The Anonymous Widower

A First Visit To Walthamstow Wetlands

Walthamstow Wetlands opened today, so I went to take a look.

It was well worth a visit.

I shall return!

October 20, 2017 Posted by | World | , , , , | 1 Comment

Just Add Trains

I took these pictures of the Gospel Oak to Barking Line, as it passes past the Engine House on the Walthamstow Wetlands site.

This section, which is probably one of the easiest bits to electrify, looks to be ready for the trains.

Note that the pictures looking down on the line were taken from the fire escape on the side of the Engine House, shown in the last picture.

This Google Map shows the Gospel Oak To Barking Line crossing the area.

Note.

  • The Engine House has a green label saying Walthamstow Wetlands.
  • The bus stops by the Ferry Boat Inn have buses to and from Tottenham Hale and Blackhorse Road stations.
  • The Engine House is about a hundred metres from the bus stops and
  • The Engine House has a step-free entrance and a lift inside.

The Engine House is certainly worth the walk.

October 20, 2017 Posted by | Travel, World | , , , | Leave a comment

New Railway Line For West London Proposed

The title of this post is the same as this article on Ian Visits.

I’ve also found this article on the Hendon Times, where the railway line is called the West Orbital Railway.

The West Orbital Railway now has a section in the Wikipedia entry for the Dudding Hill Line, which is entitled West Orbital Railway Proposal. This is said.

In September 2017, a proposal for a new West Orbital Railway from Hounslow to Hendon using the disused Dudding Hill Line could go via a new station at Old Oak Common which would be located at Victoria Road and other new stations at Staples Corner, Harlesden and Old Oak Common Victoria Road. 4 trains per hour would run from Hendon to Hounslow and another service from Hendon to Kew Bridge via Old Oak Common.

The proposal seems to be creeping into the media.

The Preamble

I will describe a few of the lines in the area first.

The Dudding Hill Line

The Dudding Hill Line is one of London’s unknown and almost forgotten railway lines.

Passenger services ceased in 1902, although even today the occasional charter service uses the line.

This map from carto.metro.free.fr shows the Dudding Hill Line.

Note.

  • How the line joins the Midland Main Line in a triangular junction, which is North of Criklewood station, enabling North and South connections.
  • How the line crosses the Chiltern Main Line by Neasden station.
  • How the line crosses the electrified West Coast Main Line by Harlesden station.
  • How the line joins the North London Line just North of the electrified Great Western Main Line.

This connectivity makes it a very useful freight line.

The Hendon Freight Lines

These two lines run on the Western side of the Midland Main Line between West Hampstead Thameslink and Hendon stations,

North of Hendon they cross the tracks of the Midland Main Line on a flyover and merge with the Slow Lines at Silkstream Junction.

This map from carto.metro.free.fr shows the lines at Hendon.

The Hendon Freight Lines have following properties.

  • They are only partially electrified.
  • They have double-track connections from the North to the Dudding Hill Line, which is named the Brent Curve and Brent Curve Junction.
  • They have double-track connections from the South to the Dudding Hill Line, which is named the Cricklewood Curve and Cricklewood Curve Junction.
  • As shown at Hendon in the map, the Hendon Up Line passes behind Platform 4 at Hendon, Cricklewood and West Hampstead Thameslink stations.

The innovative use of these lines will be an important part of the proposal for a new passenger service in West London.

The Gospel Oak To Barking Line

The Gospel Oak To Barking Line and the Dudding Hill Line are linked together by the Midland Main Line,

  • Between the two lines is fully electrified
  • The Gospel Oak to Barking Line will be electrified from May 2018.
  • The connecting lines between the Midland Main Line and the Gospel Oak to Barking Line are being electrified around Carlton Road Junction.

This will enable electrified freight trains from East London to the Midlands, using the following route.

  • Gospel Oak To Barking Line
  • Carlton Road Junction
  • Midland Main Line.

Note that there is no flyover between Carlton Road Junction and the Dudding Hill Line, which means they have to cross the Midland Main Line on the flat.

For this reason, electrified freight trains for the West Coast Main Line and the Great Western Main Line must probably take the North London Line from Gospel Oak station.

This probably rules out passenger services between Barking and Acton, using the Dudding Hill Line.

However passenger trains from East London could continue up the Midland Main Line to a suitable terminal.

Class 710 Trains

The Class 710 trains that will be delivered for the Gospel Oak to Barking Line have the following characteristics.

  • They are Aventras
  • They are dual-voltage and can operate on both 25 KVAC overhead and 750 VDC third-rail electrification.
  • They may be fitted with onboard energy storage to operate without electrification for a few miles.

If the last point is true, they will be able to run between West Hamsted Thameslink or Hendon and South Acton stations, with a change of voltage at Acton Central station, using onboard energy storage on the Dudding Hill Line.

The Proposal

The West London Railway has been proposed by a consortium of West London Councils and other interests, that the Dudding Hill Line be reopened to passenger trains.

The passenger service would open in two phases.

  1. West Hampstead to Hounslow via Cricklewood, Neasden, Harlesden, OOC, Acton Central, South Acton, Brentford, Syon Lane and Isleworth.
  2. Hendon to Kew Bridge via Hendon, Brent Cross/Staples Corner, Neasden, Harlesden, OOC, Acton Central and South Acton.

Four trains per hour (tph) would run on both routes.

How Does The Proposal Stack Up?

In the following sub-sections, I’ll discuss the various issues.

Track And Signalling

This is said about the current state of track and signalling in Wikipedia.

In 2009, the track has received considerable maintenance in parts, including complete track and ballast removal and replacement. It was informally thought locally by Network Rail staff that replacement signalling, controlled from Upminster, was planned for Christmas 2010, leading to the closure of the three signal boxes (staffed 24-hours a day, at least during the working week). However, financial constraints within Network Rail have now delayed this timescale.

It looks like the track is in good condition, but the signalling needs replacing.

How Would The Service Be Run?

The Hendon Freight Lines connect to the Dudding Hill Line to give all possible access needed.

It should also be relatively easy to put a single platform on the Up Hendon Line at the following stations.

  • West Hampstead – It would act as a terminus.
  • Cricklewood
  • Brent Cross – When the station is built.
  • Hendon – It could act as a terminus.

The new platforms would have the following characteristics.

  • They would probably be numbered 5.
  • They would probably be able to share platform access and other services with current Platform 4 at each station.
  • Little demolition of existing buildings and structures would be required.

A Phase One service coming North from Neasden could do the following.

  • Take the Cricklewood Curve from the Dudding Hill Line.
  • Join the Up Hendon Line.
  • Stop in the new Platform 5 at Cricklewood.
  • Continue on the Up Hendon Line to the new Platform 5 at West Hampstead Thameslink.
  • Reverse the train at West Hampstead.
  • Proceed to and stop in Platform 5 at Cricklewood. Existing cross-overs would allow use of both Hendon Lines.
  • Cross over to the Down Hendon Line and take the Cricklewood Curve to rejoin the Dudding Hill Line.

As the service is four tph, provided a train can leave and return to the Dudding Hill Line in fifteen minutes, there should be no problem.

Currently, Cricklewood to West Hampstead takes three minutes, so the Phase One service looks possible.

The Phase Two service to Hendon could do the following.

  • Take the Brent Curve from the Dudding Hill Line.
  • Join the Up Hendon Line.
  • Stop in the new Platform 5 at Hendon.
  • Reverse the train at Hendon
  • Take the Brent Curve to rejoin the Dudding Hill Line

It looks to be a simple plan, that makes good use of the existing infrastructure.

  • Building the extra platforms at Hendon, Cricklewood and West Hampstead shouldn’t be difficult.
  • The new routes don’r cross the Midland Main Line.
  • The Hendon Lines seem to have plenty of cross-overs and I don’t think any new ones are needed.
  • Dual voltage trains would be at home on all existing electrification.

At the Southern end of the route, everything appears fairly simple.

Why Are There Two Phases?

If it’s so simple, why is the service proposed to have two phases?

Look at this map from carto.map.free.fr, which shows the railways around Brent Cross.

The development of Brent Cross Cricklewood and the building of Brent Cross Thameslink station is going to be a massive undertaking. This describes the development in Wikipedia.

Brent Cross Cricklewood is a planned new town centre development in Hendon and Cricklewood, London, United Kingdom. The development is planned to cost around £4.5 billion to construct and will include 7,500 homes, 4,000,000 sq ft (370,000 m2) of offices, four parks, transport improvements and a 592,000 sq ft (55,000 m2) extension of Brent Cross Shopping Centre. The developers of the scheme are Hammerson and Standard Life. Construction is planned to start in 2018 and be completed in 2021-22

The development will include the building of Brent Cross Thameslink station and the redevelopment of Cricklewood station.

Looking at the Phase One route to West Hampstead Thameslink, the following applies.

  • The route doesn’t go past the Brent Cross development.
  • The terminal platform at West Hampstead Thameslink would be step-free with a lift.
  • The Up Hendon Line is electrified at \West Hampstead Thameslink, but it is not at Hendon.
  • Hendon station needs a lot of work to make it step-free.
  • West Hampstead Thameslink could be part of a growing West Hampstead Interchange with excellent connections.
  • The service could even go straight through Cricklewood station, until it was redeveloped.

It would thus appear that for an easy and affordable construction, the service should serve West Hampstead Thameslink first.

Once Brent Cross Thameslink station is open, Hendon and Kew Bridge stations are updated, Phase Two can open.

Electrification

The electrification of the twelve mile route on the Chase Line between Rugeley and Walsall was budgeted at £78 million.

So hopefully, the four miles of the Dudding Hill Line should be able to be electrified for a reasonable cost.

Consider.

  • The track is in reasonable condition and probably well-surveyed.
  • There are a few bridges that might need to be raised.
  • There are no stations to electrify, just provision to be made.
  • Both ends of the route are electrified.
  • The route connects to three electrified main lines.
  • Electrification of the line would cause little if any disruption to passenger services.

I think that the needs of electrified freight will decide whether this route is electrified.

A Passenger Service Without Electrification

Dudding Hill Line Electrification is not necessary to run s passenger service using Class 710 trains.

  • Class 710 trains with onboard energy storage could easily bridge the four-mile electrification gap between the Midland Main Line and the North London Line.
  • There would be no problem charging the onboard energy storage at each end of the routes.
  • At various places, Aventras will share station platforms with Thameslink’s Class 700 trains and the North London Line’s Class 378 trains, so there should be no station issues.
  • From Acton Central to Hounslow and Kew Bridge, the trains would use the third-rail electrification.

Class 710 trains wouldn’t mind if the line is electrified or not.

Stations

The following stations will need to be built or modified.

  • Brent Cross Thameslink – New station to be built as part of large development – Might need a platform suitable for use as a terminus.
  • Gladstone Park – New station on the site of the old Dudding Hill station – Might be and/or with Neasden.
  • Harlesden – New station – Could be linked to the existing station on the Bakerloo Line?
  • Hendon – Existing station – Might need a platform suitable for use as a terminus.
  • Hounslow – Existing station – Might need a platform suitable for use as a terminus.
  • Kew Bridge – Existing station – A new terminus platform would need to be added.
  • Neasden – New station – Could be linked to the existing station on the Jubilee Line?
  • Old Oak Common – New station to be built as part of large development
  • West Hampstead Thameslink – Existing station – Might need a platform suitable for use as a terminus.

The next sections give my thoughts on specific stations.

Brent Cross Thameslink Station

Brent Cross Thameslink station is a planned new station to serve the £4.5 billion Brent Cross Cricklewood development in the area.

I wouldn’t be surprised to see this station built as a close-to-London interchange station, in much the same way as Clapham Junction and Abbey Wood stations work and will work in South London.

At a minimum it will have the following characteristics.

  • Two slow platforms for Thameslink services.
  • Two fast platforms for long distance services.
  • Extra platforms for future services.
  • Full step-free access.

The design of the station will be key to extra services using the Midland Main Line.

Cricklewood Station

This Google Map shows the layout of Cricklewood station.

These pictures show the station.

Cricklewood station is one of four stations that need to be modified or built with a Platform 5 on the Up Hendon Line.

The station is also not step-free and this will probably be added in the redevelopment of the station to serve the Brent Cross Cricklewood development..

Harlesden Station

This Google Map shows the layout of Harlesden station.

The Dudding Hill Line runs down the map at the right and it crosses the shared tracks of the Watford DC Line and the Bakerloo Line, just to the West of Harlesden station.

These pictures show the station.

I think that, I am being very truthful, if I said that Harlesden station is not one of the London Underground’s finest stations. Ian in his article said this.

The other station, at Harlesden could also see the old station of the same name rebuilt, but again, the freight line runs close to the current Harlesden station, so a combined building would again be likely, this time with just a modest footbridge needed to link the new platforms to the existing station.

I very much feel that a station can be built at Harlesden on the other side of Acton Lane, that has platforms on both the Watford DC/Bakerloo Lines and the Dudding Hill Line. The high level platforms on the would be connected by steps and/or lifts to the low-level ones.

The new station could even be built without closing any of the lines and once completed the old Harlesden station could be demolished.

It would have the following services.

  • Three tph between Watford Junction and Euston.
  • Nine tph on the Bakerloo Line
  • Four tph between West Hampstead Thameslink and Hounslow.
  • Four tph between Hendon and Kew Bridge

The last two proposed services would provide an eight tph service to Old Oak Common for Crossrail, HS2, the North London Line and most importantly, a very healthy amount of employment opportunities.

Hendon Station

This Google Map shows the layout of Hendon station.

These pictures show the station.

Note.

  • The footbridge is not step-free.
  • The footbridge is used to support the electrification.
  • The electrified fast lines in Platforms 3 and 4.
  • The electrified slow lines in Platforms 1 and 2.
  • The two freight lines without electrification behind the white metal fence on Platform 4.

In my view, this needs to be done.

  • Make the station step-free.
  • Build a Platform 5 on the Up Hendon Line, that backs onto Platform 4, so it can share steps and the lift.
  • Electrify the line through the platform.

The created Platform 5, will be the terminus of the Phase Two service to Kew Bridge.

Hounslow Station

This Google Map shows the layout of Hounslow station.

These pictures show the station.

It will be tight to fit a bay platform into the station, but I suspect, it will be placed on the Up (London-bound) side of the station, in what is now an access road and yard to some business premises, where one is labelled Resco Living.

  • It will need some changes to the cross-overs at the station to allow trains to access the new platform.
  • The station needs a new step-free bridge.

This Google Map shows Hounslow station’s location with respect to Heathrow.

Hounslow station is in the bottom right-hand corer of the map.

I do wonder if Hounslow station, needs a frequent bus to Heathrow Airport. After all the extra four train per hour across London will make it a very busy station.

Kew Bridge Station

This Google Map shows the layout of the lines and the location of Kew Bridge station.

Note.

  • The triangal of lines, of which only the bottom side has any trains.
  • The top angle leads to South Acton station.
  • The proposed Phase One service would use the left side of the triangle.
  • The proposed Phase Two service to Kew Bridge would use the right side of the triangle and terminate in a reopened platform at Kew Bridge station.

These pictures show the station.

The work needed at Kew Bridge station would appear to be very simple.

  • Reinstate the former Platform 3 to handle four tph.
  • Replace the footbridge with a better step-free example.

It would also appear that there is a siding to the East of the station, that could be used to reverse trains if necessary.

This map from carto.metro.free.fr shows the lines at Kew.

As Brentford’s new stadium and other large developments are being built in the area, I wonder if the proposed Phase One Hounslow service should call at a reopened Kew station.

Neasden Station

This Google Map shows the layout of Neasden station.

And this map from carto.metro.free.fr shows the lines at the station.

These pictures show the station.

Ian says this about Neasden in his article.

The station at Gladstone Park could see the disused station called Dudding Hill brought back into use, although the likelyhood is that a new station closer to Neasden on the Jubilee line would be favoured for the shorter interchange walk.

There may even be enough space to flip the existing Neasden station southwards and link up with the new Overground line to create a single station linking the two lines.

Whether the funding for that would be available will doubtless depend on getting new housing developers to pick up some of the bill.

There are certainly possibilities.

A combined station would give the following services.

  • Upwards of twenty tph on the Jubilee Line
  • Four tph between West Hampstead Thameslink and Hounslow.
  • Four tph between Hendon and Kew Bridge

The last two proposed services would provide an eight tph service to Old Oak Common for Crossrail, HS2, the North London Line and most importantly, a very healthy amount of employment opportunities.

Old Oak Common Station

Old Oak Common station will be a major interchange between the following lines and services.

  • Crossrail
  • HS2
  • Great Western Main Line
  • West Coast Main Line
  • Chiltern Tailways
  • Bakerloo Line
  • Central Line
  • North London Line
  • West London Line

Whoever sorts this lot out, deserves a Turner Prize.

But after seeing some very complicated stations in both the UK and Europe, I believe that it would be possible to create a station that provided easy  step-free interchange between the various lines without walking halfway round the London Borough of Hammersmith and Fulham.

 

Connecting the West Orbital Railway to Crossrail would be a very valuable interchange.

West Hampstead Thameslink Station

This Google Map shows the layout of West Hampstead Thameslink station.

 

These pictures show the station.

Note.

  • In the Google Map, the lines are Slow, Fast and Freight from top to bottom.
  • The station is fully step-free.
  • The freight lines are electrified.
  • The last picture shows how the other West Hampstead stations are being improved.

In my view, all that needs to be done is build Platform 5 for the Phase One service behind Platform 4, so that it can share the steps and the lift.

As other improvements are appearing, West Hampstead will become an important interchange. It’s now got the absolute necessity for a Grade A Interchange; an Marks and Spencer Food Store.

Employment, Housing And Social Benefits

In the seven years since I moved to Dalston, the area has improved considerably.

  • New apartment blocks have appeared.
  • The shops, restaurants and cafes have got better.
  • It also appears to me, that the amount of idle youths hanging around has reduced.

I put a lot of all this, down to considerable investment in both buses and railways. It’s probably not surprising as the London Borough of Hackney doesn’t have an Underground station of its own.

The Overground has been a conspicuous success, offering train services of the following nature.

  • Safe, clean stations.
  • Visible, well-trained staff.
  • New modern trains.
  • Train services at a frequency of four tph.

The only problem, is that every time the capacity is expanded it quickly fills.

But then that is only new travellers opting for quality.

On Sunday, I took a ride on top of a bus between Willesden Green and Harlesden stations. These are some pictures I took.

The two most impressive buildings I passed were Courts.

It is my belief that after my experience in Dalston, that improving the transport links in an area of deprivation improves the area considerably, in any number of ways, some of which are rather surprising.

From speaking to people in Dalston, decent reliable transport links seem to have the benefit that those who are unemployed often benefit substantially, by being able to get to nre-found work easily and on time.

So if the proposed line is built with stations at Neasden, Harlesden and Old Oak Common will we see the improvement in North West London, that the Overground has brought to Dalston?

Unfortunately, the only way to test my theory is to build the line.

Building The Line

This is no Crossrail or HS2, where billions need to be spent.

The three largest sub-projects would be.

  • Electrification of the Dudding Hill Line,  if it is to be done.
  • Resignalling of the Dudding Hill Line.
  • Necessary track replacement and updating.

In addition, there are around ten station projects.

There will also be a need for up to perhaps sixteen Class 710 trains. This could be around £90-100 million.

Other Possible Rail Services

It might be possible to connect the West Orbital Railway to other rail services and stations.

Changing At Old Oak Common

All stations on the West Orbital Railway will have at least a four tph connection to Old Oak Common, with Harlesden and Neasden having an eight tph connection.

 

Provided that the connection at Old Oak Common is well-designed, I think passengers will be happy to change here for the following services.

  • Six tph on Crossrail to Heathrow.
  • Twelve tph on Crossrail to Central London.
  • West Coast Main Line
  • HS2
  • Chiltern
  • North London Line
  • West London Line

I’ve left out the Bakerloo and Central Lines, as it will probably be quicker to take Crossrail and change.

Thameslink And The Midland Main Line

All stations on the West Orbital Railway will have at least a four tph connection to Thameslink, with Harlesden and Neasden having two separate four tph connections.

Depending on how the new East Midlands franchise arranges services, it might also be possible change onto some services to Derby, Leicester, Nottingham and Sheffield.

Hopefully, the interchange will be step-free. West Hampstead Thameslink already is step-free and I would assume Brent Cross Thameslink will be built that way!

A direct connection from Midland Main Line or Thameslink services to the West Orbital Railway may be possible, but the current track layout would appear to make it difficult.

Changing At Hounslow And Kew Bridge

The two Southern termini are on the Hounslow Loop Line, which gives valuable connections in South West London, including Clapham Junction.

Affect On Other Services

The West Orbital Railway affects other passenger services in two places.

The North London Line Through Acton Central And South Acton

Acton Central and South Acton stations on the North London Line are both served by a four tph service between Stratford and Richmond.

  • There are also other trains.
  • Both stations also have a level crossing.

So would it be possible to fit the eight tph of the West Orbital Railway through this section of the North London Line?

I suspect the answer is positive, otherwise the impossibility would have killed the proposal.

The Hounslow Loop Line Between Kew Bridge And Hounslow

This section of line has a four tph service in both directions, so it should be able to handle an extra four tph.

Collateral Benefits

There are some benefits to existing services.

Services Through Acton

The two Acton stations; Acton Central and South Acton, receive a big boost to services.

Currently, they have just four tph between Stratford and Richmond.

After Phase Two of the West Ortbital Railway is complete, these servicesc will be added.

  • Four tph between West Hampstead Thameslink and Hounslow
  • Four tph between Hendon and Kew Bridge

All twelve tph will stop at Old Oak Common.

Major Developments Get New Or Improved Rail Connections

The following developments get new or improved rail connections.

  • Brent Cross Cricklewood
  • Old Oak Common
  • Brentford

How many housing and commercial developments will the passenger serviceencourage?

Conclusion

I believe that the West Orbital Railway is an elegant proposal.

  • No new track or electrification, just signalling and stations.
  • Four tph on two routes through areas of London that need much better public transport.
  • It links to the major rail hub at Old Oak Common for Crossrail and HS2.
  • It can be built without major disruption to existing services.
  • It can use the London Overground’s standard Class 710 trains.
  • It is very much a self-contained railway, that has little chance to affect existing services.

But above all, it is very much an affordable proposal, with a projected high return.

 

 

 

 

 

 

 

 

 

 

October 8, 2017 Posted by | Travel | , , , , , , , | 1 Comment

How To Build A Short Railway Branch Line

This article in Global Rail News is entitled London Overground’s Barking Riverside extension given green light.

The Barking Riverside Extension to the Gospel Oak to Barking Line is a 4.5 km. extension to serve a housing development of 10,800 houses at a derelict site by the Thames in Barking.

The article says this.

The Secretary of State, Chris Grayling, has now given his support to the project – approving the Transport and Works Act Order (TWAO) for the extension.

It puzzles me, why Chris Grayling is in the loop, as the £263million project for the extension is funded by Transport for London, with a £172million contribution from the developers of the houses.

TfL’s contribution works out at just over ten pounds for every man woman and child in Greater London.

By comparison, this article in Rail TRechnology Magazine is entitled MPT wins £350m contract to build Metrolink’s Trafford Park extension. Was a TWAO signed by the Minister for that?

This country is far to centralised!

August 4, 2017 Posted by | Travel | , , | 6 Comments

GOBLIN Electrification On Track For January 2018 Completion

The title of this post is the same as an article on Rail Technology Magazine.

This is said.

Network Rail has this week confirmed that the GOBLIN electrification project is expected to be completed in January 2018 ahead of new trains arriving in spring.

About time too!

In An Open Letter To All Those Along The Gospel Oak To Barking Line, I called for an alternative approach. Seeing what might happen in Aukland, that I wrote about in Auckland Mulls Battery-Electric Train Order,

I do wonder if there would have been a better way. This article in Rail Magazine, which is entitled Flex… and flexibility and consists of an interview with Helen Simpson and Mark Isbern of Porterbrook. It gives lots of clues to the thinking behind the Class 319 Fklex train.

July 28, 2017 Posted by | Travel | , , | 7 Comments

More Closures On The Gospel Oak To Barking Line

This article on the Islington Gazette details the further closures on the Gospel Oak to Barking Line. This is said.

The Barking to Gospel Oak Overground line will be closed for eight weekends as electrification work continues.

It had originally closed for eight months, reopening in February, but work was not finished on time due to design problems and the late delivery of some materials.

The line will be shut every Sunday from June 4 until July 23, with additional Saturday closures on July 9, 16 and 23.

Further temporary closures will be needed in the future to complete the work.

I know the electrification needs to be completed, but the engineers and planners of this job, have not exactly covered themselves in glory.

Compare this project with the one a few miles away, where Volker Fitzpatrick are rebuilding Hackney Wick station, which seems to have gone a lot smoother, despite I would suspect being a much more challenging project.

Several mistakes would appear to have been made on the electrification and I hope the companies and individuals involved will be properly names and shamed.

May 26, 2017 Posted by | Travel | , , | 2 Comments

Are Transport for London Reorganising Train Deliveries?

In the May 5th Newsletter of the Barking – Gospel Oak Rail Users Group, this is said.

It is now looking increasingly likely that the first of our new 4-carriage electric trains will arrive around the turn of the year and be diverted to another London Overground service because Barking – Gospel Oak is still without energised overhead wires.

The first 14 of the new trains (Class 710/2) were due to be shared between the Barking – Gospel Oak and Euston – Watford Junction services, the remainder (Class 710/1) going to Romford – Upminster and Liverpool Street – Cheshunt/Chingford/Enfield Town services.

It has been said in a couple of places, that to get electrified freight trains through North London, whilst the hiatus at Hackney Wick station was taking place, needed to get the wires on the Gospel Oak to Barking Line (GOBlin) switched on as soon as possible. Now it appears that the electrification won’t be available this year.

I think that Transport for London may be rescheduling how the trains are delivered.

I would perhaps introduce the new Class 710 trains like this.

Note that there are two types of Class 710 Trains.

Could this be TfL’s strategy?

  1. Put a 710/1 on Romford to Upminster Line for initial testing and driver training.
  2. Replace trains on Cheshunt and Chingford services to bed in the new Class 710/1  trains.
  3. Replace Watford DC Line trains with new Class 710/2 trains.
  4. Cascade the current Watford DC Line  Class 378 trains to the North and East London Lines as planned to boost services.
  5. Check out all Class 710/2 trains for the GOBlin by running on the Watford DC Line.
  6. Finish the electrification on the GOBlin, whilst running services with the current Class 172 trains.
  7. When the GOBlin electrification tests successfully, introduce the Class 710/2 trains.
  8. Cascade the Class 172 trains.

I think this strategy is low-risk and has the following advantages.

  • Romford/Upminster with its need for just a single train would surely be an ideal line for initial testing and driver testing.
  • Cheshunt, Chingford and Watford DC services, shouldn’t be particularly difficult lines on which to replace one electric train with another.
  • The Class 378 trains from the Watford DC services would be available to boost Stratford to Gospel Oak services before electric trains run between Barking and Gospel Oak.
  • The dual-voltage Class 7810/2 trains will be fully tested on the Watford DC Line before any deplayment on the Goblin.
  • The Class 172 trains would only be cascaded, when TfL have accepted the GOBlin and its new Class 710/2 trains.

But provided the track of the Gospel Oak to Barking Line is usable, the Class 172 trains and diesel-hauled freight will always get through.

 

 

May 10, 2017 Posted by | Travel | , , , | Leave a comment

Along The Reopened Gospel Oak To Barking Line

The Gospel Oak to Barking Line reopened after its major upgrade on Monday.

The stations generally need need work  in several areas

  • Gantries – Some overhead gantries have not been erected.
  • Lifts – Some stations need lifts.
  • Platform Extensions – Some stations need platform extensions to be completed
  • Ticket Gates – Ticket gates might need to be installed at some stations.
  • Wires – Wires need to be installed.

These are some pictures I have taken along the line.

Barking

Barking station is more or less complete.

Might need – Lifts, Platform Extensions

Note the unique step-free double cross-platform interchange to Gospel Oak and c2c services.

Woodgrange Park

Woodgrange Park station is more or less complete.

In progress – Platform Extensions

Needs – Lifts

Note the excellent refuges enclosing the new ticket gates.

Wanstead Park

Wanstead Park station needs a fair bit of work.

In progress – Platform Extensions

Still to do – Gantries, Wires

Needs – Lifts

Leytonstone High Road

Leytonstone High Road station needs a fair bit of work.

In progress – Platform Extensions

Still to do – Gantries, Wires

Needs – Lifts

The station’s brickwork has been sympathetically restored.

Leyton Midland Road

Leyton Midland Road station needs a fair bit of work.

In progress – Platform Extensions

Still to do – Gantries, Wires

Needs – Lifts

I’ve used the station many times and the builders had done a very good job in improving the station with imaginative use of brickwork.

Walthamstow Queens Road

Walthamstow Queens Road station is more or less complete.

In progress – Platform Extensions

Still to do – Gantries, Wires

Migh need – Lifts

Needs – Ticket Gates

I think adding lifts is going to be difficult, but aren’t strictly necessary due to the long ramps.

Blackhorse Road

Blackhorse Road station is more or less complete .

In progress – Lifts, Platform Extensions

Still to do – Gantries, Wires

South Tottenham

South Tottenham station is more or less complete.

In progress – Platform Extensions

Still to do – Wires

Harringay Green Lanes

At Harringay Green Lanes station needs a fair bit of work.

In progress – Platform Extensions

Still to do – Gantries, Wires

Needs – Lifts, Ticket Gates

Crouch Hill

Crouch Hill station needs a fair bit of work.

In progress – Platform Extensions

Still to do – Gantries, Wires

Needs – Lifts, Ticket Gates

There might also be a serious problem with not enough clearance under the station bridge.

Upper Holloway

Upper Holloay station needs a fair bit of work.

In progress – Platform Extensions

Still to do – Wires

Needs – Lifts, Ticket Gates

Gospel Oak

Gospel Oak station is more or less complete.

Might need – Platform Extension

I was glad to see the coffee hut hat been reinstated.

Passengers Comments

Speaking to other passengers, all seemed pleased that the line was back in service and a couple remarked how neat and tidy it all was.

No-one seemed to be bothered work was still ongoing.

I even got praise for the Class 172 trains, which will be replaced by new Class 710 trains in 2018. One guy said there’s no need, although when I told him, they will be bigger, he liked that.

 

 

February 28, 2017 Posted by | Travel | , , , , | 8 Comments

Comparing West Anglia Four-Tracking And Sheffield Tram-Train Projects

This article on Rail Technology Magazine is entitled Delayed Sheffield tram-train completion date finally set.

This project was announced in 2015 and the Class 399 tram-trains were delivered in 2016. So you’d think it would be nearing completion, with the tram-trains tested and the track complete. But no! The link will open in Summer 2018.

But the West Anglia Four-Tracking has not even been announced and the Orange Army is already hard at work to squeeze in the extra tracks along the West Anglia Main Line.

Both construction projects have one important thing in common. They need new track to be laid on land already owned by Network Rail or supporting local authorities, with modifications to the overhead electrification and signalling.

So why has one started before it has been announced and the other has taken for ever to get out of the starting blocks?

Wrst Anglia Four-Tracking has been talked about seriously for over ten years, so Network Rail have had a long time to finalise their design.

So do Network Rail need something like a dozen years to go from the start of design to full on construction?

Perhaps they were caught on the hop with the Gospel Oak to Barking Electrification and hadn’t got a design together?

If a project takes a long time to go from initial design to construction, all of the good engineers, managers and workers move on to something they might see completed in their lifetime. So the project has to be restarted time and time again with new people.

Crossrail was different in that when the politicians said build it, the team was created, who will see it through from design to the trains running throyugh the tunnels.

Let’s hope HS2 gets the same treatment as Crossrail, so that in 2026 we can all experience London to Birmingham in the blink of an eye.

February 23, 2017 Posted by | Travel | , , , , , , | Leave a comment

Incident At Dalston Kingsland Station

This article in the Hackney Gazette is entitled Dalston Kingsland: Four in hospital after sparks and smoke cause stampede off train.

As the problem was sorted by the London Fire Brigade using a bucket of sand to extinguish a fire in the battery pack of a workman’s drill, it doesn’t appear to have been very serious.

The injuries seem to have been caused by panic, as passengers tried to get away fro the problem.

I know Dalston Kingsland station well and although the entrance, ticket hall and gateline has been updated, the stairs are not the best.

So did everybody try to get out of the station on these stairs and it was this that caused the injuries?

I think there are questions that have to be asked about the design of the station and its operating procedures.

If you look at the passenger numbers for 2015-16 on the North London Line, you get the following.

  • Canonbury – 2.86million
  • Dalston Kingsland – 5.93million
  • Hackney Central – 5.98million
  • Homerton – 4.65 million
  • Hackney Wick – 2.10million

So the station has a fairly high usage.

At the moment, the Gospel Oak to Barking Line is closed, so is the station getting more passengers, who need to get across London?

It looks to me, that the incident could have been a lot worse.

Luckily it wasn’t, but I do believe that something must be done to improve the stairs at Dalston Kingland station.

 

February 9, 2017 Posted by | Travel | , , , , , , , | 3 Comments