The Anonymous Widower

More Frequent Trains And A New Station For The London Overground

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

This is said.

In a statement, the government agreed to requests for £80.8 million from the GLA to support transport upgrades so that 14,000 homes can be built along the East London Line.

Upgrades include

  • New Bermondsey station, which was originally to be called Surrey Canal Road, will be built.
  • A second entrance will be built at Surrey Quays station.
  • Frequency between Dalston Junction and Clapham Junction stations will be increased from four trains per hour (tph) to six tph.
  • Frequency between Highbury & Islington and Crystal Palace stations will be increased from four tph to six tph.

The frequency upgrades will mean twenty tph between Dalston Junction and Surrey Quays stations, or a tyrain every three minutes as opposed to the  current three minutes and forty-five seconds.

A few thoughts follow.

Surrey Quays Station Upgrade

Ian’s article says this about the new entrance at Surrey Quays station.

The very cramped Surrey Quays station gets a second entrance, which will run under the main road and be based on the north side, where the shopping centre car park is today. That avoids crossing two busy roads, which can take some time if you’re waiting for the lights to change.

This Google Map shows the station and the car park of the Shopping Centre.

These are my pictures, taken at and around the station.

Traffic is bad and the subway suggested by Ian’s wording will be very welcome.

Collateral Benefits At New Cross Gate

New Cross Gate station will be one of several stations along the East London Line to see benefits in service frequency and quality.

The train frequency on East London Line services will rise from eight tph to ten tph.

But this is not all that should or could happen.

  • The service between Highbury & Islington and West Croydon stations could rise from four tph to six tph.
  • This would mean that New Cross Gate would have a twelve tph service to and from Whitechapel, which in a year or so, will have Crossrail connections to Canary Wharf, Bond Street, Paddington and Heathrow.
  • Southeastern should be getting new higher-capacity, higher-performance and possibly longer trains to replace their elderly trains into London Bridge.
  • Charing Cross station is redeveloped into a higher-capacity, cross-river station, to allow more trains.
  • Digital signalling, as used on Thameslink will be extended to cover all trains through New Cross and New Cross Gate.
  • The Docklands Light Railway to Lewisham will get new and higher-capacity trains.
  • Southeastern Metro services could go to the London Overground.

Could this all mean that the East London Line, Southeastern and Crossrail will more than hold the fort until it is decided to build the Bakerloo Line Extension?

The Bakerloo Line Extension

This map shows the route of the Bakerloo Line Extension.

If and when the Bakerloo Line Extension is built, New Cross Gate will surely become a major transport hub.

If you look at the current and proposed stations on the Southern section of an extended Bakerloo Line, you can say the following.

  • Paddington will get a step-free pedestrian link between Crossrail and the Bakerloo Line.
  • Charing Cross will benefit from more Southeastern Metro services into the main line station.
  • Waterloo will benefit from more Southeastern Metro services through the attached Waterloo East station.
  • Elephant & Castle station will benefit from more Thameslink services through the attached main line station.
  • New Cross Gate will benefit from more Southeastern Metro and East London Line services through the station.
  • Lewisham will benefit from more Southeastern Metro services through the station.

 

But there are no interim benefits for the blue-mauve area, that will be served by the proposed Old Kent Road 1 and Old Kent Road 2 stations.

In addition, is there a need to add capacity between  the New Cross area and Lewishan? Spiutheastern improvements will help, but the Bakerloo Line Extension will do a lot more!

Except for these two stations, is there a reason to build an extension to the Bakerloo Line, as train services between Charing Cross, Waterloo East and New Cross Gate and Lewisham will be significantly increased in frequency, reach and quality?

A Bakerloo Line Extension Redesign

Whatever happens to the Bakerloo Line, the following should be done.

  • New walk-through trains running at a higher-frequency on the current route.
  • Major access improvements and better connection to main line services at Elrphant & Castle, Wterloo East, Charing Cross and Willesden Junction stations.
  • A radical reorganisation North of Queen’s Park station, in conjunction with the Watford DC Line and the proposed West London Orbital Railway.

This would improve the current line, but it would do nothing for those living where the extension will go!

So why not do what is happening to the Northern Line at Battersea and create a short extension to the Bakerloo Line that serves the areas that need it and one that can be extended in the future?

  • You could argue, that the extension to Lewisham is short and it could be extended to Hayes and other places.
  • I also think, that the route goes via New Cross Gate, as that is one of the few sites in the area, from where a large tunnel could be built.

Ideally, what could be needed is a high-capacity public transport link from Elephant & Castle and Greenwich and/or Lewisham via the Old Kent Road, New Cross Gate and New Cross.

The Germans, the Dutch and others wouldn’t mess about and would run trams along the road, but that would go down with the locals like a lead West London Tram.

So it looks like some form of extension of the Bakerloo Line is the only way to go.

Consider.

  • Two-platform terminal stations at Brixton and Walthamstow Central handle up to thirty-six tph on the Victoria Line.
  • New Cross Gate and New Cross stations are about five hundred metres apart.
  • Double-ended stations like Knightsbridge on the Piccadilly Line and Kings Cross on the Victoria Line work very well.

I would look at building a doublr-ended Bakerloo Line station deep underneath New Cross Road.

  • It would be connected by escalators and lifts to the existing stations at New Cross Gate in the West and New Cross in the East.
  • Provision would be made to extend the line further to either Greenwich or Lewisham.
  • New Cross and Lewisham already have a high-frequency connection around four tph.
  • The whole extension could be built from the single tunnelling location on the Sainsbury’s site at New Cross Gate.
  • There would be no necessity for any works at Lewisham station.

It would probably need more services to be run between New Cross and Lewisham.

Extending The East London Line Service South From New Cross

New Cross is served by the only short service on the London Overground; the four tph between Dalston Junction and New Cross stations.

So could this Rast London Line service be extended South to serve Lewisham to increase services between New Cross and Lewisham?

This map from carto.metro.free.fr shows the lines at New Cross station.

Note how the double-track East London Line, shown in orange, arrives from Surrey Quays station arrives in the North-Western corner of the map, becomes a single-track and then goes under the main lines before going into the bay platform D.

This Google Map shows the same area.

The London Overground track is clearly visible.

Could extra track be added, to enable the following?

  • Southbound trains could join the main line and stop in Platform C
  • Northbound trains could leave the main line after stopping in Platform A and go towards Surrey Quays station.

If this is possible, then  it would give a four tph service between Dalston Junction and Lewisham, with an important stop at Whitechapel to connect to Crossrail.

Lewisham doesn’t have the space for a terminal, but there would appear two possible terminals South of Lewisham.

  • Hayes – Journey time to and from Dalston Junction would take around 53 minutes.
  • Orpington – Journey time to and from Dalston Junction would take around 50 minutes.

Both stations would make ideal terminals.

  • They have bay platforms for terminating the trains.
  • Round trips would be a convenient two hours.
  • Eight trains would be needed for the service.
  • New Cross will have the same four tph to and from Dalston Junction as it does now!
  • Lewisham and Dalston Junction would have a four tph service that would take 27 minutes.

The service could even be split with two tph to each terminal.

Will the Extended Services Need To Replace Other Services?

Currently Hayes has these current Off Peak services.

  • Two tph to Cannon Street via London Bridge
  • Two tph to Charing Cross via London Bridge

I would expect that if digital signalling is applied through the area, that the extra services could be added to Hayes and Orpington as decided.

An Improved Hayes Line

Transport for London and various commentators always assume that the Bakerloo Line will eventually take over the Hayes Line.

This will or could mean the following.

  • Passengers used to a full-size train looking out on the countryside and back gardens through big windows, will have to get used to a more restricted view.
  • Platforms on the Hayes Line will need to be rebuilt, so that two different size of train will be step-free between train and platform.
  • The service could be slower.
  • The ability to walk through an increasingly pedestrianised Central London to and from Cannon Street, Charing Cross and London Bridge will be lost.
  • Loss of First Class seats. which will happen anyway!

I think that passengers will want to stick with the current service.

The only reason to allow the Bakerloo Line Extension to take over the Hayes Line, is that it would allow another four tph to run between Lewisham and London Bridge. But digital signalling could give the same benefit!

But what if the Overground muscled in?

The Hayes Line could take up to four tph between Dalston Junction and Hayes, via Lewisham and New Cross, which would give these benefits.

  • Increased capacity on the Hayes Line.
  • An excellent connection to Crossrail, which would give a better connection to the West End, Liverpool Street and Heathrow.
  • Better connection to the Eastern side of the City of London and Canary Wharf.

There would be no mahor changes to the infrastructure, except for the installation of digital signalling, which will happen anyway.

Times To And From Crossrail

Times to and from Whitechapel, with its Crossrail connection are.

  • Lewisham – 17 minutes
  • Hayes – 44 minutes
  • Orpington – 41 minutes

The current service between Orpington and Farrington, which also will connect to Crossrail, takes 52 minutes.

Penge Interchange

Although, this has not been funded, I think that this new interchange could be very much in Transport for London’s plans.

I discuss the possible Penge Interchnge station in Penge Interchange.

It’s certainly something to watch out for, as it could improve connectivity by a large amount.

The View From The Dalston Omnibus

For decades, Dalston had a terrible reputation and then came the Overground, which changed everything.

There are now these combined devices from the two Dalston stations.

  • Eoght tph to Stratford
  • Four tph to Richmond via Willesden Junction
  • Four tph to Clapham Junction via Willesden Junction
  • Four tph to Clapham Junction via Surrey Quays
  • Four tph to Creystal Palace via Surrey Quays
  • Four tph to New Cross via Surrey Quays
  • Four tph to West Croydon via Surrey Quays

There is also a useful eight tph connecting service between Dalston Junction and Highbury & Islington.

In the next couple of years, these developments should happen.

  • Services on the East London Line will be increased with an extra two tph to Clapham Junction and Crystal Palace.
  • Services on the North London Line will be increased to cope with overcrowding. As the Dalston Junction and Highbury & Islington connecting service will be going to ten tph, it would seem logical that the North London Line service should match this frequency.
  • Crossrail will open and Dalston will have a twenty tph connection to its services at Whitechapel.

Dalston needs better connections to either main line terminal stations or their interchanges a  few miles out.

Currently, Dalston has very useful connections to the following main interchanges.

  • Stratford for the Great Eastern Main Line.
  • Clapham Junction for the South Western Railway and Southern services.
  • Richmond for Windsor and Reading services.
  • Whjitechapel will provide a link to Crossrail.
  • In addition the planned update at Norwood Junction will give better connection to services to Gatwick, Brighton and other services to the South of Croydon.

Better interchanges are needed with services to the North and the South East of London.

Extending the Dalston Junction and New Cross service to Hayes or Orpington via Lewisham could greater improve the train service from Dalston, by providing interchange to services fanning out into and beyond South East London.

Conclusion

I am drawn to these two conclusions.

  • The Bakerloo Line should be extended via two new Old Kent Road stations to a double-ended terminal station in New Cross with interchange to both New Cross Gate and New Cross stations.
  • The New Cross branch of the London Overground should be extended through Lewisham to Orpington and/or Hayes.

Coupled with planned increases in frequency, reach and quality of existing services, this would surely help serve the housing development planned for South East London.

September 12, 2019 Posted by | Transport | , , , , , , , , , | Leave a comment

More Frequent Trains And A New Station For The London Overground

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

This is a summary of what Ian says.

  • The new Surrey Canal Road station will be built and called New Bermondsey.
  • A second entrance will be built at Surrey Quays station.
  • Updated signalling will allow the frequency of trains  through the core section of the East London Line to rise from sixteen trains per hour (tph) to twenty.
  • The service between Highbury & Islington and Crystal Palace stations will be increased from four to six tph.
  • The service between Dalston Junction and Clapham Junction stations will be increased from four to six tph.

Ian says this about the link between funding and project delivery.

.The funding under the HIF needs to be spent by 2023, so that’s the deadline for the upgrades to be delivered.

It is a substantial upgrade, which is supported by a Government grant of £80.3million to help in the construction of 14,000 homes.

These are my thoughts.

New Bermondsey Station

I covered building this station in Would This Be The Easiest Station To Build In The UK?.

These pictures were taken in 2015.

The station is close to Millwall FC’s stadium  and this Google Map shows the relationship between the stadium and the station.

The stadium is at the top of the map and the station is in the South-East corner of the map and will be built over Surrey Canal Road.

The Second Entrance At Surrey Quays Station

Ian says this about the second entrance at Surrey Quays station.

The very cramped Surrey Quays station gets a second entrance, which will run under the main road and be based on the north side, where the shopping centre car park is today. That avoids crossing two busy roads, which can take some time if you’re waiting for the lights to change.

This Google Map shows the area around the station.

Ian’s description fits well!

Extra Trains

Both the Clapham Junction and Crystal Palace routes take around 40-45 minutes with a generous turnround time, giving a round trip time of two hours.

  • This would mean that currently both these routes both need eight trains.
  • Increase the frequency to six tph and both routes need twelve trains.
  • This means that another eight trains will be needed to boost the frequency from four tph to six on both routes.

The extra trains should preferably be Class 378 trains, as these are certified for working through the Thames Tunnel, whereas the new Class 710 trains are not.

  • Six Class 710 trains are destined for the Watford DC Line, where they will replace the current Class 378 trains, which will go to the East London Line.
  • There are also six five-car Class 710 trains on order to boost services on the North and West London Lines, which could allow a few five-car Class 378 trains to more to the East london Line.

If Bombardier can deliver the Class 710 trains, then I don’t see have any problems in finding enough trains for the East London Line.

In fact, if London Overground decided to run more services through the Thames Tunnel, they probably have enough trains to run 24 tph on the East London Line, if they should wish.

Would It Be Better To Turn Both 6 tph Services At Highbury & Islington Station?

The East London Line has its own dedicated tracks between Dalston Junction and Highbury & Islington stations, with an intermediate stop at Canonbury station.

  • Currently, there are eight tph between Dalston Junction and Highbury & Islington
  • If the Crystal Palace service is increased by two tph, the frequency will increase to ten tph  between Dalston Junction and Highbury & Islington.
  • If the Clapham Junction service is increased by two tph and turns back at Highbury & Islington station, the frequency will increase to twelve tph between Dalston Junction and Highbury & Islington.

To travellers like me, who live halfway between Canonbury and Dalston Junction station, the increased frequency could be very welcome.

  • If I’m coming from the West on the North London Line, I will often change trains at Canonbury, take one stop to Dalston Junction and then take a bus to my house.
  • From the East, I’ll use the cross-platform interchange at Canonbury, and go home via Dalston Junction and a bus.
  • Tranport for London have recently halved the bus service between my house and Highbury & Islington station, so I tend to use the  Canonbury change more often.

The increase in frequency between Canonbury and Dalston Junction stations, will mean that those changing to go South will have less time to wait.

It would surely help at Dalston Junction station, in that if both six tph services, went through to Highbury & Islington, as passengers would sort themselves out better in busy times, as to which platform to use.

  • Platform 1 – 12 tph to Canonbury and Highbury & Islington
  • Plstform 2 – 4 tph to and from Surray Quays and New Cross
  • Platform 3 – 4 tph to and from Surray Quays and West Croydon
  • Platform 4 – 12 trains to Surray Quays and Crystal Palace or Clapham Junction

\s Platforms 3 and 4 share a spacious island platform, effectively it will be a  16 tph Southbound platform.

South of Dalston Junction station, there will be the same increase to 20 tph, no matter where the individual services turn back.

I suspect too, that there if twelve tph by-passed Dalston Junction station, as they do in the through platforms, that operationally, it might be easier.

 

August 18, 2019 Posted by | Transport | , , , , , | Leave a comment

The London Overground Is Still Running Four-Car Class 378 Trains

This picture shows the three spare cars, that were taken from three five-car Class 378 trains to make them short enough to work the Gospel Oak to Barking Line.

I would have thought that the trains would have returned to their full length, but they have been put into service on the Watford DC Line.

Perhaps, London Overground want to keep them at four-cars, as a precaution against a serious bug in the Class 710 train’s computer system.

Only when the Class 710 trains are behaving impeccably will the full length be restored.

Trains On The Watford DC Line

As it is, the services on the Watford DC Line are being changed from three x five-car trains per hour to four x four-car trains per hour.

This is roughly the same number of cars per hour, but at a higher frequency.

According to Wikipedia seven Class 710 trains are needed for the full service.

July 26, 2019 Posted by | Transport | , , , , | Leave a comment

Strong Business Case For Proposed West London Orbital Overground, TfL Says

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

This is the first two paragraphs.

West London is one step closer to a new train line which will connect the outer boroughs and relieve pressure on existing transport infrastructure.

The proposed West London Orbital would run from Hendon or West Hampstead through Acton to Hounslow.

It is my view, that now TfL have got a strong business case, they should get this project started.

  • The only problem is money and that could be raised by abandoning the fare freeze.
  • Or increasing the size of the Congestion Charge Zone.
  • Hard on some, but we should be less selfish.
  • I would accept a few restrictions on my Freedom Pass.

There has been too much waffling and it is now time for action.

 

July 5, 2019 Posted by | Transport | , , | Leave a comment

Japanese Car Rental Firms Discover New Trend Of Renting Vehicles For A Nap Or Quiet Lunch

The title of this post is the same as that of this story on The World News.

It was flagged up first on BBC Breakfast.

But is it any difference to my behaviour?

I generally get up, do all my daily chores and have a bath.

Then, I’ll go out about nine and take an Overground train or a bus to somewhere quiet for breakfast.

I will sometimes go as far as Richmond for breakfast in Leon.

And if the weather is hot like is it is now, I might even just sit on an air-conditioned train and read my paper or watch the news on my phone, stopping where I fancy for a coffee or a drink.

All I need to ensure, is that at some point, I stop off at a Marks and Spencer to get the food I need for supper.

Courtesy of my Freedom Pass, all this travel costs me a big fat zilch.

I call it Freedoming.

Today, though I’m roaming a bit further; Manchester. Hopefully, I’ll get a ride in one of the new Class 195 trains to Manchester Airport.

 

July 5, 2019 Posted by | Transport | , , , , , | 2 Comments

A London Overground Replacement For Southern’s East Croydon And Milton Keynes Service

In July 2017, I discussed this suggestion by Chris Gibb in Gibb Report – East Croydon – Milton Keynes Route Should Be Transferred To London Overground.

In an article, in the July 2019 Edition of Modern Railways, , which was entitled ‘710s’ Debut On Goblin, this was this last paragraph.

On the West London Line, TfL is curremtly working with the Department for Transport on options for the devolution of services originally suggested in Chris Gibb’s report on the Govia Thameslink Railway franchise, which could lead to ‘710s’ being deployed here.

It made me think, that further investigation was called for.

An Apology

I apologise, if you think I’m repeating myself.

What The Gibb Report Says

The Gibb Report, says this about the current service between East Croydon and Milton Keynes Central stations.

I believe there is an option to transfer the East Croydon – Milton Keynes operation to TfL and it’s London Overground concession in 2018.

TfL may decide to change the service, for example by not running it north of Watford Junction, or running it to an alternative southern destination other than East Croydon. They could also develop the combined West London line service to better match available capacity to demand.

They would have a number of crewing and rolling stock options, but should be able to operate the service more efficiently than GTR in the longer term, without the involvement of Selhurst.

Selhurst TMD is the depot in South London, where the current Class 377 trains are based.

A few of my thoughts.

The Trains

Using Class 710 trains  as suggested in the Modern Railways article, would surely offer a suitable  crewing and rolling stock option for the route, if they were based at the convenient Willesden TMD, where the fleet of up to twenty-five dual-voltage Class 710/2 trains are stabled.

The Northern Terminus

Chris Gibb suggested the service might not go past Watford Junction.

I think that could be difficult.

  • The longitudinal seating of the Class 710 train, is probably not suitable for outer suburban services North of Watford.
  • East Croydon to Watford Junction takes 69 minutes, which is not a good journey time to create an efficient service.

It would also appear to be tricky for a train to transfer between the West London Line and the Watford DC Line.

This map from carto.metro.free.fr shows the complicated track layout in the Willesden Junction area.

Note.

  1. The two Willesden Junction stations, labelled High Level and Low Level.
  2. The Watford DC Line, which is shown in black and orange, passing to the North of Willesden TMD. and through the Low Level station.
  3. The four tracks shown in black are the West Coast Main Line, with Watford to the West and Euston to the East.
  4. The North London Line to Richmond and the West London Line to Clapham Junction splitting at Wilesden High Level Junction.

The current service between East Croydon and Milton Keynes, is only one train per hour (tph) and uses a succession of flat junctions to take the slow lines to and from Watford.

This is not a good operational procedure and I suspect Network Rail and various train operators, would like to see it discontinued.

So if trains in a new London Overground version of the service, don’t go up the Watford DC Line or the West Coast Main Line, where do they turn back?

Note the siding to the East of the High Level platforms, which is labelled Willesden Junction Turnout.

This is regularly used to turnback London Overground services on the West London Line.

I feel that London Overground will be turning their replacement service in Willesden Junction High Level station.

Current train services at the station include.

  • For passengers, who want to go further North, there is a good connection to the Watford DC Line for Wembley Central, Harrow & Wealdstone and Watford Junction stations.
  • The Watford DC Line can also take you to Euston.
  • The Bakerloo Line between Stonebridge Park and Elephant & Castle via Central London.
  • Frequent North London Line services between Stratford and Richmond.

The station has kiosks, coffee stalls, toilets and waiting rooms.

There are certainly worse places to change trains.

The Southern Terminus

Obviously, existing travellers on the route would like to see as few changes as possible.

East Croydon station must be a possibility for the Southern terminus, as it is the currently used.

But East Croydon is a busy station and perhaps it is not a convenient station for trains to wait in the platform.

On the other hand, West Croydon station offers some advantages.

  • The station has a long bay platform, which might be long enough for nine or ten cars.
  • There is a separate turnback siding.
  • It has space to add another bay platform, but this may have been sold to a developer.
  • It already has a four tph London Overground service to Highbury & Islington station.
  • Using West Croydon avoids the crowded lines to the North of East Croydon station.

It is also managed by London Overground, so the landlord would be co-operative.

How Many Trains Would Be Needed For A West Croydon And Willesden Junction Service?

West Croydon station has two possible routes, that trains could take to Willesden Junction.

  • Via Norwood Junction and Clapham Junction in 55 minutes.
  • Via Selhust and Clapham Junction in 45 minutes.

These times mean that a two-hour round trip between West Croydon and Willesden Junction should be possible.

Trains required for various frequencies would be as follows.

  • One tph – Two trains.
  • Two tph = Four trains.
  • Four tph – Eight trains.

They would need to be dual voltage Class 710/2 trains, as are now running on the Gospel Oak to Barking Line.

Compare the figures with those for the current East Croydon and Milton Keynes service, which needs four pairs of four-car trains for an hourly service.

What Would Be The Frequency?

I think one, two and four tph are all possibilities!

One tph

One tph would be a direct replacement for the current service. But is it enough?

Services at West Croydon could probably share the bay platform with the existing Highbury & Islington station service.

Two tph

Two tph could be a compromise frequency.

Two tph could probably still share the current bay platform with the Highbury & Islington service.

Four tph

Four tph would be a full Turn-Up-And-Go service,

  • It would probably be London Overground’s preference.
  • It would give a very passenger-friendly eight tph between Willesden Junction and Clapham Junction stations.
  • The two services would call at opposite sides of Clapham Junction station.
  • It would give a four tph link between Croydon and High Speed Two.
  • Westfield wouldn’t mind all the extra shoppers at Shepherds Bush!

But there could be downsides.

  • The service could need an extra bay platform at West Croydon.
  • Would it be possible to turn four tph at Willesden Junction?
  • Will the train paths be available through South London.

But four tph would probably would be London Overground’s preference.

It will be interesting to see the reasons, why Transport for London choose a particular frequency.

A Trip Between Imperial Wharf And East Croydon Stations

Today, I took a trip between Imperial Wharf and East Croydon stations at around 11:30.

  • The train was  two four-car Class 377 trains working as an eight-car train.
  • After Clapham Junction it wasn’t very busy.
  • I was in the last car, which was empty, except for myself.

I came to the conclusion, that an eight-car train was too much capacity for the Southern section of the journey.

I suspect that Transport for London have detailed passenger estimates for this route, so they should be able to determine the frequency and length of replacement trains required.

The Upgraded Norwood Junction Station

In Major Upgrade Planned For Norwood Junction Railway Station, I talked about a plan to upgrade Norwood Junction station.

The idea behind the upgrade is to improve connectivity and capacity in the crowded Croydon area.

If the West Croydon and Willesden Junction service, was routed via Norwood Junction station, the upgraded station would give easy access to both East and West Croydon stations.

Conclusion

I’ve always liked Chris Gibb’s suggestion of the transfer of the service between East Croydon and Milton Keynes stations to the London Overground and I can now start to see flesh on the bones!

At the present time and until better data is available, I think the replacement service should be as follows.

  • The Northern terminus should be Willesden Junction.
  • The Southern terminus should be West Croydon station, where there are good tram and train connections.
  • The route would be via Shepherds Bush, Kensington Olympia, West Brompton, Imperial Wharf, Clapham Junction, Wandsworth Common, Balham, Streatham Hill, West Norwood, Gipsy Hill, Crystal Palace and Norwood Junction.
  • Going via Gipsy Hill, rather than the current route via Selhurst, would give access to the connectivity at Norwood Junction.
  • The frequency should be four tph.
  • Trains will be four- or five-car Class 710 trains.

The benefits would be as follows.

  • The rail hubs of Clapham Junction, Norwood Junction, West Croydon and Willesden Junction would be connected together by a Turn-Up-And-Go service.
  • The proposed four tph service would need eight Class 710 trains, whereas the current one tph service needs eight Class 377 trains. Would this be better value?

In the future with a connection to High Speed Two in the Old Oak Common area, the benefits would increase.

  • There would be a simple interchange with High Speed Two.
  • South London from Clapham to Croydon, would get a direct service to High Speed Two.
  • There would also be a better connection to Heathrow Airport and other rail services through Old Oak Common.

I think that the connection to High Speed Two trumps everything else.

July 1, 2019 Posted by | Transport | , , , , , , , , , , , , | 1 Comment

‘710s’ Debut On Goblin

The title of this post is the same as an article in the July 2019 Edition of Modern Railways.

The article is mainly about the introduction of the Class 710 trains on the Gospel Oak to Barking Line.

But the last sentence of the article is worth more investigation.

On the West London Line, TfL is curremtly working with the Department for Transport on options for the devolution of services originally suggested in Chris Gibb’s report on the Govia Thameslink Railway franchise, which could lead to ‘710s’ being deployed here.

I investigate it fully in A London Overground Replacement For Southern’s East Croydon And Milton Keynes Service.

This was my conclusion.

At the present time and until better data is available, I think the replacement service should be as follows.

  • The Northern terminus should be Willesden Junction.
  • The Southern terminus should be West Croydon station, where there are good tram and train connections.
  • The route would be via Shepherds Bush, Kensington Olympia, West Brompton, Imperial Wharf, Clapham Junction, Wandsworth Common, Balham, Streatham Hill, West Norwood, Gipsy Hill, Crystal Palace and Norwood Junction.
  • Going via Gipsy Hill, rather than the current route via Selhurst, would give access to the connectivity at Norwood Junction.
  • The frequency should be four tph.
  • Trains will be four- or five-car Class 710 trains.

The benefits would be as follows.

  • The rail hubs of Clapham Junction, Norwood Junction, West Croydon and Willesden Junction would be connected together by a Turn-Up-And-Go service.
  • The proposed four tph service would need eight Class 710 trains, whereas the current one tph service needs eight Class 377 trains. Would this be better value?

In the future with a connection to High Speed Two in the Old Oak Common area, the benefits would increase.

  • There would be a simple interchange with High Speed Two.
  • South London from Clapham to Croydon, would get a direct service to High Speed Two.
  • There would also be a better connection to Heathrow Airport and other rail services through Old Oak Common.

I think that the connection to High Speed Two trumps everything else.

I will keep returning to this vital link down thw West London Line.

 

 

 

 

 

 

 

 

 

 

June 30, 2019 Posted by | Transport | , , , , , , , , , , | 3 Comments

Free Device Charging On The Overground

This picture, that I took at Shoreditch High Street station, says it all.

There were a selection of leads for all the different devices.

June 23, 2019 Posted by | Computing, Transport | , , , | Leave a comment

Major Upgrade Planned For Norwood Junction Railway Station

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

Ian introduces his article like this.

A somewhat shabby, and yet quite busy station in South London could get a major makeover if plans by Network Rail are approved.

The proposals are part of the wider plan to clean up the mess of tracks around Croydon to boost the capacity of the lines through the area, but it is also a stand-alone project.

Ian also has this visualisation of the upgraded Norwood Junction station.

Note.

  1. London Bridge station is to the left with East Croydon station to the right.
  2. The Main station entrance is on the near side, with the Clifford Road station entrance on the far side.
  3. Platform 1 & 2 is the highlighted island platform on the near side.
  4. Platform 3 & 4 is the highlighted island platform on the far side.

It looks expensive with two step-free bridges.

Both bridges have four sets of steps to.

  • The Main Station Entrance.
  • The Northbound Platform 1 & 2,
  • The Southbound Platform 3 & 4
  • The Clifford Road Entrance.

In addition, the Southern bridge has four lifts to the two entrances and two platforms.

These pictures show the current state of the station.

Currently, the station has three island platforms.

  • They are connected by a well-lit, step-only subway.
  • Some platforms are too short for twelve-car trains.
  • The wooden buidings need a quality makeover. Where is Terry Stollery, when you need him?
  • In the new layout, the central island platform will be removed, to allow a pair of fast lines through the station.
  • One advantage of the subway is during the station upgrade, it can still be used to access the middle platforms, thus easing construction and causing less disruption for passengers.

After the upgrade, the layout will be as follows.

  • Platforms 1 & 2, which are currently Platforms 2 & 3, would be for Northbound trains, with perhaps Platform 1 for stopping and Overground services and Platform 2 for limited-stop and Thameslink services.
  • Platforms 3 & 4, which are currently Platforms 5 & 6, would be for Southbound trains, with perhaps Platform 3 for stopping and Overground services and Platform 4 for limited-stop and Thameslink services.

The subway will probably be closed.

Improved Train Services

For people like me, who live on the Overground, North of Norwood Junction station, hopefully it will solve the problem of getting to Gatwick Airport.

  • It’ll just be a walk across the platform at Norwood Junction station, instead of a tram between West Croydon and East Croydon stations.
  • In the future, would the cross-platform interchange help travellers between Crossrail and Gatwick and the South Coast?
  • The Zeus of the Timetables could even make it better, by increasing the frequency of Thameslink trains between Norwood Junction and  Gatwick Airport stations to match the four trains per hour (tph) between Dalston Junction and West Croydon stations.

Note that the day, I took the pictures Bedford and Highbury & Islington trains were in the current Platforms 2 & 3.

Up here in sometimes-forgotten Dalston, I’ll certainly give this new layout at Norwood Junction station, a high score, if the trains are changed to use it to advantage.

Norwood Junction Will Become A Major Interchange!

The walk-across interchange between Northbound services on platforms 1 & 2 and Southbound services on platforms 3 & 4, will mean that the station, will become  the station where travellers will prefer change trains.

Suppose you were travelling from Luton to Epsom.

The Journey Planner on http://www.national.co.uk, suggests a double change at Farringdon and Carshalton, with a journey time of 1 hour and 51 minutes.

The upgraded Norwood Junction station, would allow the journey to be done in two legs.

  • Luton and Norwood Junction – one hour and three minutes.
  • Norwood Junction and Epsom – 29 minutes.

It could be quicker and it is a cross-platform change, where hopefully, there will be a climate-controlled waiting room and a coffee stall.

Current frequencies going North are as follows.

  • Anerley – Six tph
  • Balham – Two tph
  • Battersea Park – Two tph
  • Bedford – Two tph
  • Brockley – Six tph
  • City Thameslink – Two tph
  • Clapham Junction – Two tph
  • Crystal Palace – Two tph
  • Dalston Junction – Four tph
  • Farringdon – Two tph
  • Flitwick – Two tph
  • Forest Hill – six tph
  • Gypsy Hill – Two tph
  • Haggerston – Four tph
  • Harlington – Two tph
  • Harpenden – Two tph
  • Highbury & Islington – Four tph
  • Honor Oak Park – Six tph
  • Leagrave – Two tph
  • Hoxton – Four tph
  • London Blackfriars – Two tph
  • London Bridge (Non-stop) – Two tph
  • London Bridge (Stopping) – Three tph
  • London St. Pancras – Two tph
  • London Victoria – Two tph
  • Luton – Two tph
  • Luton Airport Parkway – Two tph
  • New Cross Gate – Six tph
  • Penge West – Six tph
  • Rotherhithe – Four tph
  • Shadwell – Four tph
  • Shoreditch High Street – Four tph
  • St. Albans City – Two tph
  • Streatham Hill – Two tph
  • Surrey Quays – Four tph
  • Sydenham – Six tph
  • Wandsworth Common – Two tph
  • Wapping – Four tph
  • West Norwood – Two tph
  • Whitechapel – Four tph

Current frequencies going South are as follows.

  • Carshalton Beeches – Two tph
  • Cheam – Two tph
  • Coulsdon Town – Two tph
  • Earlswood – Two tph
  • East Croydon – Six tph
  • Epsom – Two tph
  • Ewell East – Two tph
  • Gatwick Airport – Two tph
  • Horley – Two tph
  • Purley – Four tph
  • Purley Oaks – Two tph
  • Redhill – Two tph
  • Reedham – Two tph
  • Salfords – Two tph
  • South Croydon – Two tph
  • Sutton – Two tph
  • Waddon – Two tph
  • Wallington – Two tph
  • West Croydon – Eight tph

In addition these services pass through.

  • Bedford and Brighton – Two tph
  • Cambridge and Brighton – Two tph
  • London Brifge and Caterham & Tattenham Corner – Two tph
  • London Bridge and Uckfield – Two tph
  • Peterborough and Horsham – Two tph

It is a very comprehensive list of services and possible destinations.

I believe that if a few more trains stopped at Norwood Junction station, there could be at least two tph to every station connected to Norwood Junction station, with these higher frequencies to the more important stations.

  • Bedford – Four tph
  • Brighton – Four tph
  • Canada Water – Four tph
  • City Thameslink – Eight tph
  • Clapham Junction – Four tph
  • Crystal Palace – Four tph
  • Dalston Junction – Four tph
  • East Croydon – Eight tph
  • Epsom – Four tph
  • Farringdon – Eight tph
  • Finsbury Park – Four tph
  • Gatwick Airport – Four tph
  • Highbury & Islington – Four tph
  • London Blackfriars – Eight tph
  • London Bridge (Non-stop) – Four tph
  • London Bridge (Stopping) – Four tph
  • London St. Pancras – Eight tph
  • London Victoria – Four tph
  • Luton – Four tph
  • Luton Airport Parkway – Four tph
  • St. Albans City – Four tph
  • Stevenage – Four tph
  • Sutton – Four tph
  • Welwyn Garden City – Four tph
  • West Croydon – Eight tph
  • West Hampstead Thameslink – Four tph
  • Whitechapel – Four tph

These frequencies could be attained, by stopping a few extra services at Norwood Junction station.

It is certainly comprehensive and getting to most important areas of Central London is direct or a single change.

  • The step-free changes to Crossrail at Farringdon and Whitechapel will allow simple access to Canary Wharf, the City,, Heathrow, Paddington, the West End and all the towns and cities on the branches.
  • The Bakerloo Line Extension will connect at New Cross Gate.
  • The Central Line doesn’t connect
  • The Circle, District, Hammersmith & City and Metropolitan lines connect at Farringdon, Kings Cross St. Pancras, London Blackfriars and Whitechapel.
  • The Jubilee Line connects at Canada Water, London Bridge and West Hampstead Thameslink.
  • The Northern Line connects at Kentish Town, Kings Cross St. Pancras and London Bridge
  • The Piccadilly Line connects at Finsbury Park and Kings Cross St Pancras.
  • The Victoria Line connects at Finsbury Park, Highbury & Islington and Kings Cross St. Pancras.

But there are some important places that are not well-connected or have difficult interchanges to Norwood Junction station.

  • Euston station, High Speed Two and the West Coast Main Line.
  • Cannon Street, Charing Cross and Waterloo mean a complicated interchange at London Bridge.
  • The connections to Great Northern services, the North London Line and the Victoria Line at Highbury & Islington need serious improvement.
  • South East London needs going to London Bridge and coming out again!

Radical thinking and serious improvement is needed.

Milton Keynes Central and East Croydon

This is a useful service for some..

It calls at Bletchley, Leighton Buzzard, Tring, Berkhamsted, Hemel Hempstead, Watford Junction, Harrow & Wealdstone, Wembley Central, Shepherd’s Bush, Kensington (Olympia), West Brompton, Imperial Wharf, Clapham Junction, Balham, Streatham Common, Norbury, Thornton Heath, Selhurst.

But, it has problems.

  • It has a high level of cancellation.
  • It has a totally inadequate hourly frequency.
  • It has no connection to the North London Line at Willesden Junction.
  • It blocks a platform at East Croydon, when it turns round.

In his report on Southern, Chris Gibb recommended that the service be the responsibility of the London Overground. I wrote about this in Gibb Report – East Croydon – Milton Keynes Route Should Be Transferred To London Overground.

To connect High Speed Two at Old Oak Common, there needs to be a four tph service between Croydon and Old Oak Common.

Transport for London are proposing a new Hythe Road station on the West London Line..

  • It will be a seven hundred metre walk to the High Speed Two station. That is too long!
  • There will be a bay platform to turn trains from Clapham Junction.
  • Trains still won’t be able to call at Willesden Junction for the North London Line.

I think that building Hythe Road station is a bad idea.

This map shows the lines in the area.

Surely, the West London Line should have been re-routed over the Eastern end of Old Oak Common station at right angles, which would have the following benefits.

  • Quick and easy interchange with High Speed Two, the Great Western Main Line and Crossrail.
  • The ability to add bay platforms to terminate services.
  • Sharing of station services with the other stations.

Perhaps, though this practical passenger and operator-friendly idea would have ruined the architect’s vision.

Or is it, that the current track layout to connect to the West Coast Main Line only allows crap solutions.

Surely, the amount of money being spent on High Speed Two allows the best to be done everywhere.

London Overground principles say that services must be at least four tph.

The simplest way to do this would be to extend the current Stratford and Clapham Junction service via Willesden Junction to Croydon.

  • It would call at Balham, Streatham Common, Norbury, Thornton Heath, Selhurst, if it followed the current route.
  • I doubt that East Croydon station could handle four tph terminating at the station.

But why not use the route taken by London Victoria and West Croydon services via Wandsworth Common, Balham, Streatham Hill, West Norwood, Gipsy Hill, Crystal Palace, and Norwood Junction, to terminate at West Croydon?

  • This route calls at Norwood Junction, with all its connectivity.
  • If needed, there is space for a new platform at West Croydon.

I’ve no idea, what will happen, but the upgrade at Norwood Junction station should help.

Suppose you were going between Gatwick and High Speed Two.

  • The standard route will be Thameslink and Crossrail with a change at Farringdon.
  • A surface route with a change at Norwood Junction could be an alternative.

The second may be more pleasurable.

Upgrading The Station

In Winner Announced In The Network Rail Footbridge Design Ideas Competition, I wrote how the competition was won by this bridge.

So could two factory-built bridges like this be installed at Norwood Junction station?

  • The design is adaptable to multiple spans over the tracks.
  • Lifts could be left out for one bridge.
  • Once the site is prepared, I believe the bridges can be quickly installed, probably from a train with a crane.
  • The bridge is probably more affordable, than a traditional design.

During the installation period, the existing subway can be used for platform access.

Conclusion

Obviously, I am speculating that the new footbridge system will be used at Norwood Junction station.

But the new platform and track layout at the station, will certainly improve services on these routes.

  • Between East Croydon and London Bridge stations.
  • Between East Croydon and the London Overground and Crossrail.
  • Between the Overground and Gatwick Airport station and the South Coast.

All of the interchanges will be step-free and some will be cross-plsatform.

Are

June 21, 2019 Posted by | Transport | , , , , , , , | 2 Comments

Would It Be Sensible To Build London Overground’s Lea Valley Trains As Eight-Cars?

It has been reported that getting the new Train Control Management System on the new Class 710 trains is proving troublesome. It also still needs to be updated for multiple working, as is reported in this article in Rail Magazine, which says.

He (Jon Fox) also said that the TCMS will need further updating for the Class 710/1s, which will be required to operate in multiple on West Anglia inner-suburban trains from Liverpool Street. Asked when they would enter traffic, he said: “Not predicting, but it will be this year.”

As these trains will always work in pairs of two four-car trains, why not build them as eight-car trains?

  1. Yrains would consists of two driver cars and six intermediate cars.
  2. There would surely be less testing needed.
  3. New trains could be in service earlier.

Software for multiple working could be pushed back few months, until needed.

Would the cost of manufacture be lower?

June 8, 2019 Posted by | Transport | , , , | Leave a comment