doubt the cost of a line is much less than the wider-bore Crossrail on a per kilometre basis.
Build extensions to existing Tube lines, by all means, as these probably have a better economic case.
The Bakerloo Line Extension
This is a portion of London’s famous Tube Map.
The Bakerloo Line Extension runs between the following stations.
- |Elephant and Castle
- Burgess Park
- Old Kent Road
- New Cross Gate
- Lewisham
It is a simple scheme to put new transport infrastructure into South-East London.
Conclusion
I doubt, we’ll see a complete new Underground line in London, built to the narrower-bore of the Tube.
Kent On The Cusp Of Change – Crossrail
The Kent On The Cusp Of Change article in the July 2017 Edition of Modern Railways talks about Kent and Crossrail.
This is said.
In December 2018, the Elizabeth Line is due to reach its south-eastern terminus at Abbey Wood, where there will be interchange with the North Kent line.
A wide range of new journey opportunities will open up, which over time will influence many choices over work and home locations. A train every five minutes from Abbey Wood to Canary Wharf and central London is expected to have a dramatic effect in North Kent.
The article goes on to say that a working group called Crossrail Gravesend is pushing to extend the Elizabeth Line to Ebbsfleet International station for High Speed One.
Current Services Between London, Abbey Wood And The Medway Towns
Adding together current services at Abbey Wood station as given in Wikipedia with the proposed Thameslink service between Rainham and Luton, which I wrote about in Thameslink To Rainham, gives the following service level at Abbey Wood station.
Westbound;
- 6 trains per hour (tph) to London Cannon Street via Greenwich
- 2 tph to London Charing Cross via Lewisham
- 2 tph to Luton via Greenwich.
All trains will call at London Bridge station, which after rebuilding for Thameslink is complete, will be a formidable interchange to other services, such as the Underground, buses and Shank’s pony.
Londoners tend to think of Crossrail, as London’s most important rail project, but I do think that the rebuilding of London Bridge station in a few years time will be considered the second most important.
In addition, as Abbey Wood will be connected to Crossrail, there must be few places in Central London, to which travel is difficult from Abbey Wood station.
Eastbound;
- 2 tph to Barnehurst via Slade Green returning to London via the Bexleyheath Line
- 2 tph to Dartford
- 2 tph to Gillingham (Kent)
- 2 tph to Rainham (Kent)
- 2 tph to Crayford via Slade Green returning to London via the Dartford Loop Line,
This map from carto.metro.free.fr shows the lines around Dartford station.
Note.
- Barnehurst is on the Bexleyheath Line.
- Cayford station is on the Dartford Loop Line.
- The North Kent Line goes East from Datford station to Gravesend , the Medway Towns and Thanet.
In addition at Abbey Wood station, using their separate platforms and separate tracks to the Crossrail tunnel, 12 tph will be providing the Crossrail service.
Future Services From London To The Medway Towns
Looking at the Southeastern services to Gillingham and the Thameslink services to Rainham, the following can be said
- These are the only services, that go more than a few miles past Abbey Wood station.
- The Gillingham service is a Southeastern Metro service, so probably needs to be run by faster modern trains, rather than the current Class 465 trains.
- The combination of the Gillingham and Rainham services will hopefully give a very passenger friendly train every fifteen minutes between Abbey Wood and Gillingham, via Dartford, Gravesend, Rochester and Chatham.
- The Gillingham service calls at Lewisham, Blackheath, Charlton and Woolwich Arsenal between London Bridge and Abbey Wood.
- The Rainham service calls at Greenwich between London Bridge and Abbey Wood.
I do wonder, if it would be better if the Southeastern service from Charing Cross to Gillingham were to be extended to Rainham and always run by a twelve-car train.
- Rainham is only four minutes further from London than Gillingham.
- Rainham has a twelve-car bay platform.
- Gillingham’s bay platform may not be able to take a twelve-car train.
- Four tph can be handled in a single bay platform.
This would give a high-capacity four tph service between Abbey Wood and the Medway Towns, with two tph from Thameslink and two tph from Southeastern.
But the major factor would be that passengers would surely find it a very easy service to use.
Service Frequencies East Of Dartford
Note that of the eastbound trains, only 6 tph go through Dartford, as the other 4 tph loop back to London.
Between Dartford and Rochester, there is only the 4 tph to Gillingham/Rainham, although they are joined by 2 tph Highspeed trains between Gravesend and Rochester.
It would thus appear that the maximum frequency between Abbey Wood and Rochester is probably 6 tph.
When you consider that the trains through the area, will all be modern trains fitted with the latest ERTMS signalling, handling these numbers of trains and perhaps 4-8 tph for Crossrail between Abbey Wood and Gravesend in the future, will be well below the 24 tph handled by Crossrail and Thameslink in their central tunnels.
The New Track Layout At Abbey Wood Station
Looking at the new track layout at Abbey Wood station, it appears to be very simple with just a reversing siding to the East of the two Crossrail platforms 3 and 4.
Cross-overs appear to be provided so that the following is possible.
- Trains from Crossrail can continue towards Dartford after calling at Platform 4.
- Trains from Dartford can continue towards Crossrail after calling at Platform 3.
It looks to me, that the track layout is designed, so that Crossrail trains can easily run to and from Dartford or any other station that the planners decide is the terminus.
Capacity Between Abbey Wood And Rochester
As the double-track line between Abbey Wood and Rochester with modern signalling can probably handle up to probably 24 tph, there is capacity for a lot of Crossrail trains to go past Abbey Wood.
Suppose Crossrail is extended to Gravesend with 4 tph extended to the new terminal and trains stabled at a new depot at Hoo Junction to the East of the town.
The following frequencies to and from London would apply at various stations.
- Abbey Wood – 10 tph + 12 tph Crossrail
- Belvedere – 10 tph + 4 tph Crossrail
- Erith – 10 tph + 4 tph Crossrail
- Slade Green – 10 tph + 4 tph Crossrail
- Dartford – 6 tph + 4 tph Crossrail
- Stone Crossing – 4 tph + 4 tph Crossrail
- Greenhithe – 4 tph + 4 tph Crossrail
- Swanscombe – 4 tph + 4 tph Crossrail
- Gravesend- 4 tph + 4 tph Crossrail + 2 tph Highspeed
North Kent is going to get a better train service.
Hoo Junction
Hoo Junction, which is a few miles to the East of Gravesend station, has been identified by Crossrail planners, as a suitable area for a depot to serve an extended South-Eastern branch of the line.
Chris Gibbs, in his extensive report on GTR’s performance, suggests that the Hoo Junction area , be used as a depot for Thameslink services to North Kent. I wrote about this in Gibbs Report – Hoo Junction Depot.
In addition, Southeastern are running short of space in Slade Green Depot.
But that’s just the railways.
This report on the BBC indicates that the new Lower Thames Crossing will cross North-South between Gravesend and Hoo Junction.
Should there be a Park-and-Ride station at Hoo Junction?
It would have a four tph service between London and the Medway Towns with a stop at Abbey Wood for Crossrail.
In Gibbs Report – Hoo Junction Depot, I came to the following conclusion.
Crossrail, the Department of Transport, Kent County Council, Network Rail, Southeastern, Thameslink and all other stakeholders and residents should sit round a large table and agree a common long-term philosophy that is in all their best interests for the future.
What happens at Hoo Junction, will be tremendously important to transport infrastructure in the South East of England in general and Kent in particular.
Crossrail To Ebbsfleet International Station
The article talks about extending Crossrail to Ebbsfleet International station, by adding two new tracks through Slade Green and Dartford stations, serving existing stations.
As I showed in the previous section, I think extra tracks are not necessary, as modern signalling can handle the required number of trains with ease. I suspect though, that the 75 mph Class 465 trains will need to be retired from the North Kent Line, as their performance is just not good enough.
The report says this about the connection at Ebbsfleet.
There would be a new station that would have pedestrian access with Ebbsfleet HS1 station and Northfleet on the historic line – this could be the terminus, or the new line might reach as far as Hoo Junction on the east side of Gravesend.
I’ve always felt that Ebbsfleet International station was a logical South-Eastern destination for Crossrail, mainly because of the space at the station for platforms, depots and car parking.
Consider.
- St. Pancras station may have too few platforms for Continental services in the future, so Ebbsfleet International may end up being a terminus for some of these services.
- Southeastern is developing the Highspeed commuter services to East Kent and East Sussex, which probably need a connection to Crossrail and/or Thameslink.
- The Fawkham Junction link connects Swanley and Ebbsfleet International stations, and it could be used by extra Highspeed services or Thameslink.
I’ve always felt that there’s a simple solution in there, but vested interests and politicians seem to stop railway planners from finding it.
So why not use upgrade Northfleet station with the following features?
- The ability to accept the services along the North Kent Line – 4 tph + 4 tph Crossrail
- The ability to accept twelve-car trains.
- A pedestrian link to Ebbsfleet International station based on something a bit sexy. Perhaps a fast travelator or some other form of people mover.
This Google Map shows that there is plenty of space between the stations.
Northfleet station is to the North-East of Ebbsfleet International station.
Could it be that a simple solution would work?
- Belvedere, Erith, Slade Green, Dartford, Stone Crossing, Greenhithe and Swanscombe become Crossrail and North Kent stations.
- Northfleet station is connected to Ebbsfleet International station in a passenger-friendly way.
- The four tph service through the Medway towns to London Bridge continue and are better-integrated with Thameslink at London Bridge.
- The Swanley link to Ebbsfleet is reopened to allow more service opportunities.
But then what do I do know?
Is Abbey Wood Station A Cross-Platform Interchange?
One thing that the Modern Railways article says, is that Abbey Wood station has been designed with cross-platform interchange, in such a way that any delays to Kent services don’t have any knock-on effects on the new services.
The Modern Railways article says that Abbey Wood station is a cross-platform interchange, as do other articles.
This map from carto.metro.free.fr shows the layout of lines at Abbey Wood station.
Compare this with this track layout, that I posted in Abbey Wood Station – 29th August 2016.
Note the following.
- The older layout shows cross-platform interchange.
- The current one has two pairs of platforms, with Platforms 3 and 4 for Crossrail and Platforms 1 and 2 for other services.
- The current layout probably connects better to the existing lines to Dartford.
These pictures were taken on the 28th June 2017.
They show a similar layout, of two Northern platforms (3 & 4) for Crossrail and two Southern platforms (1 & 2) for all other services.
Note.
- The two cross-overs to the West of Abbey Wood station to get the Crossrail trains to and from the right platforms.
- The station building and the two footbridges over the lines.
- The solid wooden fence between the two pairs of lines.
- The robust nature of the overhead wiring.
I suspect, that if they had wanted to have Eastbound and Westbound lines each share an island platform, it would have required a flyover, which would have been a large expense.
But at least with this layout, Crossrail trains can have their own pair of lines to the East, running to the North of the current tracks. The Modern Railways article says this.
Mindful of this, the working group is proposing two new dedicated tracks for the extension, running alongside the line through Slade Green and Dartford, with platforms serving the existing stations.
This Google Map shows the route through Dartford.
In some places putting in two extra tracks would be very difficult and extremely expensive and very disruptive to local residents.
Given the capabilities of modern signalling, now being demonstrated on Thameslink in Central London, I believe that something practical for the train companies and friendly for the passengers will emerge.
But one thing is certain. There will not be cross-platform interchange between Crossrail and other services at Abbey Wood station.
Interchange Between North Kent Services And Crossrail
I have a feeling, that this will come down to personal preferences.
After the opening of Crossrail to Abbey Wood in 2018 and the opening of Thameslink to Rainham, passengers will probably have to use Abbey Wood, where it will be an up-and-over via escalators, lifts or stairs.
If and when Crossrail is extended to Gravesend, any of Abbey Wood, Dartford and Gravesend, could be used as a same-platform interchange.
It would also be possible to take a Highspeed service from Ramsgate and change to Crossrail at Gravesend. Would this avoid the extra charge for High Speed One?
I think that Gravesend could become the interchange of choice, as it could have the following London-bound trains, if Crossrail is extended.
- 2 tph – Thameslink to Luton
- 2 tph – Southeastern to Charing Cross
- 2 tph – Highspeed to Ebbsfleet International, Stratford international and St. Pancras.
- 4 tph – Crossrail
There could be a need to improve the platforms to cope with the increase of passenger numbers.
Conclusion
Crossrail will get very involved with the new Southeastern franchise.
See Also
These are related posts.
- Abbey Wood Station
- Ashford Spurs
- Elimination Of Slow Trains
- Fawkham Junction Link
- Highspeed Routes
- High Speed To Hastings
- Historic Routes
- Longfield Station
- Maidstone
- Reading To Tonbridge
- Thameslink
- Thanet Parkway Station
- Track Improvements
- Ultimate Class 395 Train
- Victoria As A Highspeed Terminal
To know more read Kent On The Cusp Of Change in the July 2017 Edition of Modern Railways.
The 10:35 From Liverpool Street To Shenfield
I took these pictures on the untimetabled 10:35 TfL Rail service between Liverpool Street and Shenfield stations and on the return to Liverpool Street.
As you can see it is a new Class 345 train.
There were a lot of Crossrail and Transport for London staff about, talking to passengers.
These are my thoughts on various issues.
Ride Quality
This is up with the best or the legendary British Rail Mark 3 coach, which was designed in the 1960s.
One of the Crossrail staff was wearing stiletto heels close to four inches and she was walking up-and-down with no difficulty.
For someone who suffered a bad stroke, my balance is good and I had no difficulty walking along the seven-car train.
Cabin Height And Width
I don’t know how Bombardier have done it, but the cabin seems higher and wider than any other train I’ve ridden in the UK.
Next time, I ride one, I’ll take a couple of tall guys and a tape measure.
Information
The current on-train information is simple, but then as I suspect the screens are software driven, any degree of required complication can be added.
I don’t know whether it is deliberate but everything is large and easy to read. There is also no maps or exhortations about security.
Long may it stay that way!
Simple is efficient!
Seats
Not everybody was completely satisfied with the seats, but I found them much more comfortable than those in the Class 700 trains on Thameslink.
There were some good points.
- The sets of four seats were arranged as they were in the original InterCity 125 around a large window.
- The metro-style seating had a wide aisle in the middle, that would satisfy a basketball team.
- An amply-proportioned man, thought the seats comfortable.
- Most seats had well-designed armrests.
- There was plenty of space under the seats for airline-size carry-on baggage or a labrador.
On the other hand, there were no cupholders, tables or litter bins. But there aren’t any on the Class 378 trains or London Underground‘s S Stock.
Entry And Exit
I feel that trains should be a level step across from the platform.
This train wasn’t as good as a Class 378 train on many Overground stations, but it was better than some.
As many Crossrail stations will be one train type only there is probably scope to get this better.
I regularly see a lady in a simple wheel-chair on the Overground and I feel she would probably be able to wheel herself in and out, which she does at Dalston Junction station with ease.
It should be noted that each coach has three sets of wide double doors and a large lobby, so perhaps a mother with triplets and a baby in a buggy would find entry easier than any train on the Underground.
Walking Up And Down The Train
I found this very easy on a train that was no more than a third full, as it was an extra service to introduce the train to passengers.
There were numerous hand-holds and vertical rails in the centre of the lobbies. Unlike on some trains in France, Italy or Germany, the rails were very simple. They also borrowed heavily from the Overground’s Class 378 trains.
Wi-Fi And 4G
I didn’t try the wi-fi, as it is not something I use very often.
But I was getting a strong 4G signal all the way to and from Shenfield. Was this direct or was I picking up a booster in the train? I suspect it was the latter at some points close to Liverpool Street.
Windows
The windows on the train are large and well-positioned.
The simple seat and window layout, seems to appeal to all classes of rail user.
A Train For Families
When Celia and I had three children under three, with two able to toddle-along (they had too!) and the youngest in his McClaren, I could imagine us taking a train from Barbican station to perhaps go shopping on Oxford Street, sitting in one of those set of four seats by that large window.
A Train For Commuters
The Class 378 trains of the Overground cram them in and the metro layout of much of the Class 345 train will accommodate large numbers of commuters.
I would question, if there are enough seats, but the proof should be apparent by the end of the year, as eleven of the current seven-car trains will be in service between Liverpool Street and Shenfield.
For the full Crossrail service, they will be lengthened to nine cars and there is a possibility of adding a tenth.
A Train For Shoppers
If say, I’d been to Eastfield at Stratford and was coming back to Moorgate heavily loaded with shopping to get a bus home, I could probably put some bags under the seat. Try that on the Underground!
A Train For The Not-So-Young
From what I saw today, I couldn’t make too many observations, as the train wasn’t crowded, but the few older travellers that I did see were smiling at the experience.
A Train For The Disabled
As I’m not disabled, I can’t comment and would love to hear from those who are.
A Train For The Tall
Compared to other trains in London, the headroom seemed to be generous, but then I didn’t see anybody who was much more than six foot.
A Train For The Airport
Class 345 trains will serve Heathrow Airport. I feel they will cope, as the metro layout of the Class 378 trains, seems to accommodate large cases well!
Comparison With A Class 700 Train
The Thameslink Class 700 trains are designed for running over a longer distance at a higher speed and they have toilets.
But for a thirty minute journey through a busy part of London, there is no doubt in my mind, as to which train I would choose.
The Class 345 train, with its large windows, more comfortable seating, space for bags, uncluttered views and the appearance of more space, is undoubtedly in my view a better designed train.
Incidentally, for every metre of a nine-car Class 345 train, 7.31 passengers can be accommodated, as opposed to 7.07 in an eight-car Class 700 train.
I think we can put all this comparison down to Derby 1 – Krefeld 0!
Comparison With A Class 387 Train
The trains will be compared with Bombadier’s last Electrostar, the Class 387 train, which will be in service with GWR between Paddington and Reading, alongside the Class 345 train.
Passengers will be able to take whichever train they want on this route.
Will they choose the Class 387 train, with its tables, very comfortable seats and toilets or the Class 345 train?
I’d choose the Class 387 train, as I like to lay out my newspaper for reading.
No matter what happens Derby wins again.
Moving Forward On Approach To Liverpool Street
I was surprised how many people walked to the front as we approached Liverpool Street.
But were they only demonstrating the Londoners’ ducking and diving ability of getting to the right place for exit.
Regular passengers on regular routes will anticipate their stops and I will be interested to see how much passenger behaviour increases the capacity of the train.
Conclusion
This first Aventra feels like it is a very good train.
Consider how Bombardier improved the Electrostar since it was first produced in 1999.
So what will an Aventra be like in 2035?
An Architecture Firm Wants To Turn The London Underground’s Entire Circle Line Into A Three-Lane Travelator
The title of this post is the headline on an article in the Independent.
It is rather an old chestnut and I think it’s been suggested before and even tried out in at Montparnasse station in Paris in 2002.
One of the railway web sites pointed out that the Circle Line in London is also used by District, Hammersmith and City and Metropolitan Line trains, so it would be rather difficult to design.
But I do think we could do with a few more travelators, escalators and lifts in London.
And in some stations Crossrail and other projects will bring these sorts of improvements sooner rather than later.
The Massive Liverpool Street/Moorgate station for Crossrail
Crossrail will combine the two Underground stations of Liverpool Street and Moorgate.
The map from carto.metro.free.fr shows the lines at the two stations.
Note how Crossrail, which is shown in a purpley blue, lies between the two stations, with the Northern Line at the West and the Central Line at the East.
This image shows a visualisation of the station.
Note how escalators lead down at both ends and you can effectively walk between the two stations with assistance from escalators at both ends..
Passengers arriving on Crossrail will be able to get out of the Eastern end of the platforms and access the following lines.
- Central Line
- Circle Line
- Hammersmith and City Line
- Liverpool Street National Rail services.
- Metropolitan Line
At the Western end of the platforms, there is access to the following lines.
- Circle Line
- Hammersmith and City Line
- Metropolitan Line
- Moorgate National Rail services.
- Northern Line
Both entrances will be very much within walking distance to a lot of the Northern parts of the City of London.
And all routes inside the complex will be step-free with lots of escalators and lifts.
Regularly, I travel on trains into and out of Liverpool Street station and I often get to and from the station by walking between the two stations, as I get a bus to and from Moorgate,
When it is raining heavily as it used to in the past, I will be able to use the Crossrail platforms and two long escalators.
When Crossrail is open through this massive station, thousands or even millions of passengers will change their journeys because of the numerous new routes that will be available.
Paddington
Paddington station will be very much improved interchange.
The map from carto.metro.free.fr shows the lines at the station.
This image shows a visualisation of the station.
In the building of the Crossrail station, a tunnel with full step-free access is being dug under the concourse of the main line station to connect the Bakerloo Line to the Crossrail station. This article in Rail Technology Magazine which is entitled Contract awarded for £40m Bakerloo Line link, gives a lot more details on the tunnel and its building.
I do think that, the techniques used in the building of this tunnel will find applications in other places.
Tottenham Court Road
Tottenham Court Road station will become a double-ended station.
The map from carto.metro.free.fr shows the lines at the station.
This image shows a visualisation of the station.
Note Centre Point at the Eastern end of the complex.
The Eastern end of the platforms will have access to the Central and Northern Lines and numerous entrances in front of Centre Point. Much of this work is now substantially complete.
The Western end of the platforms will have access to a new entrance on Oxford Street, just North of Soho Square.
As Oxford Street and Tottenham Court Road will have a lot more pedestrian access, travelling to the area will be transformed.
Bond Street
Bond Street station will become an enormous double-ended station.
The map from carto.metro.free.fr shows the lines at the station and the nearby Oxford Circus station.
This image shows a visualisation of the station.
Note the football pitches, which give an idea of size.
Bond Street station will have an interchange at the Western end with the Central and Jubilee Lines, but it will mainly be a station with entrances all over the place.
I have a feeling that Bond Street will the station of choice for most shoppers going to and from the area in the future.
If you’re using Crossrail, just make sure that you get in the right end of the two hundred metre long trains.
Oxford Circus
No work is planned here at present, although I think the station will suffer collateral benefits from the following projects.
- The new Eastern entrance to Bond Street station, which will be ideal for John Lewis.
- The pedestrianisation in the area.
- Works to improve the Bakerloo Line, prior to its extension to Lewisham.
Oxford Street station needs more passenger capacity and is scheduled to be rebuilt in the next ten years or so.
I wouldn’t be surprised to see that if a block anywhere close to Oxford Circus gets redeveloped, Transport for London will be investigating how to get much-needed lifts to the Bakerloo and Victoria Lines.
I have a feeling that we could see something special at Oxford Circus station.
I wouldn’t discount a travelator connection between Oxford Circus station and the Eastern entrance to Bond Street station.
Bank
After Crossrail, the biggest station project in London is Bank station.
The map from carto.metro.free.fr shows the lines at the station.
This visualisation, shows what the new Bank station will look like.
The development is comprehensive.
- Two new entrances at Walbrook and Cannon Street.
- Full step-free access with lots of new lifts and escalators.
- Two travelators running North-South through the station.
- A new tunnel for the the Northern Line, with wider platforms.
- Escalator connection between Central and Northern Lines.
- Better connection to the Waterloo and City Line and the Docklands Light Railway.
Completion dates look like 2017 for the Walbrook entrance and 2021 for the completed Bank station.
In some ways Bank station can be considered a Crossrail station, that isn’t on Crossrail.
But it is on the route of one of Crossrail’s little helpers; the Central Line.
Travellers will do one of the following.
- From the Eastern branch of Crossrail,, they will walk across the platform at Stratford station and get the Central Line for a few stops to Bank.
- From the Western branch of Crossrail, they will change at Tottenham Court Road station and get the Central Line for a few stops to Bank.
- From any of the three Crossrail branches, they could use the Central or Northern Lines from Liverpool Street/Moorgate for one stop.
I would walk!
I think that this development will have one of the largest effects of any non-Crossrail transport-related project in London.
I also think that the expansion of Bank station sets a very good precedent.
Both the new Walbrook and Cannon Street entrances are being incorporated into new commercial developments in the area. I know land in the City of London is probably some of the most expensive in the World, but how many improved stations could incorporate housing, retail or commercial development, or perhaps even a hospital.
Victoria
Victoria station is undergoing a major upgrade.
The map from carto.metro.free.fr shows the lines at the station.
Progress has been made with a new entrance on Victoria Street and better connections between the three Underground Lines.
In some ways the biggest triumph at Victoria has been the ability to keep the station working fully, whilst the work is continuing.
A Philosophy For Better Underground Stations
- A large number of passengers.
- More than one line.
- Development above the station.
- Innovative tunnelling.
- Keeping the stations open if possible.
It would also appear that generally the construction companies do a good job and must be accumulating a large amount of knowledge and experience.
So where will they be using their skills next?
A Few Suggestions follow.
One Line Step-Free Stations
This group aren’t Underground stations, in the true sense of the word, but are a collection of Overground, Crossrail and National Rail stations in London that are being updated to full step-free access.
Included are.
- Abbey Wood – In Progress For Crossrail
- Acton Main Line – In Progress For Crossrail
- Alexandra Palace – Future Planned
- Barnes – Future Planned
- Battersea Park – Future Planned
- Bexley – Future Planned
- Blackhorse Road – In Progress
- Brentwood – Completed For Crossrail
- Brondesbury – Future Planned
- Burnham – In Progress For Crossrail
- Coulsdon South – Future Planned
- Ealing Broadway – In Progress For Crossrail
- Ewell West – Future Planned
- Finsbury Park – Future Planned
- Forest Gate – In Progress For Crossrail
- Gidea Park – In Progress For Crossrail
- Goodmayes – In Progress For Crossrail
- Hackney Central -Future Planned
- Hackney Wick – In Progress
- Hanwell – In Progress For Crossrail
- Harold Wood – In Progress For Crossrail
- Hayes and Harlington – In Progress For Crossrail
- Hither Green – Future Planned
- Ilford – In Progress For Crossrail
- Iver – In Progress For Crossrail
- Kensal Rise – Completed
- Langley – In Progress For Crossrail
- Maidenhead – In Progress For Crossrail
- Manor Park – In Progress For Crossrail
- Maryland – In Progress For Crossrail
- Palmers Green – Future Planned
- Peckham Rye – Future Planned
- Petts Wood – Future Planned
- Plumstead – Future Planned
- Romford – In Progressw For Crossrail
- Selhurst – Future Planned
- Seven Kings – In Progress For Crossrail
- Seven Sisters – Future Planned
- Shenfield – Completed For Crossrail
- Shortlands – Future Planned
- Southall – In Progress For Crossrail
- South Tottenham – Completed
- Stratford – Completed For Crossrail
- Streatham – Future Planned
- Taplow – In Progress For Crossrail
- Teddington – Future Planned
- Tottenham Hale – In Progress
- Virginia Water – In Progress
- Walton-on-Thames – Future Planned
- West Drayton – In Progress For Crossrail
- West Hampstead – Future Planned
- White Hart Lane – Future Planned
- Whitton – Completed
Note that Crossrail will mean that twenty-four suburban stations will receive full step-free access.
Network Rail publishes this page on their web site, which is entitled Access For All – A-Z of station improvements.
It gives at least a clue to Network ail’s plans for particular stations.
Crossrail’s High-Tech Leak System At Moorgate Station
Moorgate station is being rebuilt for Crossrail, with a lot of development above the station.
These pictures, show their new high-tech system for protection passengers from the dangers of water leaks.
Some things just can’t be improved upon!
Launch Of Crossrail Trains Pushed Back By TfL
The title of this post is the title of this article in Rail Technology Magazine.
The story I heard from staff, was that more miles need to be accumulated on the trains and that squares with what is said in the article.
But I do wonder if Sadiq Khan has pushed the launch back until after the election, so that politicians he doesn’t agree with can use the trains as a photo opportunity.
The Anonymous Widower 