DLR Extension To Thamesmead Gets Preliminary Funding
The title of this post, is the same as that of this article on IanVisits.
This is the opening paragraphs.
TfL has secured funding to carry out more work on plans to extend the DLR from Beckton to Thamesmead.
The current proposals are for a new station be built in Beckton, with a bridge over (or tunnel under) the Thames to a new station in Thamesmead. Both sites are subject to lots of new housing being built, or planned, and the DLR extension was included in TfL’s latest financial plans.
Ian also gives this map.
This Google Map shows the area, where the extension will be built.
Note.
- The Eastern end of the runway at London City Airport in the South-Western corner of the map.
- The proposed location of Thamesmead station is by the roundabout in the South-Eastern corner of the map.
I estimate that the River Thames is around 500-600 metres wide at this point.
North Of The Thames
This Google Map shows more detail around the ring road of Armada Way on the North side of the Thames.
Note.
- The ring road of Armada Way in the centre of the map.
- Beckton Depot of the DLR takes up the Southern part of the land enclosed by Armada Way.
- The Northern part of the enclosed land is what is left of Beckton Gas Works.
- Gallions Reach station by Gallions roundabout, aligned North-South along the road.
- Note how the DLR goes under the road to read Beckton station in the North West corner of the map.
- To the North of the Armada Way ring, there is Gallions Reach Retail Park.
- Surrounding everything to North and East is the massive Becton Sewage Treatment Works.
I am not sure how the extension will connect to the existing Beckton branch of the DLR, but it does look that it could sneak around the inside of Armada Way and strike out directly across the Thames, from a junction to the North of Gallions Reach station.
This Google Map shows Gallions Roundabout and Gallions Reach station.
The connection to Beckton Depot to the North of the station can be picked out. It appears trains can enter and leave the depot in both directions.
This further Google Map shows Armada Way as it goes across the Northern side of the Beckton Gas Works site and along the Southern side of Gallions Reach Retain Park.
Note.
- The current route to Beckton station can be seen entering a short tunnel to go under the road.
- Could the route go inside Armada Way?
A station appears to be planned in this area called Beckton Riverside.
South Of The Thames
This Google Map shows the area which will be served by the extension South of the river.
Note.
- From the first map in this post it would appear that the route from the North makes landfall just to the East of the blue dot on South bank of the River.
- Thamesmead station would appear to be by the middle of the three roundabouts shown on the road crossing the map.
Much of the land between, the current buildings and the river could be developed.
Bridge Or Tunnel?
The major piece of construction will be the bridge or tunnel to connect the two halves of the extension.
Consider.
- The frequency of the extension could be fifteen trains per hour (tph)
- A bridge may stop large ships like HMS Ocean and MS Deutschland coming upriver to Greenwich or the Pool of London.
- London has tried to develop a cruise ship terminal at Enderby’s Wharf near Greenwich.
- Bringing cruise ships into London creates employment.
- The Docklands Light Railway already has two tunnels under the river.
- A tunnel would probably be less than a kilometre.
For these reasons, I think, a tunnel will be the more likely option.
Although, I always like railway bridges across a river, as they can become tourist attractions.
A Few Thoughts
These are a few thoughts.
A Frequency Of 15 tph
In his article, Ian says this about the frequency.
If the DLR extension is built, then it’s provisionally expected to be able to offer 15 trains per hour – roughly one every four minutes.
Currently, the frequency between Tower Gateway and Beckton is only 7.5 tph in the Peak and six tph in the Off-Peak.
- If the Beckton service were to be extended to Thamesmead, to run a frequency of 15 tph, would still need more trains for the service.
- But where would the extra trains terminate in the West?
- Could this be handled with the new trains and better signalling?
I’m not sure, but it seems that the Docklands Light Railway is being setup with another 15 tph capacity in the East.
Could it be that the Thamesmead extension will be run back-to back with another extension in the West.
In A Connection Between City Thameslink Station And The Docklands Light Railway, I described a possible Westward extension of the Docklands Light Railway to Euston, St. Pancras and Victoria stations.
This map shows the route.
Note.
- Could St. Pancras and Victoria both take half of the 15 tph from Thamesmead?
- Bank currently , turns 22.5 tph in the Peak and 18 in the Off Peak.
- The new trains may be able to work with shorter headways.
- Currently, Euston, St. Pancras and Victoria have no direct connection to Canary Wharf.
I think the DLR could end up with a Peak service something like this service.
- 7.5 tph – St. Pancras and Lewisham via Canary Wharf
- 7.5 tph – St. Pancras and Woolwich Arsenal
- 7.5 tph – Victoria and Lewisham via Canary Wharf
- 7.5 tph – Victoria and Thamesmead
Except at Custom House and with a walk at Canary Walk, the connection to Crossrail is poor.
Conclusion
The extension of the Docklands Light Railway to Thamesmead, looks to be a sensible project to serve much-needed housing at Beckton and Thamesmead.
But I feel it needs to be built alongside a Western Extension of the Docklands Light Railway to Charing Cross, Euston, St. Pancras and Victoria.
- This would enable a train frequency of at least 7.5 tph to Thamesmead.
- Or 15 tph if the existing Tower Gateway service were to be extended from Becton to Thamesmead.
- This extension would also provide a direct link between Euston, Kings Cross and St. Pancras stations and Canary Wharf and perhaps take some pressure from the Bank branch of the Northern Line.
But the extension’s primary function would be to balance the Docklands Light Railway and allow capacity through Bank to the East to be increased.
It could be an affordable fill-in, while we wait for better times, in which to build Crossrail 2.
Tottenham Court Road Western Entrance – 2nd December 2019
These pictures show the new Western entrance to Tottenham Court Road station.
This Google Map shows the location of the massive double-ended station.
Note.
- Soho Square is the green space in the middle of the map.
- The Eastern entrance to the station is by Centre Point in the North East corner of the map.
- The new Western entrance is to the West of the red arrow.
The size of the station is such, that passengers will have to make sure they get out at the right end of the train.
- For Marks and Spencer at the Pantheon, get out at the Western entrance to the station.
- For Primark and the other shops clustered around the current station entrance, get out at the Eastern entrance to the station.
- For Tottenham Court Road, Charing Cross Road, the Dominion Theatre and Centre Point, get out at the Eastern entrance to the station.
A few years ago, a young Crossrail engineer told me, that the stations are very long underground.
Perhaps they should have a directory of all shops, theatres, hotels, attractions and other sites on the platforms, to ensure that passengers use the best entrabce for their destination.
This image shows a visualisation of the station.
Note.
- The Westerm entrance is the one on the left.
- Centre Point at the Eastern end of the complex, by the Eastern entrance.
The visualisation also shows lots of detail.
The Connecting Tunnel Between The Two Entrances
There appears to be a connecting tunnel between the two entrances.
This pictures show the inside of the Eastern end of the tunnel which has already been built.
Note.
- The relatively cramped Central Line platform.
- The tunnel has good connections to the Central Line.
- It looks like the Western end of the connecting tunnel will be extended towards the Western Entrance.
- Obviously, breaking through between the connecting tunnel and its extension, will be one of the last jobs to do.
The completed tunnel will allow the following.
- Passengers entering the station at either entrance to be able to access the Central Line.
- Passengers needing to access the Northern Line to be able to enter at the Western Entrance and use the connecting tunnel.
Will this tunnel be a good walking route, when it’s raining cats, dogs and hippopotami on the surface?
Access To Crossrail
Both entrances will have their own step-free access to the Crossrail platforms.
Because Crossrail is at a different level to the Central and Northern Lines, it appears that passengers needing to change to and from Crossrail will probably come to the surface by lift or escalator and then go back down again using a second set.
This may seem to make walking distances longer, but I suspect the following.
- It makes the station easier to construct.
- Access to existing lines can be maintained during construction.
- It allows for the installation of multiple escalators for high capacity.
There are also older stations in London, where there are up and down changes of lines. So perhaps it’s an affordable way of building the connection.
Changes Between Crossrail and The Central Line
Crossrail and the Central Line have several interchanges.
- Stratford, where the interchange is cross-platform.
- Liverpool Street
- Tottenham Court Road
- Bond Street
- Ealing Broadway, where the interchange is on the surface. See Crossrail And Ealing Broadway Station for my thoughts on the interchange.
I suspect that there will be a certain amount of ducking and diving by passengers, as they go on their easiest way. Many will probably change at Stratford, as it is a walk across the platform.
Will Tottenham Court Road station see a lot of passengers changing between Crossrail and the Central Line?
I have no idea. But I suspect that Transport for London will be able to make an accurate prediction, based on information from London’s contactless ticketing.
It does look though from the visualisation, that the following can be ascertained.
- There will be an escalator and a walk to change between Crossrail and the Central Line at Tottenham Court Road station.
- The change may be easier at the Western end of the Crossrail station.
- The design of the Central Line with two tunnels close together and not much space for stairs and lifts between them, makes a high-capacity link to the large connecting tunnel difficult to built.
- There appears to be no provision to extend the connecting tunnel to the West. The original plan was to pedestrianise Oxford Street, but that has been abandoned, due to pressure from residents and Westminster Council.
It is an illustration of the difficulty of connecting to London’s older Underground lines.
Changes Between Crossrail and The Northern Line
Crossrail and the Charing Cross branch of the Northern Line only have the single interchange at Tottenham Court Road station.
- Does this mean it is expected to be busy, as the Charing Cross branch of the Northern Line serves Euston, Waterloo and will serve the new Battersea extension?
- From the visualisation, there appear to be lots of connections between Crossrail and the Northern Line at the Eastern entrance.
These pictures show some of the tunnels leading to both Crossrail and the Northern Line at the Eastern entrance.
It looks like Transport for London are expecting a party. But you’ll probably need to be in the Eastern end of the Crossrail trains, to do a fast interchange.
If you get out at the Western end of the train, you’ll have to walk back along the connecting tunnel.
Crossrail 2
Crossrail 2 will complicate and improve things further at Tottenham Court Road station, as it sits between the proposed Crossrail 2 stations of Victoria and the mega-station Euston-St. Pancras-Kings Cross.
Will Cinderella Come To The Rescue?
The Docklands Light Railway (aka Cinderella) was the star of the 2012 Olympics transport system and she now has ambitions to expand to the West, as I wrote about in A Connection Between City Thameslink Station And The Docklands Light Railway.
This map from Transport for London, shows the possible Western extension of the DLR.
With all the problems of the funding of Crossrail 2, this extension could create a lot of important connections across the City.
It already connects or will soon connect.
- Canary Wharf and Bank
- City Airport and Bank
- Crossrail’s South Eastern Branch and Bank, with a change at Custom House station.
The upgrade at Bank, which should complete in a couple of years will help, with better connections to the Central, Circle, District and Northern Lines.
If the extension to the DLR is built, it would connect Canary Wharf, City Airport and Crossrail’s South Eastern Branch in the East, with Charing Cross, Euston, Kings Cross, St. Pancras, Thameslink and Victoria in the West.
It would also take the pressure off of some of Central London’s most crowded lines.
So get your coal shovel out Cindy and start digging!
Protests After Claim That Hitachi Has Lost T&W Contract
The title of this post is the same as that of this article on Railnews.
This is the introductory paragraphs.
There have been protests in north east England after a report claimed that Hitachi has been ruled out of the three-way contest to build a £500 million fleet for Tyne & Wear Metro.
The other contenders are CAF and Stadler, and the source of the claims says ‘insiders’ at Nexus have been told that Hitachi will be ‘overlooked’.
It should be noted that the two other bidders have orders for similar trains in the pipeline.
CAF
In TfL Awards Contract For New DLR Fleet To Replace 30-year-old Trains , I wrote about how CAF had been awarded the contract for new trains for the Docklands Light Railway.
I also said this about the possibility of CAF being awarded the contract for the new trains for the Tyne and Wear Metro.
In Bombardier Transportation Consortium Preferred Bidder In $4.5B Cairo Monorail, I indicated that as the trains on the Tyne and Wear Metro and the trains on the Docklands Light Railway, are of a similar height and width, it might be possible to use the same same car bodies on both trains.
So now that CAF have got the first order for the Docklands Light Railway, they must be in prime position to obtain the Tyne and Wear Metro order!
A second order would fit well with the first and could probably be built substantially in their South Wales factory.
Stadler
Stadler seem to be targeting the North, with new Class 777 trains for Merseyrail and Class 399 tram-trains for Sheffield and bids in for tram-trains and and new trains for the Tyne and Wear Metro.
Their trains are both quirky, accessible and quality and built to fit niche markets like a glove.
Only Stadler would produce a replacement for a diesel multiple unit fleet with a bi-mode Class 755 train, with the engine in the middle, that is rumoured to be capable of running at 125 mph.
Note the full step-free access between train and platform, which is also a feature of the Merseyrail trains.
Does the Tyre and Wear Metro want to have access like this? It’s already got it with the existing trains, as this picture at South Shields station shows.
Stadler’s engineering in this area, would fit their philosophy
I first thought that Stadler would propose a version of their Class 399 tram-trains. for the Tyne and Wear Metro and wrote Comparing Stadler Citylink Metro Vehicles With Tyne And Wear Metro’s Class 994 Trains.
This was my conclusion.
I am led to the conclusion, that a version of the Stadler Citylink Metro Vehicle similar to those of the South Waes Metro, could be developed for the Tyne and Wear Metro.
My specification would include.
- Length of two current Class 994 trains, which would be around 111 metres.
- Walk through design with longitudinal seating.
- Level access between platform and train at all stations.
- A well-designed cab with large windows at each end.
- Ability to use overhead electrification at any voltage between 750 and 1500 VDC.
- Ability to use overhead electrification at 25 KVAC.
- Pantographs would handle all voltages.
- A second pantograph might be provided for reasons of reliable operation.
- Ability to use onboard battery power.
- Regenerative braking would use the batteries on the vehicle.
Note.
- Many of these features are already in service in Germany, Spain or Sheffield.
- The train would be designed, so that no unnecessary platform lengthening is required.
- As in Cardiff, the specification would allow street-running in the future.
- Could battery range be sufficient to allow new routes to be developed without electrification?
I also feel that the specification should allow the new trains to work on the current network, whilst the current trains are still running.
But since I wrote that comparison in June 2018, Merseyrail’s new trains have started to be delivered and Liverpudlians have started to do what they do best; imagine!
The Tyne and Wear Metro has similar ambitions to expand the network and would a version of the Class 777 train fit those ambitions better?
Conclusion
I wouldn’t be surprised if Hitachi misses out, as the experience of the Docklands Light Railway or Merseyrail fed into the expansion of the Tyne and Wear Metro could be the clincher of the deal.
They would also be the first UK customer for the Hitachi trains.
A Short Cruise At Greenwich
I had taken the Emirate air-line to North Greenwich with friends and we decided we needed to go to the Cutty Sark.
So we took one of the Thames Clippers, from where I took these pictures.
About the pictures.
- The first pictures show Greenwich Power Station, which generates electricity for Transport for London on a standby basis. It must be one of oldest power stations still producing electricity, although nowadays it doesn’t use coal, but six massive gas turbines.
- The rest of the pictures show the Maritime Greenwich World Heritage Site.
The trip between the two piers took only a few minutes.
A Tourist Route Between Bank/London Bridge/Tower of London And Maritime Greenwich
I do this route on a sunny day, when I perhaps want to show a guest around London.
- Take the Docklands Light Railway (DLR) from Bank or Tower Gateway stations to Royal Victoria station.
- Take the Emirate Air-Line across the Thames to Greenwich. Peninsular
- North Greenwich isn’t overloaded with attractions, unless you’re seeing a show or event at the O2. But it’s getting better!
- Take the Thames Clipper one stop to Greenwich. They run every twenty minutes.
If you want to be boring you can always catch the DLR to Cutty Sark station.
A few points.
Docklands Light Railway
The Docklands Light Railway is often thought by Londoners, commuters and visitors as a bit of a Cinderella.
However, like Cinderella she works hard all day and provides reliable and efficient transport, where the only alternatives are buses, bicycles, taxis and Shank’s pony.
Just after the 2012 Olympics, I met a big cheese in Transport for London on a DLR train. He felt that the DLR had been the star in getting everybody to the games.
It must be one of the most successful light railways in the world!
And yet, no-one has ever thought to build another running on the same principles.
- Mainly elevated track.
- Mainly step-free stations
- Universal step-free train-to-platform access.
- High-visibility trains for passengers.
- Trains every three or four minutes.
- Friendly, interested, visible staff.
- Driverless operation with a train captain looking after passengers and driving in emergency.
- Contactless ticketing
Perhaps the lack of a full-time driver on every train, means that many other places would have massive union problems.
Emirates Air-Line
I’ve taken many people on the Emirates Air-Line and few haven’t been impressed.
The best time in my view is just as the sun sets, as these pictures show.
Note that unless you want a souvenir ticket, just use your bank card to touch-in and touch-out! My last one-way trip cost me £3.50 and appeared on my credit card statement labelled TFL TRAVEL CH Conractactless.
Thames Clippers
Since I moved back to London in 2010, the Thames Clippers have been continuously expanding and improving.
- .Five new boats have been delivered since the Olympics.
- Several piers have been improved, rebuilt or added in recent years.
- Cpmtactless ticketing can be used for all services. Payments are labelled THAMES CLIPPERS.
It should be noted that if you are a holder of a London Freedom Pass, you can get a discount on tickets at a machine.
Plans exist for the following.
- Extending the route to new housing developments at Barking and Thamesmead in the East.
- A new pier at Silvertown in October 2019, which could have a walking or bus link to the City Airport.
I can also see the following.
- Extensions to the West past Putney Pier to places like new housing at Brentford and Kew Gardens.
- Further extensions to the East to support the massive housing developments.
- Better connections to the London Underground, London Overground and National Rail stations.
- More use being made of the Thames Barrier as a tourist attraction.
- Thames Clippers becoming a river tube line.
- Thames Clippers appearing on the Tube map, just as the Emirate Air-Line does!
- A quick and easy connection between the City Airport, Canary Wharf and the Cities of London and Westminster being developed.
The last would surely appeal to City businessmen and those wanting to celebrate a special event.
If Venice can run a boat between the Airport, and St. Mark’s Square why can’t London do the equivalet?
Crossrail
Crossrail is the Elephant-in-the-Room, that will surely make its presence felt along the South Bank of the Thames, when it is extended to Ebbsfleet, as it surely will be.
- There will be a short walking interchange at Woolwich between Crossrail and the Tghames Clippers.
- If Crossrail build a station at Silvertown for London City Airport, this could be another interchange.
- If Crossrail eventually terminates at Gravesend, there could even be possibilities that far East.
The possibilities of designing the Crossrail Extension in conjunction with the Thames could open up the river has as both a leisure attraction and a transport artery.
Conclusion
London will reach towards the sea, to further enhance and add space to the undoubted Capital of the World!
A
The Crossrail Portal At Pudding Mill Lane Station
These pictures show the Crossral portal at Pudding Mill Lane station, as it is approached on a DLR train from Stratford station.
The portal does appear to be rather functional.
TfL Awards Contract For New DLR Fleet To Replace 30-year-old Trains
The title of this post, is the same as that of this article on Rail Technology Magazine.
I don’t think this is a surprise, as the winning design is based on CAF’s Metro train, which is in widespread use, in Europe and around the world.
The Trains
They would appear to be of a similar specification to most modern Metro trains, as would be expected.
The Possibility Of A Second Order
In Bombardier Transportation Consortium Preferred Bidder In $4.5B Cairo Monorail, I indicated that as the trains on the Tyne and Wear Metro and the trains on the Docklands Light Railway, are of a similar height and width, it might be possible to use the same same car bodies on both trains.
So now that CAF have got the first order for the Docklands Light Railway, they must be in prime position to obtain the Tyne and Wear Metro order!
Plans Shown Off For A Bridge Across The Thames At The Barrier
The title of this post is the same as that of an article on IanVisits.
This Google Map shows the location of the Thames Barrier.
Note the City Airport to the North and Charlton to the South.
I think it could be a valuable link for pedestrians and cyclists.
The Northern End
The Northern end of the bridge would be a pleasant five-minute stroll through Thames Barrier Park to the Pontoon Dock DLR station, as this Google Map shows.
Note that there is a cafe in the park.
The Southern End
What would happen at the Southern end of the bridge is less clear, as this Google Map shows.
The Thames Barrier is visible at the top of this map.
Could a network of cycle and walking routes be created between Maryon Park and the bridge?
These could also extend East to Charlton station and The Valley and West to Woolwich Dockyard station, which is just on the map.
Conclusion
I think it could be a valuable link for pedestrians and cyclists, through a new cross-river park.
Bombardier Transportation Consortium Preferred Bidder In $4.5B Cairo Monorail
The title of this post is the same as that of this article on the Toronto Star.
This the first three paragraphs of the article.
Bombardier Transportation says its consortium has been named preferred bidder in a C$4.5 billion contract to build and supply a new monorail system in Egypt’s capital.
The company’s potential share of the design and build contract for the system in Cairo is C$1.8 billion with an operations and maintenance deal valued at about C$1.67 billion over 30 years.
The 54-kilometre monorail will connect East Cairo with the New Administrative City and a second 42-km line will connect 6th October City with Giza.
The railway division of Bombardier Inc. will deliver the project in partnership with two Egyptian companies Orascom Construction and the Arab Contractors with the trains being developed and built in Derby, Britain.
The article then mentions the Bombardier Innovia monorail.
- The latest Innovia 300 monorail is automated and driverless.
- These trains can travel at 80 kph
- They can handle 48,000 passengers per hour in both directions.
- The latest versions are manufactured in Brazil, Canada and China
- The latest versions are installed or planned in Brazil, China, Saudi Arabia and Thailand.
I think there must be more to this project than the article in the Toronto Star.
What Are The Strengths Of The Innovia 300 Monorail?
This is Bombardier’s video of the monorail.
It looks to be a well-designed system, that has several strengths.
- It is automated and driverless.
- Cars are short and the trains can take quite curves, with as low as a 46 metre radius.
- Trains can have up to eight cars. The Cairo trains will be four cars.
- The latest cars look stylish, with cab design not unlike an Aventra.
- The cars appear to be walkthrough.
- The track is a slender concrete beam with walkways on either side for passenger evacuation and maintenance.
- The tracks wouldn’t necessarily have to be elevated.
- Construction could be quicker than a conventional railway.
- It could also be built to travel over roads, railways, water and building, by placing the beam at the right height.
I would like to see one in operation, but Brazil is a long way, so I’ll stick with the video for the moment.
Why Develop And Build In Derby?
Why would a big company like Bombardier, with already three production lines for the monorail, want to setup another production line in Derby?
Bombardier say that the trains will also be developed in Derby.
Perhaps, some or all of these reasons apply.
- The cross-section of an Innovia 300 monorail car looks to be about the size of a British train.
- Can Derby’s manufacturing technology that has been used successfully to build Electrostar and Aventra bodies be applied to the Innovia monorail.
- Derby has good relations with a large number of appropriate suppliers in the UK and Europe.
- The new version will use the Aventra parts bin to cut development and manufacturing costs.
- Supporting the Egyptian system from Derby will not be difficult.
- Canada has better relations with the UK, than Brazil or China.
But even so, development could surely have been continued in Canada.
So Bombardier must have very good reasons!
Are Bombardier Proposing A Closely-Related Design For The Tyne And Wear Metro?
The current Class 994 trains of the Tyne and Wear Metro have the following dimensions.
- Width – 2.65 metres
- Height – 3.45 metres
- Car Length – 27.8 metres
- Train Length – 55.6 metres
The Class 710 train, which is an Aventra has the following dimensions.
- Width – 2.77 metres
- Height – 3.76 metres
So it would appear that the standard Aventra might be too large to fit the Metro, where Bombardier are approved bidders.
It does appear that Bombardier have designed the Aventra’s body from three aluminium extrusions, so these could be resized to fit the smaller dimensions of the Metro.
But looking at the video of the Innovia 300 monorail, I get the impression, that above the floor, the body might be almost the same size as that needed for the trains for the Metro.
So Bombardier would need to design an appropriate chassis, to replace that used for the monorail.
This could mean that the bodies on both trains could be identical.
- Four fifteen metre cars, would give a length of sixty metres.
- If longer trains are needed, then extra cars could be inserted up to a length of eight cars.
- The trains would be walk-through with lots of doors for easy exit according to the video.
- The four-car design would enable tight curves could be negotiated.
- There would surely be advantages in support and maintenance.
- Cabs could be provide for the driver if required.
I also believe that any new trains must have step-free access between train and platform. This picture shows a current train at South Shields station.
That is not bad for a system that opened forty years ago.
I would think that Bombardier will make the access better, when designing a new chassis from scratch.
But the big advantages of commonality between the Innovia monorail and the Metro cars, would be in the areas of support and expansion or lengthening of the fleet in the future.
What About The Docklands Light Railway?
The Docklands Light Railway like the Tyne and Wear Metro, is another one-off system, that is incompatible with most other rail systems in the UK.
The DLR is intending to replace the rolling stock and Bombardier has been shortlisted.
The current trains of the DLR have the following dimensions.
- Width – 2.65 metres
- Height – 3.47 metres
- Car Length – 28 metres
- Train Length – 56 metres
Give or take a few millimetres, they are almost the same size as the trains on the Tyne and Wear Metro.
Could we see similar trains on the Tyne and Wear Metro and the Docklands Light Railway?
Wikipedia says that the new DLR fleet will be 87 metres long, so could that mean six 14.5 metre cars?
A Possible Tram-Train?
Bombardier build trams and have supplied them to the UK.
The UK has just started to develop tram-train systems, with the South Wales Metro being developed in the next few years with Class 399 tram-trains.
If Bombardier use the concept, I’ve outlined here for the Tyne and Wear Metro and the Docklands Light Railway, I believe it is only a short development to get a tram-train, that could run in the UK
I’m sure that they could get it to work in Blackpool, where the company supplied their trams for the Blackpool tramway.
Are Bombardier Expecting Orders From Europe?
It was only in 2014, that the first Innovia 300 monorail route, Line 15 (São Paulo Metro), opened in Brazil.
But since then, have several Transport Authorities, City Councils and Governments visited Brazil to have a look?
Do Bombardier feel that they will be selling other systems in Europe?
If so, then Derby will be an excellent sales, development, production and support base.
Could We See Some Monorails In The UK?
If you look at the list of Bombardier Innovia systems on Wikipedia, there are several short systems at places like airports and theme parks and a few longer systems of which the Cairo system will be the longest.
I can see opportunities for the shorter distance systems.
- As a part of developments of Heathrow Airport’s third runway.
- As a part of the development of Gatwick Airport’s second runway.
- Linking Ebbsfleet International and Northfleet stations.
- Linking East Midlands Airport to East Midlands Parkway station.
- Linking the proposed Eden Centre at Morecambe with Lancaster station.
- Linking Bristol Airport to the City Centre
- Greenhithe station to the Bluewater shopping Centre.
- It could be a modern replacement for the Liverpool Overhead Railway.
There are probably other locations at stations, airports and theme parts, where Innovia monorail systems could be installed.
As to a longer system in the UK, the only one I can think off would be to link High Speed Two at East Midlands Hub station to Derby and Nottingham and perhaps East Midlands Airport.
But then that would then be a system on Derby’s doorstep.
Conclusion
There are possibilities and with a billion pound-plus order, the project could be on its way!
But surely, the big advantage to Bombardier is if they get the orders for the new trains for the Tyne and Wear Metro and the Docklands Light Railway, they can create trains with a lot of shared components for all three applications.
The two UK systems would get trains that weren’t totally unique, which must ease maintenance and future expansions of the respective systems.
The Future Of The Emirates Air Line
I’ve always liked the Emirates Air Line, but I hadn’t used it for some time until today.
As I was in the area, I used it to cross the river, this morning.
I can make these observations.
The Weather Could Have Been Better
The cable-car needs sunny weather, although I did once go across in the snow.
The Cable-Car Wasn’t Busy
Compare today’s pictures wit this one taken in February 2014.
The Cable Car Was Busy
One of the attendants said it was becoming more of a tourist attraction rather than a means of transport.
This meant today, I had a car to myself and didn’t have to share it with several excited kids.
I think too, that the weather was against visitors and tourists now know the best times to use the cable car.
In my view, when the sun is setting is by far the best.
There Are A Lot More Skyscrapers
The last time I rode across was in March 2016, after which I wrote Riding The Cable Car.
There has been a lot of high rise building in the intervening years.
I suspect that as more and more skyscrapers are built, a ride between them all across the river will become more popular.
The Line
The Line is a sculpture trail, that runs from Greenwich to the Olympic Park. The cable-car has to be used by non-swimmers to cross the river.
The Line is connected OR or close to London’s railways as follows.
- Stratford – Central Line, Jubilee Line, DLR, London Overground, National Rail and in the future; Crossrail.
- Stratford High Street – DLR
- Pudding Mill Lane – DLR
- Bromley-by-Bow – District and Hammersmith & City Lines
- Star Lane – DLR
- Canning Town – Jubilee Line and DLR
- Royal Victoria – DLR
- North Greenwich – Jubilee Line
All these connections mean that it can be done in sections.
The Tide
The Tide is an partly elevated five km route, that will be linked to the cable-car, that will be fully-open in two years.
Crossrail
Crossrail will affect all travel in East London and it connects at Stratford stayion to The Line.
I don’t know the route of the Tide, but it may make walking from the O2 to Woolwich sttion for Crossrail much more relaxing.
Although it doesn’t serve Greenwich directly, I believe Crossrail will draw more tourists to the cable-car.
Docklands Light Railway
The DLR is getting new trains in the next few years and an extension to Thamesmead.
As with Crossrail it will draw more tourists to the area and the cable-car.
Thames Clippers
These are expanding and they will bring more tourists to the cable-car.
Conclusion
These and other factors, such as tourists venturing out of the centre of London, will mean that more vistors will explore the East and use the cable-car.
Could London Get A New Tube Line Between Canary Wharf And Euston?
The title of this post is the same as that as this article on CityMetric.
The article makes some interesting points.
- The line has been proposed by the owners of Canary Wharf.
- Getting to Canary Wharf from Euston, Kings Cross and St. Pancras is difficult.
- Property developers have always decided where London’s railways go.
- The plan would seem to have just one intermediate stop at Blackfriars station.
These new or improved services will be happening in the next ten years.
- More and faster services to/from the Midlands and the North West at Euston.
- High Speed Two services at Euston
- More and faster services to/from the East Midlands and Sheffield at St. Pancras.
- More Continental services at St. Pancras
- More and faster services to/from Yorkshire, the North East and Scotland at Kings Cross.
These lead me to the conclusion, that a new rail link is needed across London.
A Possible Western Extension To The Docklands Light Railway
In A Connection Between City Thameslink Station And The Docklands Light Railway, I wrote about a possible Western extension of the Docklands Light Railway.
his map from Transport for London, shows this possible Western extension of the DLR.
This was my analysis.
With all the problems of the funding of Crossrail 2, that I wrote about in Crossrail 2 Review Prompts Fresh Delays, could this extension of the DLR, be a good idea?
Consider,
- Victoria, Euston and St. Pancras are prosposed Crossrail 2 stations.
- It would link Canary Wharf and the City of London to Eurostar, Northern and Scottish services and High Speed 2.
- It would give all of the Docklands Light Railway network access to Thameslink.
- A pair of well-designed termini at Euston and St. Panras would probably increase frequency and capacity on the Bank branch of the system.
- The DLR is getting new higher capacity trains.
- Bank station is being upgraded with forty percent more passenger capacity.
- Holborn station is being upgraded and hopefully will be future-proofed for this extension.
- One big advantage at City Thameslink, is that Thameslink and the proposed DLR extension will cross at right-angles, thus probably making designing a good step-free interchange easier.
- The Bank Branch of the DLR currently handles 15 tph, but could probably handle more, if they went on to two terminal stations at St Pancras and Victoria..
- Waterloo and City Line can run at twenty-four tph.
Cinderella she may be, but then she always delivers, when there is a desperate need, just as she did magnificently at the 2012 Olympics.
The only problem with this extension of the DLR, is that compared to the rest of the system, the views will be terrible.
For myself and all the others living along the East London Line, with a step-free change at Shadwell, we would get excellent access to Euston, Saint Pancras and Victoria
But could the line still be called the Docklands Light Railway, as it spreads its tentacles further?
Will Cinderella come to the help of Canary Wharf for a second time?
I remember, when the Lewisham extension of the DLR was built without fuss, fanfare and cost and time overruns a couple of decades ago.
It was a triumph of sensible engineering.
