A Central Londoner’s View Of Thameslink
The Thameslink route, which runs North-South across London is used by different purposes, by different passengers.
- To many, who live close to its outer reaches it is a commuter railway into London.
- It serves two airports at Gatwick and Luton.
- Londoners use it to explore the delights of the South Coast of England.
But to those who live in Central London like me, it is a useful rail line.
Kings Cross And London Bridge
I regularly use Thameslink for this route, as compared to the Northern Line.
- The trains are more spacious and are generally less crowded.
- It is less walking at Kings Cross.
- The trains are air-conditioned.
- The trains have toilets.
- I have a convenient bus or taxi home from both end stations.
I suspect, I use this route a couple of times a week.
Access To Tate Modern
I like the Tate Modern and the gluten-free egg sandwiches are good.
There is also restaurants in the area; Leon and Carluccio’s for a start, that are good places for lunch or dinner.
So sometimes, I’ll use Thameslink to Blackfriars to visit the Tate Modern and then after my visit, I’ll walk over the Wobbly Bridge and take a bus home.
Thameslink is also an easy way to visit St. Paul’s and in a few years, the new Museum of London will be accessed from Farringdon station.
Access to Gatwick And Luton Airports
I haven’t used Luton Airport in years, as getting there by train is a bit tedious.
But I regularly use Gatwick Airport, usually by getting a bus to and from London Bridge station and then using Thameslink.
West Hampstead Thameslink
West Hampstead station on the Overground has recently been rebuilt and regularly I come home by changing between Thameslink and the Overground.
There is also a Marks & Spencer by the station, which helps too.
The area is becoming a major interchange and if the West London Orbital Railway is created, the Overground will be taking over or adding a platform at West Hampstead Thameslink station.
Does Thameslink Cater For All Passengers?
I say this deliberately, as I think that Thameslink concentrates more on the longer distance and airport passengers, rather than those, who use it as another North-South line across London.
Thameslink Will Run At Rapid Transit Frequencies
In the central core section between Blackfriars and St. Pancras International stations, the trains will run at a frequency of 24 trains per hour (tph) or a train every two and a half minutes.
Trains will run automatically at a frequency, that is higher than many rapid transit systems in the world.
Thameslink Is Part Of London’s Oyster/Contactless Ticketing Zone
From Gatwick Airport in the South to Elstree & Borehamwood and Hadley Wood in the North, Thameslink is part of London’s Oyster/Contactless Ticketing Zone.
In Oyster Card Scheme Extension Agreed, I wrote about how the zone is being extended to Luton Airport Parkway and Welwyn Garden City.
So increasingly, Thameslink will be covered by London’s ticketing, that is increasingly used by residents, commuters and visitors.
Thameslink Has Interchanges With The Underground And Overground
Thameslink has several interchange stations with the Overground and Underground.
These include.
- Blackfriars
- Denmark Hill
- Elephant & Castle
- Farringdon
- Finsbury Park
- Kentish Town
- London Bridge
- Peckham Rye
- St. Pancras Thameslink
- West Hampstead Thameslink
- Wimbledon
In addition East Croydon, Mitcham Junction and Wimbledon are interchanges with Tramlink and Blackfriars and London Bridge are interchanges with the river buses.
Thameslink Is Not On The Tube Map
This is a bone of contention with many! Including myself!
According to the Wikipedia entry for the Tube Map, Thameslink was shown on the map between 1977 and 1998.
So why was it removed?
Some Thameslink Stations Don’t Have Tube Maps On The Platforms
I was on the platform at City Thameslink station and needed a Tube Map.
There wasn’t one!
Why not?
Conclusion
Thameslink is very much part of London’s rail network.
It should be treated as such, by doing the following.
- Extending Oyster/Contactless ticketing to all Thameslink stations.
- Adding all or part of Thameslink to the Tube Map.
- Putting a Tube Map on all station platforms in the London area.
But this mess has existed for twenty years, since Thameslink was removed from the Tube Map.
How Will Class 710 Trains Access Willesden TMD?
This map from carto.metro.free.fr shows the track layout around Willesden TMD, where the Class 710 trains for the Gospel Oak to Barking Line (GOBLIN) will be stabled.
Note the following lines around Willesden TMD.
North London Line
The North London Line goes through platforms 4 and 5 at Willesden Junction station.
South of the station it splits, with the North London Line continuing to Richmond and the West London Line going to Clapham Junction.
North of the station the line continues to the East and at Gospel Oak station, the GOBLIN branches away.
The Bakerloo Line And Watford DC Line
The shared tracks of the Bakerloo Line and the Watford DC Line, which are shown in black/orange go through platforms 1 and 3 at Willesden Junction station.
To the East the tracks go towards Euston and to the West, they go towards Watford.
There is also a bay platform 2 in Willesden Junction station, which is shown in these pictures.
Note that is long enough to take a five-car Class 378 train and that it is also electrified with London Underground’s four-rail electrification.
Platform 2 To The North London Line to the East
Two tracks give a direct route from Platform 2 at Willesden Junction station to the Eastbound North London Line. greatkingrat says they are labelled “New Lines”
Looking from the train this morning, I don’t think this pair of tracks is electrified, so it doesn’t allow Platform 2 to be used to turn electric trains running on the North London Line.
I have seen Platform 2 used as a terminus, but the trains must use the electrified route via Primrose Hill.
After greatkingrat’s comment, I went back and had a second look.
Note.
25 KVAC overhead electrification can be seen at the North London Line end of the tracks.
There is 750 VDC third-rail electrification at the Willesden
This Google Map shows, where the connecting tracks join the Bakerloo/Watford DC Line.
It does appear that the third-rail and a couple of gantries are visible.
- Trains leaving Platform 2 should be able to use third-rail electrification until they are under the overhead wires, when they would change over.
- Trains arriving at Platform 2 would use overhead wires, as far as they could and then swap to third-rail.
If this route is to be used by new Class 710 trains, I’m sure it will get more than adequate testing.
Entering Or Leaving Willesden TMD
I am not sure, how Class 378 trains working the Watford DC Line service transfer to and from Willesden TMD, but it does appear there are some convenient crossovers.
I have looked at Real Time Trains and early in the morning of the 9th of January, these trains called at Platform 2 at Willesden Junction station, that originated at Willesden TMD.
- 05:02 – Willesden TMD to Barking
- 05:15 – Willesden TMD to Upper Holloway
- 05:23 – Willesden TMD to Stratford via Primrose Hill
- 05:56 – Willesden TMD to Kensal Green
- 06:17 – Willesden TMD to Euston
There were also other services, which appeared to be going between Euston and Stratford.
It looks to me that trains were being positioned to start service and that the bay platform 2 at Willesden Junction station is used to reverse trains, coming out of the depot.
It also appears that some trains use the electrified route to the East via Primrose Hill.
The 05:02 and 05:15 are Class 172 trains going to the GOBLIN, and as they are diesel trains, they use the pair of direct tracks, that connect to Platform 2.
How Will Class 710 Trains Go Between the GOBLIN And Willesden TMD?
As the Class 710 trains will be dual voltage trains, they should be able to take the direct route, which has both types of electrification and requires a change at some point.
They can also take a roundabout route possibly via Primrose Hill and using Platform 2 at Willesden Junction station to access the depot.
But I suspect Class 710 trains will have battery power.
This would enable them to take the same short cut, but without using the electrification, between Platform 2 and the North London Line, that the Class 172 trains use currently.
Dual-voltage Class 378 trains should be able to use the short route.
Conclusion
Fitting batteries to Class 710 trains, would make their operation on the GOBLIN, a lot easier, as they could use the batteries to get in and out of Willesden TMD.
Could it be that the software that handles power and charges and uses the batteries, is the unreliable software?
This article on Rail Magazine is entitled Gospel Oak-Barking Fleet Plan Remains Unclear.
This is a paragraph.
London Overground was due to put new Bombardier Class 710 electric multiple units into traffic on the route from March 2018, with a full rollout by May. However, problems with the Train Control Management System (TCMS) has so far prevented this.
I also think that for a train to work the GOBLIN and be stabled at Willesden TMD, it must be a dual-voltage train or have a capability to run on batteries.
Gospel Oak-Barking Fleet Plan Remains Unclear
The title of this post is the same as that of this article on Rail Magazine.
In the article, there is a picture of 378232 at Barking station.
According to the Wikipedia entry for Class 378 trains, this unit is listed as being four-cars and TBA (To Be Allocated?)
So is it a spare train, that is used for driver and staff training and route proving?
It was certainly doing the latter at Barking.
The Situation On The Gospel Oak To Barking Line Is Critical
This page on the Barking-Gospel Oak Rail User Group web site is their latest newsletter, which was issued on the 14th of January.
These are the headlines on the newsletter.
- Train Service On Brink Of Collapse
- Not Enough Trains For Viable Service
- TfL Has No Idea When New Trains Will Be Fit For Service
- Rail Users Demand Mayor Takes Action To Restore Reliable Train Service Now
- Rail Users Demand Compensation After Years Of Misery
It’s all strong stuff.
Trains that work are urgently needed to replace the diesel Class 172 trains, which will all leave by the end of April or even March.
Possible Replacement Trains
These types of trains have been touted as replacement trains.
Class 315 trains
TfL has started to send some Class 315 trains, made redundant by TfL Rail, for scrapping.
Could some of these be held back for use on the Gospel Oak to Barking Line?
- They should fit the route.
- London Overground already runs these trains to Cheshunt, Chingford and Enfield Town.
- The expertise and driving experience must be there to run a service.
But, as there have been no reports of any Class 315 trains on the route, I suspect that there’s a reason, why these trains can’t fill the gap.
Could it be the disability regulations, which kick in at the end of 2019?
The proposed Class 710 rains ordered for both Gospel Oak to Barking Line and the Watford DC Line are dual voltage.
As the Willesden TMD was built to handle trains with the ability to use third-rail electrification, is this ability needed to access the depot?
But Class 315 trains are 25 KVAC only, so this could mean they are unsuitable.
Class 365 Trains
Class 365 trains got ScotRail out of trouble, but like the Class 315 trains, they are 25 KVAC only, so may have the same stabling issues.
They would also be a new train class for London Overground.
Class 319 Trains
Class 319 trains are dual-voltage and could probably be used on both routes, but they would need a refurbishment and would also be a new train class for London Overground.
Class 378 Trains
Class 378 trains already work the Watford DC Line and after the test of a four-car unit to Barking, London Overground probably know how difficult, it would be for four-car trains to work the route.
The trains are dual-voltage and London Overground’s strategy of basing trains for both routes at Willesden TMD would probably be possible.
Drivers and other staff know them very well, as do the passengers.
I am drawn to the conclusion, that of the trains available in the event of non-delivery of Class 710 trains, the Class 378 trains are the best choice.
How Many Trains Are Needed For The Gospel Oak To Barking Line?
The full service was run by a fleet of eight Class 172 service.
As the same number of Class 710 trains have been pencilled in for the route, I must assume that this is the number of trains required. I think six trains are needed for the service, with two in reserve or maintenance.
How Many Class 378 Trains Are Needed For A Full Overground Service?
If I go through the routes of the original Overground, I find the following.
Dalston Junction And Clapham Junction
Trains take 46 minutes to go South and 44 minutes to come North and a round trip would take two hours.
This means thatthe current four trains per hour (tph) service would need eight trains.
Dalston Junction And New Cross
Trains take 22 minutes both ways and a round trip would take an hour.
This means that the current four tph service would need four trains.
Highbury & Islington And Crystal Palace
Trains take 44 minutes to go South and 43 minutes to come North and a round trip would take two hours.
This means that the current four tph service would need eight trains.
Highbury & Islington And West Croydon
Trains take 52 minutes both ways and a round trip would take two hours.
This means that the current four tph service would need eight trains.
Euston And Watford Junction
Trains take 47 minutes to go South and 50 minutes to come North and a round trip would take two hours.
This means that the current three tph service would need six trains.
Stratford And Richmond/Clapham Junction
Between Stratford and Richmond, trains take 59-64 minutes to go West and 62 minutes to come East.
Between Stratford and Clapham Junction, trains take 62 minutes to go West and 64 minutes to come East.
The round trip times are very similar and are around two and a half hours.
This means that the current eight tph service would need twenty trains.
Summarising, these services gives.
- Dalston Junction and Clapham Junction – 8 trains
- Dalston Junction and New Cross – 4 trains
- Highbury & Islington and Crystal Palace – 8 trains
- Highbury & Islington and West Croydon – 8 trains
- Euston and Watford Junction – 6 trains
- Stratford and Richmond/Clapham Junction – 20 trains
This gives a total of 54 trains. As there are fifty-seven Class 378 trains, this means there are three spares to cope for maintenance and breakdowns.
London Overground have plans to increase frequencies and they are detailed in this table.
Note that four extra services are planned for the East London, North London and Watford DC Lines.
- Two extra tph between Stratford and Clapham Junction, which has already been implemented.
- Two extra tph between Dalston Junction and Clapham Junction. This would mean that twelve trains would be needed for this service.
- Two extra tph between Dalston Junction and Crystal Palace. This would mean that twelve trains would be needed for this service.
- One extra tph between Euston and Watford Junction. This would mean that eight trains would be needed for this service.
Summarising again gives.
- Dalston Junction and Clapham Junction – 12 trains
- Dalston Junction and New Cross – 4 trains
- Highbury & Islington and Crystal Palace – 12 trains
- Highbury & Islington and West Croydon – 8 trains
- Euston and Watford Junction – 8 trains
- Stratford and Richmond/Clapham Junction – 20 trains
This gives a total of 64 trains.
As London Overground only has 57 Class 378 trains, this proposed timetable is impossible without some new Class 710 trains.
London Overground plan to use some of the Class 710 trains to release Class 378 trains from the Watford DC Line, to reinforce East London Line services.
So it looks like the late delivery of the Class 710 trains has also scuppered London Overground’s plans to increase services on the East London Line.
How Many Class 378 Trains Could Be Scraped Together?
This table shows the number of Class 378 trains needed for the current service.
- Dalston Junction and Clapham Junction – 8 trains
- Dalston Junction and New Cross – 4 trains
- Highbury & Islington and Crystal Palace – 8 trains
- Highbury & Islington and West Croydon – 8 trains
- Euston and Watford Junction – 6 trains
- Stratford and Richmond/Clapham Junction – 20 trains
This gives a total of 54 trains. With just three trains spare.
As the Gospel Oak to Barking Line needs eight trains to run a full service, this is not enough.
What strategies can be applied to increase the number of trains available?
Reduce The Stratford And Clapham Junction Service To Two tph
The Stratford and Clapham Junction service was two tph until recently, when it was raised to four tph.
Reducing it back to two tph, would reduce the number of trains required on Stratford and Clapham/Richmond services by five.
This would give eight spare trains, which would be almost enough to run a full service on the Gospel Oak to Barking Line.
Provided of course, that there was a hundred percent availability, which is rather an impossible dream.
Introduce The Class 710 Trains On The Watford DC Line
The Class 710 trains for the Gospel Oak to Barking Line are dual-voltage trains, which will also run on the Watford DC Line. So would it be a sensible idea to introduce these trains first on the Watford DC Line?
- The third-rail electrification on the line is at least fifty years old, so must be fully tested.
- The drivers have extensive route knowledge of running electric trains on the route.
- Willesden TMD, where the Class 710 trains are stabled, is on the Watford DC Line.
- The route is only shared with the Bakerloo Line.
- The route is to be equipped with six Class 710 trains anyway.
Every Class 710 train introduced will release a Class 378 train.
But if the Class 710 trains don’t work, this is no help!
Introduce The Class 710 Trains On The North London Line
Running on the North London Line is more complicated than the Watford DC Line, but five-car Class 710 trains, are planned for this route.
They could be introduced to release Class 378 trains.
The Four-Car Train Problem
Every four-car train created means that a trailer car is removed from a five-car Class 378 train.
I would assume that it is most likely, these spare cars will be put into store until the, the new Class 710 trains finally enter service.
Or would they be added to other Class 378 trains to create six-car trains, which would then be run on the North or West London Lines, where the platforms could be almost long enough? Selective door opening on the trains could also be used at short platforms.
Conclusion
I feel if the London Overground swap trains around and perhaps reduce the Stratford and Clapham Junction service to its old level of 2 tph, then enough Class 378 trains would be available to run a full four-car service on the Gospel Oak to Barking Line.
Could London Overground Extend To Hertford East Station?
London Overground’s Future Plans
This table summarises London Overground’s improvements and future plans
Note that in 2019, it is proposed that two extra trains per hour (tph) are added to services between Liverpool Street and Enfield Town stations.
I was also told at the weekend, a strong rumour, that in 2020, London Overground will be taking over the following services.
- Northern City Line services between Moorgate and Gordon Hill, Hertford North, Stevenage and Welwyn Garden City.
- Services to Hertford East station.
The first has been mooted for some time, but is supposedly stalled because of differences between Chris Grayling and Sadiq Khan. The second was rather a surprise.
So what will be the result of the Hertford East services being the responsibility of the London Overground?
Greater Anglia’s Services
Greater Anglia‘s current services along the West Anglia Main Line (WAML) are as follows.
- Two tph between Liverpool Street and Hertford East stations.
- Two tph between Stratford and Bishops Stortford stations.
- Two tph between Liverpool Street and Cambridge/ambridge North stations.
- Four tph between Liverpool Street and Stansted Airport.
In the past Greater Anglia have run Stansted services to and from Stratford and have said they may do so again.
This means that Greater Anglia run ten tph along the WAML between Tottenham Hale and Broxbourne stations.
Compare this with the measly two tph, that run between Edmonton Green and Cheshunt stations using the alternative Southbury Loop. The only other movements on this line appear to be a few empty stock movements and freight trains. But not many!
Judging by some of the empty stock movements, I suspect that Greater Anglia have problems positioning their extra trains before and after the Peak.
Rolling Stock To Hertford East
Currently, Greater Anglia run eight-car Class 317 trains to Hertford East station. These are 160 metres long and seat nearly 600 passengers in two classes.
Their new Class 720 trains come in two sizes.
- Five cars – 122 metres long, seating 540
- Ten cars – 243 metres long, seating 1100
Could it be that the five-car trains are too small and the ten-car trains are too long for the platforms on the Hertford East Branch?
These pictures show that the platforms at Hertford East station are just long enough for two four-car Class 317 trains working as an eight-car formation. I doubt that a ten-car Class 720 train will fit these platforms and it appears that lengthening the platforms could be difficult.
On the other hand, London Overground’s four-car Class 710 trains are the same length as Class 317 trains.
So could it be that Greater Anglia would prefer that they didn’t have a service to Hertford East station?
Liverpool Street Or Stratford?
Crossrail will have one big effect on the planning of services on the WAML and the Lea Valley Lines, in that the new line will call at both Liverpool Street and Stratford stations, when it eventually opens.
Connectivity
It will be a two-stop journey between the two stations, which in addition are both well-connected to the Underground.
There is very little difference in connectivity between the two stations.
Capacity
Liverpool Street is getting to be full and given more services will be run along the Great Eastern Main Line, it could do with some capacity enhancement.
Stratford though has only two platforms connected to the WAML.
But there is the little-used High Meads Loop under the Eastfield Shopping Centre, which has been used in the past to turn Stansted Express trains, when they served Stratford.
Loops like this can easily handle at least 12 tph, as they do in Liverpool with the Wirral Line.
The High Meads Loop was well-designed to accept a lot of trains.
- It is double-track.
- Both tracks have a platform at Stratford capable of accepting a twelve-car Class 745 or Class 720 train.
- Both platforms are wide and step-free with lifts.
- The driver doesn’t have to change ends, when using the loop, so the loop will be efficient.
- An extra stop could be added at Stratford International station.
It is London’s forgotten terminal station.
Operators Would Get Extra Capacity
The two train operators; London Overground and Greater Anglia would gain extra capacity in London.
Travellers Would Choose
If travellers were able to have a choice of London terminals, I suspect that most would choose the one they liked best, but because of Crossrail, it wouldn’t matter if they ended up at the wrong terminal.
Sorting Out West Anglia Main Line And Lea Valley Lines Local Services
I know there needs to be a bit of a sort-out on the WAML to run four tph between Stratford and Meridian Water stations, but could something more radical be on the cards.
Reasonable objectives based on London Overground’s principles would see the following stopping services.
- Four tph between Seven Sisters and Cheshunt stations via Edmonton Green station.
- Four tph between Seven Sisters and Enfield Town stations
- Four tph between Tottenham Hale and Cheshunt stations via Waltham Cross station
- Four tph between Cheshunt and Hertford East stations.
At the Northern end of the route, there would be three terminal platforms controlled by London Overground, one at Cheshunt and two at Hertford East.
The Aventra Effect
The high-performance Aventras, used by London Overground and Greater Anglia, are ready for digital signalling and designed around fast station stops.
The trains should be able to stop at all stations and maintain the current timetable on the route.
So the timetable could become more passenger friendly, with everything station getting four tph in both directions!
Broxbourne Station Could Be Key
The key at the Northern end could be Greater Anglia’s Broxburne station.
- It has four platforms.
- There would be space for an extra platform and/or a turnback for trains from the South.
- Overground services to and from Hertford East station will call.
- It is planned to be the terminal of Crossrail 2.
Services between Liverpool Street and Stratford stations and Bishops Stortford, Cambridge and Stansted Airport generally stop at Broxbourne.
So could we see cross-platform interchanges between London Overground’s local services calling at all stations to London and Greater Anglia’s fast services?
The Hertford East Difficulty!
At present one difficulty, is that the Hertford East Branch can only handle three tph, which it does in the Peak, so running the required four tph might need dualling the single-track section through Ware station.
These pictures show Ware station and the level crossing.
Note.
- The platform can accept a twelve-car train.
- There would be space to install a second platform.
- To the East the single track becomes double after the bridge at the end of the platform and is double all the way to the WAML.
- To the West the single track becomes double after the level crossing at the end of the platform and is double all of the way to Hertford East station.
Laying a second track and adding a second platform at Ware station, is probably the ultimate solution, to provide four tph all day between London and Hertford East.
But I also feel that with precision driving, the nimble Aventras will be able to do four tph, with a procedure something like this.
- The level crossing closes to road traffic.
- A Westbound train arrives in the station and an Eastbound train stops at a signal at the end of the Eastbound track from Hertford East station.
- When the Westbound train has unloaded and loaded the passengers, it leaves the station and takes the Westbound track to Hertford East station.
- When the Westbound train has safely passed the stationary Eastbound train, the points are changed and the Eastbound train moves into the station.
- The level crossing opens to road traffic.
There would be four level crossing closures per hour, which is the same as now, but they could be slightly longer.
I suspect there is a better absolutely safe operating procedure than my naive example.
Eight Tph At Cheshunt Station
As eight tph will be going South from Cheshunt station; four each via Edmonton Green and Waltham Cross, Broxbourne station could turn any that couldn’t be handled at Cheshunt and Hertford East stations.
So we might see the following Northern terminals, if the four tph can run to Hertford East station.
- Four tph at Hertford East; two via Edmonton Green and two via Waltham Cross.
- Two tph at Cheshunt via Edmonton Green
- Two tph at Broxbourne; via Waltham Cross.
All stations between London and Hertford East will get four tph.
Cheshunt station needs a certain amount of rebuilding to make it step-free and possibly remove the level crossing.
A step-free station is essential.
- The station is not a sleepy rural halt.
- Changes between trains from the North to London Overground services mean crossing the footbridge.
- It would give pedestrians, wheelchair users, buggy pushes and others an easy way across the railway, when the level crossing in closed.
Southbound trains from Cheshunt could be.
- Two tph from Cheshunt via Edmonton Green
- Two tph from Hertford East via Edmonton Green
- Two tph from Broxbourne via Waltham Cross
- Two tph from Hertford East via Waltham Cross
Northbound trains from Cheshunt could be.
- Four tph to Hertford East.
- Two tph to Broxbourne.
Judicious timing of Northbound trains could mean that passengers arriving via Edmonton Green at Cheshunt could change to a Hertford East train by walking across the platform.
There are a lot of possibilities to get the best connectivity at the Northern end.
The Southern End
At the Southern End, there will be the following services.
- , Tottenham Hale station will receive four tph from Cheshunt.
- Seven Sisters station will receive four tph from Cheshunt and four tph from Enfield Town.
Both stations will be able to send trains to either Stratford or Liverpool Street.
Seven Sisters Services
Seven Sisters station is easier to sort.
- Half of each group of trains go in each direction.
- Four tph go direct to Liverpool Street stopping at all stations en route.
- Four tph go to Stratford via South Tottenham and Lea Bridge stations.
,Trains to Stratford should turn in the High Meads Loop under Eastfield.
South Tottenham Interchange
This map from carto.metro.free.fr shows the lines at South Tottenham station.
Note.
- The orange line going across the from left to right is the Gospel Oak to Barking Line
- The blue line is the Victoria Line.
- The orange line going down the map is the Lea Valley Line, between Liverpool Street in the South and Cheshunt and Enfield Town stations in the North.
- The single-track; Seven Sisters Chord, which connects the two Overground lines.
- The black line going down the map on the right is the WAML, between Stratford and Lea Bridge stations in the South and Tottenham Hal station in the North.
What is not shown on the map is the massive double-ended Crossrail 2 station, that will link South Tottenham and Seven Sisters stations, which are about five hundred metres apart.
This Google Map shows the area of the two stations.
Note how much green space there is alongside the tracks.
If four tph went via South Tottenham and Lea Bridge stations, this would mean that South Tottenham station has the following services.
- Four tph to Barking
- Four tph to Gospel Oak
- Four tph to Stratford
- Two tph to Enfield Town
- Two tph to Broxbourne, Cheshunt or Hertford East.
Timings could be arranged to give a user-friendly interchange at South Tottenham station, which is a step-free station.
Note that it is probably likely, that the Seven Sisters Chord shown in the first map, would need to be improved.
But there is certainly enough space to do it properly!
Tottenham Hale Services
These are trickier, but I believe they could be sorted if the new third track from Meridian Water station was used exclusively for Southbound services going to Stratford.
This would mean that platform usage at Tottenham Hale station would be as follows.
- Existing Platform 1 – Services to Liverpool Street station.
- Existing Platform 2 – Services to Cheshunt, Broxbourne, Stansted Airport and Cambridge.
- New Platform 3 – Services to Stratford station.
Platforms 1 and 3 would be a cross-platform interchange to allow passengers to change terminal.
Splitting Of Stratford And Liverpool Street Services
Stratford and Liverpool Street services would split somewhere North of the new Meridian Water station.
Services to Liverpool Street would include.
- London Overground – Two tph from Cheshunt, Broxbourne or Hertford East.
- Greater Anglia – Two tph from Cambridge/Cambridge North
- Greater Anglia – Four tph from Stansted Airport.
This is much the same as the current timetable, with a change of operator on the Hertford East service.
Services to Stratford would include.
- London Overground – Two tph from Cheshunt, Broxbourne or Hertford East.
- Greater Anglia – Two tph from Bishops Stortford.
If all these services stopped at Meridian Water, Northumberland Park, Tottenham Hale and Lea Bridge stations, the STAR service has been implemented.
These Stratford services would be turned in the High Meads Loop.
As there would be four tph coming to Stratford from Seven Sisters station, this would mean that eight tph were being turned in the loop.
I can see two problems with this arrangement.
- The merging of Northbound trains South of Tottenham Hale station could be tricky.
- The Cambridge and Stansted expresses use the same route to Liverpool Street as London Overground’s Chingford services, as they do now!
Both problems could be lessened by perhaps running half of the Cambridge and Stansted services to Stratford.
This would mean the following.
- Five tph that served the WAML would use Liverpool Street station.
- Seven tph that served the WAML would use Stratford station.
- Eleven tph would need to be turned in the High Meads Loop.
Trains on the High Mead Loop would be as follows.
- London Overground – Two tph to Enfield Town
- London Overground – Two tph to Broxbourne, Cheshunt or Hertford East via Edmonton Green
- London Overground – Two tph to Broxbourne, Cheshunt or Hertford East via Waltham Cross
- Greater Anglia – Two tph to Bishops Stortford
- Greater Anglia – One tph to Cambridge/Cambridge North
- Greater Anglia – Two tph to Stansted Airport
It could be that the expresses could use one track of the High Meads Loop, with the local services using the other.
I also think, that there is sufficient capacity in the High Meads Loop to terminate all services on the WAML at Stratford.
But would that be a step too far?
Possibly for some passengers, but I suspect it would be liked by train operators.
Services Between Tottenham Hale And Broxbourne
Currently, the following services run between Tottenham Hale and Broxbourne stations on the WAML.
- Two tph between Liverpool Street and Hertford East stations.
- Two tph between Stratford and Bishops Stortford stations.
- Two tph between Liverpool Street and Cambridge/Cambridge North stations.
- Four tph between Liverpool Street and Stansted Airport.
This gives a total of ten tph in both directions.
If you go to my first scenario of providing four tph to Cheshunt/Broxbourne/Hertford East, this gives the following services between Tottenham Hale and Broxbourne stations.
- Two tph between Liverpool Street and Hertford East stations.
- Two tph between Stratford and Bishops Stortford stations.
- Two tph between Liverpool Street and Cambridge/Cambridge North stations.
- Four tph between Liverpool Street and Stansted Airport.
- Two tph between Stratford and Broxbourne stations.
The extra service between Stratford and Broxbourne is to ensure that all stations on the route get four stopping services, of which two tph go to either Liverpool Street or Stratford at the Southern end.
This gives a total of twelve tph in both directions.
By adding just two tph, there is a vastly improved stopping service along the WAML, with all stations getting at least a four tph service.
Could The West Anglia Main Line Handle Twelve Tph?
In 2020, Greater Anglia will be running Class 745 and Class 720 trains on this route.
- They will both be 100 mph trains.
- They will have fast station dwell times.
- They may even have level access between platform and train, which will help speed boarding.
- They will have a quality Driver Assist System.
- Electronic in-cab digital signalling is a possibility.
- The WAML may allow some 100 mph running.
- Removing the remaining level crossings would surely speed up services.
The Greater Anglia trains will be limited stop and most will only stop at Tottenham Hale, Cheshunt and Broxborne.
London Overground will also be running Class 710 trains, which will be faster than current trains, with very good dwell times.
So I expect that with new trains, some improvement to the infrastructure, the following will be possible.
- Four tph, which stop at all stations between Tottenham Hale and Broxbourne.
- Six tph, which are limited stop expresses, only stopping at Tottenham Hale and Broxbourne and a couple of other occasional stations.
- Time saving for all services.
- I suspect that the current Stratford to Bishops Stortford service will become limited stop North of Meridian Water station.
It would hopefully be a timetable, that appealed to both passengers and train companies.
Services At Meridian Water
Meridian Water station has been promised four tph to Stratford, that call at Northumberland Park, Tottenham Hale and Lea Bridge stations.
So what services will call at Meridian Water station, in the scenario I have outlined, that follows from four tph between London and Hertford East being transferred from Greater Anglia to London Overground.
It could be something like this.
- Two tph to Hertford East, calling at all stations.
- Two tph to Bishops Stortford, calling at selected stations.
- Two tph to Cheshunt or Broxbourne, calling at all stations.
- Four tph to Stratford, calling at all stations.
- Two tph to Liverpool Street, calling at all stations.
It’s certainly better and more comprehensive than promised.
As Meridian Water will be such an important station, could some of the Cambridge and Stansted services call?
Four-Tracking Of The West Anglia Main Line
This project is needed to both increase capacity to Cambridge and Stansted Airport and in the future for Crossrail 2, which will reach as far as Broxbourne station.
But it will be a very disruptive project, not just for rail users, but for road users, when they close several level crossings.
The Underused Southbury Loop
The limited triple-tracking around Tottenham Hale station has been moderately disruptive at weekends and services have run using the Southbury Loop.
The Southbury Loop is underused and I believe that if services were increased permanently on the diversion route, that it would have the beneficial effects on the WAML.
Extra services could be added to the existing double-track route.
Between Cheshunt and Broxbourne
There is one section that could be easier than most to four-track and that is the section between Cheshunt and Broxbourne stations.
This Google Map shows the line North of Cheshunt station.
I have flown my helicopter along this route and just as in the map, the two-tracks sit on a wide site, with space for extra tracks.
I am fairly certain,that four-tracking this section would not be difficult.
South Of Cheshunt
If the Southbury Loop were to be used to handle some trains, I think the four-tracking could be done in a more relaxed series of small projects over a longer period of time.
There are various problems.
- Waltham Cross station
- Enfield Lock station and level crossing.
- Brimsdown station and level crossing.
But South from Ponders End station should be a lot easier,
- There are no buildings in the way.
- There will already be a third-track between Tottenham Hale and Meridian Water stations.
- Northumberland Park and Meridian Water stations will be fourth-track ready.
I very much feel, that the four-tracking can be done piecemeal without too much disruption to rail pr road traffic.
Other Issues
Over the years, other issues have been raised with the WAML and Crossrail 2.
A Turnback At Enfield Lock Station
I’ve read in a couple of places, that there could be a bay platform at Enfield Lock station, which could turnback trains to the South..
Under the current plans for the STAR service, this will terminate at Meridian Water station and I’ve heard station staff, say it will be a bi-directional shuttle between Tottenham Hale and Meridian Water stations.
The bi-directional shuttle would.
- Not be using the new infrastructure in a worthwhile manner.
- Bring more passengers to the overloaded Victoria Line.
- Not take passengers to the transport hub at Stratford with Crossrail.
- Not be an efficient use of a train and crew.
I also think, it would struggle for passengers until the building of housing at Meidian Water gets under way.
But supposing, two tracks were built North from Meridian Water to Enfield Lock station, where there would be a bay platform.
- A fourth track would need to be added alongside the third-track between Lea Bridge and Meridian Water stations.
- Another platform would be needed at Tottenham Hale station.
- There is a lot of space on the Eastern side of the WAML, between Meridian Water and Ponders End station.
- Two extra tracks through Brimsdown station, should be possible with the purhase of some low-grade commercial property.
Note that currently a train from Enfield Lock to Stratford takes twenty-four minutes, if it stops at the little-used Angel Road station.
If a train turned in the High Meads Loop at Stratford, it could be back at Enfield Lock within the hour.
- Four tph would be possible.
- This would provide a much needed service for all those who do and will live, work and enjoy themselves allow the Lea Valley.
- Four trains would be needed for a four tph service.
I can understand, why Enfield Lock station has been talked about as a place for a possible bay platform.
There would also be the possibility of extending to Enfield Lock, without closing the level crossing at the station, if a step-free bridge were to be provided.
The station could become a valuable interchange between Greater Anglia’s Bishop’s Stortford services and the four tph to Stratford, stopping at all stations.
Eventually, though, the level crossing will be removed and four tracks will be extended Northwards.
Hackney Downs Issues
If as I proposed the following trains run through Seven Sisters station.
- Two tph between Liverpool Street and Cheshunt/Broxbourne or Hertford East.
- Two tph between Stratford and Cheshunt/Broxbourne or Hertford East.
- Two tph between Liverpool Street and Enfield Town.
- Two tph between Stratford and Enfield Town.
This means that Hackney Downs would have the following services.
- Two tph between Liverpool Street and Cheshunt/Broxbourne or Hertford East.
- Two tph between Liverpool Street and Enfield Town.
- Four tph between Liverpool Street and Chingford.
Would it not be more efficient, if all of these services used the slow tracks into Liverpool Street?
This would give the expresses exclusive use of the fast lines into Liverpool Street.
An Alternative Strategy
Suppose Greater Anglia were to acquire some eight-car trains, then they could carry on as normal.
They wouldn’t actually change the order, but shuffle some of the stock to create eight-car trains.
As the Class 720 trains are cut-and-paste, they can put any number of trailer and motor cars between the two driver cars, a motor car and a pantograph car.
As Greater Anglia could need perhaps ten eight-car trains, this would be
- Driver cars – 20
- Pantograph cars – 10
- Motor cars – 10
- Intermediate cars – 40
The right number of cars can be found in six ten-car trains and four five-car trains..
Have Greater Anglia purchased a set of ten- and five-car trains, that can also be run as a sub-fleet of eight-car trains?
Conclusion
This post has been speculation on a rumour.
But I now believe that Hertford East services can be run under two different methods.
Transfer To The London Overground
The service could transfer to the London Overground.
- London Overground have trains suitable for the service and Greater Anglia doen’t!
- Greater Anglia services may be simpler to operate.
- Ware station needs to be rebuilt to enable a decent service and Funding the work might be easier for London Overground in partnership with Hertfordshire County Council, than for Greater Anglia.
- Large numbers of stations in the London Borough of Enfield get a four tph service.
- By using the Southbury Loop, extra services can be run, without adding to traffic on the West Anglia Main Line.
In a few years time operation of the West Anglia Main Line would be very different.
The Class 710 Trains Can Be Shuffled Into An Eight-Car Sub-Fleet
This is the carry-on as before solution and is possible by just shuffling the required number of trains.
The Train-Platform Interface In London
I feel very strongly, that the floor of a train should be level with the platform, when you board a train.
This is mainly, because after my stroke, some said, that I could spent a lot of my life in a wheelchair. Luckily, the doomsters were wrong, but I do feel for those who have to use one or regularly push a buiggy on London’s extensive transport system.
So in this post, I shall be collecting examples of the good, the bad and the ugly.
I have put a note by some of the pictures, which are as follows.
- Only one type of train calls at this platform and as the platform is straight, it could be better.
- This platform was built or rebuilt, when new trains started on a new line.
- Taken on a Harrington Hump
These are just the start.
Merseyrail Reveals Latest Station Closures For Upgrade Work Ahead Of New Trains
The title of this post is the same as that of this article on Liverpool Business News.
This is the first paragraph.
Merseyrail has announced details of the next phases of station closures as it upgrades is platforms to make them ready its new £460m fleet of trains due to come into service in 2021.
In total, there are eleven phases of work to give all platforms level access to the new trains.
I am fairly sure that no other local rail network in the UK, will have this quality of level access.
Some stations on the London Overground have similar access, but not that many. When you consider, that many station platforms have been rebuilt and they are only used by Class 378 trains, I believe an opportunity was missed.
The article says this about Merseyrail‘s new Class 777 trains.
Swiss manufacturer Stadler has started the manufacturing process at its Szolnok plant in Hungary on the new fleet of 52 trains. There, the car-body production is under way with the units being machined, welded, sandblasted and coated in special protection and premium quality paint to combat corrosion, caused by the contact with sea-water.
Most of the current Class 507/508 trains are forty years old, but they appear to me to be one of the most bottom-friendly suburban trains in the UK, with desirable 2+2 seating. I regularly travel on Class 313 trains, which are similar trains of the same vintage, into and out of Moorgate, and these are scrapyard specials compared to Merseyrail’s spotless, spacious and comfortable trains.
These pictures from March 2017, show the current trains.
They certainly look to be in good enough condition to see all the new trains into service and through their inevitable teething troubles in the next couple of years.
Conclusion
,The care being taken by Merseyrail and Stadler in the preparation for and design of their new trains, seems to indicate that they are intending to get forty years out of the new fleet.
Do Aventras Use Supercapacitors?
In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.
AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.
Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift
This was published over seven years ago, so I suspect Bombardier have refined the concept.
The extract makes three interesting points.
All Or Most Cars Will Be Powered
In A Detailed Layout Drawing For A Class 345 Train, I give the formation of a Crossrail Class 345 train.
DMS+PMS+MS1+MS3+TS(W)+MS3+MS2+PMS+DMS
Note.
- M signifies a motored car.
- Eight cars have motors and only one doesn’t.
- The train is composed of two identical half-trains, which are separated by the TS(W) car.
- There are four wheelchair spaces in the TS(W) car.
Are the MS!, MS2 and MS3 cars identical?
In addition, I have been told, that all cars in Class 720 trains are motored.
It does seem that Bombardier have fulfilled their statement from 2011.
Remote Wake-Up
This is mentioned in the extract, but there are few other references to it. I quoted a report from the Derby Telegraph, which has since been deleted, in Do Bombardier Aventras Have Remote Wake-Up?.
Supercapacitors And Lithium-Ion Batteries
According to the extract, the trains have been designed to accept supercapacitors or lithium-ion batteries if required.
As the other two statements in the extract appear to be likely, I will continue to believe that all Aventras can have some form of energy storage.
Crossrail
I’ll look first at Crossrail’s Class 345 train.
In How Much Energy Does A Crossrail Class 345 Train Use?, using the train’s data sheet, I came to the conclusion, that electricity usage of the trains is 2.67 KWh per car per kiometre or 3.29 KWh per car per mile.
In the linked post, I also calculate the kinetic energy of a fully-loaded nine-car Crossrail train.
I’ll repeat it.
- If I take a nine-car Class 345 train, this has a mass of less than 350 tonnes and a maximum speed of 145 kph.
- 1500 passengers at 80 kg each works out at another 120 tonnes.
- So for this crude estimate I’ll use 450 tonnes for the mass of a loaded train.
This gives the train a kinetic energy of 101 KWh.
As the Class 345 trains are effectively two half trains, with two PMS cars with pantographs, it is likely that they have at least two cars that are ready for supercapacitors or lithium-ion batteries.
The Design Of Crossrail
Crossrail could best be described as the Victoria Line on steroids.
- Both lines were designed to run in excess of twenty-four trains per hour (tph) across London.
- The Victoria Line was built to deep-level Underground standards, with one of the most advanced-for-its-time and successful train operating systems of all times.
- Crossrail is a modern rail line being built to National Rail standards, with world-leading advanced technology, that takes full account of modern environmental standards and aspirations.
Costs were saved on the Victoria Line by leaving out important parts of the original design..
- The route was cut back to Walthamstow Central, from the proposed terminus at Walthamstow Wood Street or possibly South Woodford or Woodford.
- Some stations like Highbury & Islington were built to a totally inadequate low-cost design.
- Third escalators at stations were changed into stairs.
- Step-free access was non-existent at the opening, but has been added to some stations since.
- Cross platform interchange with the Chingford Branch Line was left out at Walthamstow Central station.
Costs were saved on Crossrail, by using high-quality design.
- Crossrail and the Great Western Main Line electrification share a sub-station to connect to the National Grid.
- The number of ventilation and access shafts was reduced significantly, with one in a new office block; Moor House.
- Electrification uses a simple overhead rail, which is only fed with power at the ends.
I also believe that the Class 345 trains, which were designed specifically for the route, were designed to save energy and increase safety in the tunnels.
Regenerative braking normally saves energy by returning braking energy through the electrification, so it can be used to power other nearby trains.
Batteries For Regenerative Braking
However, in recent years, there has been increasing interest in diverting the braking energy to onboard energy storage devices on the train, so that it can be used when the train accelerates or to power systems on the train.
The system has these advantages.
- Less energy is needed to power the trains.
- Simpler and less costly transformers can be used for the electrification.
- The onboard energy storage can be used to power the train after an electrification failure.
- In tunnels, there is less heat-producing electricity flowing in all the cables.
Obviously, keeping the heat down in the tunnels is a good thing.
A Station Stop On Crossrail Using Regenerative Braking And Energy Storage
Imagine a fully-loaded train approaching a station, at the maximum speed on 145 kph.
- The train will have a kinetic energy of 101 kWh.
- As it approaches the station, the brakes will be applied and the regenerative brakes will turn the train’s energy into electricity.
- This energy will be stored in the onboard energy storage.
- As the train accelerates away from the station, the electricity in the onboard energy storage can be used.
The only problem, is that regenerative braking is unlikely to recover all of the train’s kinetic energy. But this is not a big problem, as the train draws any extra power needed from the electrification.
To make the system as efficient as possible, the following must be fitted.
- The most efficient traction motor.
- Onboard energy storage capable of handling the maximum kinetic energy of the train.
- Onboard energy storage with a fast response time.
The train will probably be controlled by a sophisticated computer system.
What Size Of Onboard Energy Storage Should Be Fitted?
Obviously, this is only speculation and a best guess, but the following conditions must be met.
- The onboard energy storage must be able to capture the maximum amount of energy generated by braking.
- The physical size of the energy storage system must be practical and easily fitted under or on the train.
- The energy storage system should be able to store enough energy to be able to move a stalled train to safety in the event of complete power failure.
Note that an energy storage system with a 100 kWh capacity would probably take the train somewhere around four to five kilometres.
Obviously, a series of computer simulations based on the route, passengers and various other conditions, would indicate the capacity, but I feel a capacity of around 120 kWh might be the place to start.
Where Would The Energy Storage Be Placed?
With nine cars, and with eight of them motored, there are a several choices.
- One energy storage unit in all motored cars.
- One energy storage unit in the three MS cars.
- One energy storage unit in each half train.
I’ve always liked the concept of an energy storage unit in each powered car, as it creates a nice tight unit, with energy stored near to where it is generated and used.
But there is another big advantage in splitting up the energy storage – the individual units are smaller.
Could this mean that supercapacitors could be used?
- The main need for onboard energy storage is to handle regenerative braking.
- The secondary need for onboard energy storage is for emergency power.
- There is no needon Crossrail as yet,to run the trains for long distances on stored power.
- Supercapacitors are smaller.
- Supercapacitors can handle more operating cycles.
- Supercapacitors run cooler.
- Supercapacitors have a fast response.
If running for longer distances were to be required in the future, which might require lithium-ion or some other form of batteries, I’m sure there will be space for them, under all those cars.
I wouldn’t be surprised to find out that Crossrail’s Class 345 trains are fitted with supercapacitors.
Note, that a Bombardier driver-trainer, talked of an emergency power supply, when I asked what happens if the Russians hacked the electrification.
Class 710 Trains
London Overground’s Class 710 trains are a bit of a mystery at the moment as except for a capacity of seven hundred passengers disclosed in this article on the International Railway Journal little has been published.
Here are my best guesses.
Formation
Based on the formation of the Class 345 trains, I think it will be.
DMS+PMS+MS+DMS
Effectively, this is a half-train of a seven-car Class 345 train, with a DMS car on the other end.
Dimensions
I have a Bombardier press release, which says that the car length is twenty metres, which is the same as Class 315, Class 317 and Class 378 trains and a whole load of other trains, as twenty metre cars, were a British Rail standard.
I doubt there will be much platform lengthening for these trains in the next few years.
Weight
The Wikipedia entry for Aventra gives car weight at between thirty and thirty-five tonnes, so the train weight can be anything between 120-140 tonnes.
Passenger Capacity
I wrote about this in The Capacity Of London Overground’s New Class 710 Trains.
This was my conclusion.
It appears that seven hundred is the only published figure and if it is, these new Class 710 trains are going to substantially increase public transport capacity across North London.
They are certainly future-proofed for an outbreak of London Overground Syndrome, where passenger numbers greatly exceed forecasts.
As some of the trains are being delivered as five-car units, there is always the option of adding an extra car. Especially, as the platforms on the line, seem to have been built for five or even six car trains.
London Overground have not made the platform length miscalculations of the North and East London Lines.
For the near future they’ll hold around 700 passengers at 80 Kg. each, which means a passenger weight of fifty-six tonnes.
Full Train Weight
For various train weights, the fully-loaded trains will be.
- 120 tonnes – 176 tonnes
- 130 tonnes – 186 tonnes
- 140 tonnes – 196 tonnes
Until I get a better weight for the train, I think I’ll use 130 tonnes or 186 tonnes, when fully-loaded.
Speed
I wrote about this in What Is The Operating Speed Of Class 710 Trains?.
This was my conclusion.
But what will be the operating speed of the Class 710 trains?
I said it will be somewhere between 145 kph (90 mph) and 160 kph (100 mph)
Consider.
- I think that 145 kph, will be able to handle the two planned increased frequencies of four tph.
- 145 kph is identical to the Crossrail trains.
- 160 kph is identical to the Greater Anglia trains.
- 160 kph seems to be the speed of suburban Aventras.
It’s a difficult one to call!
I do think though, that trundling around the Overground, they’ll be running at the same 121 kph of all the other trains.
Kinetic Energy
The kinetic energy of a 186 tonnes train at 121 kph is 29 kWh.
Could Supercapacitors Handle This Amount Of Energy?
I’m pretty certain they could.
Conclusion
Supercapacitors are a possibility for both trains!
I’ll review these calculations, as more information is published.
The Anonymous Widower 