The Anonymous Widower

Construction Has Started On The Silvertown Tunnel

These pictures show that construction has started on the Silverton Tunnel.

Note that New Civil Engineer is reporting that tunnelling has started.

My Current Thoughts On The Silvertown Tunnel

In 2015, I wrote No To Silvertown Tunnel, which I started with these two paragraphs.

My personal feelings about the Silvertown Tunnel are that it is irrelevant to me, except that it might help some trucks bring goods that I buy online or at a local shop. Although as a sixty-eight year-old-widower living alone, I don’t think my transport needs through the tunnel will be high.

I don’t drive after my stroke and I like that lifestyle, except when last night it took me three trains, a coach and a taxi to get back from watching football at Ipswich. But that tortuous late night journey was caused because NuLabor spent my tax money on pointless wars that will haunt us for generations, rather than in extending and renewing our rail system, that will nurture and enrich our future.

But my objections to the Silvertown Tunnel have changed and expanded.

New Transport Infrastructure Attracts Passengers

This may seem obvious, but there has been several cases recently in London to prove my point.

  • The London Overground has been a success beyond Transport for London’s wildest dreams and as an example the North London Line, that started with three x three-car trains per hour (tph) is now running eight x five-car tph. This is a four time increase in capacity.
  • New buses and contactless ticketing have encouraged more passengers to use the buses.
  • Electrification and new trains has transformed the Gospel Oak to Barking Line.
  • The expansion of Thameslink and new trains now carries a lot more North-South traffic through London.
  • Every time, a new section of the Elizabeth Line opens more passengers are attracted to the new line.
  • The remodelling of London Bridge station has increased passenger numbers. And shoppers!

On a personal note, I live on a bus corridor, that runs between North London and Moorgate for the Lizzie Line. Since the Lizzie Line has been fully connected, passenger numbers have risen by a big margin.

I don’t believe that the ability to attract more traffic of the Silvertown Tunnel will be any different.

More Traffic Means More Congestion And Pollution

I live close to the Balls Pond Road, which increasingly seems to be a truck route across North London.

The Silvertown Tunnel will be two lanes each way; one for trucks and buses, and one for smaller vehicles.

I can’t see that pollution and congestion around the Silvertown Tunnel and on the routes to the tunnel, will not increase.

There Is Little Or No Provision For Cyclists And Pedestrians

This will be a big problem. Especially, as the local traffic in the area will increase dramatically.

Does Central London Have Enough Parking For The Increased Traffic?

Parking in Central London is probably close to capacity now!

So What Would I Do?

Given that construction has already started, I feel it is too late to cancel.

Better Alternatives Than Driving

I feel measures should be adopted that provide better alternatives than driving.

Obviously, this won’t help with trucks, but it could reduce the total number of vehicles going through the tunnel.

These could include.

  • Increase the frequency of trains on both the Lizzie Line and Thameslink.
  • Increase the number of destinations on both the Lizzie Line and Thameslink.
  • Add an extra car to Lizzie Line trains.
  • Remove First Class on the shorter eight-car Thameslink trains.
  • Add provision on some Lizzie Line and Thameslink routes for bicycles.
  • Add a Silvertown station to the Elizabeth Line for London City Airport.
  • Add one or more pedestrian and cycling bridges across the Thames.
  • Expand of the Docklands Light Railway.
  • Expand the Thames Clipper.
  • Connect Barking Riverside station to Thamesmead and Abbey Wood station either by a rail or a fast ferry.
  • Keep the cable-car.

I suspect there are other viable ideas.

Develop Incentives To Use Public Transport

Incentives could be in these areas.

  • Better station and bus terminals encourage more to use trains and buses.
  • Full free onboard wi-fi and phone charging.
  • Special fares for some journeys.

An example of the latter could be a discount for certain cross-river journeys.

Make The Silvertown Tunnel Available For Zero Carbon Vehicles Only

This would surely cut pollution in London.

Conclusion

We should use the Silvertown Tunnel to improve London’s air quality.

November 23, 2022 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 1 Comment

Using The Elizabeth Line Between London City And Heathrow Airports

Today, I went from London City Airport to Heathrow using the Docklands Light Railway, the underground section of the Elizabeth Line and Heathrow Express.

London City Airport And Poplar Stations

I took these pictures on this section of the route using the Docklands Light Railway.

Note.

  1. I started my journey at 13:15.
  2. I arrived at Poplar at 13:27.
  3. The journey took twelve minutes, which agrees with the timetable.

This is a route, that gives a view of London’s rebuilding in the East.

Poplar And Canary Wharf Stations

I walked this section.

Note.

  1. I started my walk from Poplar station at 13:27.
  2. I was on the platform at Canary Wharf station at 13:39.
  3. I used a lift at Poplar station and the escalators at Canary Wharf station.
  4. The walk took twelve minutes, but it was a roundabout route.
  5. It looks like a level walkway is to be built between the two stations.

This Google Map shows the are between the two stations.

Note.

  1. Poplar station in the North-East of the map.
  2. The bridge at Poplar station, that provides the route I took over Aspen Way.
  3. After crossing the bridge and using the lift, I walked along the South side of Aspen Way.
  4. I then walked South down the path at the East side of the site, where it appears from the hoardings, flats will be built.
  5. Finally, I turned left to walk along the dock and then right to cross into Canary Wharf station.

Work appears to have started at Canary Wharf on the Southern end of an extended walkway, that will link to the bridge over Aspen Way.

This direct route could be nearly two hundred metres shorter and would shorten the connection by several minutes.

Canary Wharf And Paddington Stations

This section of the journey took nineteen minutes and I arrived at Paddington at 13:58, as this picture shows.

It had taken forty-three minutes between London City Airport and Paddington stations.

Paddington And Heathrow Airport By Heathrow Express

I took the 14:10 Heathrow Express to the Airport and took these pictures.

Note.

  1. It took about six minutes to walk between the Elizabeth Line and Heathrow Express.
  2. This was my first ride on Heathrow Express, since the service has started using Class 387 trains.
  3. The trains are fine, but where are the tables, that I like so much in the other Class 387 trains?
  4. The train arrived at Heathrow Central at 14:29.

This meant my journey between the two airports had taken an hour and fourteen minutes.

Canary Wharf to Heathrow using Heathrow Express and the Elizabeth Line had taken thirty-four minutes.

Return To Paddington On The Elizabeth Line

I came back from Heathrow on an Elizabeth Line train, which took 29 minutes.

That would mean that today using the Elizabeth Line to Heathrow.

  • Heathrow and Canary Wharf will take 48 minutes.
  • Heathrow and London City Airport will take one hour and twenty-nine minutes.

The difference in time between the two trains is solely down to the times of the Heathrow Express and the Elizabeth Line trains between Paddington and Heathrow.

What Difference Will A Direct Elizabeth Line Connection Make?

Canary Wharf are giving a figure of thirty-nine minutes between Canary Wharf and Heathrow, when the Elizabeth Line fully opens.

This would appear to indicate that fully opening the Elizabeth Line connection at Paddington will save nine minutes and the Elizabeth Line will only be a few minutes slower than Heathrow Express, if you can cut out the change at Paddington.

This table compares times between Canary Wharf and Heathrow.

  • Elizabeth Line with a change at Paddington – 48 minutes
  • Elizabeth Line and Heathrow Express with a change at Paddington – 34 minutes
  • Elizabeth Line direct – 39 minutes

How many passengers will swap from Heathrow Express to a complete Elizabeth Line?

Is There Going To Be A Pedestrian Bridge Between Poplar And Canary Wharf Stations?

This Google Map shows the bridge that leads South from Canary Wharf station.

Note how the bridge could have been designed to go through the station to the housing to the North and perhaps ultimately to Poplar DLR station.

These pictures show the complete bridge on the South side and what could be the start of construction on the North side.

Note.

  1. This pictures were taken on two dates.
  2. A full bridge would connect the new housing to the shopping centre and the Jubilee Line station.
  3. Between Poplar and Canary Wharf stations would be around 120 metres.
  4. There would be a straight and level walking route between Poplar DLR station and the two Canary Wharf Jubilee and Elizabeth Line stations.
  5. A short branch would lead to Canary Wharf DLR station.
  6. Stairs would lead to the buses that run through Canary Wharf.

It does appear that the North and South bridges will form a continuous straight route.

The bridge would create a comprehensive transport interchange for East London.

 

 

 

 

June 16, 2022 Posted by | Transport/Travel | , , , , , , , , , , | Leave a comment

Thoughts On London City Airport And The Elizabeth Line

One of the reasons for going to Woolwich today, which I wrote about in A Walk Around Woolwich – 15th June 2022, was to get a feel on what is the best way to go between London City and Heathrow airports.

There are three routes, where only a single change is needed.

  • DLR – Change at Stratford – Elizabeth Line – Will be available later in 2022.
  • DLR – Change at Woolwich Arsenal – Elizabeth Line
  • DLR – Change at Poplar/Canary Wharf – Elizabeth Line – Will be improved.

Note.

  1. All are easy step-free interchanges, with the change at Stratford probably the easiest.
  2. The change at Woolwich is probably the longest walk.

All trains from London City Airport station, have a single change for Heathrow.

  • Bank – Change at Poplar/Canary Wharf
  • Stratford – Change at Stratford
  • Woolwich Arsenal – Change at Woolwich Arsenal

It would appear that those not afraid of a moderate walk, should take the first train from London City Airport, if they want to go to Heathrow.

This table shows routes to common destinations from London City Airport.

  • Bank – DLR
  • Battersea Power Station – DLR – Change at Bank – Northern Line
  • Canary Wharf – DLR – Change at Poplar – DLR
  • Clapham Junction – DLR – Change at Shadwell – East London Line
  • Croydon – DLR – Change at Shadwell – East London Line
  • Crystal Palace – DLR – Change at Shadwell – East London Line
  • Euston – DLR – Change at Bank – Northern Line
  • Heathrow – DLR – Change at Custom House – Elizabeth Line
  • King’s Cross – DLR – Change at Bank – Northern Line
  • Liverpool Street – DLR – Change at Bank – Central Line
  • London Bridge – DLR – Change at Bank – Northern Line
  • Moorgate – DLR – Change at Bank – Northern Line
  • Paddington – DLR – Change at Custom House – Elizabeth Line
  • St. Pancras – DLR – Change at Bank – Northern Line
  • Victoria – DLR – Change at Bank – District/Circle Line
  • Waterloo – DLR – Change at Bank – Waterloo and City Line

Note.

  1. The interchange improvements at Bank station, will open up new routes to and from London City Airport.
  2. If the walking route from Poplar and Canary Wharf station is improved, this will be a valuable upgrade.
  3. The Elizabeth Line will run at frequencies of at least twelve trains per hour (tph) on all sections, so you won’t have to wait more than five minutes for a train.

With these upgrades London City Airport will be a more accessible airport.

 

 

June 16, 2022 Posted by | Transport/Travel | , , , , , | 3 Comments

A Walk Around Woolwich – 15th June 2022

I went to Woolwich station on the Elizabeth Line today and had a walk around.

Note.

  1. Woolwich station is a simple station with only three escalators at one end direct to the platforms, which are in a tunnel.
  2. Both platforms have platform edge doors and a similar decor to some platforms on the Jubilee Line Extension.
  3. The escalator shaft and the booking hall are lined in brick.
  4. Next to the station is a very large Marks & Spencer Food store.
  5. Outside the station is large green with a pub on one side.
  6. Over the top of the station are a lot of flats.

Is this the way that modern housing developments should be designed? It’s certainly better than some I’ve seen.

It’s certainly come on a lot, since I wrote Exploring The Woolwich Station Box, which has a gallery of what the station looked like in February 2013.

The Woolwich Foot Tunnel

My walk continued under the Thames, through the Woolwich foot tunnel.

It was the first time I’d used this tunnel.

On the other side, I got a bus to London City Airport, from where I got the Docklands Light Railway back to Woolwich Arsenal and then walked back to the Elizabeth Line station to come home.

I Doubt I’ll Use The Marks & Spencer At Woolwich Much!

The store was not designed in a way I liked.

  • Many of the goods, were behind glass doors, which meant I needed three hands to put items in my basket.
  • There weren’t many staff in the store.
  • It was difficult finding the goods I needed.
  • It was all self-service tills of the type I didn’t like.

These may be only personal preferences, but then there must be many like me who have a gammy hand for some reason.

It’s a pity really, as it is such a convenient location for a store. The only other M & S store close to the Elizabeth Line is the one at Paddington, which I use regularly.

June 15, 2022 Posted by | Transport/Travel | , , , , , , | 2 Comments

Cross City Connect Proposes HS1-HS2 Link

The title of this post is the same as that of an article in the January 2020 Edition of Modern Railways.

The article is only sketchy giving only a few details of the proposal.

  • The link would connect HS2 at Old Oak Common to HS1 at Rainham.
  • HS2 would not connect to Euston.
  • There would be intermediate stations at South Bank Central, Canary Wharf and Barking.

This map, that was posted in the RailUK forums, shows the route.

These are my thoughts on various points of the plan.

The Tunnel Route And South Bank Central Station

The proposed tunnel route is shown in red on the map.

These are my thoughts on the main tunnel.

Western Section – Old Oak Common To South Bank Central Station

This Google Map shows the area of London between Old Oak Common Elizabeth Line Depot and the South Bank.

Note.

  1. The depot is in the North-West corner marked with the red arrow.
  2. The Thames as it curves around the South Bank is in the South East corner of the map.
  3. The Serpentine in Hyde Park can be picked out.

I think that the tunnel would go deep under the West London Line and Hyde Park before cutting away East to the Thames.

Note that when a similar tunnel was dug deep under East London for High Speed One, there wasn’t too much difficulty. But that was twenty-five years ago and tunnelling techniques have surely improved.

There is also all the knowledge, that has been accumulated by the boring of Crossrail and the Thames Tideway Tunnel.

South Bank Central Station

This second Google Map shows the Thames between the London Eye and Blackfriars station.

Blackfriars Bridge, Blackfriarts station, The Hayward Gallery. The National Theatre, The Royal Festival Hall, Waterloo bridge and Waterloo station can all be picked out.

This map from carto.metro.free.fr shows the various lines in the area.

Note.

  1. There seem to be few lines by the Thames on the South Bank, with just the Bakerloo and Northern Lines crossing the area.
  2. The Waterloo & City Line crosses further to the East.
  3. I would suspect, that as most of the buildings in the area of the South Bank have been built since 1950, that detailed plans and surveys exist of the South Bank.
  4. Even Waterloo Bridge was built as recently as the Second World War, which is young for many of the bridges across the Thames.

This leads me to believe that a substantial station could be built under the South Bank.

  • It would have long platforms roughly following the line of the Thames.
  • It could be connected to Waterloo station at the South-Western end.
  • Connections could surely be made to the Bakerloo and Northern Lines and possibly to the Jubilee Line.
  • The Northern Line is being extended to Battersea Power station.
  • The Bakerloo Line could be extended to South East London.
  • There are possible plans to extend Charing Cross station over Hungerford Bridge, which could be connected as well.
  • Could the station be connected to Blackfriars station at the North-Eastern end?
  • Could tunnels be built under the Thames to connect the station to the North Bank?

It seems to me, that there are lots of possibilities to make the proposed Soiuth Bank Central station a very well-connected station.

This Google Map may offer a clue as to where the station could poke its head into the South Bank.

Going from West to East across the map, the following can be seen.

  • The approach road to Waterloo Bridge.
  • The National Theatre
  • The IBM Building.
  • The London Studios

The last is the interesting building, as it has been sold to Mitsuibishi Estates to be developed as luxury housing. It is also a large site of 2.5 acres and there used to be a tower on the site, so I suspect there could be space for a station in the basement and an entrance or two on the surface.

It would certainly be a wonderful location to arrive at in London.

  • Walk to the West and you pass The Nation Theatre, the Hayward Gallery, the Queen Elizabeth Hall and the Festival Hall before arriving at Hungerford Bridge and the footbridges to the North Bank, Charing Cross station and Trafalgar Square.
  • Walk further West and you pass the London Eye and come to Westminster Bridge, with The Palace of Westminster, Westminster Abbey and Parliament Square on the other side of the River.
  • Walk to the East and you pass Blackfriars station, that sits above the river and the Tate Modern, before arriving at the Millenium Bridge that leads to St. Paul’s Cathedral.
  • South Bank Central station could even have a pier for the Thames Clippers.

It would certainly be a Central station, worthy of the name.

In this post entitled Walking Between Blackfriars And Hungerford Railway Bridges, there are a series of pictures I took on the walk.

These pictures show the section around the studios.

Note thaty the river walk is a tree-lined boulevarde and there is an accessible beach.

It should also be noted that the Thames Tideway worksite locations are on the North side of the river at this point of the river, so this could leave space for the Cross City Connect tunnel to be towards the South Bank.

South Bank Central Station And Canary Wharf Station

This Google Map shows the route between the South Bank and Canary Wharf.

Note.

  1. The South Bank is in the North-West corner of the map.
  2. East Enders fans will be able to recognise the O2 at the Eastern side of the map.
  3. Canary Wharf is to the West of the O2 in the bend of the River.

I suspect that the tunnel could be bored roughly along the line of the River before passing under Canary Wharf, where there could be a deep-level station.

Potential Station – Canary Wharf

Canary Wharf station is only labelled as a potential station.

This Google Map shows the Canary Wharf Crossrail station.

Is the design of the station such, that extra lines could be placed alongside or under the Crossrail tracks and connected to the existing station?

There certainly must be a suitable place for a potential station at Canary Wharf, otherwise it wouldn’t have been proposed.

The station would give access to Crossrail, the Docklands Light Railway and the Jubilee Line.

I also expect that the Canary Wharf Group would be very co-operative and could make a contribution to the cost of the station.

Canary Wharf Station To Barking And Rainham

This Google Map shows the final section from Canary Wharf to Rainham.

Note.

  1. Canary Wharf and the O2 at the West of the map.
  2. The London City |Airport to the East of the O2, with the water alongside the runway.
  3. Rainham station marked by a red arrow at the East of the map.

It would appear that the route of the tunnel could be under the River or the runway at the City Airport.

But it should be born in mind, that High Speed One was dug under Barking and there wasn’t too much trouble.

Potential Station – London City Airport

As the Cross City Connect tunnel could pass under the terminal building at the Airport, could a station be built here?

I suspect not!

  • Passengers at the Airport go to many of the destinations of the rail service.
  • I don’t think there will be enough passengers to justify the station.
  • London City Airport is expanding the terminal and they probably wouldn’t want to change things now.

The Airport wants a Crossrail station and that is more likely.

Potential Station – Barking

Barking station is only labelled as a potential station.

The map from carto.metro.free.fr, shows another potential station at Barking.

It is a well-connected station.

Could a two track high speed station with two-platforms per track, be built underneath the current station and connected to it by escalators and lifts?

It would probably not be a much more difficult station to design and build, than Whitechapel station on Crossrail.

CCC-HS1 Interface

This Google Map shows the rail lines and roads around Dagenham Dock station.

Stand on the London-bound platform and whilst waiting for a c2c train, Eurostars and Javelins speed by behind you.On the map, you can just see the Jigh Speed One tunnel portal to the West of the station.

The two pairs of tracks; c2c and High Speed One run parallel through Rainham station, until they split with the c2c tracks going towards the river and Purfleet and Grays station and High Speed One threading its way through the approaches to the Dartford Crossing and its tunnel under the Thames.

This Google Map shows the area to the South-East of Rainham station, which is in the North-West corner of the map.

Note the A13 road linking East London to the junction with the M25 in the East, which is to the North of the Lakeside Shopping Centre.

This Google Map shows the North Western corner of the previous map.

Note.

  1. Rainham station at the top of the map.
  2. The two c2c tracks running South East from the station.
  3. The two High Speed One alongside the c2c tracks.
  4. The dual carriageway of the A13 road.

There is a large empty triangular area of land between the road and the four railway tracks. As I’ll mention it several times, I’ll call it the Rainham triangular site in future.

I suspect that the Cross City Connect tunnel will break off from High Speed One to the South-East of Rainham station , with a portal in the Rainham triangular site.

A train between Paris and Birmingham or Manchester would do the following.

  • Take High Speed One as now.
  • After stopping as required at Ashford and/or Ebbsfleet stations, it would cross under the Thames.
  • At Rainham it would take the Cross City Connect tunnel.

After stopping as required  at South Bank Central and Old Oak Common stations, it would take High Speed Two for the North.

Boring The Tunnel

The Rainham triangular site could be the place from where to bore the tunnel. Or at least the Eastern part!

  • There is a lot of space.
  • Linings and other heavy materials and equipment, could be brought in by rail using High Speed One.
  • Tunnel spoil could be conveyored to the river and taken away in barges.

Would tunnelling techniques have improved enough to go between Rainham and Old Oak Common in one continuous bore?

Would There Be A Station At Rainham?

All services going through the Cross City Connect tunnel would need to terminate somewhere.

Some would go all the way to the Continent and in the near future they could terminate at some of all of the following destinations.

  • Amsterdam
  • Bordeaux
  • Brussels
  • Cologne
  • Frankfurt
  • Geneva
  • Paris

High Speed Two’s trains would be compatible with the Channel Tunnel, but ridership would be variable along say a Manchester and Paris route.

So some services would need to terminate in the London area.

As the line to Euston would be abandoned in the Cross City Connect plan, a new station will be needed to terminate trains.

There are two possibilities.

  • Old Oak Common, which because of its connections to Crossrail, the Overground and the Great Western Railway will be the place of choice for many to catch High Speed Two.
  • A new station at Rainham.

Both should be built.

Rainham High Speed station would be built in the Rainham triangular site.

  • It has good road access to the UK’s motorway network.
  • c2c services would call to give South Essex access to High Speed services
  • Southeastern Highspeed services would call to give Kent access to High Speed services.
  • Continental services would call to give access to alternative routes to or through London.
  • Some High Speed Two services to and from the North would terminate at the station.

There is probably space for an extensive train depot on the site.

Consider a service between Geneva and Glasgow.

  • Most travellers would fly on this route as it would be in the order of eight hours by train.
  • I suspect though that London and Geneva at possibly six hours could attract more traffic.

A well-planned station at Rainham would probably cater for the masochists who wanted to do the long journey by High Speed Rail in a day.

But the interchange at Rainham would be invaluable for passengers travelling between the Continent and Canary Wharf or Westminster.

  • Canary Wharf is served directly.
  • Westminster is a short walk over the Thames or one stop on the Jubilee Line from South Bank Central station.
  • Try going between St. Pancras International and Canary Wharf or Westminster quickly without changing trains or using a taxi.
  • The proposed Crossrail 2 won’t make these journeys any easier.
  • The Cross City Connect Route would be faster.

As Canary Wharf is connected to Crossrail and Old Oak Common to the Overground, access to the Greater London area would be much improved with a change at Rainham High Speed station.

Cross City Connect, also gives access to these services to places, that will not be served by High Speed Two.

  • South Western Railway services from Waterloo, which will be close to South Bank Central station.
  • Great Western Railway services will be available at Old Oak Common.

Travellers wanting classic service to the North would go as now, via St. Pancras.

The only thing missing is a connection to Crossrail, which would give direct access to Liverpool Street and Paddington.

I think that Rainham High Speed station would become a very important station.

Tunnel Size And Number

High Speed Two is being built to a loading gauge of UIC GC, which is similar to the Channel Tunnel. The Channel Tunnel bores are 7.6 metres in diameter.

The biggest tunnel under London will be the one currently being dug for the Thames Tideway Scheme.

  • It will be 25 kilometres long.
  • The diameter is 7.2 metres.
  • It will be up to seventy metres below the surface.

For much of its route, it follows the Thames in a similar manner to the Cross City Connect tunnel.

Cross City Connect would need one tunnel of this size for each track.

Could two tracks share a single tunnel?

Theoretically, I think they could, but it could cause problems in station design.

Station Design

Would the Cross City Connect need four tracks and platforms at each station?

High Speed One stations at Stratford, Ebbsfleet and Ashford stations effectively have four tracks and platforms, due to the security need of separating domestic and International passengers.

But as all trains these days, including those on Eurostar and the Javelins working suburban services have doors on both sides, surely there is an engineering solution.

  • South Bank Central and any other Central London stations would have platforms on both sides
  • All platforms would have level access between train and platform and platform doors.
  • Platform doors would be designed to work with all trains using the route. I have ideas how this could be done.
  • The domestic platforms would be the two platforms between the two tunnels. This would mean domestic passengers could board and leave the trains with the minimum of fuss. They could also reverse direction if they should need.
  • The International platforms would be on the outside and would have the extra security checks needed.
  • International and domestic services would only open doors to the appropriate platform.

If a solution to the security problem can be found, then two tunnels would be sufficient.

Four tunnels would blow the budget.

Train Operating Speed In The Tunnel

Consider.

  • High Speed Two has been designed with an operating speed of 225 mph.
  • The Chanel Tunnel has a maximum operating speed of 100 mph.
  • The Channel Tunnel track could possibly handle 120 mph.
  • Crossrail has an operating speed of 90 mph.

It should also be noted that the faster the trains go, the greater the pressure on infrastructure like platform edge doors and the passengers waiting on the platforms outside the doors.

I would suspect that the maximum operating speed of trains in the Cross City Connect tunnel would not  be hoigher than 100 mph, but with a possibility of increasing it up to 125 mph in the future.

Train Frequency

Note that the design frequency of High Speed Two is twenty-one trains per hour (tph).

If Thameslink and Crossrail have been planned for twenty-four tph, with an objective of going to thirty tph, I don’t see why, we shouldn’t see twenty-four tph or even thirty tph running through the Cross City Connect tunnel.

Summing Up The Tunnel Route And South Bank Central Station

These are my conclusions on the tunnel route.

  • It uses London’s geography and the tunnelling-friendly clay soil to advantage.
  • The designers of the scheme have found an easy place to build a well-connected station at South Bank Central.
  • It also appears that the Eastern portal at Rainham, is on a site with plenty of space.
  • Could the Eastern portal make a good site from where to build the tunnel.

Overall, it appears to be a very viable project.

Passenger Services

When Phase Two of High Speed Two, these services are currently planned to run into Euston.

  • 3 tph – Birmingham Curzon Street – via Old Oak Common and Birmingham Interchange (2 tph)
  • 2 tph – Liverpool – via Old Oak Common, Stafford (1 tph), Crewe (1 tph) and Runcorn
  • 3 tph – Manchester – via Old Oak Common, Birmingham Interchange and Manchester Airport (2 tph)
  • 1 tph – Preston – via Old Oak Common, Warrington Bank Quay and Wigan North Western
  • 2 tph – Glasgow – via Old Oak Common, Birmingham Interchange (1 tph), Preston and Carstairs
  • 2 tph – Edinburgh – via Old Oak Common, Birmingham Interchange (1 tph), Preston, Carstairs and Edinburgh Haymarket
  • 3 tph – Leeds – via Old Oak Common, Birmingham Interchange, East Midlands Hub (1 tph), Chesterfield (1 tph) and Sheffield Midland (1 tph)
  • 2 tph – Sheffield – via Old Oak Common, Birmingham Interchange, East Midlands Hub and Chesterfield (1 tph)
  • 1 tph – York via Old Oak Common and Birmingham Interchange
  • 2 tph – Newcastle – via Old Oak Common (1 tph) and Birmingham Interchange and York.

Adding these up gives a frquency of twenty-one tph between Old Oak Common and Birmingham Interchange.

The Dutch believe that five trains per day (tpd) will be viable between London and Amsterdam and it looks like this frequency will be running by the end of 2021.

Obviously, passenger numbers will be determined by where passengers want to go, but I think that there should be at least this minimum service between the Continent and the North.

  • 3 tpd – Glasgow
  • 3 tpd – Liverpool
  • 3 tpd – Birmingham Curzon Street
  • 3 tpd – Manchester
  • 3 tpd – Leeds

I believe that High Speed Two and Northern Powerhouse Rail will be combined, as I described in Changes Signalled For HS2 Route In North.

This could result in a service between London and Hull that  called at Old Oak Common, Birmingham Interchange, Crewe, Manchester Airport, Manchester, Huddersfield, Bradford and Leeds.

I estimated timings from London to various cities as follows.

  • Birmingham – 49 minutes
  • Liverpool – 66 mins
  • Manchester – 66 mins
  • Leeds – 92 mins
  • Hull – 130 minutes

It looks like there could be a direct service between Paris or Brussels to the North in these times.

  • Birmingham – Under three hours
  • Liverpool – Under four hours
  • Manchester – Under four hours
  • Leeds – Around four hours
  • Hull – Under five hours

Get the design of Rainham High Speed station right and the right timetable and timings would only be a few minutes longer with a cross-platform interchange at Rainham High Speed or Birmingham Interchange station.

The merging of High Speed Two and Northern Powerhouse Rail could enable services with these frequencies.

  • 4 tpd – Paris or Brussels and Birmingham
  • 4 tpd – Paris or Brussels and Glasgow
  • 4 tpd – Paris or Brussels and Manchester, Huddersfield, Leeds and Hull.
  • 4 tpd – Paris or Brussels and Liverpool

Note.

  1. These services would be pairs of trains, eith the two trains would splitting and joining at Lille. One train would go to and from Brussels and the other to and from Paris.
  2. The services would add one tph to traffic through the busy Channel Tunnel and to High Speed Two between Old Oak Common and Birmingham Interchange.
  3. There would be several extra services per day, with a change at Rainham High Speed station.
  4. Birmingham would get four tpd at Birmingham Curzon Street and another twelve tpd at Birmingham Interchange.
  5. The trains from Brussels could have Amsterdam, Cologne and Frankfurt as their terminus.

I could see these services giving the airlines a good kicking.

  • Manchester and Paris has seven flights per day, but the route could have four direct tpd and three tph with a change at Rainham.
  • Glasgow and Paris appears to have just two flights per day.
  • A 200 metre long train could seat over 500, whereas an Airbus A320 seats around 200.

Would you fly between Paris and Birmingham, Liverpool or Manchester, if you could go by train in under four hours?

Freight Services

Why not? Especially at night!

Design the platform edge door correctly and freight trains would be able to pass through the Cross City Connect tunnel.

Much of the container traffic between the UK and Europe should go by rail, and this tunnel makes it possible.

Issues That Must Be Considered

There are a few issues that must be considered.

St. Pancras Station

I think that long-term St. Pancras station will have capacity and access problems for trains and passengers.

  • The six Eurostar platforms are probably not enough, if more services want to use the station.
  • The lounges and passport control need more space.
  • At times, the station concourse is overcrowded.
  • Crossrail 2 and/or better access to the Underground is needed now.
  • Getting from St. Pancras to Canary Wharf, Euston and Westminster is not easy.

You also regularly hear Eurostar passengers moaning and say that they preferred Waterloo as the terminal.

Building Cross City Connect solves all the problems and effectively gives London five stations, that can be used for the Continent at Canary Wharf, Old Oak Common, Rainham, Saint Pancras and South Bank Central.

Southeastern’s HighSpeed Services

Southeastern’s HighSpeed services to and from Kent, only have two London destinations; Stratford and St. Pancras.

  • Cross City Connect seem to be suggesting that some of these services take their new tunnel and go to Birmingham.
  • They would connect the services to the new stations at Canary Wharf and South Bank Central.
  • The current Class 395 trains are only 140 mph trains and might be to slow for the 225 mph High Speed Two.
  • But their speed would be fine on an upgraded West Coast Main Line.

I’m sure that space could be found at Milton Keynes, Tring or Watford Junction for a platform to handle four tph through the Cross City Connect tunnel to Rainham and Kent.

London would get another Crossrail!

And talking of Crossrail, the services could take the Crossrail route to Reading and possibly Oxford.

There is great potential to use some of those paths through the Cross City Connect tunnel to link passengers to the major Continental interchange at Rainham High Speed station.

Stratford International Station

At present this station is really only a domestic station for Southeastern’s HighSpeed services between St. Pancras and Kent.

  • Continental services do not stop.
  • The only connections are to buses and the Docklands Light Railway.
  • It is badly-connected to Crossrail, the Greater Anglia services and the Underground, at the main Stratford station.
  • Underneath the station is the High Meads Loop, which is connected to the West Anglia Main Line and used to be used to terminate Stansted Expresses.

It is a design crime of the worst order.

But it could be so much better.

  • A better connection with a travelator could connect the two Stratford stations.
  • A Lea Valley Metro could be developed using the High Meads Loop as a terminus.
  • Stansted Airport and Cambridge services could also use the High Meads Loop.
  • Platforms could be added to the High Meads Loop, that would connect direct to the International station.

I also feel some Continental services should stop, as this would give them easy access to the important Crossrail.

Stratford could be the station, that ties London, East Anglia and South Essex together and gives them good links to the Continent.

A Future Thames Estuary Airport And Thames Barrier

I feel that in the next three decades, there is at least a fifty percent chance, that London will build an airport in the Thames Estuary.

The Airport would probably be some miles to the East, but the Cross City Connect tunnel and Rainham High Speed station could be valuable parts of the rail system serving that Airport.

Look at the section called Future in the Wikipedia entry for the Thames Barrier.

A new barrier will be needed in the next fifty years.

It could include rail and road crossings.

It could incorporate a large Airport.

There may even be tidal power generation.

As there will be extensive developments on both sides of the Thames, more transport infrastructure will be needed and the Cross City Connect tunnel and the Rainham High Speed station will play their part.

Immigration Control And Security

This could have a large effect on station design, as domestic and International passengers will need to be kept apart.

Cross City Connect are saying that four tracks might be needed; two for domestic services and two for International ones.

However, I believe that a four-platform station with just two tracks (and tunnels!), that kept domestic and International passengers apart could be built.

Earlier I said this.

  • South Bank Central and any other Central London stations would have platforms on both sides
  • All platforms would have level access between train and platform and platform doors.
  • Platform doors would be designed to work with all trains using the route. I have ideas how this could be done.
  • The domestic platforms would be the two platforms between the two tunnels. This would mean domestic passengers could board and leave the trains with the minimum of fuss. They could also reverse direction if they should need.
  • The International platforms would be on the outside and would have the extra security checks needed.
  • International and domestic services would only open doors to the appropriate platform.

I certainly think, there is a solution, that can be used with just two tracks.

Euston Station

If the Cross City Connect route is built, what happens at Euston?

Operationally, Euston may have problems with the number of platforms and their length, as many of London’s terminal stations do.

But Euston’s biggest problem is the connection to the Underground.

  • It is a cramped station.
  • It is not step-free.
  • The Circle, Hammersmith & City and Metropolitan Lines call in the separate Euston Squiare station about two hundred metres away.

I understand that these problems were to be fixed with the rebuilding of the station.

So what happens now?

Will there be more demolition of the station and the surrounding buildings?

Conclusion

There’s more to this project, than meets the eye!

 

January 3, 2020 Posted by | Transport/Travel | , , , , , , , | 12 Comments

Two Crossrail Stories

There are two Crossrail stories this morning.

  • London City Airport In Talks With TfL About Crossrail Station on New Civil Engineer.
  • Crossrail Stations And Tunnels ‘To Be Finished This Year’, TfL Documents Reveal on Building.

Both would appear not to be gloomy news.

May 21, 2019 Posted by | Transport/Travel | , | Leave a comment

London City Airport Appoints Former Crossrail Boss Rob Holden As New Chairman

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

If this doesn’t get the extra station on Crossrail at Silvertown, that London City Airport needs and wants, then nothing will.

November 26, 2018 Posted by | Transport/Travel | , , | Leave a comment

Extra Intermediate Stations On Crossrail

Various groups and councils regularly ask if there could be an extra station on Crossrail, that would be convenient for their needs.

Can Extra Stations Be Accommodated In The Timetable?

There is not much point in building an extra station, if it means that a realistic timetable can’t be achieved.

Every station stop will introduce a delay intro the timetable. The train may only be stationary for thirty seconds or so, but there is extra time in the braking and acceleration either side of the stop.

But the Class 345 trains have been designed so that the times to execute a station stop are minimised.

Rapid Acceleration And Deceleration

The trains have been designed with eight motored cars out of a total of nine.

  • This high-proportion of powered axles gives the trains acceleration and deceleration, which is fast, but well within the levels for passenger safety and comfort.
  • The trains also have regenerative braking, which is powerful and smooth.
  • At times on the current service between Liverpool Street and Shenfield, I have noticed the trains waiting at stations for a couple of minutes, to allow the timetable to catch up.

These trains have the performance to execute a station stop in the smallest time possible.

Wide Doors And Spacious Lobbies

The trains have been designed with wide double doors and spacious lobbies.

This enables fast unloading and loading of passengers at each station.

Level Access Between Train And Platform

Trains and platforms could be arranged, so that all passengers can embark and disembark as fast as possible.

Precision Driving And Automatic Train Control

As much of the route uses modern digital signalling and the trains have a comprehensive driver assistance system, the trains should be driven to a high degree of precision.

Conclusion

All of these factors will make it possible to execute station stops very quickly.

Thus, if it is desired to add a new station stop, the stop might only add a few minutes to the timetable.

You wouldn’t want to add half a dozen stops between Stratford and Shenfield, but the odd stop here and there shouldn’t be a problem!

Could Extra Stations Be Added In The Tunnels?

I would hope that Crossrail’s design process wouldn’t have left out an important station in the Underground sections of the line.

In my lifetime only one station has been added to a line after it opened, except on an extension. That station was Pimlico on the Victoria Line, but that was a late addition to the project and opened within fourteen months of the opening of the rest of the line.

I think, that I can safely say that from the history of London’s extensive network of underground railways, that it would be extremely unlikely to add a new underground station to Crossrail.

But I think though the following could happen.

New Entrances To Existing Stations

Even these will be extremely unlikely, if Crossrail have done their planning thoroughly.

But then there are massive property developments, sprouting up all over Central London.

One of London’s latest signature office developments, the Norman Foster-designed Bloomberg London will incorporate an entrance to Bank Underground station.

Hopefully, the entrance will open soon.

Bank station’s new step-free entrance will also incorporate a massive office development on the top.

If a property developer is spending around a billion pounds on a development, and it can be connected to a station, they will seriously look at doing it.

I can’t believe that no new developments will want to have an entrance to a Crossrail station.

The New Museum Of London

The current site of the Museum of London is too small and difficult to find. The Museum is planning to move to Smithfield and will be very close to Farringdon station.

There is a massive over-site development on top of the station, that I wrote about in TfL Gives Go Ahead To Build Above Farringdon Station.

This Google Map shows the relationship between the station and the new site of the museum.

Note.

  1. The  building with the light-green roof is the Poultry Market.
  2. Thameslink runs under the Poultry Market.

The basement of this Poultry Market together with the site to its West and the triangular site to the South, will be transformed into the new Museum of London.

Much of the space between the Poultry Market and Farringdon station is a Crossrail work-site and whole area is ripe for development, which must surely incorporate some form of connection between the Museum and Farringdon station.

Farringdon, which for many years was just a meat market surrounded by a lot of low grade buildings, should evolve into a visitor attraction in its own right.

For a better look at the current state of the area, visit A Detailed Look At The Space Between Farringdon Station And The New Museum Of London Site.

As a Friend of the Museum of London, I am looking forward to what will happen!

The Liverpool Street-Moorgate Mega -Station

I don’t think many, who use Liverpool Street and Moorgate stations understand what will happen when Crossrail opens.

This visualisation shows the below-ground elements of the Crossrail station, that will connect the two current stations.

Note.

  1. On the right is the Central Line, which is shown in red and continues South to Bank station under Bishopsgate.
  2. On the left is the Northern Line, which is shown in black and continues South to Bank station.
  3. The Circle, Hammersmith and City and Metropolitan Lines, which are shown in yellow.
  4. Crossrail is in blue.
  5. The ventilation and evacuation shaft for Crossrail in Finsbury Circus.

This Google Map shows the area of the stations.

Note Finsbury Circus in the middle.

I would not be surprised if some redevelopment has access into this mega-station complex, that stretches either side of Finsbury Circus.

This access needn’t be below ground, as I strongly believe that the City of London will become virtually traffic-free in the next ten years.

Missing Interchanges

One of the omissions in the design of Crossrail, is the lack of a link to both the Piccadilly and Victoria Lines.

Consider.

By 2024, these two lines will be running at least thirty-six trains per hour (tph) in both directions.

The capacity of Crossrail in each direction could be thirty tph each carrying 1500 passengers or 45,000.

Dear Old Vicky’s current trains hold 876 passengers, so if she achieves the magic forty tph, which I believe she will, then this equates to just over 35,000.

Siemens will surely ensure, that the capacity of the Piccadilly Line will at least be as high, as that of the Victoria Line.

It is just amazing to think what might be squeezed out of twentieth-century infrastructure, some of which is over a hundred years old.

Oxford Circus Station And The Hanover Square Entrance To Bond Street Crossrail Station

This is the easy interchange between Crossrail and the Victoria Line.

  • Oxford Circus station is full-to-bursting and will be rebuilt in the next few years, with wider platforms, more escalators and full step-free access.
  • I also think, that provision of an easy walking route to the Hanover Square entrance of Bond Street station will be provided, either by pedestrianising much of the area or perhaps building a pedestrian tunnel with travelators.
  • It is probably less than two hundred metres to walk on the surface.

Coupled with some property development along the route, there must be possibilities for an innovative scheme, that would ease passengers on routes between Paddington and Heathrow and North and East London.

I took these pictures, as I walked between Oxford Circus Tube station and Hanover Square.

This Google Map shows the route from Oxford Circus station to Hanover Square.

In the simplest scheme, part-pedestrianisation of Hanover Square and Princes Street  might just do it!

  • A new entrance to Oxford Circus station could also be constructed in the middle of a large pedestrian area, at the shut off junction of Princes Street and Regent Street.
  • A short tunnel would connect the new entrance, to the rebuilt.Oxford Circus station.
  • Walking wouldn’t be long, with the possibility of a wait in the gardens in the centre of Hanover Square.
  • Appropriate retail outlets could be placed along Princes Street.
  • Crossings with lights would enable pedestrians to cross into and out of the gardens.

Was this always Transport for London’s plan to link Crossrail to the Victoria Line?

It’s certainly feasible and works with little or no construction.

The Importance Of Finsbury Park Station

Finsbury Park station has two direct routes to Crossrail; Thameslink to Farringdon and the Northern City Line to Moorgate and could have a third if the Victoria Line has a better connection at Oxford Circus/Bond Street.

Passengers needing to use Crossrail from the Northern reaches of the Piccadilly Line could walk across the platform to the Victoria Line and then use the Oxford Circus/Bond Street connection.

It is not a perfect route, but if Finsbury Park were to be upgraded to a passenger-friendly interchange, it would be a lot better.

So it looks like, it will be Vicky to the rescue again.

Never in the field of urban transport was so much owed by so many to a single railway built on the cheap.

Interchange Between Crossrail And The Piccadilly Line At Holborn Station

Consider.

  • Holborn station is due to be rebuilt with a second entrance in the next few years.
  • Crossrail passes under Holborn station.
  • After rebuilding, Holborn station will probably offer the best interchange to an East-West route from the Piccadilly Line.
  • To add extra platforms on Crossrail, would probably mean long closures on the line.

It is one of those projects, that can be done, but not without immense disruption.

But at some point in the future, it is a link that could be added, so I wouldn’t be surprised to see the expanded Holborn station will have provision for a link to Crossrail.

New Surface Stations On Crossrail

Usually, when you look at old maps of railway lines there are a number of places, where stations used to be.

However, between Reading and Shenfield stations, there is no station that has been closed. There is a site for Crowlands station that was planned near Romford, in the early twentieth century, but was never built. No-one is suggesting it should be opened now.

So where are stations planned or proposed?

Old Oak Common Station

In fifteen years or so, Old Oak Common station could be one of the most important non-terminal on Crossrail.

Current plans say that the following lines will call at the station.

  • Crossrail
  • Great Western Railway
  • High Speed Two

In addition the following lines may call.

  • London Overground
  • West London Orbital Railway
  • Chiltern Main Line

It could become a very comprehensive interchange station.

This Google Map shows the vast Old Oak Common site.

Note.

  1. The Grand Union bisecting the site in an East-West direction.
  2. The inverted-Y of the Overground, with North London Line to Richond going South-West and the West London Line to Shepherds Bush going South-East.
  3. The Great Western Main Line going East-West across the bottom of the map.
  4. The West Coast Main Line  going East-West across the top of the map.
  5. The Dudding Hill Line going North-South at the Western side of the map.

Between the Grand Union Canal and the Great Western Main Line, there are currently four rail depots. From South to North, they are.

  • Hitachi’s North Pole depot, where they service the Class 800 trains for Great Western Railway.
  • The Heathrow Express depot.
  • The Great Western Railway depot.
  • Crossrail’s main depot.

The Heathrow Express depot is due to be demolished to make way for the new Old Oak Common station.

Wikipedia says this about the station.

The High Speed 2 line will be below ground level at the Old Oak Common site, with the parallel Great Western Main Line and Crossrail tracks on the surface to the south.

This map from Wikipedia, shows how the lines connect.

A few points.

  • Considering that the High Speed Two tracks are below the surface and the Crossrail and Great Western tracks will be on the surface, I am fairly sure that a simple clean interchange will be created.
  • The different levels will also mean that if say there were to be a Crossrail branch to Watford or High Wycombe, then the High Speed Two tracks are well out of the way.
  • The High Speed Two platforms will be almost four hundred metres long, with the Crossrail and Great Western platforms probably about half as long. This should give lots of scope to create good connections to the other lines through the station.
  • The new Old Oak Common Lane station will be on the North London Line between Stratford and Richmond stations, will be the way I access High Speed Two from Dalston and it will be 350 metres West of the main station.
  • The West London Orbital Railway could have a station on the Dudding Hill Line, which runs to the West of, but close to Old Oak Common Lane station.
  • The new Hythe Road station will be on the West London Line between Stratford and Clapham Junction stations and will be 1100 metres from the main station.
  • Hythe Road station will incorporate a turnback platform for services from Clapham Junction. It would be ideal for a service between Gatwick Airport and High Speed Two.
  • It should not be forgotten that there is going to be a large number of houses built around Old Oak Common.

It looks to me that if I took the wrong train from Dalston Kingsland station to get a High Speed Two train to Birmingham or the North, I might end up at the wrong end of my double-length High Speed Two train, with a walk of up to 1100+400+350 = 1850 metres to get to the required place on my train.

I would hope that the High Speed Two station would have some form of high-tech people mover, that stretched across the station site. It could be like a cable car without the cable.

Hopefully, the designers of Old Oak Common station will create what needs to be one of the best stations in the world.

London City Airport Station

Wikipedia says this about adding a station for London City Airport.

Although the Crossrail route passes very close to London City Airport, there will not be a station serving the airport directly. London City Airport has proposed the re-opening of Silvertown railway station, in order to create an interchange between the rail line and the airport. The self-funded £50m station plan is supported ‘in principle’ by the London Borough of Newham. Provisions for re-opening of the station were made in 2012 by Crossrail. However, it is alleged by the airport that Transport for London is hostile to the idea of a station on the site, a claim disputed by TfL.

In 2018, the airport’s chief development officer described the lack of a Crossrail station as a “missed opportunity”, but did not rule out a future station for the airport. The CEO stated in an interview that a station is not essential to the airport’s success

This Google Map shows the Western end of the terminal at London City Airport and the Docklands Light Railway running to the station at the Airport.

The Southern portal of Crossrail’s Connaught Tunnel can be seen under the DLR at the left end of this map, due to the concrete buttresses across the cutting rebuilt for Crossrail.

Surely, it would not be the most difficult of designs to build a station, somewhere in this area, where the former Silvertown station once stood.

I said more about this station in August 2017 in Action Stations On Crossrail Howler.

I will be very surprised if this station isn’t built.

Ladbroke Grove Station

If Ladbroke Grove station is built, it will because of property development. Wikipedia says this about current plans.

At a site just to the east of the Old Oak Common site, Kensington and Chelsea Council has been pushing for a station at North Kensington / Kensal off Ladbroke Grove and Canal Way, as a turn-back facility will have to be built in the area anyway. Siting it at Kensal Rise, rather than next to Paddington itself, would provide a new station to regenerate the area. Amongst the general public there is a huge amount of support for the project and then-mayor of London Boris Johnson stated that a station would be added if it did not increase Crossrail’s overall cost; in response, Kensington and Chelsea Council agreed to underwrite the projected £33 million cost of a Crossrail station, which was received very well by the residents of the Borough. Transport for London (TfL) is conducting a feasibility study on the station and the project is backed by National Grid, retailers Sainsbury’s and Cath Kidston, and Jenny Jones (Green Party member of the London Assembly).

This Google Map shows the wider area.

Note.

  1. Ladbroke Grove is the road running North-South at the right side of the map.
  2. Canal Way is the twisting road running North of the railway.
  3. Sainsbury’s supermarket is North of Canal Way.
  4. The cleared site of the old Kensal gasworks is earmarked for housing.

The Crossrail tracks are on the North side of the railway, so access from a station to the housing could be very easy.

Conclusion

Crossrail is not even open yet and it looks like when it does, it will start a large number of projects to expand its scope.

Some will be about extending the system, some about better transport links and other about property development.

Crossrail will be an unlimited opportunity for London and the South East.

November 19, 2018 Posted by | Transport/Travel | , , , , , , , , | 2 Comments

Next Time I’ll Go By Train

I have just taken thirty minutes to get through security at City Airport. Mainly because there is not enough staff!

Airports in general could also use much more artificial intelligence to speed the process.

A lot would be to apply simple rules to historic passenger flows to make certain there are enough staff.

September 10, 2018 Posted by | Transport/Travel | , , | Leave a comment

London To Novara

I flew from between London City and Milan Linate airports and then it was a coach and train to Novara.

These are the various legs of my journey.

Home To London City Airport

I took the following route.

It took just fifty minutes.

It is my closest airport.

London City Airport to Milan Linate Airport

I flew with British Airways Cityflyer.

  • The Airport was busy and there were delays at security.
  • We left a few minutes late.
  • The plane was an Embraer 190 SR.
  • I had a default aisle seat, but the guy in the window seat didn’t come, so I had room to spread about.
  • Some got a free snack, but they had no gluten-free, so BA gave me an extra water from Thirsty Planet.

I took these pictures during the flight.

The flight was more expensive than easyJet or Ruanair, but more refined and not as expensive as British Airways from Heathrow.

It was a route, I’d use again.

Milan Linate Airport To Milan Centrale Station

This was a five euro transfer in a coach from the airport to Milan Centrale station.

As I’d bought the ticket for the bus from a guy by the baggage reclaim, it was a painless business.

Wikipedia says this about Milan Central station.

Milano Centrale has high speed connections to Turin in the west, Venice via Verona in the east and on the north-south mainline to Bologna, Rome, Naples and Salerno. The Simplon and Gotthard railway lines connect Milano Centrale to Bern and Geneva via Domodossola and Zürich via Chiasso in Switzerland.

The station is also an important stop on the Milan Metro.

Looking up on Loco2.com, it would appear that most major cities in Italy have an hourly direct service to and from Milan Central.

Many are high speed trains, like the French TGV, which are called Freciarossa.

My journey between aiirport and station took forty minutes.

Unless I need a specific train, I rarely buy a ticket until I get to the station in Italy.

You can either go straight on to your destination on the next train, or dump your luggage in the left luggage lockers and take a couple of stops on the Metro to the cathedral to have a quick look at Milan.

Milan Centrale Station To Novara Station

To get to Novara station, I used the hourly express commuter service, that goes to Turin.

Note.

  1. The hour’s journey took about an hour and cost me five and a half euros.
  2. My train ran to the timetable.
  3. Usually, you can board a train about fifteen minutes before it leaves.
  4. The Italians paint a lot of rails white. It keeps them cool!

I arrived in Novara about five hours after I took off from London City Airport, so the total journey time coul;d have been under seven hours.

 

May 29, 2018 Posted by | Transport/Travel | , , , , , , , , | 1 Comment