High Meads Loop « The Anonymous Widower

Extending the Elizabeth Line – Stratford To Walthamstow and Chingford

A lot of people in Walthamstow and Chingford would like a direct rail connection to Stratford with its shopping, sporting, entertainment and employment opportunities.

The Hall Farm Curve used to provide this connection, but it was removed in 1968, despite having been electrified in 1960.

This map from cartometro.com shows the curve.

Note.

The Chingford branch line is shown in orange.
The triple-track Stratford branch of the West Anglia Main Line crosses the Chingford branch line at right angles.
Lea Bridge station reopened in 2016.

It has been stated that the Hall Farm Curve would be reinstated as an electrified single track.

There would probably be a need for a crossover to the North of the former Hall Farm junction to enable trains from Lea Bridge to get to the Chingford-bound track.

The Hall Farm Curve would also give access to Elizabeth Line and Greater Anglia services at Stratford. But it may be that when the Elizabeth Line opens fully in November, travellers get used to going into Liverpool Street and changing there.

Services Between Stratford and Chingford Via Walthamstow

Providing this service might be difficult, but not impossible.

Trains could use the High Meads Loop at Stratford.
Digital signalling may allow more trains to be squeezed in.
Chingford could certainly handle eight trains per hour (tph)

But there is always the problem of the level crossing at Highams Park station.

Changing Between The Elizabeth And Chingford Branch Lines At Liverpool Street Station

Consider.

At present Liverpool Street station on the Lizzie Line has sixteen trains per hour (tph).
Eight tph go to both Eastern termini at Abbey Wood and Shenfield.
In the West two tph go to each of Heathrow Terminal 4, Heathrow Terminal 5, Maidenhead and Reading, with the other eight tph reversing at Paddington.
If you travel in the Eastern end of a Lizzie Line train, you should enter Liverpool Street station opposite to where all London Overground services including those to and from Chingford terminate in the station.
The walking route between the Elizabeth And Chingford Branch Lines At Liverpool Street is step-free.

Some passengers will use this route to places like Walthamstow Central, but others moan, that there is no direct connection between the Victoria and Lizzie Lines.

Stations Without Step-Free Access On The Chingford Branch Line

These stations on the Chingford Branch Line do not have full step-free access between train and street.

Bethnal Green
Cambridge Heath
London Fields
Hackney Downs
Clapton
St. James Street
Walthamstow Central
Wood Street

Only Hackney Downs and Walthamstow Central have been mentioned with respect to installing some form of step-free access.

Increasing Capacity Between Liverpool Street And Chingford

The Chingford Branch Line can handle pairs of four-car trains and running these all day, would surely be the best way to increase capacity.

Conclusion

If money was no object, the Chingford Branch Line could be improved to make it a much better feeder line for the Elizabeth Line.

I also have a feeling, that a lot of people living in North-East London will switch their travelling from the Victoria Line to the Chingford Branch Line and the Lizzie Line.

September 27, 2022 Posted by AnonW | Transport/Travel | Chingford Branch Line, Chingford Station, Extending The Elizabeth Line, Hall Farm Curve, High Meads Loop, Highams Park Level Crossing, Highams Park Station, Level Crossing, Step-Free, Stratford Station, Victoria Line, Walthamstow Central Station, Walthamstow Wood Street Station | 1 Comment

Essex Councillors Call For Underground Link

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

This is the first paragraph.

Councillors in Harlow are calling for a new Underground link, saying that they are examining ‘all possibilities for improving and modernising transport connections’.

I’ve tackled this subject before in Does Harlow Need An Improved Train Service?, but this time I’m starting with what is possible and working backwards.

Harlow’s Current Train Service

Currently, these trains serve Harlow Town station.

Stratford and Bishops Stortford – 2 tph – via Lea Bridge, Tottenham Hale, Waltham Cross, Cheshunt, Broxbourne and Sawbridgeworth
London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Bishop’s Stortford, Audley End, Whittlesford Parkway and Cambridge
London Liverpool Street and Cambridge North – 1 tph – via Tottenham Hale, Cheshunt, Broxbourne, Roydon, Sawbridgeworth, Bishop’s Stortford, Stansted Mountfitchet, Elsenham, Newport, Audley End, Great Chesterford, Whittlesford Parkway, Shelford and Cambridge
London Liverpool Street and Stansted Airport – 1 tph – via Tottenham Hale
London Liverpool Street and Stansted Airport – 1 tph – via Tottenham Hale and Stansted Mountfitchet

In addition these services run through Harlow Town station without stopping.

London Liverpool Street and Stansted Airport – 2 tph – via Tottenham Hale

Note.

tph is trains per hour
The Stansted services are fast services and take 29 minutes between London Liverpool Street and Harlow Town.
The other services seem to take a few minutes longer.

Summarising the services gives the following.

Eight tph pass through the station of which six tph stop.
Cambridge and Cambridge North has a 2 tph service.
London Liverpool Street has a 4 tph service.
Stansted Airport has a 2 tph service.
Stratford has a 2 tph service.
Tottenham Hale has a 6 tph service.

Each of Greater Anglia’s new Class 720 trains, when working as a ten-car formation can carry well over a thousand passengers.

Harlow Town station has a fairly good service, but it could probably be improved.

What Are Harlow’s Councillors Suggesting

This paragraph in the Railnews article gives the councillors wish list.

Harlow Councillor Michael Hardware is portfolio holder for strategic growth. He said: ‘With Harlow’s close proximity to London our plans include investigating the potential for the extension of the central line to Harlow, lobbying to extend London Transport Zones to Harlow, examining connectivity to Crossrail 2 and promoting four tracking of the main line to Stansted Airport as well as improving existing public transport links in and out of the town.

I’ll look at each proposal in turn.

Extending The Central Line To Harlow

Epping and Harlow are about nine miles apart.

This Google Map shows the two towns and the M11 that runs to the East of both towns.

Note.

Epping is in the South-West corner of the map.
Harlow, which is a large town of nearly 90,000 residents is at the top of the map.
The M11 runs North-South across the map to the East of both towns.
North Weald Airfield lies to the East of the motorway.

Would it be possible to run an extension of the Central Line from Epping to Harlow?

It could run up the West side of the motorway.

The terminus could be in South-East Harlow close to Junction 7 of the M11.
Any plans for the development of North Weald Airfield could have a big effect on any plans.

This Google Map shows the location of Epping station with respect to the motorway.

Note Epping station is in the South-West corner of the map.

Running North-East from the station, the dark green scar of the single-track Epping Ongar Railway can be picked out, as it runs between St. Margaret’s Hospital and the village of Coopersale.

This third Google Map shows the railway as it passes under the M11.

Would it be possible to use the route of this line to connect to a new line alongside the motorway?

This fourth Google Map shows Epping tube station.

Note.

The station has two platforms, but is not step-free.
It has a large car-park.
Trains take thirty-seven minutes between Epping and Liverpool Street stations.
Trains have a frequency of nine tph.

This map from cartometro.com shows the track layout at Epping station and the interface with the Epping Ongar Railway.

Note.

The Epping Ongar Railway has always been single track.
The crossovers to the South of Epping station allow either platform to be used for Central Line services.
When the Central Line ran to Ongar, it looks like all services used Platform 1 at Epping.

I feel that it might be possible to create an extension to Harlow, by doing something like the following.

Add a second bi-directional track alongside the Epping Ongar Railway between Epping station and the M11.
Extend Platform 1 to the North, so that the heritage trains can load and unload passengers at Epping station.
The Central Line platforms would be unaltered, so could still handle the nine tph they currently handle.
Trains to and from Harlow would always use Platform 2.

At the M11, the new bi-directional track would turn North and become double-track to Harlow.

The double-track would allow trains to pass.
If the rolling stock for the Central Line has been renewed, it might be possible to run the extension on battery power.
If Harlow had a single platform, it would be possible to run four tph to Harlow.
The current 2012 Stock trains have a capacity of around a thousand passengers.
I estimate that trains would take about ten minutes between Epping station and the new Harlow station.

I feel something is possible, but building the line might be easier if new battery-electric trains were available, as this would probably allow the extension to be built without electrification.

On the other hand, it might not have the greatest financial case.

It could be difficult to add large numbers of passengers to the Central Line.
At around forty-seven minutes, the Central Line service will be slower than the main line trains, which currently take around a dozen minutes less.

I’ll be interested to see what the professionals say.

Extending London Transport Zones To Harlow

Harlow Town station has ticket barriers, but I don’t think it is part of London’s contactless card zone.

Adding Harlow Town and all stations between Harlow Town and the zone could be very beneficial to passengers and train companies.

Examining Connectivity To Crossrail 2

I think that in the current economic situation this should be discounted.

It is a very expensive project.
Building it will cause tremendous disruption on the West Anglia Main Line.
It is only planned to go as far as Broxbourne station.

But I don’t think politicians from outside London and the South-East would sanction another massive project for London.

I don’t think Crossrail 2 will ever be build in its currently proposed form.

Four Tracking Of The Main Line To Stansted Airport

Consider.

Currently, the numbers of trains on the West Anglia Main Line is under twelve tph.
Modern double-track railways with the latest digital in-cab signalling like Thameslink and Crossrail can handle twice this number of trains.
The West Anglia Main Line will be getting new trains with better acceleration.

Four-tracking is mainly needed to cut times to Cambridge and Stansted Airport, but I suspect that with some clever design and improved signalling, the current double-track can be improved significantly.

Improving Existing Public Transport Links In And Out Of The Town

I think that this could be a fruitful area.

As I said earlier, Harlow has only 6 tph trains stopping in the station.
I believe this could be increased to at least 10 tph, if the West Anglia Main Line were to be modernised.
Extending London Transport Zones To Harlow, which I discussed earlier would surely help.
Is there enough car parking?
Are there enough buses to the stations?
Would a fleet of zero-carbon buses tempt people to use them?
Would it be possible to run a hydrogen commuter bus service up and down the M11 between say Harlow and Ilford for Crossrail?, as is being done in Dublin, that I wrote about in Three Hydrogen Double Decker Buses Set For Dublin.

Hopefully, Harlow’s councillors would have a few good ideas.

A Few Thoughts On What Is Possible

These are a few of my thoughts on what is possible.

Digital Signalling Could Increase The Number of Trains Per Hour Significantly

Consider.

Currently, the West Anglia Main Line handles ten tph between Liverpool Street and Bishops Stortford.
Thameslink handles 24 tph with digital signalling.
Crossrail will handle 24 tph with digital signalling.
High Speed Two will handle eighteen tph.

I certainly believe that another four tph could be easily handled through the two Harlow stations, with full digital signalling.

Perhaps a frequency of eight tph, that would match TfL Rail between London Liverpool Street and Shenfield would be ideal.

If it works for Shenfield it should work for Harlow!

Rebuild Cheshunt Station

Cheshunt station with its level crossing is a bottleneck and any increase in the number of trains through the station will need the level crossing to be replaced by a bridge.

But developers are talking of high class housing in the area and removal of the level crossing appears to be in their plans.

New High-Capacity Class 720 Trains

Pairs of five-car Class 720 trains are coming to the West Anglia Main Line and each pair will carry over a thousand passengers.

These will be used on four tph, that call at Harlow Town station.

Turn Trains In The High Meads Loop at Stratford Station

The single-track Wirral Line Loop under Liverpool handles up to sixteen tph.

Network Rail built a double-track loop under the Eastfield Shopping Centre, which calls at Platforms 11 and 12 in Stratford.

If this loop was used to turn trains it could probably handle at least twelve tph on one platform.

Liverpool Street currently handles these trains that go up the West Anglia Main Line or the Lea Valley Lines.

6 tph – Greater Anglia
6 tph – London Overground

It looks to me that the terminal capacity in London could be as high as 20 tph.

Run More Trains On A Digitally-Signalled Route Through Seven Sisters

Just four tph run on the London Overground route through Seven Sisters station.

Compare that with the East London Line of the London Overground, where sixteen tph run between Dalston Junction and Surrey Quays stations.

The London Overground has ambitions to run four tph to Cheshunt and Enfield Town, as they do to Chingford, but that would only up the frequency through Seven Sisters to eight tph.

The tracks in the area also allow trains from Stratford to use the lines through Seven Sisters stations to go North.

Run West Anglia And Lea Valley Services Together

Currently, Greater Anglia and London Overground seem to do their own things, but surely properly integrated and with the moving of more services to the London Overground, I suspect that everything could be more efficient.

I believe that by using Liverpool Street and Stratford as twin London terminals for Lea Valley services, that upwards of twenty tph can on digitally-signalled West Anglia Main Line and the Lea Valley Lines.

These are the current trains.

Bishops Stortford – 2 tph
Cambridge North – 2 tph
Cheshunt – 2 tph
Chingford – 4 tph
Enfield Town – 2 tph
Hertford East – 2 tph
Stansted Airport – 4 tph

Note.

This is a total of eighteen tph
The pinch point is surely the stretch between Bethnal Green and Clapton stations, which handles 14 tph including a mix of fast expresses and London Overground services.
On the other hand the route through Seven Sisters is handling just four tph.
Ten tph run between Tottenham Hale and Cheshunt stations on the West Anglia Main Line.
Only two tph terminate in Stratford.

If the Cheshunt and Enfield Town services are increased to 4 tph, as is London Overground’s aspirations we get the following.

Bishops Stortford – 2 tph
Cambridge North – 2 tph
Cheshunt – 4 tph
Chingford – 4 tph
Enfield Town – 4 tph
Hertford East – 2 tph
Stansted Airport – 4 tph

Note.

This is a total of twenty-two tph.

But there is still plenty of spare capacity at Stratford and through Seven Sisters.

If our objective is more trains through Harlow, why not double up the Stratford and Bishops Stortford service.

Bishops Stortford – 4 tph
Cambridge North – 2 tph
Cheshunt – 4 tph
Chingford – 4 tph
Enfield Town – 4 tph
Hertford East – 2 tph
Stansted Airport – 4 tph

Note.

This is a total of twenty-four tph.
Harlow will have eight tph to and from London.
There will be 8 tph through Seven Sisters.
There will be twelve tph between Tottenham Hale and Cheshunt stations on the West Anglia Main Line.
Four tph will terminate at Stratford.

Perhaps to reduce the trains on the West Anglia Main Line, the Hertford East trains could go via Seven Sisters.

But that would mean that stations like Brimsdown and Ponders End would lose a lot of their service.

So why not add extra stops to the Bishops Stortford services?

Conclusion

I believe that by doing the following.

Adding digital signalling to all lines.
Turning more trains at Stratford.
Using the route through Seven Sisters at a much higher frequency.
Rebuilding Cheshunt station and level crossing.
Reorganising stops on the West Anglia Main Line.

That it would be possible to create a high-frequency Metro up the Lea Valley.

Except for the digital signalling and Cheshunt station, there is not much work to do on the infrastructure.

August 14, 2021 Posted by AnonW | Transport/Travel | Central Line, Class 720 Train, Crossrail 2, Digital Signalling, Epping Ongar Railway, Greater Anglia, Harlow Town Station, Heritage Railways, High Meads Loop, Lea Valley Lines, Lea Valley Metro, Liverpool Street Station, London Overground, London Underground, Surrey Quays, West Anglia Four-Tracking, West Anglia Main Line | 4 Comments

It’s Time To Detopsify Stratford Station

Stratford Station has grown like Topsy for too long and has several problems and possible future expansions.

Not least of these include.

The final arrival of Crossrail.
A direct connection to Chingford.
A Stansted Express service.
Massive housing developments in the area.
More hotels
New cultural developments like the branch of the Victoria and Albert Museum.
A new campus for University College London.

This article on IanVisits is entitled Stratford Station Set For Massive Transformation.

This is his opening paragraph.

Stratford station could be radically redeveloped under plans being worked on by the rail companies and local council.

That is rather understated!

The station will become several times busier and needs a complete rethink, many more services and deTopsification.

These are my thoughts.

The Development Of The High Meads Loop

The High Meads Loop exists and is a double-track loop that can turn trains arriving at Stratford station via Lea Bridge station.

It is underneath the Eastfield Shopping Centre – Westfield is in the West of London.
Each track of the loop has its own long platform in the station. – Platform 11 is for clockwise trains and Platform 12 is for anti-clockwise.
It has been used in the past for a Stansted Express service.

The Wirral Line in Liverpool like the High Meads Loop is now a modern loop for turning trains.

The Wirral Loop is only single-track.
It gives connections for over thirty stations on the Wirral and in Cheshire and North Wales to Liverpool City Centre.
It is run by fifty-year-old Class 507 and Class 508 trains.
The loop has now been improved and can handle upwards of the fourteen trains per hour (tph) it currently does.

Merseyrail will soon be introducing new Class 777 trains on the Wirral Line in the near future and will be increasing services and the number of destinations.

British Rail’s vision for Liverpool, that was cruelly cut-short by Liverpool MP; Harold Wilson, is finally coming to fruition.

Newcastle also got its British Rail tunnel which is now being used by the Metro, but what would have happened in Manchester if British Rail had been allowed to build the Picc-Vic Tunnel?

I have a strong belief, that a Lea Valley Metro can be developed on the West Anglia Main Line.

It would have two Southern terminals – Liverpool Street station and the High Meads Loop at Stratford.
When it opens, Crossrail will mean that Liverpool Street and Stratford stations will be seven or eight minutes apart with a frequency of at least 12 tph.
Northern terminals would include Broxbourne, Cheshunt, Chingford, Enfield Town and Hertford East.
Crossrail 2 was planned to have a frequency of 10 and 15 tph between Tottenham Hale and Broxbourne stations.

I believe that if services in East London are thoroughly reorganised, that all the benefits of Crossrail 2 can be brought to East London by the use of the High Meads Loop and the upgrading of existing lines.

Stansted Express Services

Go to Stratford station and there is an out-of-date sign at the end of Platform 1 and 2, where the Overground trains terminate.

It directs passengers to Platform 12 for Stansted Airport.

The picture was taken in 2017, but there is still a walk-through to Platform 12, that I use regularly, if I’m changing between London Overground and Greater Anglia or TfL Rail services to destinations on both the West Anglia or Great Eastern Main Lines.

I believe that there is still a need for a Stansted Express services from Stratford, as for some people, including myself, it is easier to get to Stratford, than Liverpool Street.

From some places the connections to and from Stansted are not very good. Try going between London Bridge, Canterbury, Euston, Victoria or Waterloo and Stansted with a few mobility issues like a heavy suitcase and/or a baby, without a degree in Ducking-and-Diving!

An additional Stansted Express service from Stratford would make things a lot easier to get to the airport for many travellers, because of Stratford’s connections to the Central, Jubilee and North London Lines and SouthEastern’s Highspeed services.

Better Connection Between High Speed One And The High Meads Loop For Passengers

Some passenger connections are missing at Stratford.

This is indicated in the IanVisits article.

This map from cartometro.com shows the Topsy-like nature of the platforms at Stratford.

Note.

The Docklands Light Railway is shown in turquoise.
The DLR platforms in the North-West corner of the map are those of Stratford International station.
High Speed One and the four platforms of Stratford International station are shown in black.
The North London Line of the London Overground is shown in orange.
The North London Line terminates in Platforms 1 and 2, which have a level link to Platform 12.
Platform 12 is on the anti-clockwise platform for the High Meads Loop and has step-free access to the subway system underneath the station.
Platform 11 is on the clockwise platform for the High Meads Loop and has level access to Platform 10a and full step-free access,
Platform 10a is used by some services to East Anglia.
Crossrail is shown in blue.
The Central Line is shown in red.
The Jubilee Line is shown in silver.

It is not the best passenger-friendly station layout.

Inevitability, you often find yourself trudging a long way at Stratford station.
Changing to or from any high speed services is supremely difficult.
Often you have to walk through the busy Eastfield Shopping Centre.

Particularly annoying for me is coming back from Kent on High Speed One and needing to take the North London Line, as I do several times a year.

As it involves a long walk through the Shopping Centre, I now take the easy way out and carry on to St. Pancras and get a taxi home.

As Stratford International is one of the draughtiest stations in England, the station is a real Design Crime and it needs a serious makeover.

Conclusion

Sort it!

May 16, 2021 Posted by AnonW | Transport/Travel | Broxbourne Station, Central Line, Crossrail 2, Design Crime, Docklands Light Railway, Eastfield, Harold Wilson, High Meads Loop, High Speed One, Housing, Jubilee Line, North London Line, Picc-Vic Tunnel, Southeastern HighSpeed, Stratford International Station, Stratford Station, Tottenham Hale Station, University College London, Victoria And Albert Museum, West Anglia Main Line | 11 Comments

Future Stansted Airport Train Services

Currently, the following services go to Stansted Airport station, in trains per hour (tph)

Four tph – Stansted Express – Liverpool Street
One tph -CrossCountry – Birmingham New Street via Cambridge, Peterborough and Leicester
One tph – Greater Anglia – Cambridge via Audley End and Whittlesford Parkway

Greater Anglia have plans to change the services.

Extend the Norwich and Cambridge service to Stansted Airport.
Reintroduction of a Stansted Express service between the Airport and Stratford is mentioned in Wikipedia.

With two very long and one shorter platform, the Airport station has plenty of capacity.

Stansted Express Journey Times And Trains Required

Currently, Stansted Express services run at a frequency of four tph, that take fifty minutes between London and the Airport.

If a turnround time of ten minutes is added, then it takes trains two hours to do a round trip between London and the Airport.

So this means that thse numbers of trains are needed for the following frequencies.

One tph – Two trains
Two tph – Four trains
Four tph – Eight trains

As Greater Anglia have ordered ten Class 745/1 trains for Stansted Express, these would be able to provide a reliable service with eight in service, one as a spare and one in maintenance.

A Stansted Express service to Stratford would take the same time and would need similar numbers of trains.

Norwich and Stansted Airport Journey Times And Trains Required

The timing for the proposed service between Norwich and Stansted Airport, can be estimated by taking the timing of current services.

Norwich and Cambridge – One hour 20 minutes
Cambridge and Stansted Airport – 30 minutes

Both services are run by reasonably-modern 100 mph diesel trains.

Add in a ten minute turnround at both ends of the route and it should be possible to schedule a Stansted Airport and Norwich round trip in four hours.

Greater Anglia is introducing new bi-mode Class 755 trains on this route.

The trains will be designed for fast stops.
The trains will run on electricity on the nearly forty miles between Stansted Airport and Ely and around Norwich.
The trains will run on diesel between Ely and Trouse Junction, just to the South of Norwich.
The trains will probably be abe to achieve 100 mph on a good proportion of the route.
The trains will probably be four-cars.

It would need four trains to run the proposed one tph service.

The current Norwich and Cambridge service probably needs three trains, so extending to Stansted Airport will need an extra train.

This seems to be good value for passengers, the Cities of Cambridge and Norwich, Stansted Airport and Greater Anglia.

Could There Be A Norwich And London Service Via The West Anglia Main Line?

I can remember seeing steam-hauled expresses thundering between Liverpool Street and Norwich in the 1950s, through places like Brimsdown.

They are long gone, but they gave places like Wymondham and Thetford a direct rail link to London.

Greater Anglia’s future plans will connect these towns and others directly to Stansted Airport, but could they go all the way to London?

What do the mathematics show?

The section timings of a Norwich and London service via Cambridge and Stansted Airport would be as follows.

Norwich and Cambridge – One hour 20 minutes
Cambridge and Stansted Airport – 30 minutes
Stansted Airport and London – 50 minutes

This is just two hours and forty minutes.

Add in a few minutes for the reverse at Stansted Airport and the turnround at either end and I believe a round trip could be comfortably within six hours.

It would therefore mean that six trains would be needed to run an hourly service between London and Norwich.

Stops could be Tottenham Hale, Broxbourne, Harlow Town, Bishops Stortford, Stansted Airport, Audley End, Whittlesford Parkway, Cambridge, Cambridge North, Ely and all stations to Norwich.
The London terminal could be Liverpool Street or Stratford.
If Stratford were to be used, trains could be turned round in the High Meads Loop.
Trains would be Class 755 trains, which are bi-mode and capable of 100 mph running.
Between London and Ely, the trains would take advantage of the electrification.

The service would give a lot of stations a direct connection to Stansted Airport, that would be complimentary to the Stansted Express.

It would require just two more trains, than the planned Norwich and Stansted Airport service.

The advantages of the service would be.

Stations between Thetford and Norwich would get direct London and Stansted Airport services.
Stratford would get a very useful direct service to Stansted Airport.

Greater Anglia would serve two markets with the extended service and just two extra trains, over the planned service.

If Greater Anglia say a London and Norwich via Stansted Airport service will never happen, they are being economical with the truth.

Could Class 755 Trains With Batteries Bridge The Electrification Gap,Between Ely And Trowse Junction?

The distance between the electrification at Ely station and Trowse Junction, South of Norwich, is just under fifty-three miles.

I believe that the tri-mode four-car Flirts for Trains for Wales are similar to Greater Anglia’s Class 755 trains, with three of the Deutz diesel engines replaced with 100-120 kWh batteries.

Would this be enough power to take the train across the electrification gap?

Consider.

There is electrification at both ends and the batteries could be full, on entering the unelectrified section.
The route is very gentle.
There are a few stops, but the trains will have regenerative braking to charge the batteries.
The trains could retain a single diesel-engine,, should livestock on the line cause the service to be suspended.

For these and other reasons, I suspect that in a couple of years, diesel will be relegated to emergency use only between Norwich and Stansted Airport.

The Herd Of Wannabe Unicorns In The Room

Other places have elephants, but the City of Cambridge has herds of wannabe unicorns.

For those of you, unfamiliar with the term, Wikipedia defines unicorn like this.

A unicorn is a privately held startup company valued at over $1 billion.

Cambridge is expanding at a fast rate and it needs public transport systems to bring in the workers, visitors and investors.

A new Cambridge North station has been built.
A guided busway linking Addenbrooke’s and Papworth Hospitals and the Cambridge Biomedical Campus to the City Centre has been built.
A new Cambridge South station is being planned.
The East-West Rail Link will connect Cambridge to Oxford.

Road travel in the local area is not an option.

Currently, most rail services radiate from Cambridge station, but like London and other cities are proving, Cambridge needs Cross-City services.

A high-frequency North-South route is being created across the City.

To the North of the City is Ely station.
North of Ely station, lines fan out to Peterborough, Kings Lynn and Norwich.
From North to South across the City, there will be Waterbeach, Cambridge North, Cambridge and Cambridge South stations.
South of Cambridge South station, lines will fan out to Bedford and Oxford, Royston, Hitchin and Kings Cross and Audley End, Stansted Airport and Livepool Street.

In addition routes to Bury St. Edmunds, Ipswich and Felixstowe reach out to the East.

The current North-South train services include.

1 tph – Birmingham New Street and Stansted Airport
1 tph – Kings Lynn and Kings Cross
1 tph – Cambridge and Norwich
2 tph – Cambridge and Brighton
2 tph – Cambridge and Liverpool Street
2 tph – Cambridge and Kings Cross

The number of these services will grow.

Will More Stations Be Built Or Reopened Between Stansted Airport And Norwich?

I know the route, South of Cambridge better than I know it to the North.

To the South of Cambridge, the current stations could be sufficient, with improved car and bicycle parking and provision for electric cars.

To the North, there appear to be new housing developments under consideration and surely, these will need good public transport to and from Cambridge.

Does The Norwich and Stansted Airport Service Need Two Trains Per Hour?

I have a feeling that Greater Anglia think, that East Anglia’s generally one tph services between major towns and cities is not enough.

Greater Anglia have said they will do the following.

Increase the Ipswich and Norwich frequency from two to three tph.
Run two tph between Ipswich and Kennett via Bury St. Edmunds.

I talked previously about Cambridge and its herd of wannabe unicorns.

I believe strongly, that the Cambridge Effect will in a couple of years, mean that the frequency between Norwich and Stansted Airport will need to be doubled.

But will Greater Anglia have enough trains?

Greater Anglia are purchasing a fleet of 38 Class 755 trains with a total of 138 carriages to replace 27 assorted trains with a total of 58 carriages.

This is a forty percent increase in the number of trains.
This is nearly two and a half times as many carriages.
The average number of carriages per train is raised from 2.1 to 3.6.

That is a massive increase in train capacity.

There should be enough for either.

Eight trains for two tph between Norwich and Stansted Airport.
Twelve trains for two tph between Norwich and London via Stansted Airport.

These would be increases of four and eight trains respectively on Greater Anglia’s current plan for a one tph service between Norwich and Stansted Airport.

Conclusion

Greater Anglia have enough trains to run a two tph service between Norwich and London via Stansted Airport.

I believe that the Cambridge Effect will create enough demand to necessitate expansion of the proposed one tph service between Norwich and Stansted Airport into a Norwich and London via Stansted Airport service.

Frequency will be two tph.
New commuter-friendly stations could be built.
The Southern terminal could be Stratford to give a second route to Stansted Airport from London.

Greater Anglia would be satisfying two markets with one train.

June 26, 2019 Posted by AnonW | Transport/Travel | Cambridge, Cambridge Station, Class 745 Train, Class 755 Train, Greater Anglia, High Meads Loop, Norwich Station, Stansted Airport, Stansted Express, Stratford Station, West Anglia Main Line | 1 Comment

Tottenham Hale Station Is Beginning To Make Sense

These are pictures, I took of Tottenham Hale station, this morning.

A few of my observations.

The Cladding Is Going On

The cladding is going on the building above the Victoria Line ticket hall.

It appears to be fireproof glass on a concrete and steel frame.

A Wide Island Platform

Platforms 2 and 3 form a wide island platform.

Only Platform 3 appears to be in use for London-bound services to both Liverpool Street and Stratford.
Both faces appear long enough for a 240 metre long Stansted Express train.
There is a step-free bridge at the half-way point of the platform.
The original bridge with its escalator is still in place.

It is a design with good potential for handling more services.

Platform 3 could handle all services to Liverpool Street station.
Platform 2 could handle all services to Stratford station.

Travellers would just walk across the island platform.

The Step-Free Bridge Appears Almost Complete

The bridge appears to be almost complete.

The bridge has lifts and stairs with double handrails on both sides.
The lift and stairs on the London-bound side are in the middle of the island platform 2 & 3.
There is an escalator for London-bound travellers to access the bridge, to give an easy route to the Victoria Line.

There appears to be just a bit of testing before full commissioning.

The Old Bridge Is Still In Place

It still has its up escalator from Platform 2 & 3 and there have been statements that this bridge will be modified to create a link between the Underground station and the developments on the other side of the tracks.

Most Of The Bus And Taxi Interchange Is Complete

With buses and black taxis, the interchange seems finished.

Much of North and East London can get a bus to and from the station.
Today, I got a 76 bus to Dalston for a two hundred metre walk.
But with a heavy case, I’d get a black cab,

Transport planners usual only plan for travellers to and from the City centre.

The Future

The Stratford And Meridian Water Shuttle

This is rumoured to start in September and will probably be the following.

Two trains per hour (tph) between Stratford and Meridian Water stations.
Stops will be at Lea Bridge, Tottenham Hale and Northumberland Park stations.
Trains could be any length up to probably 240 metres, as all platforms are long.
Current trains take sixteen minutes between Stratford and Meridian Water stations.

In addition services between Stratford and Hertford East and Bishops Stortford stations would stop at Meridian Water, to give the station a four tph service to and from Stratford.

The new Meridian Water station has been built with a dedicated bay platform for the shuttle service.

The bay Platform 2 is on the right and the through Platform 3 is on the left in this picture taken looking North at Meridian Water station.

Two tph to Stratford would leave from each side of this platform.

The new track between Meridian Water and Lea Bridge stations has been built without a passing loop, so the two tph shuttle must probably be run by a single train.

The shuttle would.

Have exclusive use of the new track between Lea Bridge and Meridian Water stations.
Have shared use of the existing track between Lea Bridge and Stratford stations.
Call at Platform 2 at Tottenhale and Northumberlan Park station in both directions.

A two tph shuttle would consist of the following.

Four journeys between Stratford and Meridian Water stations.
Twenty-four intermediate station stops.
Two turnrounds each at Meridian Water and Stratford stations.
Current turnrounds at Stratford have in excess of twenty minutes to unload and load passengers and for the driver to change ends.
Greater Anglia will be running the shuttle in September with nearly nearly forty-year-old British Rail-built Class 317 trains.

As there is not enough time to fit the trains with wings and jet engines, what the hell will be happening?

Go to Stratford station and there is an out-of-date sign at the end of Platform 1 and 2, where the Overground trains terminate.

It directs passengers to Platform 12 for Stansted Airport.

It dates from the time, when Stansted Express trains used to go to Stratford station.

They didn’t turnround in Platform 12, but used the High Meads Loop underneath the Eastfield Shopping Centre to reverse direction.

The train stopped in Platform 12 long enough for passenger to leave and join the train.
The driver stayed in the same cab and carried on driving.

I suspect that a Class 317 train could go from Platform 1 at Lea Bridge station, round the High Meads Loop and back to Platform 2 at Lea Bridge station, in these split times.

Lea Bridge to Stratford – 6 minutes.
Stop in Platform 12 at Stratford – 1 minute
Straford to Lea Bridge – 6 minutes.

I believe all these times can be achieved by well-driven Class 317 trains, which gives a timing of thirteen minutes.

Currently, Lea Bridge to Meridian Water takes nine minutes in the elderly Class 317 trains, sharing the track with other trains.

But the shuttle trains will have a clear track, once they are on the new track North of Lea Bridge station.

I believe they could do this in perhaps seven minutes.

Applying, the sort of maths a bright nine-year-old should be able to master.

60 – 2*13 – 4*7 = 6

So could you turn a train round at Meridian Water station in three minutes?

London Overground regularly do this at Dalston Junction station.
Stepping-up might be needed, where a second driver immediately gets into the rear cab and takes over the train.

But it all leads me to the conclusion, that a single Class 317 train can run a two tph shuttle between Meridian Water and Stratford stations.

The following conditions would apply.

The trains must use the High Meads Loop.
There would be a fast stop in Stratford, taking less than a minute.
Stratford to Lea Bridge times should be six minutes or less.
Meridian Water to Lea Bridge times should be seven minutes or less.
Stepping-up might need to be employed at Meridian Water.
Trains could be up to 240 metres long.
The trains would have to be well-driven.

There is also the fall-back position, that the new Class 720 trains to be delivered later in the year will have increased performance.

Development Of The High Meads Loop

The High Meads Loop is an almost unique piece of railway infrastructure on the UK rail network.

The simpler Wirral Line Loop under Liverpool turns upwards of twelve tph back for the Wirral Line.
The Wirral Line also has four stations on the loop.
I believe the High Meads Loop could easily handle a similar frequency to the Wirral Line Loop.
The High Meads Loop is also double-track.

I believe, that currently, the High Meads Loop is only planned to only handle the following services.

Two tph – Meridian Water Shuttle
Two tph – West Anglia Main Line services.

There is a lot more capacity to handle services from the West Anglia Main Line or its branches.

Liverpool Street And Meridian Water Services

When the Field Day Festival took place a couple of weeks ago, Greater Anglia stopped several services, including some Stansted Express services at Meridian Water station to bring festival-goers back to Central London.

Currently, the following Liverpool Street services pass through Meridian Water station.

Two tph – Liverpool Street and Hertford East
Two tph – Liverpool Street and Cambridge
Four tph – Stansted Express

As Greater Anglia’s new fleet of trains, will all be optimised for fast stops, I wouldn’t be surprised to see some Greater Anglia services to and from Liverpool Street station doing the following.

Northbound services would stop in Platform 4 at Tottenham Hale, Northumberland Park and Meridian Water stations.
Southbound services would stop in Platform 3 at Tottenham Hale, Northumberland Park and Meridian Water stations.

If Northumberland Park and Median Water stations deserve four tph to and from Stratford, surely they deserve the same frequency to and from Liverpool Street. Could both Cambridge and Hertford East services stop at Northumberland Park and Meridian Water station?

Both Northumberland Park and Meridian Water stations could get direct services to and from Liverpool Street station.
The island platforms at all three stations could give some useful cross-platform interchanges.

Stations North of Tottenham Hale would get these frequencies to and from the station and the Victoria Line.

Eight tph – Northumberland Park
Eight tph – Meridian Water
Two tph – Ponders End
Two tph – Brimsdown
Four tph – Enfield Lock
Three tph – Waltham Cross
Six tph – Cheshunt
Six tph – Broxbourne

Note.

With a few extra stops by Stratford services, all stations between Tottenham Hale and Broxbourne could get at least a very customer-friendly four tph.
If your station didn’t have a Stratford service, there would be a cross- or same-platform interchange going at Tottenham Hale station.
Using Stratford and Crossrail may be preferable on some journeys than Tottenham Hale sand the Victoria Line.
In this hot weather give me an air-conditioned Aventra over a furnace on the Victoria Line any time.

A Lea Valley Metro could be emerging.

Stansted Express And Meridian Water

Consider.

Various arguments and statistics could be used to decide whether Stansted Express trains stopped at Meridian Water station.
I suspect too, that if Spurs continue to play in Europe, that a strong case can be made for stopping Stansted Expresses at Northumberland Park station.
But the performance of the trains on the West Anglia Main Line will enable Greater Anglia to do what’s best for passengers and profits.

As Greater Anglia did a couple of weeks ago with the Field Day Festival, they can even be selective.

Stansted Express And Stratford

The Stansted Express is currently a four tph service between Liverpool Street and Stansted Airport.

Consider.

In the past, Stansted Expresses ran to and from Stratford.
As they did in the past, they could terminate in the High Meads Loop at Stratford.
Big International events are held at Stratford.
The Central Line links Stratford and Liverpool Street.
Crossrail will link Stratford and Liverpool Street at a frequency of twelve tph.
Stratford and Tottenham Hale will soon be linked at a frequency of four tph.
Extra trains could be needed to run Stansted Expresses to and from Stratford.

I think that running a Stansted |Express to and from Stratford that will remain under review and could be implemented at some date in the future.

In Future Stansted Airport Train Services, I outline how trains might serve Stansted Airport from Norwich and Stratford stations.

Any trains between Stratford and Stanstead Airport, would probably terminate in the High Meads Loop, as they did in the past.

Should High Meads Loop Services Use Platform 11 Or Platform 12?

When Stansted Express services used the High Meads Loop a few years ago, they used to use Platform 12, as the sign still shows.

It could obviously handle the planned four tph, but suppose the High Meads Loop was handling twelve or sixteen tph, as a high-frequency route to Crossrail would Platform 11 be a better option?

Certainly, if the High Meads Loop was handling a lot of services including Stansted Express, Cambridge and local services, there would need to be a lot of thought about how to organise passengers.

There would need to be a fast pedestrian route between Platform 11 or 12 and the two Crossrail/Central Line platforms.

Extra Services That Could Use The High Meads Loop

As I said earlier, I think that if a Stratford and Stansted Airport service is revived, it will use the High Meads Loop.

My preference would be to run a Stratford and Norwich service, that would call at Stansted Airport.

It would serve greatly increase capacity all along the West Anglia Main Line, through Cambridge.
It could give intermediate stations a direct service to Stansted Airport.
Two tph would be a sensible frequency.
Calls could include Tottenham Hale, Broxbourne, Harlow, Bishops Stortford, Whittlesford Parkway, Cambridge, Cambridge North, Ely and all stations to Norwich.

A two tph service would need twelve Class 755 trains.

The High Meads Loop would also be available to turn extra local services.

One possibility is to reinstate the Hall Farm Curve and run services between Chingford and Stratford.

The level crossing at Highams Park station is a problem, but in Improving The Chingford Branch Line, I outlined how it could be possible to run four tph between Chingford and Stratford stations, using clever timetabling, digital signalling and good driver aids.

Another possibility is to terminate some London Overground services from Cheshunt and Enfield Town at Stratford, instead of Liverpool Street.

Services could be .

Two tph between Enfield Town and Liverpool Street
Two tph between Cheshunt and Liverpool Street
Two tph between Enfield Town and Stratford.
Two tph between Cheshunt and Stratford.

This would mean.

London Overground’s preferred frequency of four tph to Enfield Town and Cheshunt.
All stations between Edmonton Green and Seven Sisters, including White Hart Lane, would get an eight tph service to London and Crossrail.
Four tph in both directions would call at South Tottenham station to give a same platform interchange with the Gospel Oak to Barking Line..

Most of the infrastructure is already in place, although improvements might be needed to the Seven Sisters Chord, that links Seven Sisters station to the Gospel Oak to Barking Line.

Summing up, I believe we could see the following services using the High Meads Loop.

Two tph to and from Meridian Water
Two tph to and from Bishops Stortford via Meridian Water
Two tph to and from Norwich via Stansted
Four tph to and from Chingford via the Hall Farm Curve.
Two tph to and from Enfield Town via South Tottenham and Seven Sisters
Two tph to and from Cheshunt via South Tottenham and Seven Sisters

That is an easy-to-handle fourteen tph.

This map from carto.metro.free.fr, shows the lines connecting the North London Line and the High Meads Loop to platforms 1m 2, 11 and 12 at Stratford station.

Given that freight trains pass through the area to get between the North London Line and the Great Eastern Main Line, there may need to be some track reorganisation to make full use of the High Meads Loop.

Digital signalling would also help, as it would all over the London Overground network.

I think it would not be unreasonable to expect that in some point in the future twenty tph could be running around the High Meads Loop.

A new rail terminus for London would have been created with the ability to handle more trains than either Cannon Street, Fenchurch Street or Marylebone. stations.

Could we see all West Anglia Main Line services terminate in the High Meads Loop?

Probably not, as the platform wouldn’t be able to cope with all the passengers.

Crossrail 2

If Crossrail 2 is ever built, it will terminate at Broxbourne on the West Anglia Main Line.

It will need four-tracking of the West Anglia Main Line between Tottenham Hale and Broxbourne stations, which will create massive disruption for passengers and residents.

Conclusion

There is a lot of development, that is possible on the West Anglia Main Line to make it into a world-class commuter route and a main line route with good services to Stansted Airport, Cambridge and Norwich.

Cambridge is a big growth point in the UK economy and dveloping the West Anglia Main Line will only improve the economy of the area.

June 24, 2019 Posted by AnonW | Transport/Travel | Class 317 Train, Class 720 Train, Field Day Festival, Greater Anglia, Hall Farm Curve, High Meads Loop, Liverpool Street Station, Meridian Water Station, stansed Express, STAR, Stratford Station, Tottenham Hale Station | 3 Comments

Could A Platform Or Platforms Be Added To The High Meads Loop To Improve Connectivity At Stratford?

This Google Map shows Stratford International station..

The main station is obvious, but note the Stratford International DLR station to the North on the other side of Interbational Way.

From the DLR station the tracks curve Southwards and cross the High Speed tracks towards St. Pancras.
Alongside these tracks is the double-track High Meads Loop.
On the Northern side of the DLR station, the loop enters a tunnel to connect the tracks to Lea Bridge and Tottenham Hale stations.
At the Southern end, the loop connects to the tracks that go through platforms 11 and 12 of the domestic Stratford station, before joining with the other side of the High Meads Loop at Temple Meads East Junction to go North.
Platform 11 would handle trains going clockwise round the loop and Platform 12 those going anti-clockwise.

This map from carto.metro.free.fr shows the track layout in detail.

The loop has been used in the past to turn Stansted Expresses that ran to Stratford, where they called in Platform 12. The signs are still there, as this picture, which was taken at the Eastern end of the Overground plstforms 1 and 2, shows.

The capacity of the loop must be quite large.

A similar single-track loop under Liverpool handles as many as fourteen trains per hour (tph).
The double-track loop could probably handle upwards of sixteen tph.

The following is also planned, is happening or could happen.

Crossrail should open in 2019 giving a direct connection between Stratford and Heathrow via Paddington, the West End and Liverpool Street.
Four tph will run between Stratford and Meridian Water stations.
A Stansted Express service between Stansted and Stratford could be reintroduced.
Liverpool Street is getting increasingly crowded.
London Overground might run services between Stratford and the Lea Valley.

Utilising the capacity of the existing High Meads Loop would probably be an easier option, than expanding Liverpool Street.

I arrived at Stratford International DLR station today and after using the Western entrance, I took these pictures.

The High Meads Loop is not that far from the DLR station and there would appear to be scope to create at least one platform.

This Google Map shows the Western end of the DLR station and the High Meads Loop.

I think there is scope in the area to create a link between the three stations at the Western end of the DLR station, which is the building with the blue roof.

It could also be a better walking route to the Internation station, as you won’t have to fight your way through Eastfields.

Conclusion

I think it will be tricky, but a better interchange will be created.

October 29, 2018 Posted by AnonW | Transport/Travel | Docklands Light Railway, High Meads Loop, Stratford International Station, Stratford Station | 3 Comments

How Will Greater Anglia/London Overground Use The Third Track On The West Anglia Main Line?

This morning as I often do, I took the 11:00 train between Stratford and Enfield Lock stations.

I like to have a look at progress on STAR, which involves the following.

A five and a half kilometre third track to the East of the current two tracks of the West Anglia Main Line between Lea Bridge and Angel Road stations.
A third platform and station improvements at Tottenham Hale station.
A third platform, removal of a level crossing and complete rebuilding of Northumberland Park station.
Building of a completely new three-platform station at Meridian Water to replace the current inadequate Angel Road station.

This Google Map shows the location of Meridian Water station with respect to Tesco Extra and IKEA in Glover Drive.

You can just see the concrete foundations of the station and its platforms alongside the West Anglia Main Line to the West of the Tesco Extra.

In Meridian Water Station – 14th June 2018, I show pictures of the station just over two months ago.

There has been steady and worthwhile progess since.

Meridian Water station now has platforms under construction.
Northumberland Park station looks like it could be ready before Spurs’ new stadium.
The lift towers for the footbridge at Tottenham Hale station are being erected.
I estimate about seventy percent of the third track has been laid.
All the electrification gantries seem to have been erected and there are even some overhead wires.

The target for finishing the works is said to be May 2019 and I suspect that is achievable.

Use Of The Third Track

It certainly looks like the third track will be ready, so how will it be used?

The Northern End

At the Northern end, the third track appears to finish in a bay platform at Meridian Water station.

Once Angel Road station is closed and reduced to rubble, there would be plenty of space to add a junction, so that trains going South towards Stratford, could use the third track.

This would surely ease operation of the West Anglia Main Line.

Meridian Water Station

Meridian Water station appears to be being built as a three-platform station with provision for a fourth.

From various drawings and notes on the Internet it looks like there will be two platforms on the West Anglia Main Line and a separate bay or through platform to the East.

This map from carto.metro.free.fr shows the relationship of Angel oad and Meridian Water station.

The dotted line on the map is the third track.

I took these pictures from a slow train through the station.

It looks very much like a through platform is being created.

I feel that access to this platform will be in two ways.

From the North via a junction with the Southbound track of the West Anglia Main Line. This junction could be to the North the current Angel Road station.
From the South using the new third track.

This would mean that no trains will have to cross the West Anglia Main Line using a flat junction.

I don’t believe that trains can run bi-directionally on the third track, as there is not enough time in an hour for four trains to shuttle between Lea Bridge and Meridian Water.

So that means all services calling at Meridian Water will go further up the Lea Valley to turn back.

Using The Third Platform At Tottenham Hale Station

I think it is likely that the current two platforms will be used as follows.

Platform 2 – Northbound trains
Platform 1 – Southbound trains to Liverpool Street

It would be logical that the new third platform would handle Southbound trains to Stratford.

As Platform 1 and the new platform share an island, passengers will have a step-free cross-platform interchange, if they need to go to the alternative destination.

The following journey times should be noted.

Tottenham Hale to Stratford currently takes 14 minutes
Tottenham Hale to Liverpool Street currently takes between 14 and 17 minutes
Liverpool Street to Stratford will take eight minutes on Crossrail

I suspect a lot of passengers will change to a direct train.

It could also mean that an ideal service would see the same frequency of trains at both platforms.

The Southern End

At the Southern end, the third track joins the West Anglia Main Line going towards Stratford, but there is also a crossover to allow trains coming from Stratford to use the third track.

Is The Third Track Going To Be Bi-Directional?

Loops like this third track are often signalled to be bi-directional, to ease operation. But as I said earlier, I think the third track is too long to operate in that way all the time with passenger services.

What Will Be The Operating Speed Of The Third Track?

I have watched the third track being constructed and it is totally new.

All bridges have been replaced with new structures.
The track is fully electrified.
There appear to be no junctions, except at the two ends.

Everything certainly looks professional to my untrained eye.

The operating speed will probably be determined by the time set for the driver to take the train between stations on the line.

But the track has surely been designed to minimise the time between Meridian Water and Stratford.

Could The Third Track Be Extended Northwards?

The length of the third track is 5.5 km.

Could the third track be extended to the North?

If Crossrail 2 is built, there will be a need to make the route four tracks.

Two fast tracks for the expresses between London, Stansted and Cambridge.
Two slow tracks for Crossrail 2 as far as the terninus at Broxbourne.

These are my observations

Looking from both a train and on Google Map, it appears that it will be a tight fit to squeeze in two tracks.
There is the serious problems of the two level crossings at Brimsdown and Enfield Lock stations.
Waltham Cross station seems very tight too.

But I do think, that with a clever redesign at the three troublesome stations, that a third track, but not necessarily a fourth can be squeezed in as far as North as Broxbourne, which would be another 11.2 miles.

Although in places, like these pictures taken just South of Tottenham Hale station show, there may be plenty of space for two tracks.

I suspect that to put in the fourth track will mean that the bridge at Ferry Lane will need to be rebuilt.

But it does appear that in building the third track, the builders are making sue there is space for a fourth track to be added in a few years.

Currently, How Many Calls Are There At Each Station?

These figures are calculated from the current timetable.

Lea Bridge

Two trains per hour (tph) – Stratford to Bishop’s Stortford