London Tram Enhancements Included In Growth Fund
The title of this post is the same as that of this article in Metro Report International.
This is the first two paragraphs.
Transport for London is to finance around one-third of the cost of double-tracking the Elmers End branch of the tram network, Mayor of London Sadiq Khan announced on May 21.
TfL is to provide £3·3m from its Growth Fund towards the estimated £9m estimated project cost. In addition to double-tracking the short branch, this would add a second tram platform to the Elmers End terminus. TfL says that this would enable service improvements and ‘address reliability issues’ on the network.
This map from carto.metro.free.fr, shows the track layout between the Arena tram stop and Elmers End station.
My thoughts on the various works follow.
Double-Tracking
From the map, it doesn’t appear that a very large amount of track needs to be doubled.
This Google Map shows some of the single track section of the route.
Note the passing loop to the South of Elmers End is visible, at the top of the map.
It would also appear that there is space to add the second track, which used to exist when the tram line was the Addiscombe Line.
These pictures, which were taken from a tram, show the section of line in the map.
I suspect that a second track linking the double track at Arena to the passing loop South of Elmers End can be created.
Electrification Or Battery
Battery trams will soon be running on many tram networks around the world, including Birmingham in the UK.
Tramlink has a problem, in that they have two types of trams.
Because of their age, I think the CR4000 trams might be difficult to be fitted with batteries.
But Munich already has Variobahn trams fitted with batteries.
If battery power were needed just on the route to Elmers End, I think it would not be an economic decision to fit all trams with batteries.
Obviously, if in the future, more trams were to be ordered, there may be other routes, where batteries are ideal.
I don’t think, there will be any issues about putting up more wires.
Being able to use the current trams on the new track to Elmers End would be very convenient
For these and other reasons, I suspect this line will be electrified.
The New Elmers End Platform
Elmers End is the only one of the four Tramlink termini with a single platform, as Beckenham Junction, New Addington and Wimbledon all have two platforms.
So a second platform at Elmers End would surely make running a service easier, when things go a bit awry.
The need was illustrated as my tram left Elmers End. We stopped for a couple of minutes in the passing loop just outside the station to let another tram enter the platform.
After the proposed works, the two trams would have passed on the double-track to the East of the Arena tram stop.
This Google Map shows the platforms at Elmers End station.
These pictures show the station and in particular, the current single tram platform.
Note.
- Platform level is such, that platform-to-tram is step-free.
- The current platform has a cross-platform interchange with the Northbound Platform 2 on the Hayes Line.
- It would appear, that there is space alongside for a second platform, although it might mean the loss of some car parking spaces.
- Some equipment might need to be moved.
- The footbridge could probably need to be made step-free.
- There is space to add the gantries for the electrification.
The original Addiscombe Line had a platform on the other side of the tracks as shown in the map earlier in this post.
I doubt this old layout will be used, as a flat junction would be rather difficult to operate and a flyover would be expensive.
Could we see a staggered platform layout, so that both platforms are accessible from Platform 2?
This map from carto.metro.free.fr shows the track arrangement at New Addington.
The line appears to be singled a convenient distance from the terminus and then it splits again just outside the platforms.
Beckenham Junction and Wimbledon, both use a similar track layout.
If a layout similar to this were to be applied at Elmers End, it would have the collateral benefit of reducing the current three sets of points to two.
A single track, would also be easy to squeeze through the gap into Elmers End, provided there was space for the points before the platforms.
I believe this layout, would work with staggered platforms.
Would The Elmers End Platforms Be Made Longer?
Wikipedia talks about expanding Tramlink. Under Phase C of Trams 2030, this is said.
Furthermore, if extra capacity is required, tram stops could be lengthened to serve either longer trams or two trams coupled together on services between Wimbledon and Beckenham Junction or Elmers End.
I think that Elmers End will be future-proofed.
An Increase In Frequency To Elmers End
The Wikipedia entry for Elmers End station, says this about current tram frequencies under Services.
Trams depart from the station every 12 minutes; this service falls to four trams per hour during the early morning and evenings. Each tram travels towards Croydon town centre; trams on Route 1 continue to West Croydon tram stop, before travelling back as Route 2 to Beckenham Junction, while trams on Route 4 continue to Wimbledon.
A second platform would surely allow the five trams per hour frequency to be doubled to ten trams per hour, if this was thought necessary.
These trams would either be turned in Croydon or continue to Wimbledon.
Some might use a proposed diverting loop in Dingwall Road, by East Croydon station.
More Trams
If more trams are needed, I’m sure Stadler would oblige with a few new Variobahn trams.
Future Expansion
I also think, that because after the Elmers End scheme is completed, all the Tramlink termini will have two platforms, this will make it much easier to expand the system.
Conclusion
It seems a relatively simple scheme with no serious construction problems.
The London Tramlink Is Now Shown Properly On The Tube And Rail Map
The new London Tube and Rail Map, that is now shown in all good tube and rail stations has a redrawn and understandable tram map.
Trams In Croydon
At last!
Note the treatment at West Croydon!
I suppose to get from East Croydon station to West Croydon station, you just need to get on a tram, that’s going round the loop, rather than on to Wimbledon.
It still doesn’t answer the old chestnut of how you get from West bCroydon station to somewhere like Wimbledon or Ampere Way for IKEA.
From Whitechapel To Oxted
If you want to travel between Whitechapel and Oxted stations, it should be one of those journeys, where you get an Overground train to Croydon and then get a Southern one from Croydon to Oxted.
But the East London Line of the Overground was designed by a nincompoop, who did a course in transport system design at the Ryanair Business School.
So instead of going to East Croydon station, with all its connectivity to South London, Surrey, Sussex, Brighton and Gatwick Airport, and the London Tramlink to both East and West of Croydon, the East London Line goes to West Croydon, which just has a few odd services and the Tramlink to take you to East Croydon, which is where you should have gone in the first place, as you know, it generally connects to where you want to go.
This map from carto.metro.free.fr shows the layout of lines around Croydon.
West Croydon and East Croydon Stations
Surely something can be done to improve connectivity.
So my simple trip down the East London Line meant a change at New Cross Gate, which was an up-and-down change of platform.
At least, I got the Oxted train at East Croydon, by just waiting on the platform for a dozen minutes or so.
You’d think the uprated Thameslink will make this better, but it will actually make it worse, as it would appear, that there will be no simple way to get from Whitechapel to East Croydon, without going via Farringdon or St. Pancras. If this turns out to be the case, expect lots of complaints from those living on the East London Line.
Swapping the East London Line from West Croydon to East Croydon would probably solve the problem, but there probably isn’t enough paths or platforms at East Croydon station.
This Google Map shows the platform layout at East Croydon station a few years ago.
East Croydon Station
It would appear that, when this picture was taken, it might have been possible to squeeze another couple of terminal platforms under the tower blocks, that are now being built to the East and West of the station.
I believe, that it a real pity, that when the opportunity was available, nothing was done!
An intelligent remodelling at East Croydon station, would surely have delivered the following.
An Improved East London Line
The East London Line would have become a valuable North-South route between the following stations.
- Highbury and Islington for Victoria Line, Northern City Line and North London Line
- Dalston Junction for North London Line and Crossrail 2 (when built!)
- Shoreditch High Street for the Central Line (when and if interchange built!)
- Whitechapel for Metropolitan and District Lines and Crossrail,
- Shadwell for the DLR
- Canada Water for the Jubilee Line
- New Cross Gate for the Bakerloo Line (when extended!)
- Penge (A proposed hub station!) for the Chatham Main Line
Other connections would also be possible, such as reopening the Dalston Eastern Curve to give access to Hackney Central, Stratford, Lea Bridge, Walthamstow and Chingford.
It would also mean that many stations to the South of London, like Arundel, Brighton, Hastings and Southampton would have a single change journey to many places in the East of London.
Is this Thameslink 2?
Or as I prefer, the Brunel Line?
An Improved West London Line
The West London Line is an underused line that allows trains to run from Watford to East Croydon calling at stations including.
- Watford Junction for West Coast Main Line and Crossrail
- Wembley Central for Wembley Stadium
- Willesden Junction for Bakerloo Line and North London Line
- Old Oak Common (A proposed hub station!) for North London Line, Crossrail and HS2
- Shepherd’s Bush for shopping
- Kensington Olympia for exhibitions
- Clapham Junction for Main Line services, Northern Line and Crossrail 2
- Balham for Northern Line
- Streatham Common (A proposed hub station!) for Sutton Loop Line
At present there are two train operators using the line.
- London Overground provides services from Clapham Junction to Willesden Junction and Stratford
- Southern provides an hourly service from East Croydon to Watford Junction and Milton Keynes.
I think that because of the connectivity to the West Coast Main Line and HS2, that there needs to be at least four trains per hour from East Croydon to Watford Junction and possibly on to Milton Keynes.
This line is Thameslink 3.
A Proper Interchange At East Croydon
In an ideal world or where East Croydon station was in the middle of open countryside, the station would be very different.
It needs.
- Fast lines for trains not stopping in the station.
- Cross platform interchange between Thameslink and other services. At present many changes need a change of island platform.
- A better interchange to an expanded Tramlink
- Terminal platforms for the four trains per hour on both the East London Line (Thameslink 2) and West London Line (Thameslink 3)
In my view the station can either go wider or higher.
Wider is probably not possible any more, due to developments to the West and East of the station.
However, it would be possible to build a deck above the station for the terminal platforms needed for the East and West London Lines. The trams could cross on the Southern end of the deck and the area in front of the station could be released for pedestrians, taxis and buses.
Passengers from the South needing to go to say Whitechapel or Shoreditch High Street would get on an escalator or lift in the low-level platform to raise them to their Thameslink 2 train.
Passengers for the North needing to go to Gatwick or Brighton would use an escalator or lift to descend to their southbound train.
If all the trains were electric, then it would be possible for a good architect to design a station with plenty of space and lit by natural light.
I also think, that a station of this design, could be built from the current one in stages, where services were maintained during the construction.
Could West Croydon Station Be Closed?
If East London Line services moved from West to East Croydon station, the following services to Central London would be left.
- Four trains per hour to Victoria via Selhurst, Streatham Common, Balham and Clapham Junction
- Two trains per hour to Victoria via Norwood Junction, Crystal Palace, Balham and Clapham Junction
- Two trains per hour to London Bridge via Selhurst, Streatham Common, Tulse Hill, Peckham Rye and South Bermondsey.
I think there is scope for a sorting out of these services, given Transport for London’s plans for a major hub station at Streatham Common. I wrote about this in Puzzled Over Streatham Common Station and came to the conclusion a Streatham Common hub could be a masterstroke of an idea, for the following reasons.
- The station would connect the two lines crossing there; Brighton Main Line and Sutton Loop
- The station could be the terminus of a two train per hour local service around the Sutton Loop.
- The station could be a valuable interchange between Brighton Main Line and other services.
- The station could be a destination for Tramlink.
- The station could enable tram-trains on Tramlink.
- The station could be a terminus for a branch of the East London Line.
- The station could be an important hub, collecting passengers for HS2 and the West Coast Main Line, as it is on the West London Line.
- Crossrail 2
- Alternative routes for Croydon
One point to bear in mind, is that all of the land required is already owned by Network Trail/TfL and I doubt any demolition of other property would be needed.
I think there are various scenarios that will simplify train movements in the triangle of stations; Norwood Junction, Streatham Common and West Croydon.
It would be a great advantage to train companies, if there were no direct train services between West Croydon and Norwood Junction and all services went via the Streatham Common hub station, as this would simplify movements through the congested Windmill Bridge Junction.
But passengers would still want the service they’d used for years!
I do think though that there is some way to sort out services through West Croydon, perhaps by using tram-trains linking to Tramlink and running to Crystal Palace or Streatham Common, that could keep the functionality of West Croydon station and increase the capacity of the trains, but simplify the movements to Norwood Junction.
This Google Map shows the station with the Tramlink stop along the side.
West Croydon Station
Trams only go to East Croydon and to get one back, you have to walk halfway across Croydon. It’s another bit of connectivity straight from the Ryanair Business School.
This map is from carto.metro.free.fr and shows the rail and tram lines at West Croydon station.
Lines Around West Croydon
I suspect that the layout is such that a connection could be made between Tramlink and the rail lines to enable tram-trains to run on both tracks.
It would certainly enable simplification of traffic through West Croydon station.
I think though, that this simplication can only happen if the Streatham Common hub station is developed and it is served by Tramlink.
I’ll be interested to see what Transport for London does in the next twenty years at West Croydon.
Sorting Out Windmill Bridge Junction
This junction to the North of East Croydon station, is often stated to be a bottleneck on the lines through the area.
This Google Map shows the junction and Selhurst station and depot.
Windmill Bridge Junction, Selhurst Station And Depot
There would appear to be a mass of railway lines, south of the depot, which makes Spaghetti Junction look positively simple.
But
- If the terminal platforms for the East and West London Lines were at a high level over East Croydon station, then surely, they could climb over the junction as well and enter the station at the right level.
- If there was a lot less traffic between the East London Line and West Croydon station, space would be released.
- Tram-trains could sneak through, using their better manoeuvrability.
I’m sure that if the services to the two Croydon stations are redesigned, then a better and more efficient junction could follow.
Conclusion
A rethinking of services through Croydon and on the East London Line is needed, otherwise thousands of Mr, Mrs. Ms. and Miss Angries will be steaming away at Transport for London.
TL would have appeared to sleepwalk into this train-crash, by not sorting out East Croydon station, when the site was clear and they were designing Thameslink.
A French View Of Croydon
There is an article in the Standard entitled French newspaper brands Croydon ‘dull and monotonous’ as French rugby team arrives for Rugby World Cup.
What are the French rugby team doing staying South of the River anyway?
Any North Londoner will tell you, as my mother warned me, that you can get lost down there!
Disconnected Croydon
Connected Croydon is a programme of public works to improve Croydon’s streets, squares and open spaces.
On Tuesday, I had a simple need to go to IKEA Croydon, which is served by the Ampere Way tram stop, to meet an e-friend, who’d seen my musing about creating a new IKEA Kitchen. We’d agreed to meet at 13:00 and as I knew the journey well, I took a timely train from Whitechapel to get to Croydon about 12:30, which would have given me time to walk through Croydon to one of the tram stops like George Street that are served by trams going to Wimbledon.
But there had been no warning that the trams weren’t running through Croydon town centre and an Overground employee told me, I must walk to Reeve’s Corner tram stop.
But I don’t know Croydon at all, except from on a tram or train passing through, so I got lost and walked to East Croydon, where a sensible man told me that there were no trams and I would need a 410 bus to get to Reeve’s Corner. But the bus information system didn’t call out Reeve’s Corner, so I ended up two stops down the line at Wandle Park, where the information system said that I’d hjave to wait twenty-seven minutes for a tram to IKEA.
Luckily, the display was wrong and a geezer with a clipboard, said that was par for the course, so I eventually got to IKEA at 13:30 or so, after my friend had had to give up.
I didn’t muck about coming home and avoided Croydon by going the long way round via Wimbledon.
Connected Croydon? Pull the other one!
Or at least put up some signs that can be understood by visitors! And a Tram Replacement Bus would have helped this simple soul!
On the other hand, perhaps, they don’t want visitors!
My mother was right, when she told me not to go south of the Thames, as you get lost!
A New Tram Loop At East Croydon
I don’t go to Croydon very often, but I always have problems with getting between the two stations; East Croydon and West Croydon. The reason is that I live near Dalston Junction and therefore end up at West Croydon, but I have onward travel from East Croydon. I also sometimes want to travel to IKEA via West Croydon.
The Tramlink is being updated with a new turnback loop at East Croydon station, which is described here. I took these pictures in the area, where it will go.
It doesn’t seem to me that any of the options suit me better than any other, but I hope the cars I saw rushing about in the area between the offices calm down, when they share the roads with the trams.
One thing the new loop won’t do, is help me get to IKEA from West Croydon station. Either I walk through to the Church Street stop or go to East Croydon and get on a tram to Wimbledon.
East Croydon Station’s New Entrance And Bridge
At East Croydon station, I used the new bridge and entrance to get to the town centre.
It is much better than the main entrance, where the trains pull-up outside.
Network Rail are certainly getting the designs of their stations more passenger-friendly and welcoming.
GTR Create A Crisis Out Of A Little Local Difficulty
My Plan was simple. I intended to take a train down the East London Line to South Norwood and from there walk across the platform to hop one stop to East Croydon. At East Croydon, the idea was then to get a Thameslink Class 319 to Luton and Bedford, taking pictures along the route.
I should have known there were problems at Dalston Junction, as staff didn’t know where trains were to be routed. In the end my West Croydon train, which had been prematurely turned at the station, was sent off to Crystal Palace.
I spent about fifteen minutes at New Cross Gate changing from my train to a following West Croydon one. It sped to South Norwood, where I waited to try to get some pictures of the passengers crossing between southbound Overground and Southern trains.
The wait was in vain and I didn’t get my pictures and in the end took a train to East Croydon to get Thameslink.
At East Croydon, chaos was in full flow, with trains arriving randomly in opposite directions on the same platforms, and after nearly an hour, I managed to squeeze onto an extremely crowded Bedford train.
Eventually, the crush in the train eased and I got to Luton and Bedford in a Class 319 train.
The problem had all been caused by a serious signal fault at Clapham Junction. These happen, but it was GTR‘s response to the problem that failed so badly.
When I was waiting at South Norwood, there were no staff on the southbound platform and no information about what was going on.
At East Croydon, information was again minimal, but it probably didn’t help that the station is in the middle of a rebuilding.
GTR must get their act together.
Reading between the lines in this section on East Croydon station from Wikipedia, it seems that GTR aren’t the only ones, where East Croydon station is concerned.
After Westfield And Eastfield, Is Croydon Getting Southfield?
It is good that shopping in Croydon is getting a makeover. Surely this one should be called Southfield.
I do hope that the makeover, also makes it easier to get a westbound tram from West Croydon station.
The Anonymous Widower 