West London Orbital: Line Could Be Reused For Passengers
The title of this post is the same as that of this article on the BBC.
This is the sub-heading.
A railway line that stopped serving passengers in 1902 could be brought back into use as a route called the West London Orbital.
These are the first three paragraphs.
The Dudding Hill loop runs from Acton to Cricklewood and currently only takes freight trains.
Transport for London (TfL) published a strategic document in 2021 saying it would be “a catalyst for relieving road congestion in west London”.
It is estimated by TfL more than 11 million people a year would use it.
This is also said.
Sharma Tatler, the deputy leader of Brent Council, called the plan “a no-brainer”.
I agree with that.
These are my thoughts.
Finding The Money
Money will be needed for the following.
- To build and update the stations on the route.
- To acquire the new trains needed.
- To bring the track and signalling up to the required standard.
Note.
- It appears that around a dozen freight trains use the route on a typical day.
- Hopefully, Network Rail can come up with an affordable plan for the track and signalling, as the route is used by freight trains at the present time.
- I would envisage that the trains used would be a version of the current Class 710 trains used on the Overground. These could probably be leased.
I wouldn’t be surprised that the cost of the stations, will be the major part of the building of the line.
Building the stations is probably, the easiest place to bring in private finance. Especially, if stations incorporated housing or other developments.
On a train going to the North a few years ago, I met two infrastructure funders from L & G (in Standard Class), who were going to lend a company 50 billion to develop a large residential housing site. We got talking and I asked them if they would develop a mythical branch line with a good station site at the end. (Think Felixstowe!) I asked if they’d fund housing and possibly the trains. They said yes!
So I suspect that the West London Orbital could also be funded in the same way, as there are a few stations to build and upgrade. Much needed housing could be built on top or nearby.
I would also deck-over Neasden Depot and build housing in town blocks on top.
I believe that the West London Orbital could be funded.
Electrification
The Wikipedia entry for the West London Orbital describes the route like this.
The route would run for approximately 11 miles (17 km) from West Hampstead and Hendon at the northern end to Hounslow at the western end via Brent Cross West, Neasden, Harlesden, Old Oak Common, South Acton and Brentford.
Note.
- There is 25 KVAC overhead electrification at the Northern end of the route between West Hampstead Thameslink and Hendon stations.
- The Dudding Hill Line between the Midland Main Line and Acton Wells Junction is not electrified.
- The North London Line between Acton Wells Junction and Acton Central station is electrified with 25 KVAC overhead wires.
South of Acton Central station, the electrification gets complicated as this OpenRailwayMap shows.
Note.
- Acton Central station is in the North-East corner of the map.
- Brentford station is in the South-West corner of the map.
- The red track is electrified with 25 KVAC overhead and it is used North of Acton Central station.
- Mauve track is electrified with British Rail third rail.
- Ptnk track is electrified with London Underground third rail.
- Black track is not electrified.
- West London Orbital trains between West Hampstead Thameslink and Hounslow will use the direct route between Acton Central and Brentford.
- West London Orbital trains between Hendon and Kew Bridge terminate at the South-Eastern point of the triangular junction.
It seems that trains will be needed that can use both types of electrification and none.
New Trains
Because of the requirement of the trains to be able to use both types of electrification and be self-powered, the trains will either have hydrogen or battery power to augment electric traction.
Hendon and Hounslow is 11.3 miles and this will be longer than any service distances, so I suspect that a battery-electric train could handle the route.
In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.
AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.
Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift
This was published over ten years ago, so I suspect Bombardier (or now Alstom) have refined the concept.
Bombardier have not announced that any of their trains have energy storage, but I have my suspicions, that both the Class 345 and Class 710 Aventra trains use super-capacitors or lithium-ion batteries, as part of their traction system design.
- I was told by a Bombardier driver-trainer that the Class 345 trains have an emergency power supply. When I said “Batteries?”, He gave a knowing smile.
- From the feel of riding on Class 710 trains, as a Control Engineer, I suspect there is a battery or supercapacitor in the drive system to give a smoother ride.
I also feel that the Aventra has been designed, so that it can accept power from a large variety of sources, which charge the battery, that ultimately drives the train.
Is There Progress On The West London Orbital Railway?
This short news item is being shown on Railnews under a sub-heading of Overground Plan.
The Mayor of London Sadiq Khan is reported to have predicted that a new London Overground route in west London could be open by the early 2030s. The link had been proposed by the Mayor in his 2018 Transport Strategy. It would run from Hounslow to Acton Central and the new HS2 station at Old Oak Common. From there it would continue to Acton Wells Junction and then along the Dudding Hill line, which is presently used only for freight, via the existing stations on the Euston-Watford Overground route at Harlesden and the Jubilee Line station at Neasden. Trains would continue from Neasden along the Midland Main Line in both directions to West Hampstead Thameslink and Hendon. It is understood that engineering consultants are being chosen to develop a detailed design.
So is there progress at last on what I feel is a much-needed and affordable addition to London’s railway network?
The West London Orbital Railway
In TfL Advances Plans For DLR And Overground Extensions, I said the following about the West London Orbital Railway.
I have written extensively about this railway and you can see my posts here.
This map from the Mayor’s Transport Strategy shows the route.
I believe this railway could do the following.
- Level-up much of North-West London.
- Provide better access to Heathrow.
- Link West London to High Speed Two and the Elizabeth Line.
It would also provide better links to Brentford’s new stadium.
The New Civil Engineer says this about funding.
TfL now confirms that the West London Alliance has commissioned feasibility work for the scheme. Meanwhile, TfL is considering options for a Borough Community Infrastructure Levy to help pay for it and has been investigating development opportunities on the route that could unlock funds via Section 106 planning obligations and Carbon Offset funding.
Conclusion
It does appear there are ways and means to fund these schemes, without expecting the rest of the UK to fund London’s transport network.
Superloop – Will It Be The North Circular Road Most Of The Way Between Harrow And Royal Docks?
This draft map from TfL illustrates the concept of Superloop.
In this post I am considering the section of the the North Circular Road (A406) between the Hangar Lane Gyratory System, where it crosses the A40 in the West and the roundabout , where it crosses the A13 at Beckton in the East.
- This section is a grade-separated dual-carriageway all of the way between Hangar Lane and Beckton.
- Hendon, North Finchley, Arnos Grove, Edmonton, Walthamstow, Ilford and Royal Docks are not far from the A406.
- Several bus routes already run on the A406.
The large Brent Cross Shopping Centre is also just outside the A406 and a new Brent Cross West station will be opening soon.
I’ll now look at the three Northern and North-Eastern sections.
Harrow And North Finchley
This section is shown in orange.
- It calls at Northwick Park hospital and Hendon. both have rail connections.
- Brent Cross Shopping Centre could be on the route, if the A406 is used.
- London Bus 182 runs between Harrow bus station and Brent Cross Shopping Centre via Northwick Park hospital.
Could the 182 bus be extended to North Finchley, where there is a new bus station?
This Google Map shows the stations around the Brent Cross Shopping Centre.
Note.
- The railway running between the North-West corner of the map and the bottom of the map is the Midland Main Line.
- The road running between the North-East corner of the map and the left of the map is the North Circular Road.
- The road running down the right hand side of the railway is the M1, which joins the A406 in the large junction.
- The other major road to the right of the map, is the Hendon Way.
- The station in the North-West corner of the map is Hendon.
- The station being built in the bottom of the map on the Midland Main Line, is the new Brent Cross West station.
- The station in the North-East corner of the map is Brent Cross on the Northern Line.
I am certain that a Superloop bus could run from Harrow bus station and Northwick Park hospital, and visit the required number of the stations around the Shopping Centre, before trundling on to the new North Finchley bus station for some refreshment before returning to Harrow.
I feel that the Superloop bus could use the North Circular Road from the shopping centre and then turn North on to Finchley High Road (A 1000).
North Finchley And Walthamstow
This section is shown in red.
- It calls at Arnos Grove and Edmonton.
- London Bus 34 runs between Walthamstow bus station and Barnet. It runs for some of the way along the North Circular Road and passes Arnos Grove, Silver Street and the North Middlesex Hospital.
I am certain, that a Superloop bus could run between Walthamstow bus station and North Finchley, using a similar route to the 34.
Walthamstow And Royal Docks
This section is shown in lime.
- It calls at Ilford for the Elizabeth Line.
I am certain, that a Superloop bus could run between Walthamstow bus station and Royal Docks, using a the A406 and the A13.
Conclusion
After this simple analysis, it looks possible to use the use the North Circular Road between Harrow and Royal Docks.
TfL Considers Replacing Over Half Of London Overground Trains Within The Next 4 Years
The title of this post, is the same as that of this article on MyLondon.
This is the sub-heading.
The trains were specially built for the dimensions of the Overground network
This paragraph outlines, why the trains may be replaced.
The 57 Class 378 ‘Capitalstar’ trains which provide the majority of services on London Overground could disappear as soon as June 2027, as Transport for London (TfL) officials decide what to do with them as their leases expire. The five carriage walkthrough trains have helped revolutionise the Overground network, being built to special dimensions to fit the unique profile of the suburban routes they run on – notably the East London line, where trains use the narrow single-bore Thames Tunnels.
Note.
- The Class 378 trains, which I use regularly, still seem to be performing well!
- They could do with a lick of paint and a tidying up in places.
- Would it be too much to ask for power sockets and wi-fi?
- The other London Overground trains, the Class 710 trains can’t run through the Thames Tunnel on the East London Line, as they have no means to evacuate passengers in the tunnel in an emergency.
- More Class 378 trains are needed for the East London Line to increase services, but these can be obtained by transferring trains from the North London Line and replacing those with new Class 710 trains.
I live near the two Dalston stations on the London Overground and the thing we need most is more capacity.
I have some thoughts on London Overground’s future trains.
Increased Services On The Current Network
Plans exist to increase the frequency on various London Overground services and this graphic sums up what was planned a few years ago.
Note the extra two trains per hour (tph) between the following stations.
- Clapham Junction and Stratford
- Dalston Junction and Crystal Palace
- Dalston Junction and Clapham Junction
- Enfield Town and Liverpool St. via Seven Sisters
I think only Route 1 services have been increased.
I know signalling updates are holding up the extra trains on the East London Line, but are more trains needed to fully implement the extra services?
- Routes 2 and 3 services will need Class 378 trains because of the tunnel and these would be transferred from the North London Line.
- Route 4 would need Class 710 trains, as the service already uses them.
So there may be a need for more Class 710 trains.
West London Orbital Railway
The graphic doesn’t mention the West London Orbital Railway.
- There would be two routes between West Hampstead and Hounslow and Hendon and Kew Bridge using the Dudding Hill Line.
- The tracks already exist.
- Some new platforms and stations would be needed.
- The route would probably need improved signalling.
- Four tph on both routes would probably be possible.
- The West London Orbital Railway would connect to the Great Western Railway, the North London and Elizabeth Lines and High Speed Two at Old Oak Common station.
I believe it could be run by battery-electric versions of either the Class 378 or Class 710 trains. This would avoid electrification.
As some commentators have suggested that the West London Orbital Railway and the Gospel Oak and Barking Line would be connected, I would expect that new battery-electric Class 710 trains would be used.
Adding On-board Energy Storage To The Class 378 Trains
In Will London Overground Fit On-board Energy Storage To Class 378 Trains?, I asked whether it would be worthwhile.
I finished with these two sentences.
I have no idea how much electricity would be saved by regenerative braking on the London Overground, but various applications of regenerative braking technology talk of electricity savings of between ten and twenty percent.
I think it is only a matter of time before the technology is proven to be sufficiently reliable and the numbers add up correctly for the Class 378 trains to be fitted with on-board energy storage.
What would be the advantages from fitting on-board energy storage?
- There would be the savings of electricity by the use of regenerative braking to the batteries.
- Trains could be rescued from the Thames Tunnel, if there was a power failure.
- Hotel power would be maintained, if there was a power failure.
- Trains can be moved in depots and sidings without power.
- Trains would be able to move in the event of cable theft.
- Short route extensions might be possible.
- Could battery power be used to serve Euston during the rebuilding process for High Speed Two?
- Do Network Rail want to remove third-rail electrification from Euston station for safety or cost reasons?
There could be a saving in train operating costs.
We know the trains are coming up for a new lease.
Suppose the leasing company fitted them with new batteries and some other customer-friendly improvements like new seat covers, better displays, litter bins, power sockets and wi-fi.
- The leasing company would be able to charge more, as they have added value to the trains.
- TfL would be saving money due to less of an electricity bill.
- The passenger numbers might increase due to the extra customer-friendly features.
- Electrification might be removed from places where theft is a problem.
- Third-rail electrification could be removed from Euston station. It’s only 2.8 miles to South Hampstead station, where third-rail electrification already exists.
Get it right and passengers, TfL, Network Rail and the leasing company would all be winners.
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 London Orbital Railway.
The West London Orbital Railway now has a section in the Wikipedia entry for the Dudding Hill Line, which is entitled West London 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.
- It is just four miles long.
- It is double track.
- It runs from the Midland Main Line, North of Cricklewood station to the North London Line at Acton.
- It is not electrified.
- Signalling is not electrified.
- It is part of a freight route, which connects the Gospel Oak to Barking Line with the Great Western Main Line.
- It is connected to the West Coast Main Line and the Chiltern Main Line.
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.
- ,Services would start in the North at either the proposed Brent Cross Thameslink station or West Hampstead Thameslink station.
- New stations could be built at Gladstone Park and/or Neasden, Harlesden and Old Oak Common,
- The service could be running by the mid-2020s.
The passenger service would open in two phases.
- West Hampstead to Hounslow via Cricklewood, Neasden, Harlesden, OOC, Acton Central, South Acton, Brentford, Syon Lane and Isleworth.
- 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 London 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 London Orbital Railway to other rail services and stations.
Changing At Old Oak Common
All stations on the West London 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 London 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 London 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 London 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 London 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 London 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.
The Anonymous Widower 