The Anonymous Widower

What Will Boris Do About The Proposed Third Runway At Heathrow?

I have tackled this before in October 2016 in a post called Changing Sides.

This was how I started that post.

There is an interesting article in The Sunday Times today, entitled Boris Retreats In Fight Against Third Runway.

Boris is apparently saying he won’t oppose a third runway at Heathrow, so if anything he’s being consistent in changing horses, just as he did with Michael Gove.

But perhaps more surprisingly, Willie Walsh, the Chief Executive of IAG, who own BA, is quoted as calling Heathrow a fantasy project, which has been gold-plated and inflated by the owners to maximise their returns, at the expense of the airlines.

The paper also says that Gatwick will build a new runway anyway.

Remember, it was written before Theresa May’s government decided to allow Heathrow’s Third Runway.

Since the decision to allow Heathrow to build a Third Runway was made nearly three years ago in October 2016, there have been a lot of changes.

Notably, Boris has gone from Foreign Secretary and an MP in a Heathrow Expansion-opposing constituency to Prime Minister.

As Prime Minister he is supposed to look at the bigger picture.

Unless he’s totally stupid he must have noted the following.

Brexit Has Changed From A Simple Quick Exit Into A Slow And Very Tortuous Process

I would expect an opinion poll would show that the UK population thinks that sorting out Brexit is a much more important problem, than the decision on a new runway in the South East of England.

So will Boris put Heathrow’s Third Runway on the back burner, given the following factors

Gatwick Will Build A Second Runway Anyway

In the Wikipedia entry for Gatwick Airport, there is a section entitled Expansion Proposals, where this is the first paragraph.

Gatwick has been included in a number of reviews of airport capacity in southeastern England. Expansion options have included a third terminal and a second runway, although a 40-year agreement not to build a second runway was made in 1979 with West Sussex County Council. Expanded operations would allow Gatwick to handle more passengers than Heathrow does today, with a new terminal between two wide-spaced runways. This would complement or replace the South Terminal, depending on expected future traffic.

My project management knowledge tells me, that Gatwick could add a second runway and upgrade the terminals in a shorter time, than Heathrow can build a third runway.

But more importantly, Gatwick Airport could build the extra runway and terminal without disruption to airport passengers, aircraft and road traffic on the nearby M23.

Boris’s only problem with Gatwick expansion, is the amount of post he’ll get from Disgusted of Tunbridge Wells.

Disruption Must Be Avoided

Recent timetabling and construction fiascoes on Thameslink and Northern Rail should have sent a message to politicians, that large infrastructure projects must be created without disrupting train or air passengers and road traffic.

Can Heathrow Be Built Without Disrupting Traffic On The M25?

It is interesting to look back at the basic facts at the construction of Heathrow Terminal 5.

  • A public enquiry into the project lasted 525 days.
  • The terminal sits on a 260 hectare site.
  • Construction started in 2002.
  • The terminal opened in 2008.
  • Construction finisged in 2011.
  • The terminal cost £4.2billion.

The construction of Terminal 5, also needed the M25 to be widened and linked to the terminal.

This Google Map shows Heathrow Terminal 5 and its relationship to Heathrow’s current two runways and the M25.

I remember the construction of Terminal 5 well, if only because, I was stuck in or moving slowly along that section of the M25 so many times.

As this immense construction project, is probably in living memory of much of the population of West London, how will they react to the thought of all the disruption, that building the third runway will cause.

Would Uxbridge, throw Boris out, if he approved the building of a third runway at Heathrow?

Heathrow Is A Pollution Blackspot

Various factors mean, that the surroundings of Heathrow are a pollution blackspot, mainly caused by the large number of diesel vehicles on the M4 and M25 motorways and others bringing passengers and goods to the airport.

I believe that any Planning Permission for the third runway, will require Heathrow to do something about the pollution. This could be easier than anybody thinks, as more of us will be using electric vehicles by the time the runway opens.

Heathrow are already proposing their ULEZ or Ulta Low Emission Zone.

Heathrow Rail Access Will Improve

Crossrail will eventually serve Heathrow in a year or so and this will improve rail access to the Airport significantly.

Other rail links are also in prospect.

The first two would be privately financed.

This better rail access may reduce the traffic and pollution around the airport, but it will make it easier, for passengers to use the airport and traffic will grow.

High Speed Rail

Increasingly, Heathrow and the other London airports, will come under competition from High Speed Rail.

Eurostar has upwards of seventy percent of the London-Paris and London-Brussels passenger markets.

I have travelled a few times from London to Amsterdam on Eurostar and feel that four hours is my limit for comfortable train travel.

I estimate the following journeys would be possible on Eurostar.

  • London and Cologne via Brussels in four hours
  • London and Bordeaux via Paris in four and a half hours.
  • London and Frankfurt in Five hours.

Another competitor to air services out of London will be London and Edinburgh services on the East Coast Main Line, which are being updated with new faster trains and journey times under four hours.

Air Cargo And Heathrow

I looked up air cargo in Wikipedia and these points are there.

  • Fifty-percent of all air frieght is belly-cargo on airlines.
  • An industry expert estimates that 15-20 tonnes of air cargo is worth 30-40 economy passenger seats, when both are on passenger planes.
  • In 2017, the IATA observed a 9% rise in freight tonne kilometres
  •  Boeing is doubling its 767F production since 2016 to three per month in 2020.

Heathrow dominates the air cargo traffic into and out of the UK and last year it handled 1,788,815 tonnes of cargo, which was a 5.3% increase in tonnage on 2017.

However, it does appear that the second largest cargo airport in the UK; East Midlands, handled about the same amount of freight as Heathrow in April 2018.

There is also the East Midlands Gateway close to that airport, which will be a massive logistics park., with a rail connection.

Perhaps the pressures of the congested Heathrow, with some nudging from the Government could remove the cargo aircraft from the airport to more suitable airports like East Midlands and Doncaster Sheffield.

Manchester Airport Is The Most Important Airport North Of London

Manchester Airport is the busiest Airport after Heathrow and Gatwick and over the next few years it will catch up to a certain extent.

In Changes Signalled For HS2 Route In North, I said this about Manchester Airport’s rail connectivity if High Speed Two and Northern Powerhouse Rail are combined across the Pennines.

If High Speed Two and Northern Powerhouse Rail are developed as laid out in the Transport for the North report, the following cities will be connected to Manchester Airport.

  • Birmingham – High Speed Two
  • Blackpool – Northern Powerhouse Rail/West Coast Main Line
  • Bradford – High Speed Two/Northern Powerhouse Rail
  • Carlisle – Northern Powerhouse Rail/West Coast Main Line
  • Edinburgh – Northern Powerhouse Rail/East Coast Main Line
  • Glasgow – Northern Powerhouse Rail/West Coast Main Line
  • Hull – High Speed Two/Northern Powerhouse Rail
  • Leeds – High Speed Two/Northern Powerhouse Rail
  • London – High Speed Two
  • Newcastle -High Speed Two/Northern Powerhouse Rail
  • Preston – Northern Powerhouse Rail/West Coast Main Line
  • Sheffield – Northern Powerhouse Rail
  • Sunderland –  Northern Powerhouse Rail
  • York – High Speed Two/Northern Powerhouse Rail

Manchester Airport will probably become the most important station in the North with High Speed connections to a large part of England and Scotland.

Heathrow and Gatwick will find they have a very big and well-connected Northern competitor.

Extinction Rebellion And Other Environmental Protesters

Most of the environmental protesters like Extinction Rebellion seem to have focused their attention on Heathrow, where airports are concerned.

They will fight tooth and nail to stop Heathrow’s third runway.

Will Heathrow Get The Planning Permission They Need?

I think that this is the sort of planning decision, that will end up with the Secretary of State for Environment, Food and Rural Affairs; Theresa Villiers.

Her Wikipedia entry says this.

Villiers favours construction of a high-speed rail link from London to Birmingham and Manchester, arguing that flyers could use capacity at airports such as Birmingham International and Manchester International Airport.

She is also quoted as being against a third runway at Heathrow, when she was a member of Davisd Cameron’s cabinet.

Grant Schapps, who is the current Secretary of State for Transport, could be more supportive to Heathrow’s application.

The Mood Of The UK About The Environment

The view of the average UK voter on the environment has changed markedly in the last few years, driven by documentaries, events and politics from around the world.

Boris’s father; Stanley Johnson has written books on the environment and received the Greenpeace Award for Outstanding Services to the Environment, so this could fit with his opposition to a third runway at Heathrow, when he was Mayor of London.

Do Heathrow Airport Have A Plan B?

In Heathrow Plans Runway Over M25 In 30-Year Expansion, I outlined how I thought the runway would be built.

The Times says this about the construction program.

Only the runway would be built by the opening date of early 2026.

Other facilities such as new terminals, car parks, hotels and transit systems would open from 2030, with an expansion of Terminal 5 the priority

This means that the extra runway capacity can be used initially to better accommodate the same number of flights.

Perhaps Plan B would mean changing the order of construction, leaving a space for the third runway and getting Planning Permission to build it in perhaps starting in 2028.

Conclusion

This is a tough one to call and I know what I would do. I would just let it fester until the decision was forced by another factor.

But Boris is the Prime Minister and will have to make a decision!

 

 

 

 

D

September 1, 2019 Posted by | Transport | , , , , , , , , , , , | 3 Comments

Left In A Siding: The Rail Link That Could Make Heathrow Greener

The title of this post is the same as that of this article on the Guardian.

The article makes a powerful case forvthe building of the Heathrow Southern Railway.

It is a must read.

I can never understand, why the government hasn’t backed this scheme.

  • It creates a four trains per hour service between Heathrow and Waterloo via Staines and Clapham Junction
  • It creates an extension of Heathrow Express to Basingstoke, Guildford and Woking.
  • The extended Hethrow Express creates a much needed commuter route into Paddington.
  • Few properties would be affected by the new railway.

But above all, it will be built with private money.

 

June 17, 2019 Posted by | Transport | , | Leave a comment

Is There A Need For A Waterloo To Gatwick Service?

Whilst writing Are Network Rail And Heathrow Southern Railway Moving Towards A Joint Project On Western And Southern Access To Heathrow Airport?, I got to thinking about connectivity to London’s two main airports; Heathrow and Gatwick.

If both the Western Approach To Heathrow (WRAtH) and Heathrow Southern Railway (HSR) schemes are completed, Heathrow will have direct connections to the following major stations and areas.

  • Canary Wharf using Crossrail
  • City of London using Crossrail
  • Clapham Junction using HSR
  • HS1 using a future Crossrail to Ebbsfleet
  • HS2 using Crossrail
  • Liverpool Street using Crossrail
  • Reading using WRAtH
  • Waterloo using HSR
  • West End using Crossrail

Many more places will need a single change at Clapham Junction, Farringdon, Reading, Stratford, Waterloo or Woking.

Awkward stations to get to and from Heathrow include Kings Cross, London Bridge, St. Pancras and Victoria.

Admittedly, Kings Cross, London Bridge and St. Pancras can be reached using Crossrail and Thameslink or the Underground, but Victoria is not easy as Crossrail doesn’t have an interchange with the Victoria Line.

Gatwick will have direct connections to the following major stations and areas.

  • City of London using Thameslink
  • HS1 using Thameslink
  • Reading using GWR
  • Victoria using Southern or Gatwick Express
  • West End using Thameslink

Many more places will need a single change at Clapham Junction, Farringdon, Reading, or Victoria.

Awkward stations to and from Gatwick include Canary Wharf, Euston, Liverpool Street, Paddington and Waterloo.

Consider these points about Waterloo station.

Waterloo Has The Connectivity

Waterloo is on four Underground lines.

  • Bakerloo Line for North West London, Paddington, West End,, South East London and North East London in collaboration with Dear Old Vicky!
  • Charing Cross Branch of the Northern Line for North London, Euston and the West End.
  • Jubilee Line for North West London, West End, Canary Wharf and Stratford.
  • Waterloo & City Line for Bank and the City of London.

Waterloo also has its own network of frequent and comprehensive services to South West London and further afield.

Waterloo Could Be Getting Crossrail 2

In Sadiq Khan’s dreams!

The Bakerloo Line Extension and the West London Orbital Railway are much more urgent to be built, but they don’t serve Surrey, where posh commuters live!

Waterloo Is Almost A Tourist Destination

I say almost, as it is just a short walk from Westminster, several important museums and galleries, and the Thames.

Waterloo Station Is A Place To Meet Friends And Business Associates

I regularly meet friends as they pass through Waterloo station, as it has several restaurants, where you can sit, eat, drink and chat.

Waterloo Station Is Going To Be Developed

Plans are being developed to build above Waterloo station.

Could this include more hotels, in addition to offices and housing?

Why Has There Been Talk Of A Service Between Waterloo and Heathrow For Years, But Nothing About A Link To Gatwick?

Heathrow AirTrack was proposed by BAA some years ago and now Heathrow Southern Railway are putting in a privately-funded proposal.

But search for a proposal for a direct service between Waterloo and Gatwick and you find nothing sensible.

  • Could it be that the route is too difficult or there is not enough capacity at Gatwick and/or Waterloo?
  • Is it that a route to Heathrow would be much more profitable, as it is so much bigger?
  • Is it tradition? Waterloo serves the South West and London Bridge and Victoria serves the South.

But time is moving on, a larger Waterloo and Gatwick stations are coming and Network Rail are getting some of their best brains around digital signalling.

A Waterloo And Gatwick Airport Service

As Gatwick expands, I believe that a direct service between Waterloo and Gatwick Airport will become more necessary.

The Route Of The Service

I’m not sure of this, but I believe that there is a route between Waterloo and Streatham Common or East Croydon stations, which could be used for a Waterloo to Gatwick service.

  • It may need to use the flyover at Waterloo, that used to be used by Eurostar.
  • I wrote about using the flyover in Waterloo Upgrade August 2017 – Waterloo To Sevenoaks.
  • Could it use a route like Brixton, Herne Hill, Tulse Hill, West Norwood, Gipsy Hill, Crystal Palace, Norwood Junction and East Croydon?
  • Once on the Brighton Main Line it would be plain sailing.
  • Of the stations on the route I mentioned, only Norwood Junction has a direct service to Gatwick.
  • A rebuilt Brixton station with its Victoria Line connection could be a valuable interchange.
  • Crystal Palace will have a six trains per hour (tph) service on the Overground to Highbury & Islington.
  • The route is fully electrified using third-rail.

I’m sure a practical and useful route can be found.

The Frequency Of The Service

Gatwick, Heathrow and Stansted Express services have a frequency of four tph.

So I wouldn’t think it unreasonable for a service between Waterloo and Gatwick Airport stations to have the same frquency.

Express Or Typical Suburban Service

Airport trains around London fall into two styles.

  • Express – Gatwick Express, Heatrow Express and Stansted Express.
  • Typical Standard Suburban Train – Crossrail and Thameslink.

As I am happy to use Thameslink to Gatwick, I have no particular preference. Except that if getting an early flight out of Gatwick, I take a night bus to Victoria and then use Gatwick Express, as it runs all night.

Passenger demand would decide, the level of service.

Trains For The Service

An appropriate train would be chosen to match the service style.

Both would do a very capable job.

Platforms At Waterloo

If I assume that Heathrow Southern Railway’s four tph service between Waterloo and Heathrow uses a single platform at Waterloo, I would expect it will be one of the higher-numbered platforms.

So could a Gatwick service with the same frequency use the next door platform?

This would surely be very convenient.

Conclusion

I think it is quite likely that a service between Waterloo and Gatwick Airport could be run.

But whether it is worthwhile is another matter.

 

 

 

April 29, 2019 Posted by | Transport | , , , , , , | 1 Comment

Are Network Rail And Heathrow Southern Railway Moving Towards A Joint Project On Western And Southern Access To Heathrow Airport?

In Could Rail Access To Heathrow Be Formed Of The Best Bits Of Various Schemes?, which I wrote in August 2018, I came to an extensive series of conclusions, which I have now changed as HS4Air and Windsor Link Railway have now been consigned to the landfill site of unbuilt projects.

In Could Rail Access To Heathrow Be Formed Of The Best Bits Of Various Schemes, But Discounting HS4Air And Windsor Link Railway?, I give my latest views.

These were my conclusions.

Heathrow Connectivity

Heathrow needs a very high level of connectivity, for passengers, workers and freight.

The two major schemes, that are left,  provide that.

  • Heathrow Southern Railway, which extends Heathrow Express to the South West and provides links to Waterloo and Greater South London.
  • Western Rail Approach To Heathrow does what it says in the name.

Both schemes would share the same Western access route to Terminal 5 station and this could be modified to serve a new rail terminal under the new third runway.

What About The Workers?

Heathrow’s other big need is rail access for the increasing numbers of people, who work at the airport and live locally.

  • Heathrow Southern Railway links the airport to South West London.
  • Western Rail Approach To Heathrow links the airport to Reading and Slough.
  • Crossrail links the airport to Old Oak Common with its housing developments and rail connections with High Speed 2 and the London Overground.
  • West London Orbital Railway will bring more workers and passengers to Old Oak Common from all over North West and South West London.

Old Oak Common will be important for many working at the airport.

Pollution Solution

As the airport develops, Heathrow Southern Railway and Western Rail Approach To Heathrow could together make a substantial reduction in the pollution emitted by the airport.

Old Oak Common station

Old Oak Common station will become an important interchange for workers and passengers travelling to and from Heathrow.

  • It must be totally step-free.
  • Some of the long interchange walks on current plans should be augmented by travelators.
  • Crossrail is planning six tph between Old Oak Common and Heathrow. Is that enough?

Get Old Oak Common right and all those needing to go to and from Heathrow will benefit.

Heathrow And Gatwick

The connection between Heathrow and Gatwick airports is tortuous at present, but will get better as the years progress, as Crossrail and Thameslink improve.

As the airports grow, with a third runway at Heathrow and a second one at Gatwick, how many people will want to travel quickly between the two airports, as increasingly, both airports will offer services to more destinations?

As a Londoner, I also believe that we will see more split flights, where passengers stopover in London for a night or two, when they are going halfway around the world.

Terminal London will be the best airport transfer terminal in the world.

Heathrow And High Speed One

I will be very surprised if many travellers need to go quickly between Heathrow and High Speed One.

For those that need to do it, using an extended Crossrail between Heathrow and Ebbsfleet will probably be good enough.

Heathrow And High Speed Two

For all sorts of reasons Heathrow needs good connectivity to High Speed Two.

With the elimination of direct access to the airport by High Speed Two, a short journey between Heathrow Airport and Old Oak Common stations will have to be acceptable.

It should also be noted, that Network Rail’s Western Approach To Heathrow (WRAtH) and Heathrow Southern Railway (HSR) would share the following infrastructure or interests.

  • Heathrow Terminal Five station.
  • The Western access tunnel and track to Heathrow.
  • Network Rail is planning a flyover at Woking, which would help HSR’s plans.

If a rail terminal were to be built under a new third runway, that too would be shared.

An Update On Heathrow Southern Railway

In the May 2019 Edition of Modern Railways there is an article which Is entitled Time For Action On Heathrow’s Southern Link.

Most of the article takes the form of an interview with Graham Cross, who is the Chief Executive of HSR.

The first part is a call to the Government to make a decision soon, as otherwise HSR’s funding and timescale will be at risk.

In the rest of the article, Mr. Cross talks about the project and introduces some changes.

More Tunnels

This is an extract from the Modern Railways article.

The line would be mainly in tunnel to minimise environmental impact. “We would need to tunnel under certain obstacles anyway, and once you’ve set up tunnel boring machines, you might as well stay underground.” says Mr.Cross.

Could this move to tunnels also be driven by improved tunnelling techniques and cost savings, in addition to the environmental impact?

If so, will we be seeing more new tunnels in the UK, for rail, roads, electricity and sewage?

This Google Map shows the Northern section of the HSR route.

Note

  1. The South-Western corner of Heathrow Airport can just be seen in the North-Eastern corner of the map.
  2. Wraysbury station is towards the North-Western corner of the map.
  3. The M25 running North-South
  4. Staines station is the station South of the King George VI Reservoir
  5. The Staines-Windsor Line running North-West from Staines station.
  6. The Waterloo-Reading Line running West from Staines station.

The HSR would need to thread its way on the Eastern side of the M25.

From the map in the Modern Railways article, it appears that the route from Heathrow Terminal 5 station splits into two Southerly routes a short distance to the East of the point where the Staines-Windsor Line goes under the M25.

This map from carto.metro.free.fr may help to make everything clearer.

Note.

  1. The reservoirs are shown.
  2. The troublesome level crossings between Staines and Egham.
  3. It also spears that there is a disused railway going North through Yeovenney Halt.
  4. Yeovenney Halt would not be far from the route of the HSR to the East of where the M25 and the Staines-Windsor Line cross.

This Google Map shows the area in detail.

It’s not an area that with large numbers of houses and businesses.

Two routes are shown for HSR on the map in Modern Railways from the area to the East of where the M25 and the Staines-Windsor Line cross.

  • One route joins the Staines- Windsor Line to take trains to and from Staines station.
  • A second route is shown passing under the Staines-Windsor Line.

Note.

  1. As there is plenty of space, a flyover could be built if needed to connect Heathrow Airport to Staines station.
  2. The space would also be useful for creating a tunnel portal to continue the route to the South.

Two options are shown on the map in Modern Railways, to connect Heathrow to the Chertsey Branch Line.

Option 3 connects to North of Virginia Water station.
Option 8 connects to North of Chertsey station.

This Google Map shows Virginia Water and Staines stations and the area in between.

Note

  1. Virginia Water station is towards the bottom-left of the map,
  2. Staines station is towards the top right.
  3. The area of Yeovenney Halt can just be seen.

This Google Map shows the area between M25 and Chertsey station.

Note that Chertsey station is in the South-East corner of the map.

It looks like one or even both of the routes from Yeovenney Halt to the Chertsey Branch Line could be fairly easy to dig.

  • There could be suitable sites at both Virginia Water and Chertsey.
  • The distance is under ten miles.
  • Much of the work could probably be done without closing the railways.
  • There’s space for a flyover at both locations.
  • Very few, if any business or residents would need to sell up and move.
  • The tunnels could even be under the M25.

As Mr. Cross said, tunnelling could be a good option.

As WRAtH will also be tunnelled could both twin bore tunnels be dug with the same tunnel boring machines? Or as part of the same contract?

There certainly seem to be options for co-operation between the two projects to save money.

No West-Facing Triangular Junction At Staines

This is an extract from the Modern Railways article.

An earlier idea to create a triangular junction with a west-facing connection towards Egham did not command local aupport and was dropped.

I described this previously in Heathrow Southern Railway’s Proposed Chord At Staines.

It was intended to enable a two tph service between Weybridge and Heathrow Terminal 5 stations.

I would assume passengers are happy to change trains at Staines, which is step-free.

The Google Map visualisation, shows the footbridge at Staines station.

Waterloo To Heathrow Services

This is an extract from the Modern Railways article.

The first would comprise a four trains per hour (tph) service from Waterloo to Heathrow Terminal 5 as an extension of existing SWR services, with 2 tph running via Twickenham and 2 tph via Hounslow. HSR envisages these services would be formed of SWR’s new Class 701 trains.

Note.

  1. Ten-car Class 701 trains will probably be used.
  2. These trains have 556 seats and can accommodate 740 standees, which is nearly 1300 passengers.

The frequency and capacity compares well with Crossrail to the Airport.

Heathrow Express Extension To Woking, Guilford and Basingstoke

This will become two services wit a frequency of two tph.

  • Paddington and Guildford via Old Oak Common, Heathrow, Woking and Basingstoke.
  • Paddington and Guildford via Old Oak Common, Heathrow, Woking and Guildford.

Note.

  1. Basingstoke, Guildford and Paddington get a direct train to Heathrow, Old Oak Common and Paddinhgton.
  2. Twelve car Class 387 trains would work the service.
  3. My rough estimate says thirty four-car sets would be needed.
  4. A twelve-car Class 387 train has sixty percent more seats than a nine-car Class 332 train.

It is also said in the article, that a flyover could be built at Woking in CP6, which would help the Heathrow Express services.

Crossrail Extension To A Bay Platform At Staines Station

In Heathrow Southern Railway’s Plans For Staines, I discussed a plan to extend Crossrail services from Heathrow Terminal 5 station to a bay platform at Staines station.

It is not mentioned in the Modern Railways , so am I right to think, it is not going to happen.

  • The proposed Waterloo to Heathrow Terminal 5, will provide a capacity of 5,200 passengers per hour between Staines and Heathrow Terminal 5
  • Do WRAtH intend to run the two tph, that HSR wanted for Staines, to Slough and Reading to provide Western access to Heathrow?

So dropping the original plan is probably a reasonable decision.

How Many Trains Will Use Heathrow Terminal 5 Station

Currently, the service to Heathrow Terminal 5 station is as follows.

  • 4 tph – Heathrow Express – Paddington and Terminal 5
  • 2 tph – TfL Rail – Paddington and Terminal 5

There is also a shuttle to Terminal 4 station, running approximately every fifteen minutes.

Crossrail

After Crossrail opens the service will be.

  • 4 tph – Heathrow Express – Paddington and Terminal 5
  • 2 tph – Croosrail – Paddington and Terminal 5

Only the name on the train and the train type will have changed.

WRAtH

According to Wikipedia, WRAtH will have the following services.

t is envisaged that there would be a service of four trains an hour from Heathrow to Slough and Reading. Earlier publicity also suggested there would be two trains per hour to Twyford and Maidenhead.

Heathrow Express have offered to run services to Reading which would stop only at Slough.

I have I have a few thoughts.

  • A service from Reading must have access to all terminals at Heathrow.
  • All stations between Langley and Reading need at least two tph to Heathrow.
  • Should services between Paddington and Heathrow be extended to Reading?
  • Services must run on a 24/7 basis, to allow people to get to and from work and passengers on seriously delayed flights to get to their destination..

One way to provide a good basic service would be to combine the shuttle between Terminal 4 and 5 with the service to Slough and Reading.

  • A train starting at Reading would call at a number of stations including Slough on its way to Heathrow Airport.
  • It would then call at the following station in order; Heathrow Terminal 5, Heathrow Central, Heathrow Terminal 4, Heathrow Central and Heathrow Terminal 5.
  • It would then return to Reading via Slough.

The stopping pattern between Langley and Reading would be arranged to suit passenger needs.

Advantages of this extended shuttle are as follows.

  • All terminals are served by services originating in the West.
  • The four tph shuttle is matched with four tph on WRAtH to and from Reading.
  • No Westward-facing bay platform is needed at Terrminal 5 to turn trains from Reading.
  • A Westward-facing bay platform might be useful for service recovery.

All trains using WRAtH to and from Reading would use through platforms at Terminal 5.

HSR

HSR will have the following services.

  • 2 tph – Heathrow Express – Paddington and Basingstoke via Woking
  • 2 tph – Heathrow Express – Paddington and Guildford via Woking
  • 2 tph – SWR – Waterloo and Terminal 5 via Hounslow and Staines
  • 2 tph – SWR – Waterloo and Terminal 5 via Twickenham and Staines

Note.

  1. The Heathrow Express services will use through platforms.
  2. The Waterloo services could use a bsay platform.

This map from carto.metro.free.fr shows the current layout of platforms at Heathrow.

 

Adding all the requirements together, the following platforms will be needed.

Two through platforms for the following services.

  • 2 tph – Heathrow Express – Paddington and Basingstoke via Woking
  • 2 tph – Heathrow Express – Paddington and Guildford via Woking
  • 4 tph – Crossrail – WRAtH services between Reading and all terminals

Note.

  1. Eight tph would not be difficult to handle.
  2. Heathrow Express and the WRAtH services would alternate.
  3. There would be same platform interchanges between Heathrow Express and WRAtH services.

In addition, there would be the following.

  • A bay platform for Waterloo services.
  • Possibly another platform for service recovery.

Ther could also be extra platforms for long distance services between Heathrow Terminal 5 and destinations like Bristol, Cardiff, Oxford and Plymouth

It has amazed me, how by combining HSR, Crossrail, Heathrow Express and WRAtH services together needs so few platforms in Terminal 5 station.

Conclusion

Network Rail’s Western Appoach To Heathrow and Heathrow Southern Railway may currently be two separate schemes with different funding models, but they have a lot of shared infrastructure, interests and objectives.

Both projects would surely be better with strong co-operation.

Judging by how well it all seems to fit, it does seem that they are talking.

 

 

April 28, 2019 Posted by | Transport | , , , , , | 12 Comments

Could Rail Access To Heathrow Be Formed Of The Best Bits Of Various Schemes, But Discounting HS4Air And Windsor Link Railway?

This post is an updated version of Could Rail Access To Heathrow Be Formed Of The Best Bits Of Various Schemes?, which has been written to fit with the situation as it exists in April 2019.

  • HS4Air has not been accepted.
  • Windsor Link Railway has not been accepted.
  • The scheme is Heathrow-only.

Various schemes have been proposed to improve rail access to Heathrow.

There are also two schemes in progress, that will improve rail access to Heathrow.

  • Crossrail, which will open to Heathrow  in 2019.
  • Piccadilly Line Upgrade, which will be complete in 2025.

I also believe that if the West London Orbital Railway is created, then this could have a positive affect on travelling to and from Heathrow.

Heathrow In The Future

Heathrow are disclosing a master plan, for rebuilding a lot of the airport to make it more efficient and up with the best.

  • There will be two main terminals; Heathrow West and Heathrow East with satellites in between handling the actual planes.
  • These two terminals and the satellites will be between the two existing runways, with a passenger and baggage transport system beneath.
  • Terminal Five will become Heathrow West.
  • An extended Terminal Two will become Heathrow East.
  • Crossrail, Heathrow Express and the Underground will serve both main terminals.

I believe that this rebuilding will happen, whether or not a third runway is built and it could start in the next few years.

Heathrow’s Pollution Footprint

Heathrow is a big polluter, but it is not so much the planes, as the diesel cars, buses and trucks serving the airport.

Heathrow’s Third Runway

Heathrow’s third runway and another terminal could be built North of the current two runways.

These factors would effect the chance of it being built and the eventual opening  date.

  • The development of extra services on High Speed One.
  • The opening of High Speed Two.
  • The building of a second runway at Gatwick.
  • Extra capacity at other London airports, like City, Luton, Southend and Stansted.
  • Politics, as many possible leaders of the Conservative and Labour parties don’t want it built.

I have a feeling that Heathrow’s Third Runway could be a back-burner project for decades.

I do think though, that the space underneath the third runway could be used as a rail terminal.

Uses For Improved Rail Access

There are several uses for improved rail access to Heathrow.

Passengers

Many passengers feel they must drive to and from Heathrow.

Next year, Crossrail will connect Heathrow directly to the City of London, Canary Wharf, the West End and to the heart of London’s Underground, Overground and National Rail system.

An example journey will be Bond Street to Heathrow Central in twenty-six minutes.

New trains on the Piccadilly Line are planned to enter service in 2023 and will offer more capacity and more pleasant journeys.

Currently, Piccadlly Circus to Heathrow Central takes fifty-two minutes and I would hope that this time is reduced to perhaps 40-45 minutes.

I think, these two upgrades will change the way many in Central, North East, East and South East London access the airport.

  • Trains will be more comfortable.
  • Trains will be frequent.
  • Crossrail will be completely step-free.
  • The Piccadilly Line will have more step-free stations.
  • The Crossrail trains will have masses of space.
  • Trains will take passengers to all the terminals

But Crossrail and the Piccxadilly Line upgrade, will do little for those in North West and South West London and those living to the West of the airport.

Workers

Workers at Heathrow, range from highly-paid pilots down to  lowly-paid cleaners, with a full spectrum in between.

Many though have a problem, in that they need to get to and from the airport at times, that are inconvenient for public transport.

A station guy at Staines said that getting between there and Heathrow for an early start or after a late finish is difficult.

The lower-paid workers also need good links to areas of lower-cost housing.

In an ideal world, Crossrail and Piccadilly Line services, should run on a twenty-four hour basis, with appropriate frequencies.

Supplies For The Airport And The Aircraft

I wonder what percentage of the supplies for Heathrow is brought in by diesel truck.

In the Heathrow of the Future, surely many supplies could be loaded onto smart trolleys and taken on electric freight trains to delivery points under the airport.

Air Cargo

Heathrow is an important air cargo terminal, but as with supplies, surely the cargo can be collected outside of the airport and delivered by electric shuttle trains.

Could Heathrow Go Diesel-Free?

I believe that if a well-designed rail-terminal was built under a new third runway, the extra rail capacity could enable, Heathrow to go substantially zero-carbon on the ground!

  • All vehicles bringing passengers to the Airport would have to be zero-carbon powered.
  • Hybrid vehicles would have to use battery power within a few miles of the Airport.
  • Air cargo and airport supplies would be shuttled into the Airport by electric train to the rail terminal under the third runway.
  • All vehicles serving the planes would be zero-carbon powered.
  • Even giant aircraft tugs for Boeing 747s and Airbus A380s can be battery-powered.
  • We are probably talking several years before a third runway would open! So why not?

It is disruptive innovation on a grand scale!

Airports built to these principles and there will be several before 2030, will have a massive marketing advantage.

The Best Bits Of The Various Actual And Proposed Rail Routes Into Heathrow

Crossrail

  • Connectivity to large parts of London and the East.
  • Connectivity to lower-cost housing areas in East and West London.
  • High capacity.
  • Frequent trains
  • Modern trains
  • All terminals served
  • Extra trains could be added.

The capability for 24 hour operation has hopefully been built in.

Heathrow Southern Railway

  • Connectivity to Waterloo, Clapham Junction, South and South West London
  • Extends Heathrow Express to Woking and Basingstoke
  • Adds a new route for commuters into Paddington.
  • Extends Crossrail from Heathrow to Staines.
  • It will be built alongside the M25 with a tunnel to Terminal Five.
  • All terminals served
  • Provides a freight route into the airport from the South West.
  • Privately funded.

Heathrow Southern Railway would also be able to serve any future rail terminal under a new third runway.

Piccadilly Line Upgrade

  • Connectivity to West and North London
  • Connectivity to lower-cost housing areas in West London
  • Frequent trains
  • All terminals served.
  • No new infrastructure

The Piccadilly Line probably needs 24 hour operation.

Western Rail Approach To Heathrow

  • Connectivity to Slough and Reading and further West with a change.
  • All terminals served.
  • Provides a freight route into the airport from the West.
  • Network Rail’s proposed scheme.
  • Government funded (?)

As with the Heathrow Southern Railway, Western Rail Approach To Heathrow would also be able to serve any future rail terminal under a new third runway.

West London Orbital Railway

  • Connectivity to North West London with a change at Old Oak Common.
  • Connectivity to low-cost hosting areas in West London.
  • Created as part of the Overground.
  • Eight trains per hour (tph) through Old Oak Common.
  • Connectivity for high-value passengers in affluent parts of North London.
  • Connectivity for important workers in less-affluent parts of North West London.
  • Probably, Transport for London funded.
  • No difficult construction.

The West London Orbital Railway should go ahead, because it connects so much of West London to Crossrail, Old Oak Common and High Speed Two.

Conclusions

I have seen railway stations and airports all over Europe.

Many airport stations are cramped, as they have been built as an afterthought.

But some like Schipol and Frankfurt have a comprehensive station, where you can get trains to a very long list of places without a change.

Heathrow Connectivity

Heathrow needs a very high level of connectivity, for passengers, workers and freight.

The two major schemes, that are left,  provide that.

  • Heathrow Southern Railway, which extends Heathrow Express to the South West and provides links to Waterloo and Greater South London.
  • Western Rail Approach To Heathrow does what it says in the name.

Both schemes would share the same Western access route to Terminal 5 station and this could be extended to also serve a new rail terminal under the proposed third runway.

What About The Workers?

Heathrow’s other big need is rail access for the increasing numbers of people, who work at the airport and live locally.

  • Heathrow Southern Railway links the airport to South West London.
  • Western Rail Approach To Heathrow links the airport to Reading and Slough.
  • Crossrail links the airport to Old Oak Common with its housing developments and rail connections with High Speed 2 and the London Overground.
  • West London Orbital Railway will bring more workers and passengers to Old Oak Common from all over North West and South West London.

Old Oak Common will be important for many working at the airport.

Pollution Solution

As the airport develops, Heathrow Southern Railway and Western Rail Approach To Heathrow could together make a substantial reduction in the pollution emitted by the airport.

Old Oak Common station

Old Oak Common station will become an important interchange for workers and passengers travelling to and from Heathrow.

  • It must be totally step-free.
  • Some of the long interchange walks on current plans should be augmented by travelators.
  • Crossrail is planning six tph between Old Oak Common and Heathrow. Is that enough?

Get Old Oak Common right and all those needing to go to and from Heathrow will benefit.

Heathrow And Gatwick

The connection between Heathrow and Gatwick Airports is tortuous at present.

  • It will get better, as Crossrail and Thameslink improve.
  • As the airports grow, with a third runway at Heathrow and a second one at Gatwick, how many people will want to travel quickly between the two airports, as increasingly, both airports will offer services to more destinations?
  • As a Londoner, I also believe that we will see more split flights, where passengers stopover in London for a night or two, when they are going halfway around the world.

Terminal London will be the best airport transfer terminal in the world.

Heathrow And High Speed One

I will be very surprised if many travellers need to go quickly between Heathrow and High Speed One.

For those that need to do it, using an extended Crossrail between Heathrow and Ebbsfleet will probably be good enough.

Heathrow And High Speed Two

For all sorts of reasons Heathrow needs good connectivity to High Speed Two.

With the elimination of direct access to the airport by High Speed Two, a short journey between Heathrow Airport and Old Oak Common stations will have to be acceptable.

 

 

April 28, 2019 Posted by | Transport | , , , , , , , , | Leave a comment

Ambitious £10bn Plans For Gatwick Heathrow HS4Air Rail Service Rejected

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

This paragraph outlines the reasons for rejection of HS4Air.

But the DfT has reportedly turned down the proposal, primarily over concerns about the affordability and that it would likely face issues because the proposed route will run across greenbelt land.

It would appear from the report, that the promoters of the project; Expedition Engineering, are not happy.

This is the last three paragraphs of the article

Lenczner said that most of the rail line was going to be in tunnels, ensuring the impact to open green areas was limited and less than the Lower Thames Crossing.

He said: “We’re trying to encourage people to get out of cars and use more sustainable modes of transport and the HS4Air would have contributed to that.

“We have had lots of messages of support who are also utterly gobsmacked that it has been rejected at this stage.

He added that “we don’t intend to back down,” and said the engineering company plans to challenge the DfT’s decision.

Alistair Lenczner is a director of Expedition Engineering.

I think that HS4Air proposal is the sort of bold infrastructure project, that we will increasingly need in a post-Brexit world.

There were four major proposals to create better rail access to Heathrow up before the Department of Transport.

In Could Rail Access To Heathrow Be Formed Of The Best Bits Of Various Schemes?, I summed them all up.

Heathrow Southern Railway

I summed up the Heathrow Southern Railway like this.

  • Connectivity to Waterloo, Clapham Junction, South and South West London
  • Extends Heathrow Express to Woking and Basingstoke
  • Adds a new route for commuters into Paddington.
  • Extends Crossrail from Heathrow to Staines.
  • It will be built alongside the M25 with a tunnel to Terminal Five.
  • All terminals served
  • Provides a freight route into the airport from the South West.
  • Privately funded.

HS4Air

I summed up HS4Air  like this.

  • Connectivity to High Speed 2, the Midlands, North and West of England and WalesHigh Speed
  • Possible connection to Gatwick and Ashford for the Continent.
  • North-South station in a tunnel deep under Heathrow.
  • The Heathrow station will be able to handle full-length high speed trains from Birmingham, Cardiff and Manchester.
  • Heathrow could become a High Speed Rail hub serving Greater Western London.
  • Sneaks along the M25.
  • All terminals could probably be served, by escalators and lifts from the deep station.
  • Provides a freight route into the airport from the North and West.
  • Privately funded

I’m keener on the section North of Heathrow, than that to the South.

Western Rail Approach To Heathrow

I summed up the Western Rail Approach To Heathrow like this.

  • Connectivity to Slough and Reading and further West with a change.
  • All terminals served.
  • Provides a freight route into the airport from the West.
  • Network Rail’s proposed scheme.
  • Government funded (?)

Windsor Link Railway

I summed up the Windsor Link Railway like this.

  • Connectivity to Slough and Reading and further West with a change.
  • All terminals served.
  • Provides a freight route into the airport from the West.
  • Privately funded

This scheme also unlocks development of upmarket housing in Windsor.

Why Does Heathrow Need Better Rail Access?

Heathrow Airport is continuously expanding and needs better transport access.

To the man or woman in the Woking 4×4, the baggage handler in his clapped diesel Toyota and the myriad numbers of Air Cargo operators with their polluting trucks, that means better and cheaper parking and more comprehensive road networks at the Airport.

We are not talking about an American Airport with masses of space, but an airport with limited land surrounded by housing, office and commercial development.

It also has a massive non-aviation pollution footprint, caused by all the diesel vehicles serving the airport.

Surely, more and better electric trains and road vehicles into Heathrow should be part of the solution. Most politicians, trade union officials, businessmen and travellers, probably feel so.

The Airport Of The Future

In the modern world, an ideal airport should be designed so that.

  • All air-side vehicles serving the planes, runways and airport buildings, should be battery-powered or zero carbon.
  • All passengers and airport workers must arrive or leave the airport, by means of electric train, bus, tram or taxi.
  • All supplies and air cargo must arrive and leave the airport by means of electric train or truck.

Heathrow will have a large fight to get the Planning Permission for their new runway and expansion plans. But declaring the Airport to be electric vehicle only on the ground, could be a bold move, that could turn the minds of opposing residents, politicians and Local Authorities.

Electric Air-Side Vehicles

This is starting to happen, with even giant electric aircraft tugs for A380s now available.

Moving People To And From The Airport

Add up all the numbers of passengers and workers and there isn’t enough capacity at the preset time.

There needs to be the following.

  • More frequent and longer trains.
  • More platforms
  • Access to the West
  • Access to High Speed Two

HS4Air offered a different approach of a North-South railway through the Airport, which could be built without disturbing the existing rail network at Heathrow.

But it has been rejected.

HS4Air would also have allowed important local networks to be built onto Crossrail.

  • Extending Crossrail to Staines.
  • Adding the West London Orbital Railway to Old Oak Common.

I feel that combining the best bits of HS4Air, Heathrow Southern Railway and the West London Orbital Railway could be a good idea, to bring all those important workers to the Airport.

Moving Air Cargo And Supplies To And From The Airport

Some of the automated-logistics networks used by the likes of Amazon are incredibly impressive.

Could a massive logistics hub be built in the centre of the Airport?

  • Electric trains would arrive with pre-loaded containers of air cargo and supplies.
  • The containers would be automatically directed to the appropriate place on a network of tracks deep under the airport.
  • Containers would also travel in the reverse direction with inbound air cargo, returned empties and rubbish.

I’m sure something like this will happen and underneath the third runway is surely the place to build such a logistics hub.

My Views On Each Proposal

These are my views on each proposal are as follows.

Heathrow Southern Railway

This is probably the second largest and boldest of the four schemes.

It has the following advantages.

  • It gives good connections to large areas of South and South West London.
  • It connects to the two big rail hubs of Waterloo and Charing Cross.
  • It extends Heathrow Express from a short express airport service into a much-needed new commuter route between Surrey and Hampshire and London.
  • It extends Crossrail to Staines to create an important local link into the Airport for the workforce.
  • It could connect to a freight logistics hub under the new third runway.
  • It could be built without affecting existing services.
  • It will probably be a  privately-funded scheme.

But there is a big disadvantage; there is no connection to Reading, Slough and the West.

HS4Air

This is probably the largest and boldest of the four schemes.

It has the following advantages.

  • It connects to High Speed 2 and the Great West Main Line.
  • It could be connected to Gatwick and High Speed One in the future.
  • It would be built mainly in tunnel under Heathrow Airport.
  • It proposes a North South station under Heathrow Airport, below existing rail links.
  • It would be able to handle full-size high speed trains.
  • It could connect to a freight logistics hub under the new third runway.
  • It would fit in well with the development of a third runway and new terminals, as it will be well below in tunnel.
  • It could be built without affecting existing services.

But there are disadvantages

  • It will probably be a very expensive privately-funded scheme.
  • It does provide good connectivity to Slough, but doesn’t improve the connectivity to other areas, where workers at the Airport will live.

I think if this scheme is built, then the following two smaller schemes should be built as well.

  • West London Orbital Railway.
  • Crossrail extension to Staines.

These schemes would bring in Heathrow’s much-needed workers.

I don’t think we’ve heard the last of this scheme.

Western Rail Approach To Heathrow

It has the following advantages.

  • It should provide good connectivity to Reading, Slough and further West.
  • It wouldn’t be difficult to build.
  • It could connect to a freight logistics hub under the new third runway.

But there are disadvantages.

  • Except for Slough, it doesn’t connect to much affordable housing, where Heathrow’s massive workforce live.
  • It is Network Rail’s pet scheme.
  • Would it need to be government-funded?

As with HS4Air, I think if this scheme is built, then the following two smaller schemes should be built as well.

  • West London Orbital Railway.
  • Crossrail extension to Staines.

These schemes would bring in Heathrow’s much-needed workers.

Windsor Link Railway

This is very much a local scheme and doesn’t give enough capacity increase for the Airport.

But I don’t rule out in the future, a tunnel under Windsor connecting Slough and Staines to aid the development of the important town.

A Pragmatic Approach

Could a pragmatic approach be taken to give Heathrow, the world-class rail access it needs?

What About The Workers?

This may seem a strange place to start, but I believe that if Heathrow expands, the following will be true.

  • The airport will need large numbers of workers.
  • Not all jobs will be high salaries, so good access to areas of low-cost housing from the airport on a 24/7 basis will be needed.
  • If you work at the airport, then it’ll be the first place from where you want to fly on holiday.
  • Heathrow will not want workers to add to the Airport’s chronic, local pollution footprint.

Prime areas for the recruitment of airport workers will be Basingstoke, Bracknell, Reading, Slough, Staines and North West and South London.

All currently have bad rail connections to Heathrow.

To ease these journeys, the following local connections must be built.

Crossrail Extension from Heathrow Terminal 5 To Staines

In Heathrow Southern Railway’s Plans For Staines, I looked at this extension in detail and came to the conclusion that four trains per hour (tph) could run to and from Staines for Crossrail.

Although this extension came about because of the Heathrow Southern Railway proposal, I feel that it should be built whatever scheme is chosen.

  • It will add a capacity of up to 6,000 passengers per hour, between Staines and Heathrow, in both directions.
  • It will increase the capacity of Heathrow Terminal 5 station.
  • It will enable extra Crossrail services between Central London and Heathrow Terminal 5.

But the main reason is that it will create a new route between Staines and Abbey Wood via Old Oak Common (for High Speed Two) the West End, Farringdon ( for Thameslink), the City and Canary Wharf.

West London Orbital Railway

The West London Orbital Railway is planned to run in a circular manner around North West London.

I wrote about it in detail in New Railway Line For West London Proposed.

Two routes are proposed.

  • Brentford to West Hampstead Thameslink via Old Oak Common.
  • Kew Bridge to Brent Cross via Old Oak Common.

The routes would use the freight-only Dudding Hill Line.

Major costs would be.

  • Resignalling the route.
  • Up to half-a-dozen new or upgraded stations.
  • A small number of battery-electric Class 710 (?) trains.

Crossrail or High Speed Two it is not!

The railway will bring large numbers of travellers to Old Oak Common station, where Crossrail will take them to the Airport or Central London.

Windsor Link Railway

I said I was taking a pragmatic approach to rail access to Heathrow and the Windsor Link Railway build in conjunction with extending Crossrail to Staines could have several advantages.

  • Remove a lot of road traffic from the Centre of Windsor.
  • Create a rail service between Reading and Heathrow via Windsor and Slough.
  • A Park-and-Ride could be built South of Slough by the M4.
  • Unlock land for development in Windsor.
  • One tunnelling project could be used to access Heathrow Terminal 5 station.

The route could be run with a frequency of four tph, using Crossrail trains.

Perhaps it should even be part of Crossrail?

What About The Air Cargo And Supplies?

 

 

 

 

 

January 6, 2019 Posted by | Transport | , , , , , , , | Leave a comment

SWR Applies To Build New London Maintenance Depot

The title of this post is the same as that of an article in Edition 865 of Rail Magazine.

This is the first paragraph.

Hounslow Borough Council is considering an application by South Western Railway to build a new depot on the site of Feltham’s former marshalling yard in South West London.

This Google Map shows the site.

It appears to be remarkably clear and the only clue to its former use must be Feltham Railway Club.

  • The depot will lie between Feltham and Whitton stations on the Southern side of the Waterloo-Reading Line.
  • The depot will have ten roads and will be able to accommodate ten car trains.
  • Construction will start in February 2019 and the depot will open in 2020.

There houldn’t appear to be too many construction problems.

I do have a few questions.

Would The Opportunity Be Taken To Upgrade The Waterloo-Reading Line?

Waterloo to Reading and Windsor services might be increased in frequency.

Could an extra track be added alongside the depot or other works be performed to add capacity to services Reading and Windsor?

What Will Be The Affects Of The Proposed Heathrow Southern Railway?

The Heathrow Southern Railway is a proposal for a new route between Waterloo and Heathrow Airport via Clapham Junction and Staines.

Should Level Crossings In The Area Be Closed?

There are level crossings at Barnes, Feltham, Isleworth, Mortlake and North Sheen.

Would The Land Be Better Used For Housing?

This could be the major objection from the Council.

They could always build a depot with housing on top.

Could A Bigger Feltham Station Be built At The Same Time?

This could be a possibility, with perhaps a turnback platform for the proposed West London Orbital Railway.

Conclusion

Building the depot seems a good and fairly simple plan, but willit cover all possibilities?

November 7, 2018 Posted by | Transport | , , , , | 1 Comment

Should The Elizabeth Line Be Extended To Ascot?

The idea for this post came from an article in the October 2018 Edition of Modern Railways, that was entitled Windsor Link Railway Gains Momentum.

The article talks about the benefits of the Windsor Link Railway.

Property Development And Landscaping

Ever since I read about the Windsor Link Railway, I thought it would create or free-up sites in Windsor for property development.

I even wrote about this in Is This One Of The Most Valuable Sites For New Development In The UK?.

The article details or suggests the following.

  • Around twenty-one acres, which would include the two existing station sites could be developed.
  • The Windsor and Eton Riverside station, which Grade II Listed, could be developeed into a boutigue hotel on the river.
  • The gardens in the centre of Windsor could be extended.

The article also suggests that the property development could pay for the whole scheme.

Reducing Traffic In Windsor

Windsor is full of tourist coaches and other traffic.

The proposed railway would have.

  • A single sub-surface station in the middle of the town.
  • Twelve trains per hour (tph) through Windsor, in a single-track tunnel.
  • Areinstated Royal Curve at Slough to create a route between Reading and Windsor.
  • A Park-and-Ride by the M4 at Chalvey.
  • A journey between Waterloo and Windsor of around fifty minutes, with four tph.
  • Slough would be the Northern terminal, either in the current station or West of the town in the Trading Estate.
  • It should be noted that six-car Aventras similar to Crossrail’s Class 345 trains, would probably hold a thousand passengers.

If a railway like that didn’t cut traffic going into Windsor, then nothing will.

Western Access To Heathrow

The Windsor Link Railway could also serve Heathrow Terminal 5.

The article states that this would probably need a double-track tunnel, so provision should be made in the initial scheme.

Crossrail trains could also use the link to extend Crossrail to Reading via Windsor.

  • The Royal Curve at Slough would be rebuilt.
  • The new Windsor station would need to be able to handle two hundred metre long trains.
  • Trains would serve both Heathrow Central and Terminal 5.
  • Trains wouldn’t need a terminal platform at Heathrow Terminal 5 station.

But the biggest benefit (or even curse!) would be to connect Windsor to Central London.

Wider Connectivity

George Bathurst; the scheme’s proposer envisages trains from Windsor to the following places.

  • Heathrow
  • High Wycombe via Bourne End.
  • Reading
  • Waterloo
  • Woking

In one throwaway remake this is said.

The WLR connection to Heathrow could also be used (with dual-voltage stock) for extending the Elizabeth Line westwards, to Ascot for example.

This would need a chord at Staines, which I wrote about in Heathrow Southern Railway’s Proposed Chord At Staines.

Hence the title of this post!

The Heathrow Southern Railway And The Windsor Link Railway

I wrote about the interaction of the two proposals to access Heathrow from the West and South in Heathrow Southern Railway And The Windsor Link Railway.

This was my original conclusion.

Co-operation could be beneficial to both projects.

I have not changed my conclusion, although I have updated the related post.

Heathrow’s Destinations In The West And South

Taken together the two proposals; Heathrow Southern Railway and Windsor Link Railway, will or could offer the following destinations.

  • Basingstoke – Heathrow Southern Railway – Extension to Heathrow Express
  • Guildford – Heathrow Southern Railway – Extension to Heathrow Express
  • High Wycombe – Windsor Link Railway – Possible via Bourne End!
  • Reading – Windsor Link Railway – Possible Extension to Crossrail!
  • Slough – Windsor Link Railway – Possible Extension to Crossrail!
  • Staines – Heathrow Southern Railway – Extension to Crossrail
  • Weybridge – Heathrow Southern Railway – Local Service
  • Windsor – Windsor Link Railway – Possible Extension to Crossrail!
  • Woking – Heathrow Southern Railway – Extension to Heathrow Express

I can see two high-capacity stations at Terminal 5 and Windsor capable of handling upwards of ten tph in both directions, feeding services all over the area, bringing passengers, workers and freight to Heathrow.

A Crossrail Extension To Ascot

I’ll now look at this in detail.

The Route

As I said earlier this would need the reinstatement of the chord at Staines station.

This map from carto.metro.free.fr shows former route of the chord as a dotted line.

Would it be possible to get one of Crossrail’s two hundred metre long trains around a rebuilt chord?

From Staines, it would be an easy run up the Waterloo-Reading Line, with calls at the following stations.

  • Egham
  • Virginia Water
  • Longcross
  • Sunningdale

All appear to be stations capable of taking long trains.

Current Service

Currently, there are two services on this route.

2 tph – Waterloo and Reading

2 tph – Waterloo and Weybridge, which branches off at Virginia Water.

Benefits Of Extending To Ascot

At present Heathrow Terminal 5 is planned to get just two tph from Crossrail. But as Terminal 5 is the busiest terminal at Heathrow by a large margin, surely it needs more services than this.

I also think, that the ideal number of services between Staines and Ascot should be at least four tph.

If two tph ran through Heathrow Terminal 5 to Ascot, this would mean the following.

  • There would be at least four tph on services between Staines and Ascot.
  • Travellers would have a wider choice of London terminals.
  • Travellers would be have direct access to all terminals and HS2 at Old Oak Common.

There would also probably be less road traffic into Heathrow.

Why Stop At Ascot?

Although, George Bathurst suggested Ascot as a terminus, why not continue all the way to Reading station?

Stations on the route are.

  • Martins Heron
  • Bracknell
  • Wokingham
  • Wnnersh
  • Winnersh Triangle
  • Earley

Note that Reading station has three third-rail electrified platforms to handle trains from Ascot, Guidford, Staines and Waterloo.

Note the train in the platform is a Great Western Railway train to Gatwick, which in a couple of years will be run by tri-mode Class 769 trains.

As the platforms only handle four tph, there is plenty of capacity to turn extra trains.

I can’t see any reason, why if Crossrail is extended to Ascot, it shouldn’t be extended to Reading.

Especially, as all the benefits I talked about earlier to Ascot would also apply to terminating at Reading.

Conclusion

I believe that an extension of Crossrail to Ascot would be worthwhile, but that it should continue to Reading.

 

 

 

 

 

 

 

September 28, 2018 Posted by | Transport | , , , , | Leave a comment

Heathrow Southern Railway And Woking Station

This news item on the Heathrow Southern Railway web site is entitled Plans Announced For £1 billion Rail Link Between Southampton And Heathrow.

This is an extract.

We hope three trains an hour (tph) could be running to Southampton by 2026.”
That is the message from Graham Cross, chief executive of Heathrow Southern Railway (HSR), which is preparing plans for a £1 billion rail link between the city and the UK’s biggest airport.

This map shows a schematic of the Heathrow Southern Railway.


Hethrow Southern Railway’s plans are as follows.

  • A new section of railway will connect the Chertsey Branch Line to Heathrow Terminal 5 station.
  • This new section of railway will be built alongside the M25 to minimise environmental disruption.
  • From there trains will call at Heathrow Central and Old Oak Common stations before terminating at Paddington station.
  • Trains will connect Heathrow to Woking station and on to Basingstoke and Guildford.

Currently, the service between Southampton Central and London is as follows.

  • South Western Railway – One tph – Poole and Waterloo
  • South Western Railway – One tph – Weymouth and Waterloo – Stops at Woking
  • South Western Railway – One tph – Weymouth and Waterloo
  • Southern – One tph – Southampton Central and Victoria – Stops at Gatwick

If we take Graham Cross at his word, that the following frequencies to various stations.

  • Gatwick Airport – 1 tph
  • Heathrow Airport – 3 tph
  • Old Oak Common – 3 tph
  • Victoria – 1 tph
  • Warerloo – 3 tph
  • Woking – 4 tph

Passengers from Southampton.Bournemouth, Poole and Weymouth would have a much larger choice of London stations.

As Heathrow Southern Railway also plan to run two tph between Paddington and Guildford via Heathrow, Woking could become a busier place.

These pictures show Woking station.

This Google Map shows the station.

Note some of the characteristics.

Four Long Through Platforms

The station has four long through platforms, which can accommodate the longest ten-car trains used by South Western Railway.

Twelve-Car Class 387 Trains

Two five-car Class 444 trains are 230 metres long, when running as a ten-car train.

If Heathrow Southern Railway want to run Class 387 trains, train lengths will be as follows.

  • Eight cars – 163 metres
  • Twelve cars – 280 metres

Twelve-cars trains may be too long for the platforms at Woking and other stations. but as Heathrow Southern Railway won’t open for a few years, I wouldn’t be surprised to see new trains used by Heathrow Express and Heathrow Southern Railway.

Splitting And Joining Trains At Woking

I also think, that these platforms are ideal for pairs to join and split here, so that trains are say tencars between Woking and Paddington via Heathrow and Old Oak Common  and five cars to the South West of Woking.

Conclusion

Woking’s long platforms will be used to great advantage by Heathrow Southern Railway to match their services to the capacity needed.

  • For passengers and workers to and from Heathrow Airport.
  • For commuters and passengers to and from Paddington, Central London, the City of London and Canary Wharf
  • For passengers to and from HS2 at Old Oak Common.

Heathrow Southern Railway will do a lot more, than just provide Southern access to Heathrow.

A Shorter Bay Platform At The London End

There is a shorter bay platform at the London end of the station, which is currently used for stopping trains to London.

It can’t handle long trains like the through platforms and for this reason along, I doubt it will be used by services to Heathrow.

But I wouldn’t be surprised to see a second bay platform added to improve capacity.

A Shorter Bay Platform At The Country End

Wikipedia says this about Plstform 6, which is a short by platform facing West.

The first train of the day to Portsmouth Harbour via Eastleigh starts from this platform, and it is often used to stable diesel locomotives in the event of a train failure.

It is probably best filed under operationally useful and I doubt it will be used by Heathrow Southern Railway, as it faces away from Heathrow.

Woking Station Is Surrounded By Tower Blocks

In the pictures, you can see tower blocks rising all round the station.

There will obviously be more, even if as I suspect the local residents object.

But we do need more housing in this crowded country of ours and Woking is a convenient distance from London for commuters.

Should Tracks At Woking Station Be Remodelled?

After Heathrow Southern Railway opens, trains calling at Woking station will use the following routes towards London.

  • Via Clapham Junction to Waterloo.
  • Via Heathrow to Old Oak Common and Paddington

And the following routes away from London.

  • Via Basingstoke to Bournemouth, Exeter, Poole, Salisbury, Southampton and Weymouth.
  • Via Guildford to Portsmouth

An ideal layout might be two wide island platforms, as they have at Reading stations.

The platforms are connected to a wide overbridge with coffee kiosks and useful shops, by escalators and lifts.

The picture shows the wide open spaces of the overbridge at Reading on the day it opened.

At Reading passengers can change trains, by waiting on the platform or sitting on the overbridge.

Would a similar design work at Woking?

Certainly something designed on similar principles to fit the circumstances of Woking station would!

Reading incidentally manages at least six tph on each face of the wide island platforms.

They are able to do this because.

  1. The platforms are very wide.
  2. Trains are increasingly Class 800 trains with modern doors.
  3. There are both up and down escalators.
  4. There are lifts.

I suspect, that when InterCity 125 trains no longer call at Reading and all trains are using modern in-cab signalling, that the frequencies of train through Reading will rise significantly.

Space To The West

To the West of Woking station, where the routes to Guildford and Basingstoke divide, there is a lot of space and if required a flyover or dive-under could be built to minimise the need for flat junctions.

West Byfleet and Byfleet & New Haw Stations

West Byfleet and Byfleet & New Haw stations are between Woking station and Byfleet Junction, where Heathrow and Waterloo services will divide.

This map from carto.metro.free.fr shows Byfleet & New Haw station and Byfleet Junction.

Note.

  1. There is only four tracks between Byfleet junction.
  2. Byfleet junction connects to the slow lines.
  3. Crossovers connect the slow and fast lines.

This layout means that fast trains coming from Heathrow will have to go through the slow platform at Byfleet & New Haw station.

There are two ways to increase safety.

  • Increase the number of tracks between Woking station and Byfleet Junction to six, with dedicated tracks for Heathrow services.
  • Rebuild the platforms on the two intermediate stations to the design rules in Two Platform Stations With 125 mph Trains.

It all depends, whether Heathrow Southern Railway want to use 125 mph trains on their services to Heathrow!

I discussed this in Will Heathrow Southern Railway Use Trains Capable Of 125 mph?, where I came the conclusion that the railway will be built to that standard.

Will Woking Station Be Rebuilt?

To work efficiently, as a railway station, I very much feel that Woking station will be rebuilt.

As at Reading, this will probably be done without too much disruption to passengers and trains.

It is quite a large station site and I wonder, if the ideal solution would be to build a concrete deck over the station and railway and put developments like housing, offices, shops, cafes and green spaces over the top.

Why shouldn’t we create more land for useful purposes?

The Station Concourse

The station could have a massive concourse.

  • Wide lines of gates on either side would give quick access to the Town Centre and the Car Parking.
  • Escalators and lifts would lead down to the platforms
  • Useful shops and cafes would be on the concourse.

Think Edinburgh Haymarket station, only bigger, more spacious and with escalators

A Capacity Of 24 Trains Per Hour

The new station should be designed to allow up to 24 tph, through the station.

Currently, services include

  • 14 tph to Waterloo
  • 4 tph to Portsmouth
  • 2 tph to Salisbury and/or Exeter
  • 6 tph to Southampton, Bournemouth and/or Poole

Perhaps it would be sensible to design fora capacity of 12 tph on all branches.

With modern signalling and perhaps a degree of automatic train control, these frequencies shouldn’t be a problem.

Wide Platforms

Wide platforms, that allow passengers to change trains, by just getting off one train and onto another a few minutes later are an essential.

A double-faced island platform could be used or a single wide platform in each direction as on Thameslink at St. Pancras station.

The platforms at St. Pancras work reasonably well and have been designed to handle 24 tph.

  • They have three escalators.
  • They have a lift.
  • The platforms are fully-manned.
  • Passenger information displays are magnitudes better than most stations.
  • There are Harrington Humps for step-free access to the Class 700 trains.
  • Only one class of train uses the platforms.
  • Modern digtal signalling is used.
  • Passengers use the station to change trains, when perhaps they are on a train going to one direction and need another.

To complicate matters at St.Pancras, there is a flat junction to the North of the station, where services go to and from the Midland Main and East Coast Main Lines. It appears the junction causes no delays to services.

So perhaps at Woking we could see one very wide platform in each direction.

Building On Experiences At London Bridge, Reading And St. Pancras

I’m sure that Network Rail and their architects can use the experience gained at other stations in the UK to create an interchange station at Woking, that is fit for the 21st Century.

Conclusion

I feel there is a lot to be gained by creating a bold interchange at Woking station to integrate the Heathrow Southern Railway and the existing services into Waterloo

 

August 19, 2018 Posted by | Transport | , , , | 3 Comments

Will Heathrow Southern Railway Use Trains Capable Of 125 mph?

If the Heathrow Southern Railway is built, by the time it opens, there will have been significant developments.

  • Digital signalling based on ERTMS, with the possibilities of a degree of automatic control will be commonplace.
  • Train manufacturers will offer 125 mph trains, that with the right interiors will be able to perform well on 100 mph routes with frequent stops.
  • 125 mph bi-mode trains will have arrived.
  • Great Western Railway services into Paddington, with the exception of local services will be run by 125 mph Class 800 trains.
  • The opening of Old Oak Common station with its connections to High Speed Two, may mean that some Great Western Railway services stop at that station.

These developments may mean that on the Western end of the Great Western Main Line, there will be a need for a train with a lot of acceleration, to avoid inducing delays in the complex schedule of trains serving Paddington and Old Oak Common stations.

The easy way to achieve the required acceleration, may be to use more powerful trains, which will probably be capable of 125 mph.

But would they offer advantages over other parts of the routes Heathrow Southern Railway will serve?

The following must be considered.

The Top Speed Of Third-Rail Trains

Currently, the Class 395 train, is the fastest train fitted with third rail shoes.

But the train only has a top speed of 100 mph, when on lines electrified using third-rail electrification.

The world record for a train powered by third-rail electrification was set by a Class 442 train at 108 mph.

As several trains in the UK can cruise at 125 mph, could it be that the dynamics of third-rail electrification impose a limit to top speed?

This article in Rail Magazine, is entitled Bombardier Bi-Mode Aventra To Feature Battery Power.

A few points from the article.

  • Development has already started.
  • The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.
  • The trains will be built at Derby.

In Mathematics Of A Bi-Mode Aventra With Batteries, I analyse the train in detail.

This was my conclusion.

I am rapidly coming to the conclusion, that a 125 mph bi-mode train is a practical proposition.

  • It would need a controllable hydrogen or diesel power-pack, that could deliver up to 200 kW
  • Only one power-pack would be needed for a five-car train.
  • For a five-car train, a battery capacity of 300 kWh would probably be sufficient.

From my past professional experience, I know that a computer model can be built, that would show the best onboard generator and battery sizes, and possibly a better operating strategy, for both individual routes and train operating companies.

Obviously, Bombardier have better data and more sophisticated calculations than I do.

My calculation might be wrong, but it’s in the right area.

Using batteries with third-rail electric trains, may be an alternative way to overcome any problems with the dynamics of that method of electrification.

But I do suspect that if train manufacturers were asked to produce an electric train capable of running at 125 mph using third-rail electrification, they would take the money and build the trains.

Upgrading Track To 125 mph

Virtually all of Heathrow Southern Railway’s proposed or possible routes to the South and West of Heathrow are third-rail electrified

South Western Railway know that speed on these routes sells tickets, so much so that they are refurbishing the Class 442 trains for the Portsmouth route because of their higher performance.

Network Rail may get a lot of criticism for their performance with electrification, which work on new track layouts and improvements,seems not to attract.

They have also been very successful in designing and executing 125 mph track upgrades to the Midland Main Line.

So would it be possible to upgrade some of the routes to allow faster running?

Consider.

  • Fifty miles of line upgraded from 100 mph to 125 mph running saves six minutes.
  • Waterloo to Weymouth is 143 miles.
  • More powerful trains might save time on station stops.
  • The routes are four tracks to Basingstoke.
  • As modern digital signalling is applied to this route there will be further time savings.

At the moment there is no point, as South Western Railway only has trains with an operating speed of 100 mph.

But these trains will probably be replaced in the next few years or so and I wouldn’t be surprised to see them replaced with trains that are capable of 125 mph, which would make updating sections to the West of Woking possible.

South Western Railway

Surely faster services to Bournemouth, Poole, Portsmouth, Southampton and Weymouth will be of interest to South Western Railway, even if it means new trains.

The New Route Between Heathrow And Woking

Heathrow Southern Railway intends to build a new route between Heathrow Terminal 5 and Working stations.

  • A tunnel will connect  the Western end of Heathrow Terminal 5 station to new tracks running alongside the M25 to connect to the Chertsey Branch Line to the West of Chertsey station.
  • Trains would pass through Chertsey and Addlestone stations, before joining the South Western Main Line at Byfleet Junction.
  • Trains would pass through West Byfleet and Byfleet & New Haw stations to reach Woking station.

It is a well-designed route, that uses the M25 to minimise environmental damage.

From what I have said earlier about 125 mph third-rail trains, upgrading of routes to 125 mph and South Western Railways desire for faster services, I can see no reason, why this route shouldn’t be built for 125 mph operation.

125 mph trains would mean.

  • Removing level crossings at Chertsey and Addlestone stations.
  • Upgrading West Byfleet and Byfleet & New Haw stations.
  • Probably upgrading between Byfleet Junction and Woking station for 125 mph running.

But there would be about fifteen miles of high speed rail line, which for ease of operation would probably be electrified with third-rail.

Trains would switch electrification systems in Heathrow Terminal 5 station.

Conclusions

I am led to the following conclusions.

  • 125 mph third-rail trains will become a reality.
  • South Western Railway and Heathrow Southern Railway will look at them seriously.

I also feel that Heathrow Southern Railway will be a 125 mph railway.

 

August 19, 2018 Posted by | Transport | , , | 1 Comment