The Anonymous Widower

My 78-Year-Old Legs Are More Reliable Than The New Chinese Buses On London’s 141 Bus Route

So we all know what we’re talking about, here’s a few pictures.

Note.

  1. The buses seem to have no serious faults from a passenger point of view.
  2. One middle-aged lady on the plump side, said she didn’t like the buses.
  3. The aisle between the front seats doesn’t seem to be built for large people.
  4. The seats are reasonably comfortable.
  5. One morning, I stood on a long journey and I felt the road-holding wasn’t as good as a New Routemaster.
  6. On several buses, the interior route display has not been working.
  7. As I don’t wear a watch, I find a non-working display annoying.
  8. I haven’t been upstairs yet.
  9. As picture numbers three and four show, the bus looks a bit pokey at the back downstairs.

But I am very suspicious about the buses’s  reliability or ability to handle the route, which is fairly long.

Take this morning, when I was coming home from London Bridge station.

  • There was only a 43 bus at the shared stop with the 141 bus.
  • As the routes are identical until Old Street station, I took the 43 bus to Moorgate station.
  • At Moorgate station, I took a 76 bus, which gets me within walking distance of where I live.
  • Someone said, that a 141 bus would mean a wait of ten minutes.
  • In the end my 78-year-old legs delivered be home.

I didn’t see a 141 bus going my way on my journey.

I have seen behaviour like this several times, since some Chinese electric buses were introduced on to the route.

As a graduate Electrical and Control Engineer, it looks to me, that there is one of two problems with these buses.

  • The batteries aren’t large enough for the route.
  • Not enough time is allowed for charging the batteries at the end of the route.

This page on the Wrightbus website is entitled Wrightbus Electroliner ‘Most Efficient Double-Deck Battery-Electric Bus’, and it contains this paragraph, which probably explains their philosophy and ambition.

We have already gained a strong reputation for our hydrogen double deck but we want to lead the world in zero-emissions full stop. Wrightbus has the best brains in the business when it comes to technology and our StreetDeck Electroliner puts us squarely at the front of the pack. We haven’t weighed the bus down with a high battery volume just so we can say it’s got the most power or range; instead, we’ve made it the most efficient vehicle on the road by combining optimum power with a class-leading rapid charge, meaning our electric bus spends more time on the road than any other.

It also probably sets a very high bar, which the Chinese can only achieve by adding battery volume and making their buses pokey.

To be fair to the buses, the 141 route is probably nearly 20 miles long.

In Sutton Station To Gatwick Airport By Hydrogen-Powered Bus, I wrote about what it says in the title.

In that post, I said this about hydrogen buses running on the 141 route.

Wrightbus Hydrogen Buses For My Local Bus Route 141

Consider.

  • The 141 bus route is my local bus, which gets me to Moorgate, Bank, London Bridge and Manor House.
  • The length of the full route is twenty miles and it takes about an hour to go from London Bridge station to Palmers Green.
  • The route is currently run by older Wrightbus hybrid diesel-electric buses.
  • I suspect that modern hydrogen buses could last almost all day on one fill of hydrogen, with perhaps a top-up at lunchtime.

They would have no difficulty handling the route  and would greatly increase the customers current rock-bottom satisfaction.

I am sure, they would improve the horrendous reliability of the route.

I also wonder, if Wrightbus have another solution.

In UK Among Tri-Axle Zero-Emission Wrightbus StreetDeck Prospects, I talk about Wrightbus’s new Tri-Axle Zero-Emission Wrightbus StreetDeck bus and how it would be ideal for the 141 bus route.

  • The 141 bus route is the old 641 trolleybus route, so all clearances are generous.
  • The tri-axle design can probably carry a better-optimised battery.
  • There used to be two bus routes on the route and now there is only one, so more capacity is needed.
  • The 141 bus route bridges the gap between the Northern section of the Piccadilly Line and the Elizabeth Line, Bank and London Bridge.
  • The new air-conditioned Piccadilly Line trains, will increase the passengers on the line.
  • There will be a lot more housing built in Enfield, at the Northern end of the Piccadilly Line and more bus capacity will be needed between Manor House and the City of London.

Some of TfL’s rerouting of buses in North London, was a crime against mathematics.

October 4, 2025 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , | 2 Comments

Did Plans For Crossrail Ever Include A Station At Holborn?

I have only one North-South bus route, where I live.

The 141 bus connects Palmers Green and London Bridge station.

  • The 141 bus was the replacement for the 641 trolley bus, which was the main link between Wood Green, Turnpike Lane and Harringay, and the City of London, when I was a child.
  • The vehicles are up to ten years old Wrightbus diesel hybrids.
  • The route suffers badly from overcrowding as it connects, Bank and Moorgate stations in the City of London, with the outer reaches of the Piccadilly Line.

The overcrowding on the 141 bus route has got worse in the last couple of years because of the following.

  • The rebuilding of London Bridge station brought more passengers to the 141 bus route.
  • The opening of the new London Bridge bus station at London Bridge station has improved access to the buses at London Bridge station.
  • The improvement of the connection of the buses to the Docklands Light Railway, Central Line and Northern Line at Bank station.
  • The opening of the Battersea branch of the Northern Line, which brings more passengers to Bank station.
  • The opening of the new Cannon Street entrance to Bank Underground station.
  • The opening of the Elizabeth Line through Moorgate station.
  • Recently, a new walking route between Moorgate and Liverpool Street was opened, which will bring more passengers to the buses on Moorgate.
  • The rebuilding of Old Street station brought more passengers to the 141 bus route.

So what was the response of the Mayor and Transport for London, to all this increase of passenger numbers?

The 21 bus, which shadowed the 141 route, and doubled the number of buses through where I live, was moved to serve Holloway.

It was a big crime against mathematics and the wishes of our long-serving Labour MP; Meg Hillier.

So to handle many more passengers between London Bridge station and Newington Green through the City of London, the number of buses was halved.

I believe that the overcrowding will get worse because of the improvements, that Transport for London have planned.

  • The Piccadilly Line will be getting new air-conditioned trains within a couple of years and these will inevitably attract more passengers to the line.
  • On the other hand the air-conditioning may persuade passengers to use the Piccadilly Line more than they do now. Instead of changing to the 141 bus at Manor House station, passengers could change at Finsbury Park, King’s Cross St. Pancras or Holborn stations for other routes to the City of London.
  • The third line to receive the new air-conditioned trains will probably be the Central Line, which would create another East-West air-conditioned line and bring more passengers to Bank station.
  • The Central Line could give some relief for the buses through Bank, if an extra station was built on the Central Line to interchange with Shoreditch High Street station on the East London Line of the London Overground.
  • The fourth line to receive the new air-conditioned trains will probably be the Waterloo and City Line, which would create another air-conditioned line and bring more passengers to Bank station.
  • It is likely, that more services will be added to the Elizabeth Line, which will bring more passengers to Moorgate station.
  • It is likely, that more services will be added to the Northern City Line, which will bring more passengers to Moorgate station.
  • The Mayor is also planning to pedestrianise Oxford Street, which may fill up the Central Line with extra passengers.

It looks to me, that there will be a need for a large increase of bus capacity through the City of London on a North-South axis.

On the other hand, the City of London  have stated that they will pedestrianise many of their streets.

So what can be done to avoid gridlock in the City of London?

Develop The Northern City Line At Moorgate

I use this route regularly to and from Moorgate station.

  • It already has new Class 717 air-conditioned trains.
  • The route is already  digitally signalled in conjunction with the East Coast Digital Programme.
  • It has two platforms at Moorgate station.
  • Highbury & Islington station has interchanges with the Victoria Line and the North and East London Lines of the London Overground.
  • Finsbury Park station has interchanges with the Victoria Line and National Rail services.
  • Bowes Park station has an out of station interchange with Bounds Green station on the Piccadilly Line.
  • Step-free access needs improving.
  • The Victorians had plans to extend the line to Lothbury near Bank station.

If the Northern City Line could handle more passengers, would passengers get to all parts of the City of London by changing at Finsbury Park and walking from Moorgate or Old Street stations?

I regularly go between my house and Moorgate, by taking a bus to Essex Road station and using the Northern City Line.

I believe that with improvements on the Northern City Line, the line could be turned into a very valuable part of London’s rail infrastructure.

Connect The Central Line And The East London Line At Shoreditch High Street Station

I wrote about this proposal in Will Shoreditch High Street Be Connected To The Central Line?

The Elizabeth Line needed to be completed before this could be started.

Build The Western Extension Of The Docklands Light Railway

I wrote about this proposal in The Bank Station Upgrade And The Western Extension Of The DLR.

Rebuild Holborn Station

The interchange between Piccadilly and Central Line at Holborn station is difficult to say the least.

Holborn station is being extended with a new entrance. As with Euston, I suspect it has been designed with a feasible place for DLR platforms to be added.

This document on the TfL web site, gives more details of what is proposed at Holborn station.

I extracted this visualisation of the proposed station.

This map from carto.metro.free.fr shows the lines in the through and around the station.

.Note, the Elizabeth Line, which is shown by dotted lines passes to the North of the station.

Conclusion

Not all these improvements need to be done, but each would improve transport in the City of London.

 

June 4, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Is The Silvertown Tunnel A Silver Elephant?

I have been through the Silvertown Tunnel several times now and every time the bus has never really slowed for lots of traffic.

I went through this morning on Easter Sunday and these pictures show all the other traffic I saw.

Note.

  1. I was sitting in the front passenger seat of a 129 bus, which is on the left of the bus.
  2. We were going from South to North through the Silvertown Tunnel.
  3. I could read the driver’s speedometer and it showed within a mile per hour of thirty all the way.
  4. We were passed by only one car in the tunnel.
  5. There were about a dozen passengers on the lower deck of the bus.
  6. I didn’t check how many were on the top deck of the bus.

Even on an Easter Sunday, I would have thought the service would have been busier.

Is The Silvertown Tunnel A Silver Elephant?

There are two answera to this question.

  • Yes – A lot of money has been spent for just a few cars and bus passengers to have an easy ride through the tunnel.
  • No – As traffic is flowing freely through the tunnel, it shows the tunnel is doing its job and freeing up traffic in East London.

But whatever view you take, a lot of money has been spent for a small number of vehicles and passengers to pass through the tunnel.

I also suspect very little extra revenue is being generated.

The Jubilee Line Was Busy

The complete route I took this morning was as follows.

  • Home To Angel – 38 bus – Not very busy.
  • Angel to London Bridge – Northern Line – Not very busy.
  • London Bridge to North Greenwich – Jubilee Line – All seats taken.
  • North Greenwich to West Silvertown – 129 bus – Not very busy.
  • West Silvertown to Canning Town – Docklands Light Railway – Not very busy.
  • Canning Town to Canada Water – Jubilee Line – All seats taken.
  • Canada Water to Dalston Junction – Overground – Not very busy.
  • Dalston Junction to Home – 30 bus – Not very busy.

Note.

  1. Only the sections on the Jubilee Line were really busy, with all seats taken.
  2. London Bridge, Stratford and Waterloo stations on the Jubilee Line are also busy National Rail stations.
  3. London Bridge, Canada Water, North Greenwich, Canning Town and Stratford all have large modern well-designed bus stations within easy walking distance of the Jubilee Line.
  4. Given, that there is now a charge to cross the river, have a lot of people decided to take the Jubilee Line rather than their car to go to the O2 at North Greenwich and the Olympic Park and Eastfield at Stratford?

I strongly feel, that more capacity is needed on the Jubilee Line, as no matter what time I use it, I never seem to get a seat.

Taking The Dover Road

This Google Map shows how the A2 ( the Dover Road) links up with the Silvertown and Blackwall Tunnels.

Note.

  1. The O2 in the North-West corner of the map, with North Greenwich station in red under it.
  2. The Blackwall Tunnel crosses the river to the North-West of the O2.
  3. The Silvertown Tunnel crosses the river to the East of the O2.
  4. Running diagonally across the map is the Blackwall Tunnel Southern Approach, which also serves the Silvertown Tunnel.
  5. The station to the West of the Southern Approach is Westcombe Park station.
  6. Click the map to show it to a larger scale.

This second Google Map shows the O2, North Greenwich station and the approaches to both tunnels.

Note.

  1. The half-moon-shaped building is North Greenwich station.
  2. The tunnel approaches are rather complicated, but seem to be working well.
  3. There is lots of car parking.
  4. The Blackwall Tunnel Southern Approach leaves the tunnles in a Southerly direction.
  5. Click the map to show it to a larger scale.

This third Google Map shows how the A2 (Dover Road) and A20 (Folkestone Road) link up to the Blackwall Tunnel Southern Approach.

Note.

  1. The station in the North-West corner of the map is Westcombe Park.
  2. The road running diagonally South-East from the corner is the Blackwall Tunnel Southern Approach.
  3. The Blackwall Tunnel Southern Approach then turns East to join with the A2 (Dover Road).
  4. The Blackwall Tunnel Southern Approach also links up with the A20 (Folkestone Road) , which is the other road running diagonally at the bottom of the map.

In some ways, I am rather surprised at how little traffic is passing through the tunnels given this double dual-carriageway/motorway connection to East Kent, the Channel Tunnel and the Continent. It also has a double connection at both the A2 and A20 to join the M25.

Perhaps, it does mean that the charges are frightening drivers away.

The Roads To The North

This Google Map shows the main approach road to the Blackwall Tunnel.

Note.

  1. The O2 and North Greenwich station in the South-East corner of the map.
  2. The Blackwall Tunnel crosses the river to the North-West of the O2.
  3. The A12 dual-carriageway runs North up the Lea Valley through Hackney.
  4. There is a dual-carriageway/motorway box formed by the M11 in the West, A12 in the East, M 25 in the North and A 406 in the South to speed traffic on its way, including to the two main routes to the North; the M1 and the A1.

I have lived for thirty years of my life in North London, and I feel, that although the roads to the North of London could be improved, I don’t suspect they are the reason drivers are not using the Silvertown and Blackwall Tunnels.

I would suspect that drivers don’t like or trust the charging system, or could it be that the public transport system in London and especially the East of London is too good?

But we do need to increase the capacity of the Jubilee Line either directly or would a high-capacity bus-route shadowing the line, be able to add the extra capacity needed?

 

April 20, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , | 1 Comment

When Silvertown Opens, Blackwall Tolls Start Too

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

This is the sub-heading.

In under a month, tolls will be introduced for drivers at the new Silvertown Tunnel and the existing Blackwall Tunnel in east London.

These four paragraphs add detail to the story.

For car drivers it will cost £8 a day in peak. These are huge changes to London’s transport network and awareness seems to be low.

The new highly controversial Silvertown Tunnel opens on 7 April.

Critics have dubbed the crossing a huge polluting white elephant that will do nothing to cut congestion and pollution with little or no business case.

Supporters say it will reduce congestion on the old, existing Blackwall Tunnel and improve resilience on the crossing that closes between 600-700 times a year. It will also provide more cross river bus routes as well as a bus that can carry bikes.

As a very experienced mathematical modeller, my gut feeling is that four new tolled lanes under the River Thames is not the solution.

These are my thoughts.

Transport for London Are Not Good Mathematical Modellers

As a non-driver, I rely heavily on the 141 bus for transport.

  • It stops close to my house.
  • It takes me to and from Moorgate, where I also pick up the Elizabeth Line.
  • It takes me to and from Bank, where I also pick up the Central Line.
  • It takes me to and from River Thames, from where I pick up the Thames Clippers.
  • It takes me to and from London Bridge station, where I also pick up theThameslink.
  • It takes me to and from Manor House station, where I pick up the Piccadilly Line.
  • It takes me to and from Harringay Green Lanes station, where I pick up the Gospel Oak to Barking Line.

I must admit some of the reasons I like the bus route, are that it connects me to my childhood memories of WoodGreen, Southgate, Oakwood and Cockfosters.

When, I moved here, there were two North-South buses that ran within fifty metres of my house.

  • The 21 bus ran between Newington Green and Lewisham.
  • The 141 bus ran between Palmers Green and London Bridge station.

Then, two years ago the Elizabeth Line and the rebuilt Bank station both opened, followed a year later by an upgraded Old Street station.

These three improvements, added  a lot more passengers to the North-South corridor, between London Bridge station and Newington Green roundabout.

I suspect a quality modelling of bus passengers North-South, through the city of London, would have shown, that more buses were needed on the combined 21/141 route.

So what did Sir SadIQ and Transport for London do? They rerouted the 21 bus away from the busiest section through De Beauvoir Town.

In their modelling, I suspect.

  • They overestimated how many travellers used the Northern Line.
  • They ignored the fact, that the Piccadilly Line doesn’t serve the City of London.
  • They ignored the fact, that the Piccadilly Line doesn’t connect to the Elizabeth Line.
  • They ignored the fact, that the 141 bus, is the only direct way between Palmers Green, Wood Green, Turnpike Lane and Manor House to the City of London.
  • They felt De Beauvoir Town was a posh area and doesn’t need more buses, as residents can use their cars.

Halving the number of buses was a seriously bad decision.

I now have a damaged left knee due to constant standing on overcrowded buses.

It’s also got a lot worse lately due to constant bus diversions and cancellations, due to Islington’s LTNs and constant road works.

I’ve heard similar tales of bad bus planning from all over London.

So why should I trust Transport for London’s traffic modelling on the Silvertown and Blackwall Tunnels?

The Silvertown And Blackwall Tunnel Share Approach Routes

This map from the BBC article shows the layout of the two tunnels and their approach roads.

Note.

  1. The Blackwall Tunnel is two, two lane tunnels, one in each direction.
  2. The Silvertown Tunnel is one four lane tunnel, with two lanes in each direction.
  3. The O2 lies between the two tunnels.

The map shows the shared approach road for both tunnels.

What happens if there is an accident on the approach to the tunnels?

Tolling Problems

I feel that the tolling regime is overly complicated.

Hopefully, any problems this causes will lessen, as drivers know what to do.

The Sat-Nav Route Between The Tunnels And The M1

I’ve just looked one recommended route up, not that I have a Sat-Nav and I’ve never used one and the route is straightforward.

  • Blackwall Tunnel Northern Approach to Hackney Wick.
  • Wick Lane to Hackney Central.
  • Graham Road and Dalston Lane to Dalston Junction
  • Balls Pond Road to Southgate Road/Mildmay Park
  • St. Paul’s Road to Highbury & Islington station.
  • Holloway Road to Archway.
  • Archway Road, Aylmer Road and Falloden Way to Henly’s Corner.
  • North Circular Road and Great North Way to the M1.

I live just South of the Southgate Road/Mildmay Park junction and often these days it is jammed solid.

But there is another route from Hackney Wick.

  • A12 to Redbridge Roundabout on the North Circular Road.
  • North Circular Road to the M1.

I dread to see what happens, when the Dartford Crossing is closed and heavy trucks from the Channel Tunnel to the M1, decide to take the Silvertown Tunnel as an alternative route.

 

 

March 13, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , | Leave a comment

Sutton Station To Gatwick Airport By Hydrogen-Powered Bus

In Central London and Gatwick Airport For Free On A Freedom Pass, I indicated it was possible to go to Gatwick Airport for nothing, if you had a Freedom Pass, which is also a free bus pass for England.

This morning I took public transport to Gatwick Airport by this route.

  • I took a 43 bus to London Bridge station.
  • This bus terminates in the bus station in front of the train station, so it was a simple step-free entry into the part of the station, where Southern Trains terminate.
  • I took a Southern Train to Sutton station.
  • I then took a Metrobus 420 bus from Sutton station to Gatwick Airport.

These pictures show the journey.

Note.

  1. The bus stop is directly outside the entrance to Sutton station.
  2. Sutton station is step-free.
  3. The information on the Metrobus’s buses at Sutton station is poor.
  4. The bus had a 74 number plate, so was registered after September 1st, 2024.
  5. The bus said it was a hydrogen bus.
  6. The seats were comfortable with leather facings.
  7. The route was mainly through rural Surrey.
  8. There were sections of dual-carriageway road with continuous 40 mph running.
  9. There were a number of steep hills.
  10. Previously, I have been told by a Bradford Councillor, that the City of Bradford is going for hydrogen-powered buses , as the city has lots of steep hills.
  11. The unusual Reigate and Redhill War Memorial on the A25.
  12. The route goes past Hadworth, Reigate and Redhill stations.
  13. Just before Gatwick Airport, the bus called at East Surrey Hospital.

I have some thoughts.

Does This Hydrogen Bus Have Almost The Quality Passengers Would Expect From A Coach?

Consider.

  • I was very impressed with the quality of the bus and its fittings.
  • But its biggest assets were the ride and mouse-quiet noise and being vibration-free.
  • It was certainly up there, with the best British buses on UK roads.
  • Strangely, I never rode in any of London’s Green Line coaches of the 1950s and 1960s.

But as Wrightbus are selling hydrogen-powered single-decker buses to the Germans, the quality must be of a certain standard.

The Performance Of The Bus

I would sum up the bus as follows.

  • The bus didn’t hang around and it was well-driven.
  • On much of the dual-carriageway, the bus appeared to be at the maximum speed limit of 40 mph
  • Ride and seats were comfortable.
  • There was virtually no vibration.
  • At times, you almost felt you were in a top-of-the-range coach.
  • The running gear is from German company ZF, which certainly doesn’t hinder the ride.
  • The journey from Sutton to Gatwick Airport is twenty miles and took about ninety minutes.

I would feel that if Wrightbus design their CoachH2 chassis to the same standard of this bus, they’ll have a difficulty to meet sales demand.

Wrightbus Hydrogen Buses For My Local Bus Route 141

Consider.

  • The 141 bus route is my local bus, which gets me to Moorgate, Bank, London Bridge and Manor House.
  • The length of the full route is twenty miles and it takes about an hour to go from London Bridge station to Palmers Green.
  • The route is currently run by older Wrightbus hybrid diesel-electric buses.
  • I suspect that modern hydrogen buses could last almost all day on one fill of hydrogen, with perhaps a top-up at lunchtime.

They would have no difficulty handling the route  and would greatly increase the customers current rock-bottom satisfaction.

Hydrogen Buses In Leafy Suburbs

  • Where I live, is not particularly leafy or a suburb.
  • But I seems to remember, when I moved here, that some of my neighbours complained about the noise of the 76 bus route.
  • So Transport for London put on some quieter buses.

I would expect, that Metrobus might use the mouse quieter hydrogen buses in post areas, to avoid annoyance.

Hydrogen Buses As Route Extenders

Effectively, the Metrobus route 420 is acting as a route extender for Southern and Thameslink services coming South from London.

As it is a quality bus, that gets a move on, I suspect that some travellers, who previously  took a train to Sutton, Tadworth, Reigate, Redhill or other stations and were then picked up, may take a hydrogen bus to a more convenient bus stop.

Because of the long range of a hydrogen bus or coach, zero-carbon performance, should be achieved without any range anxiety for passengers, driver or bus company.

Onward From Oakhampton Parkway Station

Consider.

  • In 2014, storms destroyed the railway at Dawlish in Devon.
  • As there was no alternative route, the storms cut everything west of Dawlish off from the rest of the UK.
  • It is now likely, that a Park-and-Ride station will be built close to Okehanpton, which commuters would use for travel to Exeter.
  • The main road to the South-West ; the A 30 will pass nearby.

It  would appear, that Okehampton Interchange station could be used, if Nepture decided to show his power again.

Hopefully, the emergency plan will scare Nepture away.

Lumo To The Scottish Borders

Consider.

  • Lumo have applied to extend some of their Edinburgh services to Glasgow.
  • Talking to a friend in the Scottish Borders, they said, that travelers drive to Newcastle or Morpeth to catch Lumo for London.
  • Four or five Lumo services every day stop in each direction at Morpeth station.
  • So would it be sensible to run  a bus or coach through the Scottish Borders to connect with the Lumo services?

This Google Map shows Morpeth in relation to the Border towns.

Note.

  1. Morpeth is marked by the red arrow in the South-East corner of the map.
  2. Galashiels, Galashiels, Hawick, Jedburgh, Peebles, Saint Boswells and Selkirk can be picked out on the map.
  4. The coach service would probably terminate at Galashiels, as it has a large bus terminal and and a railway station.
  5. Click the map to show it to a larger scale.

Morpeth to Galashiels is 69 miles and it should take about an hour and a half.

Hydrogen Buses As Rail Replacement Buses

Consider.

  • I have had Rail Replacement Coaches as opposed to buses a few times in the UK.
  • Once on the East Coast Main Line but usually on the Great Eastern Main Line to Ipswich or Norwich.
  • They are generally more suited to their task. as they are faster and more luxurious.
  • Many of our major rail lines run alongside trunk roads or motorways or fast dual carriageways.

So because hydrogen buses and coaches a have superior performance, than their diesel cousins, will hydrogen be the better fuel for a Rail Replacement Bus.

Metrobus’s Hydrogen Buses

This press release on the Metrobus web site is entitled Hydrogen Buses.

This is the sub-heading.

Our commitment to Zero Emissions

As part of our commitment to reducing emissions, twenty new hydrogen fuelled buses will operate on Fastway routes 10 & 20. These new buses demonstrate an ongoing commitment to reducing our local emissions. They deliver against science-based targets set by Metrobus and its parent company, The Go-Ahead Group, of becoming a net zero business by 2045 and decarbonising our bus fleet by 2035.

Conclusion

This bus is the best I’ve ridden in.

February 22, 2025 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , | 6 Comments

Travelling Between London Stations

When I came home from Moorgate this morning, I took my usual 141 bus.

I sat next to a lady about forty, who from her bags looked like she’d just arrived by plane at Gatwick Airport.

After a couple of attempts at conversation, it became obvious, that we didn’t have a common language.

She then produced her phone and indicated that she needed Liverpool Street station.

The 141 bus doesn’t serve Liverpool Street station, but it does serve the Western entrance to Liverpool Street station on  the Elizabeth Line.

It looks to me, that she had been told by a human being, an app or the Internet, that the easiest way from London Bridge bus station to Liverpool Street station was to take the 141 bus from in front of the station and walk across to Liverpool Street station from Moorgate.

But.

  • The Western entrance to Liverpool Street station has no information to indicate, that it gives access to Liverpool Street station.
  • The bus information system indicates Moorgate station.
  • The bus information system does not announce, that for Liverpool Street station, you should alight at Moorgate station.

Perhaps, the bus information system should indicates Moorgate/Liverpool Street station.

Conclusion

How many other transfers between London stations are similarly confusing?

April 2, 2024 Posted by | Transport/Travel | , , , , , | 2 Comments

London Bridge And West Croydon By London Overground

This morning, I took a London Overground train between London Bridge and West Croydon stations.

I took these pictures on the route.

Note.

  1. It appears there are no London Overground services running through the Thames Tunnel.
  2. The only service in South London is two trains per hour (tph) between London Bridge and West Croydon stations.
  3. The service seemed to be working well, with no significant delays.
  4. The 10:24 from London Bridge wasn’t very busy, but the return at 11:03 was very crowded and there were no spare seats.

It was certainly better than a Rail Replacement Bus.

These are some further thoughts.

Could West Croydon Station Handle Six Trains Per Hour?

  • West Croydon station has a bay platform 1, that handles all the London Overground services.
  • Typically, a train leaves the platform about 8-9 minutes after it arrives.
  • 6 x 8 is 48 minutes.

It would be tight, but possible.

Before the bay platform was extended, trains used to reverse using a turnback facility to the West of the station, which I described in How Trains Reverse At West Croydon. As this facility appears to be still there, it can probably act as a substitute bay platform for London Overground trains, if the service gets disrupted.

If in the future, it was decided to have a service, which ran say 4 tph to Highbury & Islington station and 2 tph to London Bridge station, I believe this would be possible.

Were Transport for London Training Drivers?

One or possibly both of the trains, that I rode had two drivers.

This is not unusual, but one of the drivers was wearing a Southern Day-glo vest.

So was he instructing the London Overground driver on the route, that the London Overground, doesn’t normally use?

Charging Battery-Electric Trains At London Bridge Station

This Google Map shows the roof of London Bridge station over platforms 10-15.

Note.

  1. The three gaps in the roof are above platforms 10-15.
  2. There are roof supports over the tracks.
  3. Platforms 10 and 11 are at the top, platforms12 and 13 are in the middle and platforms 14 and 15 are at the bottom.

My train used Platform 13 as these pictures show.

Note the roof supports over the tracks.

If the Uckfield or another service needed to be run by battery-electric trains, the trains might need to be charged at London Bridge station, as there may be issues charging using third-rail electrification.

These pictures show rigid overhead conductor rails over the Thameslink platforms at St. Pancras station.

Could rails like these be installed over some or all of the bay platforms to London Bridge station, so that battery-electric trains could be charged?

  • If the battery-electric trains were converted Class 377 or Class 387 trains, these are available as dual-voltage.
  • Uckfield services use Platform 10 at London Bridge station.
  • A round trip to Uckfield station is only 2 x 24.7 miles or 49.4 miles of unelectrified track.
  • Short lengths of 25 KVAC overhead electrification could be installed at Uckfield station and the bay platform at Oxted station if needed.

A dual-voltage battery-electric train with a range of say just over 50 miles could handle Uckfield services.

 

April 1, 2024 Posted by | Transport/Travel | , , , , , | 1 Comment

London Overground Train Makes Rare Diversion To London Bridge Station

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

This is the sub-heading.

On Sunday morning, a London Overground train paid a visit to London Bridge station — a station that the Overground doesn’t usually visit.

These were the first two paragraphs.

It was here for a test run ahead of a special service that will run on Easter Sunday, and the test was needed to ensure that what worked on paper also worked in practice.

The reason for the Easter Sunday special is weekend engineering works elsewhere which would mean no Southern trains between Victoria and London Bridge, while at the same time, the London Overground south of the river can’t go north.

Note.

  1. Judging by Ian’s pictures, it was a very thorough test of clearances and ramp functions.
  2. According to Real Time Trains, the two services used platform 5 at Crystal Palace and Platform  13 at London Bridge.
  3. The distance was 7.5 miles.
  4. Services took 23 minutes to London Bridge and 19 minutes for the return.

This image shows a London Overground train in Platform 5 at Crystal Palace station.

In Overground To London Bridge Under Consideration, I talked about how Transport for London were thinking about creating a new Overground service between London Bridge and Crystal Palace.

Sunday’s test also shows that if the paths are available, London Overground can run a service between London Bridge and Crystal Palace.

Given that the times for the out and return trips were 23 and 19 minutes on Sunday, it appears to me, that the following is possible.

  • One train could run an hourly service.
  • Two trains could run a two trains per hour (tph) service.

Trains could terminate in platform 3, which is on the right in the image and only has two trains per day.

There would be the following trains to London from Crystal Palace.

  • London Overground – Four tph to Canada Water, Whitechapel and Highbury and Islington.
  • London Overground – Two tph to London Bridge
  • Southern – Two tph to London Bridge
  • Southern – Four tph to London Victoria

These would total to.

  • Canada Water – four tph for Jubilee Line
  • Highbury & Islington – four tph for Victoria and North London Lines
  • London Bridge – four tph for Thameslink, Jubilee and Northern Lines
  • London Victoria – four tph for Victoria, Circle and District Lines
  • Whitechapel – four tph for Elizabeth, Victoria, Circle, District and Hammersmith & City Lines

Note.

  1. The two extra tph to London Bridge even everything up to four tph.
  2. The London Bridge and Crystal Palace service could be run by any suitable train and I suspect it could be eight cars. What about using some of the spare Class 379 trains?

The London Bridge and Crystal Palace service wouldn’t need trains with a tunnel evacuation capability, so could use Class 378, 379, 387 or 710 trains.

 

 

February 28, 2024 Posted by | Transport/Travel | , , , , , , , , , | 1 Comment

Overground To London Bridge Under Consideration

The title of this post, is the same as that of a short article in the December 2023 Edition of Modern Railways.

This is the text of the article.

Transport for London is considering introducing London Overground services between Crystal Palace and London Bridge to help relieve overcrowding on the Sydenham corridor during the morning peak.

The move is one of two options outlined in a response to Lewisham’s Public Transport Liason Committee meeting on 4 October. The other is operating additional services on the existing route via the East London Line to Dalston Junction/Highbury & Islington. TfL acknowledges the London Bridge service would ‘represent a new routing for London Overground services that would necessitate significant changes to operational arrangements and driver testing’ and therefore further  work is required ‘to establish the feasibility and business case for this change.’ There are no timescales for the implementation of either option.

The overcrowding follows the reduction by Govia Thameslink Railway of its Southern service to two trains per hour last September, when it replaced its East Croydon to London Bridge via Forest Hill stopping service with a Victoria to London Bridge via Forest Hill stopping service. In its  response to the committee, GTR says the context to these changes is ‘the continued need to respond to the gap between our costs and revenues’, which it says is in the region of £15 million a year, with both demand and revenue having stabilised at around 80 % of pre-pandemic levels. It says its aim is to make ‘the most efficient use of the resources available to us,’ with the Victoria to London Bridge service designed to provide capacity for journeys to both stations’.

GTR says the current service has sufficient capacity and is lightly loaded outside peak times, and that while it will continue to keep passenger and feedback under review an increase from two to four trains per hour would require an increase in funding.

These are my thoughts.

Transport for London’s Long Term Plans

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.

  1. Clapham Junction and Stratford
  2. Dalston Junction and Crystal Palace
  3. Dalston Junction and Clapham Junction
  4. 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.

This plan sees another two trains per hour (tph) running between Dalston Junction and Crystal Palace, which would help to reduce Lewisham’s overcrowding.

Would A London Bridge And Crystal Palace Service Be Easier To Implement?

It looks like the extra Dalston Junction and Crystal Palace services have been held up by two possible reasons.

  • The required signalling update on the East London Line, that is needed to increase Crystal Palace and Clapham Junction services has not been performed.
  • There are not a sufficient number of Class 378 trains to run the service through the Thames Tunnel. These will be released by running more Class 710 trains on the North London Line.

If two tph were to be run between London Bridge and Crystal Palace, this service would have these advantages.

  • The train paths are available.
  • The service would not be going through the Thames Tunnel, so the signalling upgrade would not be needed and the trains would not need to be able to evacuate passengers in the tunnel.
  • The service could be run by any suitable third-rail trains.
  • The service could be run by any length of train, that would fit all the platforms.

I believe the service could be run by eight-car trains to really get a hold on the current overcrowding.

How Many Trains Would Be Needed?

Looking at other services between London Bridge and Crystal Palace, I believe that the journey time would be about 24 minutes.

If the service were run efficiently, I suspect two trains would be needed to provide the required service of two tph.

An eight-car service would required four x four-car trains.

What Trains Could Be Used?

If the numbers are available, then third-rail versions of both London Overground’s Class 378 and Class 710 trains would be suitable.

But this would probably mean a number of Class 710 trains to be manufactured by Alstom. This would not be a short-term solution.

In Liverpool last week, I rode in a Class 319 train and these could be an interesting stop-gap.

  • Several will soon be available as West Midlands Trains renews its fleet.
  • They are already fitted with third-rail gear.
  • They are 100 mph trains.
  • Drivers seem to like them.

I believe they could fill in until more Class 710 trains were available.

Crystal Palace Station

This Open RailwayMap shows the platform layout at Crystal Palace station.

Note.

  1. Platforms 1 and 2 cross the South-West corner of the map and handle services like London Bridge and Beckenham Junction, London Bridge and London Victoria, and West Croydon services.
  2. Platform 3 is a little used bay platform, that can terminate trains from the East London Line or London Bridge.
  3. Platform 4 handles services between London Bridge and London Victoria.
  4. Platform 5 is a bay platform, that can terminate trains from the East London Line.
  5. Platform 6 handles services between London Victoria and London Bridge.
  6. Platform 7 is a disused bay platform.

These pictures show Crystal Palace station.

Crystal Palace station has an adequate number of platforms.

Conclusion

A service between London Bridge and Crystal Palace looks to be a sound plan.

November 22, 2023 Posted by | Transport/Travel | , , , , , , , , , , , | 2 Comments

Southeastern Keen On Battery EMUs

The title of this post, is the same as that of a small section in the August 2023 Edition of Modern Railways.

This is said.

Southeastern is to seek pre-qualification interest from manufacturers and leasing companies for a replacement fleet for the Networker Class 465 and 466 inner-suburban stock, now over 30 years old. The company intends to compare the price of new and cascaded stock.

Southeastern MD Steve White told Modern Railways his preference is for a bi-mode EMU, capable of working off both the third rail supply and batteries. Battery EMUs were originally proposed for the Networker replacements so they could work through services to the unelectrified Isle of Grain branch, after Medway Council put forward plans to restore passenger services on the Hoo peninsular to serve new housing there.

Despite the extension of services to Sharnal Street on the Isle of Grain having since been put on hold by Medway Council on cost grounds (p13, May issue).

Southeastern is still pursuing battery EMUs, even though the company’s existing network is all electrified on the third rail system.

Merseyrail is already adopting battery EMU technology, with seven of the new fleet of 53×4-car Class 777 units being equipped with batteries to enable them to serve the unelectrified extension to Headbolt Lane (p82, July 2022 issue).

Mr. White says there are a number of reasons battery EMUs are attractive.

    • Increasing levels of mental health issues in society have led to trespass being a major issue the railway: battery EMUs would make it feasible to keep trains moving at slow speed when the current supply has to be switched off to protect a trespasser.
    • Battery EMUs would be able to keep moving on occasions when the third rail supply fails, due to technical failures or ice on the conductor rail. This would avoid the compounding of problems, as when delayed passengers got out on the track at Lewisham in March 2018 when the third rail iced up, forcing Network Rail to cut the electricity supply and making it more difficult to get trains moving again.
    • Battery EMUs would make it feasible to remove third rail from depots, making them safer places in which to work. A train cleaner was electrocuted and died at West Marina depot in St. Leonards in May 2014, and the Office of Road and Rail has well-publicised concerns on safety grounds about any extensions to the third rail system.
    • Battery EMUs would be able to cater for service extensions on unelectrified lines, such as the Isle of Grain.

Mt. White says the trespass issue is the major driver, and if the principle of battery EMUs becomes established it might prove feasible to remove the third rail from platform areas at inner-suburban stations with a persistent trespass problem. He points out this approach might unlock extension of third rail to routes such as the Uckfield line, allowing station areas to be left unelectrified. Replacement of DMUs by electric stock on the Uckfield branch would eliminate diesel working at London Bridge, with air-quality and carbon removal benefits for the capital.

There are a 5-star hotel and a major hospital close to the diesel-worked plstform at London Bridge.

I will now look at some of the issues in detail.

Range Of A Battery EMU

I discuss range of battery EMUs in these posts.

Note.

  1. Both trains are built by Stadler.
  2. 135 km. is 84 miles.
  3. A Bombardier engineer told me eight years ago, that the prototype battery-electric Class 379 train had a range of sixty miles.

I feel it is reasonable to assume that a 100 mph battery-electric train, designed to replace Southeastern’s Networkers could have a range of at least sixty miles.

Distances Of Cannon Street Metro Services

These are distances of services from Cannon Street.

  • Erith Loop via Greenwich, Woolwich Arsenal and Bexleyheath – 28.5 miles
  • Gravesend – 24.5 miles
  • Orpington – 12.6 miles
  • Grove Park – 7.1 miles
  • Slade Green – 14.5 miles

Note.

  1. The Erith Loop services start and finish at Cannon Street station.
  2. The Gravesend service terminates in an electrified bay platform.
  3. The Orpington service terminates in an electrified bay platform.
  4. Grove Park and Slade Green are depots.

If trains could be fully charged at Cannon Street station, all services out of the station could be worked by a battery EMU with a range of forty miles.

Charging At Cannon Street

Consider.

  • All Cannon Street services arrive at the station via London Bridge station.
  • All Cannon Street services leave the station via London Bridge station.
  • Trains typically take 4-5 minutes between Cannon Street and London Bridge station.
  • Trains typically wait at least 7 minutes in Cannon Street station before leaving.
  • Typically, a battery EMU takes fifteen minutes to charge.

A train running from London Bridge to London Bridge would probably take a minimum of fifteen minutes, which should be enough to charge the train.

The track between London Bridge and Cannon Street would need a strong level of protection from trespassers.

I suspect that with some slight timetable adjustments, all Cannon Street services  could be run using battery EMUs.

Distances Of Charing Cross Metro Services

These are distances of services from Charing Cross.

  • Maidstone East – 38.9 miles
  • Dartford – 17.1 miles
  • Gravesend – 23.8 miles
  • Hayes – 14.3 miles
  • Sevenoaks – 22.2 miles
  • Grove Park – 8 miles

Note.

  1. The Gravesend service terminates in an electrified bay platform, which could be used to charge the train before return.
  2. The Maidstone East service terminates in an electrified platform.
  3. Grove Park is a depot.

If trains could be fully charged at Charing Cross station, all services out of the station could be worked by a battery EMU with a range of fifty miles.

Charging At Charing Cross

Consider.

  • All Charing Cross services arrive at the station via London Bridge station.
  • All Charing Cross services leave the station via London Bridge station.
  • Trains typically take 10 minutes between Charing Cross and London Bridge station.
  • Trains typically wait at least 7 minutes in Charing Cross station before leaving.
  • Typically, a battery EMU takes fifteen minutes to charge.

A train running from London Bridge to London Bridge would probably take a minimum of twenty minutes, which should be enough to charge the train.

The track between London Bridge and Charing Cross would need a strong level of protection from trespassers.

I suspect that with some slight timetable adjustments, all Charing Cross services  could be run using battery EMUs.

Distances Of Victoria Metro Services

These are distances of services from Victoria.

  • Gillingham – 37.2 miles
  • Orpington – 14.7 miles
  • Dartford – 18.9 miles

Note.

  1. The Orpington service terminates in an electrified bay platform.
  2. The Gillingham service terminates in an electrified bay platform.
  3. The Dartford service terminates in an electrified platform.

If trains could be fully charged at Victoria station, all services out of the station could be worked by a battery EMU with a range of fifty miles.

Charging At Victoria

Consider.

  • All Victoria services arrive at the station via Shepherds Lane junction.
  • All Victoria services leave the station via Shepherds Lane junction.
  • Trains typically take five minutes between Victoria and Shepherds Lane junction.
  • Trains typically wait at least 7 minutes in Victoria station before leaving.
  • Typically, a battery EMU takes fifteen minutes to charge.

A train running from Shepherds Lane junction to Shepherds Lane junction would probably take a minimum of seventeen minutes, which should be enough to charge the train.

The track between Shepherds Lane junction and Victoria would need a strong level of protection from trespassers.

Conclusion

It certainly appears that if the Networker Class 465 and Class 466 trains were replaced by new trains with the following specification.

  • 100 mph operating speed.
  • Range of fifty miles on battery power.
  • Ability to charge batteries in fifteen minutes.
  • Third-rail operation
  • It might be an idea to add a pantograph, so the trains could use 25 KVAC overhead wires where necessary and charge batteries on a short length of overhead electrification.

Then a substantial part of the Southeastern Metro network could be made safer, by selective removal of third rail at trespassing hot spots.

 

August 12, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , | 18 Comments

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