The Anonymous Widower

A Ride On The 16:03 From Barking To Gospel Oak

This afternoon, I went to see if there was any progress on the Barking Riverside Extension. The easiest way to see the works is to take a train to Dagenham Dock station and then cross over to the other platform and take a train back to where you started. It’s a two trains per hour (tph) service and usually you wait about six minutes at Dagenham Dock station, for the return train.

Nothing much seems to have happened by the bridge where Renwick Road goes over the line, except a bit of tidying up of junk left by British Rail.

The Interchange At Barking

Back at Barking, I just had time to join a surprising number of passengers, who were intending to catch the 16:03 between Barking and Gospel Oak stations.

One thing that should be noted, is that when the Barking Riverside Extension opens, the following services will share the  island Platform 7/8 at Barking station.

  • 2 tph – Platform 7 – Fenchurch Street to Grays
  • 4 tph – Platform 7 – Gospel Oak to Barking Riverside
  • 2 tph – Platform 8 – Grays to Fenchurch Street
  • 4 tph – Platform 8 – Barking Riverside to Gospel Oak

This is a well-designed same-platform interchange, that enables journeys like the following..

  • Barking Riverside and Grays
  • Barking Riverside and Fenchurch Street
  • Barking Riverside and Blackhorse Road (for the Victoria Line!)
  • Grays and Gospel Oak (for the North London Line!)

There are a lot of possibilities.

I do think, that the service between Fenchurch Street and Grays, should be doubled in frequency to four tph, if this is possible, to make the interchange more efficient.

Although, this might increase the number of passengers needing to use the Gospel Oak to Barking Line (GOBLIN).

The Full Four-Car Class 378 Train

The train was a four-car Class 378 train and nearly all seats were taken. There were a few standees and a dog lying in the middle, so it was a good demonstration of the advantages of the train’s longitudinal seating.

It does appear to me, that more passengers are using the GOBLIN.

Possible reasons could include.

  • Some services being run by four-car electric instead of two-car diesel trains.
  • A fifty percent increase in seats on the route.
  • The step-free interchange with the Victoria Line at Blackhorse Road station.
  • Passengers trying out the improved route.

I also wonder, if all the negative publicity has persuaded passengers to give it a try.

All Change At Blackhorse Road Station

A surprising number of passengers seemed to get off at Blackhorse Road station, as the train was much less full after the station.

On other trips recently, I’ve seen large number of passengers waiting to go East in the late afternoon.

It obviously has a lot of attraction as an interchange.

First Time Travellers

In my travels along the GOBLIN in the last few weeks, I have asked a lot of passengers, whether they like the current mixed service.

I have heard only a few moans about cancellations and unreliability, but I have been very surprised at how many first time travellers on the GOBLIN, that I have encountered.

Transport for London must be doing something right.

Conclusion

I am led to the conclusion, that the GOBLIN is stirring and that more and more travellers are using the line.

My only worry, is that in a couple of years, when the Barking Riverside Extension opens, that the line will need extra passenger capacity.

 

February 28, 2019 Posted by | Transport | , , , | 4 Comments

The Junction Between The Barking Riverside Extension And The Tilbury Line

This map from carto.metro.free.fr shows the route of the Barking Riverside Extension of the Gospel Oak to Barking Line and how it connects to the c2c lines between Barking and Tilbury.

 

 

One big advantage is that the two c2c lines between Barking and Tilbury, go either side of the Barking Freightliner Terminal.

  • The Down Tilbury Line between Platform 7 at Barking station and Dagenham Dock station goes around the Northern side.
  • The Up Tilbury Line to Platform 8 at Barking station goes around the Southern side.

This is extremely convenient, as there is plenty of space between c2c’s busy tracks to build the flyover.

If you want to get a better look, click on the map and this will give you a larger image on which you can follow the two tracks from Dagenham Dock station.

This second map from carto.metro.free.fr, shows the complicated tracks to the West of the Freightliner Terminal.

The Renwick Road bridge goes North-South over the tracks. I appears to cross, at the point, where the Stora sidings join the East-West track.

Note how the two new tracks connect the flyover to tracks that connect to Platforms 7 and 8 at Barking station.

This is a Google Map which shows where the Renwick Road bridge crosses the tracks.

The two new tracks will need to be squeezed under Renwick Road.

I took these pictures on a walk down Renwick Road, just to the South of the bridge, that takes the road over the railway lines.

Unfortunately, most of Renwick Road is surrounded by high concrete walls.

But as these pictures show, there is quite a large amount of land crossed by a few sparse railway lines.

I then took a train between Barking and Rainham stations and was able to take a few pictures of work in the area of the proposed viaduct, which will go over the freight terminal.

The red train was parked on theStora  sidings at the top of the second map.

The top four pictures were taken going to Rainham station and the bottom four were taken coming back.

Tilbury Down Line Train-By

These pictures were taken from a train going to Grays station on the Tilbury Down Line.

The last two picture show the Renwick Road bridge and the vehicle ramp leading to the freight terminal.

The Design Of The Viaduct

It looks to me, that two new tracks will do the following.

  • Start to the West of Renwick Road bridge, with connections that take them to Platforms 7 (Down) and 8 (Up) at Barking station..
  • Go through the safeguarded site of the future Renwick Road station and under Renwick Road.
  • Climb on a viaduct, that will lift them over the freight terminal and the lines to Tilbury and continue to Barking Riverside.

It could be a spectacular ride.

Renwick Road Station

I walked to the Renwick Road bridge from the Renwick Road bus stop on the 173 bus from Dagenham Heathway station.

It was about four hundred metres along broken pavements and in freezing cold, but dry weather.

So a Renwick Road station will be appreciated by those, who live and/or work in the area.

Wikipedia says this about Renwick Road station.

The station would lie east of the proposed merge / diverge points with the Essex Thameside (Tilbury Loop Line) line along which c2c services operate, so whilst the station would not provide an interchange with the aforementioned c2c services, nor would the station’s construction disrupt those services. The new station could generate 5,000 homes.

This Google Map shows the land to the West of Renwick Road bridge.

Note.

  1. The Stora siding at the top, where the red train was parked.
  2. The Down Tilbury Line going West-East towards the top of the map and connected to the sidings.
  3. The three lines towards the bottom of the map are currently the Down Goods, Up Goods and Up Tilbury

It could be that Network Rail could have decided  to put the new Renwick Road station in the ample space between the lines.

The station could be very simple.

  • A single island platform between the two tracks.
  • The tracks could be generously spaced to allow a wide platform.
  • The platform would have shelters and perhaps a coffee stall.
  • The platform would be linked by stairs and a lift to Renwick Road.

It could certainly be built without disrupting c2c services.

Travelling Between Fenchurch Street And Renwick Road Stations

According to the Wikipedia extract, I included earlier, Renwick Road station, will not have a direct service to Fenchurch Street station.

Renwick Road station will be served by at least four London Overground trains per hour (tph) all day between Gospel Oak and Barking Riverside stations.

Currently, c2c provide the following services between Fenchurch Street and Grays station.

  • Four tph in the Peak
  • Two tph in the Off Peak

It is also planned that both services will share Platforms 7 and 8 at Barking station.

So passengers from Renwick Road and Barking Riverside stations wanting to go to London will get off a train on Platform 8 at Barking station and wait for the first c2c service to Fenchurch Street station.

I would also suspect that c2c will increase the Off Peak service to match the frequency of the Gospel Oak to Barking Riverside service.

Beam Park Station

Beam Park station is another new station planned for the area.

  • It will be between Dagenham Dock and Rainham stations.
  • It will be built to serve three thousand new houses.

This station will make it more likely that c2c will run four tph between Fenchurch Street and Grays stations.

Travelling Between Grays And Barking Riverside Stations

This will require a change at Barking station.

This change would be a walk across the island platform 7/8, which would be step-free.

Conclusion

Train services along the Thames from Barking to Grays are going to get a lot better.

 

February 7, 2019 Posted by | Transport | , , , , | Leave a comment

Defining The GOBlin Extension To Barking Riverside

Transport for London have published the results of their consultation on proposals to extend the for Gospel Oak to Barking Line (GOBlin) from Barking station to Barking Riverside.

To see the full report visit tfl.gov.uk/barking-riverside.

The main points are summarised in the next few sections.

Class 710 Trains

After the electrification of the GOBlin, services will be run using Class 710 trains, which although the line will be fully-electrified using overhead 25kVAC, will be the dual-voltage variant able to run on 750 VDC.

I would assume that this is so that the trains can go past Gospel Oak station to access parts of the North London Line and West London Line that have third-rail electrification and are shared with both London Underground and Southern Electric trains.

Bombardier have also told me, that all Aventra trains are wired so that an on-board energy storage capability can be installed.

When I rode the prototype for this IPEMU technology in public service between Manningtree and Harwich, it felt exactly like a standard Class 379 train and one of Bombardier’s engineers told me the battery range was upwards of fifty miles with a similar performance to the standard train.

In the remainder of this post, I will use Aventra IPEMU (Independently Powered Electric Multiple Unit) to indicate an Aventra Class 710 train with an on-board energy storage capability.

Because prospective routes for Aventra like the East London Line and Merseyrail run in longish tunnels, I would think it very likely that Aventras will be certified for tunnels like the Thames Tunnel or those under Liverpool.

Transport for London have certainly ordered a train, that doesn’t limit development of new routes linked to the GOBlin.

Lines At Barking Station

This map from carto.metro.free.fr shows the rail lines around Barking station.

Lines At Barking

Lines At Barking

The lines radiating from the station are as follows, taking them in a clockwise direction from the South West.

Three platforms will be used at Barking station for GOBlin services, which come into the station from Woodgrange Park in the West and from Barking Riverside in the South East.

  • Platform 1 which is the current terminus of the GOBlin will be retained and would remain available to Overground trains at Barking Station to aid service recovery during periods of disruption.
  • Platform 7 which is currently used by eastbound c2c trains via Rainham, will also be used by GOBlin trains going to Barking Riverside.
  • Platform 8 which is currently used by c2c trains from Rainham to Fenchurch Street, will also be used by GOBlin trains coming from Barking Riverside.

As can be seen on the map, there is a double-track flyover to connect Platforms 7 and 8, which are the two southernmost platforms to the GOBlin to the west.

The only platform and its associated connecting lines that doesn’t have any electrification is platform 1.

Changing Trains At Barking Station

The GOBlin services and c2c services via Rainham will share the island platform 7 and 8 at Barking, which could mean some easier step-free journeys for some passengers.

Plans exist for redevelopment at Barking station and I wonder if architects and planners can come up with a better layout for the station, that will become increasingly important as an interchange. Especially as the station is shared by three ambitious operators; London Overground, London Underground and c2c. All these operators have expansion and/or improvement plans for services through Barking.

Electrification of Platform 1 At Barking Station

No electrification work has happened on this platform until now and the platform could be electrified in the normal manner.

However, it may be more affordable to fit all the Class 710 trains with an IPEMU capability and run them in and out of the platform using the on-board energy storage.

The platform could also be electrified using London Underground’s system to create another bay platform for the District and Metropolitan Lines, if that was to be needed. This would not stop the platform being used by the dual-voltage Class 710 trains,

Obviously, the route planners and the accountants will decide.

Renwick Road Station

This map shows the layout of the extension.

Barking Riverside Extension

Barking Riverside Extension

Note now the new line curves away south after passing under Renwick Road. This Google Map shows the area.

Renwick Road Area

Renwick Road Area

One recommendation of the consultation is to install passive provision for a new station at Renwick Road, which eventually would make the extension a two-station branch.

The station is proposed to be a simple island platform design and TfL’s maps show it on the Western side of Renwick Road. There would appear to be plenty of space.

Barking To Renwick Road

On creating the required two lines between Barking and Renwick Road, the report doesn’t indicate, it’s anything other than a simple construction project.

Renwick Road to Barking Riverside

The line is proposed to curve off and over the rail lines and roads on a double-track viaduct, which is shown in blue on TfL’s map. The TfL report says this.

After passing under Renwick Road, the alignment would climb on a viaduct curving south towards Barking Riverside, crossing the Freight Terminal, westbound Tilbury lines and Choats Road.  The viaduct would then descend to pass under the existing high voltage power line south of Choats Road, before again rising and continuing  towards a station at Barking Riverside.

So it looks that the viaduct goes all the way to Barking Riverside station.

Barking Riverside Station

The proposed layout of the station is described in the TfL report.

The station would be designed to fit the look and feel expected of stations on the London Overground network, and would include the provision of step free access from street to platform and platform to train. Other features of the station would include:  a ground floor ticket hall, CCTV, help points, customer information systems and secure cycle parking.

The platform level would be on the upper floor as an extension of the viaduct structure. The station ticket hall would provide direct access to Renwick Road and the separation between the railway infrastructure and ground floor ticket hall would allow additional uses to be made of the space, such as: cash machines, cafe and retail opportunities. The station design would include cladding for weather protection, including a canopy to part of the platform to allow sheltered access to trains.

So it would appear the trains are on the upper floor above the station facilities, shops and cafes.

I think this is to ensure that once the trains have passed over the Tilbury Line to Rainham and the freight tunnel, they run fairly level into Barking Riverside station. It could also mean that if the line is extended to Abbey Wood station under the Thames, the track layout to achieve this is not too complicated.

This Google Map shows the location of the station in Barking Riverside.

Barking Riverside Station And The Thames

Barking Riverside Station And The Thames

Note.

  • TfL’s map shows the station is alongside Renwick Road, where it joins River Road.
  • It is perhaps a couple of hundred metres from the river.
  • The housing area of Thamesmead is opposite.
  • Trains could take a straight route to a possible Thames tunnel.

I think it all shows that the design of the station has been thought over long and hard.

Electrification Of The Barking Riverside Extension

The total length of the extension from Barking to Barking Riverside is 4 km., with just 1.5 km. of new line.

As with Platform 1 at Barking station, the Class 710 trains give the option of not-electrifying all or part of the extension.

Consider.

  • The performance of an Aventra IPEMU running on on-board energy storage, that had been charged before Renwick Road is such, that I believe it could easily handle the extension with a full train of passengers.
  • The viaduct can be built with provision for future electrification.
  • As mentioned in the TfL report, the line has to be carefully profiled to avoid existing power lines. An extension without electrification, would give extra clearance.
  • The Barking Riverside station design is simplified, if it is not electrified.
  • The area has overhead wires everywhere and a stylish viaduct without overhead wiring could have a less negative visual impact.
  • Are IPEMU trains running using on-board energy storage quieter than those using overhead wires?

But not electrifying the line from Renwick Road to Barking Riverside would reduce the complication and cost of the extension.

Intriguingly, the full TfL report only mentions overhead wires once, talking consistently about four car electric trains and a fully-electrified line.

Nothing in the TfL report precludes the use of Aventra IPEMUs to Barking Riverside and whether this route is chosen will depend on design and environmental issues, and the accountants.

Under The Thames To Thamesmead And Abbey Wood

It is planned to incorporate passive provision, so that the line can be continued in a tunnel under the River Thames.

Barking Riverside station appears to have been designed with several features to aid this continuation.

  • Trains could pass through the station on their way to or from the tunnel.
  • The route from the station to the tunnel would probably not need any sharp curves.
  • Barking, Barking Riverside and Renwick Road stations would probably be sufficient to handle passengers on the north side of the river.
  • There  appears to be nothing of any importance between the Barking Riverside station site and the Thames, so it should be easy to safeguard a route.
  • Barking Riverside station is elevated, so this potential energy could help to propel a train under the river.
  • A crude estimate says that from Barking Riverside station to the other side of the river is about two kilometres.

The engineers involved in the Barking Riverside extension have certainly made provision to extend the railway under the Thames.

This Google Map shows Thamesmead and the Thames.

Under The River

Under The River

Note River Road and Barking Riverside on the north bank of the river, Abbey Wood station with Crossrail and the North Kent Line in the South and Crossness to the East.

I don’t know the Thamesmead area well at all, and from these maps, I can’t work out whether a surface railway could be run to Abbey Wood station from the southern tunnel entrance.

However, a tunnel all the way with intermediate stops would surely be possible.

  • As London Underground have thought about extending the Jubilee Line to Thamesmead, I suspect that the area would be amenable to the right type of tunnel boring machine.
  • The tunnel could be bored under the A2041 if a direct route were to be chosen.
  • A trip from Barking to Abbey Wood and back is probably about twenty kilometres.
  • Aventra IPEMUs could handle the route with ease.
  • If Aventra IPEMUs used on-board energy storage in the tunnels, the tunnels could be built without electrification.

I believe that there is an affordable innovative solution to extending the Barking Riverside extension under the Thames.

I do question if an extension to Abbey Wood will be needed, as when Crossrail opens, it will be possible to travel from Barking to Abbey Wood with a single change at Whitechapel from the District/Metropolitan Lines to Crossrail.

Conclusion

As it should be, I think it is a well-thought plan.

As to whether the Class 710 trains will use a possible IPEMU capability, nothing is stated, but I believe the proposed design could be very IPEMU-friendly and using IPEMUs would be advantageous on cost, noise and visual grounds.

Their only downside is that they could get derided as battery trains.

I also have the feeling that if the extension does use the IPEMU capability of the trains, the extension will become a model for other extensions and branch lines all over the UK.

 

 

 

March 4, 2016 Posted by | Transport | , , , | 3 Comments

Progress On The Gospel Oak To Barking Electrification – 15th February 2016

I intend to do a post like this every so often, when I travel on the line.

At the moment I’m rather surprised at the progress or in some areas the lack of it on the electrification of the line.

  • Piles for the electrification are best described as spasmodic and it would appear to me, that they could be having problems getting them into the ground.
  • Some piles have been put in on the link to the East Coast Main Line.
  • On the viaduct section, from the train there appears to be no work, although I am suspicious that the brickwork now been notches in places for overhead gantries.
  • I still feel that there is the possibility of supporting the wires from between the tracks, as is done in many places on the Continent.
  • Nothing much appears to have been done on any of the stations except moving some utilities and platform furniture.
  • There has been no clearing of existing overgrown platform extensions or marking where the gantries will go.

I just feel that with the closures so far, that more would have been done.

Especially, as it would be good for so many reasons, if the closures were minimised, by doing as much work before they happen.

This link gives the latest closures on the line. Currently it is dated the 15th February 2016 and details closures until the 7th August 2016.

February 17, 2016 Posted by | Transport | , | Leave a comment

Improving The Overground

Transport for London’s Transport Plan for 2050 says this about improving the Overground, with particular reference to creating a circular railway by extending the Goblin.

An option for doing this, could be an extension of the Overground in stages, creating new links initially where most feasible.

It does also say that new stations might be added to existing lines, giving a particular mention for Camberwell.

As I found on my trips Tracing the Goblin Extension, most of the infrastructure is already there and in many places, all it needs is innovative timetabling of the extra trains.

Buried in the report are possible plans on improving my local Overground service on the East London Line.

  • Better late night and overnight services on the Overground.
  • Automatic Train Operation on the core of the line from Dalston Junction to Surrey Quays to increase service frequency from 16 tph to possibly as high as 24 tph.
  • Six car trains on the Overground.

At the moment the East London Line has 16 four-car trains an hour in the core route, so 24 six-car trains will mean an increase of capacity of 2.25.

It will be needed, as who knows how many passengers will use the line to get to Crossrail at Whitechapel?

Once Crossrail opens, so many regular journeys I do, like to Ipswich, Oxford Street, Paddington and Heathrow could involve going to Whitechapel and then using the new line.

It should also be said as regards the East London Line, that the report says nothing about extending the line to Willesden in the west or Stratford in the east, by reopening the Eastern Curve at Dalston. This was talked about when the East London Line was created, but I think that passenger numbers might have increased more than they thought they would, so five and possibly six car trains have had a priority.

I shall be adding a bit of speculation about what might happen to the Overground in the next few days. I’ll put links here for ease of reading a post with more jumps than a whole bunch of frogs.

An Overground Station For Camberwell?

Are There Any Sensible Places For New Stations On The Overground?

But whatever happens, it looks like it’s all go on the Overground. In some ways, this disparate collection of lines in and around London, shows how the new breed of railway managers and engineers in the UK are very sensible and cost conscious , and have the needs of the passengers very much to the fore.

 

August 8, 2014 Posted by | Transport | , , , | 1 Comment

Tracing The Goblin Extension – The Alternative Route From Wimbledon To Peckham Rye

This is what I called the Alternative Route in the post, where I laid out possible routes.

It goes a slightly shorter way and avoids changing direction at Wimbledon.

Incidentally, I found out today that Platform 9 at Wimbledon has trains that stop there running in both directions.

The train I got from there today, actually waited for a few minutes, so it might be a place, where a train could wait if necessary.

The only problem on the route was that I had a Peckham Rye style change at Tulse Hill.  I doubt that a couple with a baby in a buggy could negotiate the two staircases easily. Something of course that won’t be necessary with the Goblin Extension, as the trains will just circulate continuously.

August 6, 2014 Posted by | Transport | , | 2 Comments

Summary And Conclusions On The Goblin Extension

I’ve now traced all the new sections of the Goblin Extension from Upper Holloway, all the way round to Abbey Wood.

Tracing The Route

I’ll start by listing the sections of the line, where most of the infrastructure is already built.

Upper Holloway To Hounslow

Hounslow To Wimbledon

Wimbledon To Norwood Junction

A Detour To Brockley

Norwood Junction To Peckham Rye

Peckham Rye To Bexleyheath And Abbey Wood

The Alternative Route From Wimbledon To Peckham Rye

The Barking To Abbey Wood Tunnel

I’ve said very little about this, except muse about its use.

Infrastructure Needed

There is only one major piece of infrastructure that needs to be built and that is the Barking to Abbey Wood Tunnel.

One other thing that will to be done is to electrify the only part of the route that has not been so equipped; the main  Gospel Oak to Barking section of the line.

There will I suspect be some track and signalling work, but probably nothing in addition to what will be done anyway.

Remember that signals will be under the remit of ERTMS and in the cabs, which might help in some places.

Trains Needed

Trains for the Gospel Oak to Barking Line will be ordered soon and will probably be Class 378 trains or something very similar.

The only modification needed will be that they must be dual voltage to work all of the line, which of course they are on the North London Line.

Reports say four trains will be needed to work the current Gospel Oak to Barking Line, so as the new line is probably four times as long, something like twenty trains would probably be needed.

How Many Trains Per Hour?

What surprised me on my trip round the Goblin Extension, was how few trains per hour run on some parts of the route.

In many places, there are just two trains an hour, which definitely isn’t good enough for a turn up and go service.

So it shouldn’t be too difficult to accommodate at least another two trains an hour, all the way round the route.

Did The Goblin Extension Start As A South London Project?

Across North London, the current Goblin probably needs bigger trains and electrification, more than it needs more stations and more trains per hour. Although the latter would be nice.

But having travelled across South London a lot during the day, there often seems to be gaps between services and even short journeys need a change of train. I don’t know what it is like in the peak periods, but then extra services are always welcomed.

Connectivity from East to West and all points in between would definitely be improved, especially as from 2018, this line has good links to Crossrail and Thameslink.

Remember too, that driving in South London is much more difficult than in the North and the Underground is not as extensive as it is in the North.

The old South London Circular route from London Bridge to Victoria used to partly fulfil this East-West need and when it was discontinued to allow the East London Line to reach Clapham Junction, there was a lot of complaints that passengers in South London had lost their link to Victoria.

The only people, who know the traffic on the trains are Transport for London, who probably have access to all the statistics of where people enter and leave the network.

So did Transport for London invent the Hounslow to Abbey Wood service in response to a perceived need shown by the traffic statistics. Especially, as they knew there were plenty of train paths across South London and only small infrastructure changes would be required.

But they hit a snag, in that Abbey Wood and Hounslow are not stations, where you can turn a train around. Trains would have to come into the station and then go out the way they came in. I know nothing of operating trains, but surely you don’t want one of your two platforms blocked several times an hour. Especially, where you have high-frequency services wanting to use your platforms.

So someone looked at the places where these services could terminate. At Hounslow, they came up with the plan to go up the North London Line and the Dudding Hill Line to the Gospel Oak to Barking Line. At Abbey Wood, they came up with a plan to build a tunnel to the other end of the line at Barking Riverside, thus completing the circle.

Circular lines are always good for politicians, as they can understand them and sell their perceived benefits to the public.

August 6, 2014 Posted by | Transport | , , | 3 Comments

Tracing The Goblin Extension – Peckham Rye To Bexleyheath And Abbey Wood

This is the last leg, although I skipped the last bit from Bexleyheath to Abbey Wood, as it’s just a turn round the corner towards the station, that will be one of the termini of Crossrail.

Peckham Rye is not one of London’s best stations. It always reminds me of being two separate  stations  or two separate lines that happen to be chose enough together, to be able to be connected by a maze of dingy passages and steep staircases to a rather nice building.

It is one of the worse eyesores on the UK rail network.

I had arrived from Tulse Hill and to get to Bexleyheath I needed to get a Dartford train. This was not an easy walk down and then up two of the worst public staircases I know.

It also meant, I had to wait twenty minutes or so, in a station, where the only toilet was locked.

If the Goblin Extension happens, there will of course be no change of train, if for instance you wanted to go from Tulse Hill to Bexleyheath. And like I found, you won’t have to waste twenty minutes.

I took these pictures on the journey.

One point to note, is that on the whole journey, the stations are two platform ones and there would appear to be few places to have a turn back facility. The latter would probably mean that you’d have difficult finding somewhere to turn an interim service, until Crossrail is opened.

If you look at the details of the Crossrail station at Abbey Wood, you might wonder how everything will fit together there. But I’m not really worried, as I doubt TfL would mention the Goblin Extension in their 2050 Transport Plan, if it wasn’t possible.

August 6, 2014 Posted by | Transport | , , | 1 Comment

Tracing The Goblin Extension – Norwood Junction To Peckham Rye

As Brockley was an error on my part, I got the A to Z out and looked for another route to get on the Nunhead to Lewisham Link. The less direct route with a change of trains at Crystal Palace seemed to be a way to go.

This was another section, where I got two or more trains.

Norwood Junction to Crystal Palace

Crystal Palace to Peckham Rye

It was trouble free and passed through many stations that I’d never heard of before.

The only problem was that I had to wait twenty minutes for both trains. Is this a problem on this route, when perhaps you need to get from Gypsy Hill to North Dulwich, which might be solved by a four trains per hour Goblin Extension service?

I took these pictures along the route.

Note that you can also interchange with Thasmeslink at Tulse Hill and the East London Line at Crystal Palace and Peckham Rye. There are also good connections to Victoria and London Bridge at various stations in this section.

August 6, 2014 Posted by | Transport | , , | 1 Comment

Tracing The Goblin Extension – A Detour To Brockley

When I first saw the route it in TfL’s Transport Plan for 2050, it looked like they had found some way to connect the Brighton Main Line to the Nunhead to Lewisham link at Brockley.

But as the pictures of the Nunhead to Lewisham Link going across at Brockley show it is an impossible connection.

Unless of course TfL are going to demolish half of the area or develop flying trains.

The only improvement needed here is to paint the bridge, as they have done at Hackney Downs.

Brockley incidentally, is a very good coffee stop.

 

August 5, 2014 Posted by | Transport | , , | 2 Comments