The Anonymous Widower

London Overground: Design Work For West London Orbital Route Begins

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

This is the sub-heading.

Plans for a new London Overground link in west London are progressing, London’s mayor Sadiq Khan has said.

These paragraphs outline what will happen.

Engineering consultants who worked on the Elizabeth line have been chosen for the West London Orbital service.

“This engineering design will help determine the cost of delivering the scheme, which is currently unfunded,” Transport for London (TfL) said.

It hopes the scheme, which would connect Hounslow with Hendon and West Hampstead, could start next decade.

My feeling, is that they should get on with it.

  • There would be no major construction like tunnels.
  • Four stations would need to be built.
  • I doubt there will be any demolition.
  • It wouldn’t need more electrification, as the route is electrified at both ends and battery-electric trains could be used.
  • It would create more connections to Old Oak Common for High Speed Two.

But if it does for North West London, what the Overground has done for North and East London, it will be very much worth it.

These are a few thoughts and observations.

The Route

This is a schematic of the route from the BBC article.

Note.

  1. Services will be between West Hampstead Thameslink and Hounslow stations and between Hendon and Kew Bridge stations.
  2. If services follow the London Overground frequency, they will be four trains per hour (tph).
  3. The new stations are Neasden, Harlesden, Old Oak Common Lane and Lionel Road.
  4. Acton Central, Brentford, South Acton, Syon Lane and West Hampstead Thameslink are step-free and Isleworth is on the way.
  5. The fully step-free Brent Cross West station will open soon.
  6. Lionel Road station will serve the new Brentford stadium.
  7. Old Oak Common Lane will serve High Speed Two, the Elizabeth Line and the North London Line.

They look to be a useful set of stations.

Kew Bridge Station

There’s been a lot of development at Kew Bridge station, since I was last there.

There are lots of flats and Brentford’s new stadium.

I suspect all the stations between Kew Bridge and Hounslow will see similar levels of development.

Electrification Issues On The Dudding Hill Line

The Dudding Hill Line forms the Northern section of the route between the Midland Main Line and the North London Line at Acton Wells Junction.

This map from OpenRailwayMap shows the junction between the Dudding Hill and Midland Main Lines.

Note.

  1. The Midland Main Line is shown in red as it is electrified with 25 KVAC overhead wires.
  2. The Dudding Hill Line is shown in black, as it isn’t electrified.

This second map from OpenRailwayMap shows the junction between the Dudding Hill and North London Lines at Acton Wells junction.

Note.

  1. As before red tracks are electrified with 25 KVAC overhead wires and black tracks have no electrification.
  2. The Dudding Hill Line is the black track running North-South at the West of the map.
  3. Acton Wells junction, where the Dudding Hill and North London Lines join is in the South-West corner of the map.
  4. The North London Line is shown in red running across the North-West corner of the map.
  5. The Great Western Main Line is shown in red running across the South-East corner of the map.
  6. High Speed Two will run East-West across the map and is shown dotted in red.
  7. The red lines in the middle of the map is the Elizabeth Line depot.

With all the 25 KVAC overhead electrification at both ends of the Dudding Hill Line, it would appear, that if this section is ever electrified, it will be electrified with this form of electrification.

There may be a problem, in that there are three or four bridges over the line.

Electrification Issues At Kew

This map from OpenRailwayMap shows the triangular junction by Kew Bridge station.

Note.

  1. As before black tracks have no electrification.
  2. Mauve tracks are electrified with 750 VDC  third-rail electrification.
  3. Kew Bridge station is indicated by the blue arrow at the Eastern point of the junction.
  4. Trains to Hounslow will arrive in the North-East corner of the map and go diagonally across the map to leave in the South-West point of the junction.
  5. Trains to Kew Bridge will arrive in the North-East corner of the map and take the Eastern chord of the junction to a new platform in Kew Bridge station.

Brentford’s new stadium and a lot of housing are in the middle of the junction.

It would seem to be obvious to electrify the triangular junction using 750 VDC third-rail electrification.

But not to the ORR it isn’t, as they won’t allow any new third-rail electrification to be installed on Health and Safety grounds.

Charging Trains At Kew Bridge Station

Consider.

  • It looks like trains from Hendon will terminate in a new platform on the chord without electrification to the North of the current Kew Bridge station.
  • A short length of 25 KVAC overhead electrification could be used to charge trains.

It may be sensible to build two platforms on the chord, as this could allow more flexible operation of the London Overground during engineering works.

Charging Trains At Hounslow Station

A short length of 25 KVAC overhead electrification could be used to charge trains.

Project Management Issues

I believe this could be one of those projects, where by careful selection of the order of the sub-projects, time and money can be saved and passengers will see benefits earlier.

For example.

  • Early delivery of Old Oak Common Lane station would also connect the North London Line to High Speed Two and the Elizabeth Line.
  • Early delivery of step-free access at Kew Bridge station would help passengers going to the new Brentford stadium.

There may be other projects, that need an early delivery.

The Feltham And Wokingham Resignalling Programme

The Feltham And Wokingham Resignalling Programme  is currently underway and there are pairs of new and old signals everywhere between Kew Bridge and Feltham and also between Feltham and Richmond.

These are digital signals and according to Network Rail, they will increase the capacity, which must surely allow the extra trains between Kew Bridge and Hounslow stations.

This signalling project finishes in mid-2024, so I suspect by then the Southern part of the West London Orbital Railway will not have any problems with interaction with other services.

The Feltham And Wokingham Resignalling Programme could be considered an important enabling sub-project of the West London Orbital Railway, that is being performed early.

Richmond Station

As I came through Richmond station, there was an Overground train in Platform 3 and I noticed that Platforms 3 to 5 were allocated to the Overground.

Has the new signalling given Network Rail and train operators more flexibility and extra capacity at Richmond?

Currently, the London Overground runs four trains per hour (tph)  between Stratford and Richmond.

The increased flexibility may allow the following.

  • An increase in frequency of trains to Stratford.
  • An increase in frequency of District Line trains, if Ealing Broadway station swaps from being a District to a Piccadilly Line terminus, as I wrote about in Extending The Elizabeth Line – Piccadilly Line To Ealing Broadway.
  • Could Richmond also act as a terminal of the West London Orbital Railway during construction and engineering works?

Another benefit that could be arranged is to run the current four tph London Overground services into Platform 3.

These pictures show a Waterloo-bound South Western Railway train in Platform 2 and a Stratford-bound London Overground train in Platform 3.

As there are 8 tph between Richmond and Waterloo via Clapham Junction, this could be quite a useful cross-platform interchange for passengers going from say Staines or Windsor to Hampstead.

Trains

Consider.

  • The three most likely Northern termini are Brent Cross West, Hendon and West Hampstead Thameslink.
  • There could be other terminals on the North London Line or the Gospel Oak and Barking Line.
  • All possible Northern terminals have 25 KVAC overhead electrification.
  • The two most likely Southern terminals are Hounslow and Kew Bridge.
  • There may be other possible Southern terminals like Twickenham or Richmond.
  • All possible Southern terminals have 750 VDC third-rail electrification.
  • The sections without electrification of the route are less than twelve miles.
  • The ORR won’t allow any new third-rail electrification.

It looks like the trains will need to be dual-voltage with a battery capability.

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 twelve years ago, so I suspect Bombardier or Alstom have refined the concept.

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

So for a four-car running for twelve miles, the train would need a battery capacity of between 144 and 240 kWh.

These are not large batteries.

I suspect that the best trains for the route, will be dual-voltage Class 710 trains.

  • The Class 710/2 variant used on the Gospel Oak and Barking Line is dual-voltage.
  • London Overground has 54 Class 710 trains.
  • I am certain, that the batteries needed can be fitted to the trains.
  • Aventras are still in production in Derby.

A test battery-electric version could probably be created and tested on the short Romford and Upminster Line.

There may be other places in London and the rest of the UK, where a four-car battery-electric Aventra would be the ideal train.

 

 

 

April 20, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 5 Comments

Is There Progress On The West London Orbital Railway?

This short news item is being shown on Railnews under a sub-heading of Overground Plan.

The Mayor of London Sadiq Khan is reported to have predicted that a new London Overground route in west London could be open by the early 2030s. The link had been proposed by the Mayor in his 2018 Transport Strategy. It would run from Hounslow to Acton Central and the new HS2 station at Old Oak Common. From there it would continue to Acton Wells Junction and then along the Dudding Hill line, which is presently used only for freight, via the existing stations on the Euston-Watford Overground route at Harlesden and the Jubilee Line station at Neasden. Trains would continue from Neasden along the Midland Main Line in both directions to West Hampstead Thameslink and Hendon. It is understood that engineering consultants are being chosen to develop a detailed design.

So is there progress at last on what I feel is a much-needed and affordable addition to London’s railway network?

The West London Orbital Railway

In TfL Advances Plans For DLR And Overground Extensions, I said the following about the West London Orbital Railway.

I have written extensively about this railway and you can see my posts here.

This map from the Mayor’s Transport Strategy shows the route.

I believe this railway could do the following.

  • Level-up much of North-West London.
  • Provide better access to Heathrow.
  • Link West London to High Speed Two and the Elizabeth Line.

It would also provide better links to Brentford’s new stadium.

The New Civil Engineer says this about funding.

TfL now confirms that the West London Alliance has commissioned feasibility work for the scheme. Meanwhile, TfL is considering options for a Borough Community Infrastructure Levy to help pay for it and has been investigating development opportunities on the route that could unlock funds via Section 106 planning obligations and Carbon Offset funding.

Conclusion

It does appear there are ways and means to fund these schemes, without expecting the rest of the UK to fund London’s transport network.

April 14, 2023 Posted by | Transport/Travel | , , , , , , , | 3 Comments

Would It Be Possible For The Bakerloo And Watford DC Lines To Use The Same Trains? – 6th March 2023 Update

These two lines are very different.

Ten stations are shared between the lines, of which only one; Queen’s Park offers level boarding.

The Shared Stations

The nine shared stations often have considerable steps up and down, as at Willesden Junction station, which is shown in Train-Platform Interface On Platform 1 At Willesden Junction.

I am rather pleased and pleasantly surprised, that there are not more accidents at the shared stations, but using the line must be a nightmare for wheelchair users, buggy pushes and large case draggers.

If Transport for London proposed building a line like this, they would have to launch it at the Hammersmith Apollo, where comedians perform.

The One Train Type Solution

To my mind, there is only one solution. The two services must use the same type of trains.

These are a few thoughts on the trains.

Trains Would Be Underground-Sized

As the trains will have to work through the existing tunnels to Elephant & Castle station, the trains would have to be compatible with the tunnels and therefore sized for the Underground.

I suspect they would be a version of the New Tube for London, that are currently being built by Siemens for the Piccadilly Line.

New Tube For London And Class 710 Train Compared

This Siemens infographic summarises the New Tube For London.

These figures are from Wikipedia.

  • Cars – NTFL – 9 – 710 – 4
  • Car Length – NTFL –  12.6 metres – 710 – 20 metres
  • Train Length – NTFL – 113.4 metres – 710 – 80 metres
  • Seated Passengers – NTFL – 268 – 710 – 189
  • Total Passengers – NTFL – 1076 – 710 – 678
  • Passenger Density – NTFL – 9.5 per metre – 710 – 8.2 per metre
  • Speed – NTFL – 62 mph – 710 – 75 mph

Note.

  1. The figures for the Class 710 train are for a four-car train.
  2. The passenger density and speed are closer than I thought they’d be.
  3. I’m sure Siemens can design a longer and/or faster train if required for the Euston service.

I feel that the New Tube for London design could be adjusted , so that it could work the Watford DC service.

Platform Modifications

I suspect that the New Tube for London will be lower than the Class 710 train and all platforms would need to be lowered to fit the new trains.

I would also suspect that it would be easier to lower platforms, than modify them, so that they had dual-height sections to satisfy two classes of train.

It should be noted that the New Tube for London has shorter cars than the sixteen metre 1972 Stock trains currently used on the line, so there will be smaller gaps at stations with curved platforms like Waterloo.

I believe that with one class of train, all of the stations on the Bakerloo and Watford DC Lines could be made step-free between train and platform.

Platform Height On Platform 9 At Euston

I took these pictures on Platform 9 at Euston station.

Note that it is rather a high step into the train and there is a large gap.

But if say, a modern London Underground train from say the Victoria Line pulled into the platform would it be a better fit?

Platform Height At Kilburn High Road Station

These pictures show Kilburn High Road station.

I should have taken more pictures, but the step between the platform and train is similar to Platform 9 at Euston.

Platform Height At South Hampstead Station

These pictures show South Hampstead station.

I should have taken more pictures, but again the step between the platform and train is similar to Platform 9 at Euston.

Were The Platforms At Euston, South Hampstead And Kilburn High Road Built For Another Class Of Train?

This Wikipedia entry is for the London Underground Watford Joint Stock train, where this is said.

The Watford Joint Tube Stock was built for the service to Watford along both the Bakerloo tube and the London North Western Railway. As a result, the cars were owned by both the Underground and the London North Western Railway. To be able to operate on both lines, the car floors were 4+1⁄2 inches (110 mm) higher than other tube cars. This was a compromise height between the platform heights on the two lines.

The cars were ordered in 1914, but construction was delayed by The First World War. As a result, the first cars were not delivered until early 1920.

Note.

  1. The Wikipedia entry has links to some images of which this is one.
  2. They must have been rather cramped trains if they were built for deep tunnels and had a floor that was 110 mm higher, than other tube trains.

It certainly appears to be possible to design a train, that would fit both lines.

But would it fit modern regulations and give full step-free access?

Queen’s Park And Euston

This map from cartometro.com, shows the route between Queen’s Park and Euston stations.

Note.

  1. The Watford DC Line is shown in orange.
  2. Queen’s Park station is to the West of Kilburn High Road station.
  3. It appears that Watford DC Line trains always use Platform 9 at Euston station.

The route seems to be a self-contained third-rail electrified line into Euston station.

On the subject of electrification between Queen’s Park and Euston stations, there would appear to be a choice between the third-rail system and London Underground’s four-rail system.

But it is rumoured that the New Tube for London will have a battery capability.

As Euston and Queen’s Park stations are only 3.7 miles apart, perhaps the choice would be to use battery power into Euston station, which would remove electrified rails from Euston?

How Many Trains Could Run Into Euston?

Currently, four trains per hour (tph) run into Euston.

It is generally accepted that six tph can use a single platform. But would this be enough?

I suppose there is the possibility of tunnelling under Euston station to a pair of terminal platforms.

In that case the current platform could be used by other services.

Southern’s Milton Keynes And Clapham Junction Service

This service wouldn’t be affected as it uses the fast lines between Willesden and Watford Junction.

Advantages Of One Train Type On The Bakerloo And Watford DC Lines

I can think of these advantages.

  • Step-free access between train and platform, should be achieved.
  • A unified fleet.
  • A higher frequency between Euston and Willesden Junction stations.
  • Higher frequency where needed.
  • If trains had a battery capability, Euston could be free of third-rail electrification.

As only one type of train will be using the Watford DC line between Euston and Watford Junction, this could result in operational efficiencies.

Linking Of The Bakerloo And Abbey Lines

This could be the biggest advantage of all.

This map from cartometro shows the lines at Watford Junction station.

Note.

  1. The orange lines are the current Watford DC Line services of the London Overground, terminating in platforms 1 to 4 of Watford Junction station.
  2. These lines would be taken over by the unified Bakerloo/Watford DC Line services, running nine-car New Tubes For London.
  3. The next station to the South is Watford High Street.
  4. The West Coast Main Line goes through the station and uses platforms 5 to 10.
  5. At the North of the station is Platform 11 on the Abbey Line which leads roughly North East to St. Albans.

Look at how the Abbey Line is more or less in line with the twin-tracks of the Watford DC Line.

Recently, during the Bank Station Upgrade, a 488 metre long single track tunnel was built to divert the Southbound Northern Line.

This tunnel was not dug with a tunnel boring machine, but traditionally by hand, using men, picks, shovels and I suspect a few small machines.

I believe, that a similar technique could be used to dig a tunnel, to connect the Abbey Line and the Watford DC Line.

  • It would only be single-track
  • It would probably be less than 500 metres long.
  • It would connect to the Abbey Line to the South of Platform 11.
  • It would be deep-level tube-sized.
  • It might be dug by hyperTunnel.
  • Geography wouldn’t allow the tunnel to terminate in the Watford DC Line platforms at Watford Junction station.

But where would the terminal be on the Southern side of the West Coast Main Line?

This map from OpenRailwayMap, shows the two routes between Watford Junction and Bushey stations.

Note.

  1. Watford Junction station is at the top of the map.
  2. The orange line is the West Coast Main Line.
  3. The yellow line looping to the West of the West Coast Main Line is the double-track Watford DC Line.
  4. Bushey station is at the bottom of the map, where the two rail lines meet.
  5. Watford High Street station is in the middle of the map on the Watford DC Line.

The new service could certainly take the Watford DC Line as far as Watford High Street station.

  • The station is close to the centre of Watford, the hospital and Vicarage Road stadium.
  • But there is no space for a terminal platform.

This second OpenRailwayMap shows the disused railways to the West of Watford High Street station.

Note.

  1. The yellow loop at the East of the map is the Watford DC Line.
  2. Watford High Street station is on this loop.
  3. There is a triangular junction, that connects the former Croxley Green branch to the Watford DC Line.
  4. The terminus at Croxley Green station is marked by a blue arrow.
  5. There used to be intermediate stations at Cassiobridge, Watford West and Watford Stadium.
  6. This route was used for the failed attempt to build the Croxley Rail Link.

But could a Western extension of the Abbey Line be built?

  • It would terminate at either Croxley Green or Cassiobridge.
  • There would be intermediate stations at Watford West, Watford Stadium and Watford High Street.
  • There would be two tph.
  • Trains would be nine-car New Tubes For London.
  • The current Abbey Line is 6.4 miles and would be run using battery power, with possible charging at St. Albans Abbey station.
  • The tunnel under the West Coast Main Line would be run on battery power.
  • The Western extension from Watford High Street station would be run using battery power, with possible charging at the Western end.

I believe, an extended Abbey Line could be a viable alternative to the ill-fated Croxley Rail Link.

  • I have used battery power, as I doubt Health and Safety would allow any new third-rail electrification.
  • I have used nine-car New Tubes For London for the extended Abbey Line, as their small cross-section would allow a smaller tunnel and they would be certified for running in tunnels.
  • Some platforms on the Abbey Line would need to be lengthened, but these would be the only modifications, other than the possible installation of the charging system.
  • The extended Abbey Line would serve Watford Hospital and Vicarage Road.

The capacity of the extended Abbey Line would be substantially more than the current line.

Conclusion

A common fleet used by the Bakerloo and Watford DC Line would appear to give advantages and it has been done successfully before.

But what the Bakerloo Line, the Watford DC Line, the Abbey Line and the Bakerloo Line Extension need is a good dose of holistic design.

March 6, 2023 Posted by | Design, Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 3 Comments

TfL Considers Replacing Over Half Of London Overground Trains Within The Next 4 Years

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

This is the sub-heading.

The trains were specially built for the dimensions of the Overground network

This paragraph outlines, why the trains may be replaced.

The 57 Class 378 ‘Capitalstar’ trains which provide the majority of services on London Overground could disappear as soon as June 2027, as Transport for London (TfL) officials decide what to do with them as their leases expire. The five carriage walkthrough trains have helped revolutionise the Overground network, being built to special dimensions to fit the unique profile of the suburban routes they run on – notably the East London line, where trains use the narrow single-bore Thames Tunnels.

Note.

  1. The Class 378 trains, which I use regularly, still seem to be performing well!
  2. They could do with a lick of paint and a tidying up in places.
  3. Would it be too much to ask for power sockets and wi-fi?
  4. The other London Overground trains, the Class 710 trains can’t run through the Thames Tunnel on the East London Line, as they have no means to evacuate passengers in the tunnel in an emergency.
  5. More Class 378 trains are needed for the East London Line to increase services, but these can be obtained by transferring trains from the North London Line and replacing those with new Class 710 trains.

I live near the two Dalston stations on the London Overground and the thing we need most is more capacity.

I have some thoughts on London Overground’s future trains.

Increased Services On The Current Network

Plans exist to increase the frequency on various London Overground services and this graphic sums up what was planned a few years ago.

Note the extra two trains per hour (tph) between the following stations.

  1. Clapham Junction and Stratford
  2. Dalston Junction and Crystal Palace
  3. Dalston Junction and Clapham Junction
  4. Enfield Town and Liverpool St. via Seven Sisters

I think only Route 1 services have been increased.

I know signalling updates are holding up  the extra trains on the East London Line, but are more trains needed to fully implement the extra services?

  • Routes 2 and 3 services will need Class 378 trains because of the tunnel and these would be transferred from the North London Line.
  • Route 4 would need Class 710 trains, as the service already uses them.

So there may be a need for more Class 710 trains.

West London Orbital Railway

The graphic doesn’t mention the West London Orbital Railway.

  • There would be two routes between West Hampstead and Hounslow and Hendon and Kew Bridge using the Dudding Hill Line.
  • The tracks already exist.
  • Some new platforms and stations would be needed.
  • The route would probably need improved signalling.
  • Four tph on both routes would probably be possible.
  • The West London Orbital Railway would connect to the Great Western Railway, the North London and Elizabeth Lines and High Speed Two at Old Oak Common station.

I believe it could be run by battery-electric versions of either the Class 378 or Class 710 trains. This would avoid electrification.

As some commentators have suggested that the West London Orbital Railway and the Gospel Oak and Barking Line would be connected, I would expect that new battery-electric Class 710 trains would be used.

Adding On-board Energy Storage To The Class 378 Trains

In Will London Overground Fit On-board Energy Storage To Class 378 Trains?, I asked whether it would be worthwhile.

I finished with these two sentences.

I have no idea how much electricity would be saved by regenerative braking on the London Overground, but various applications of regenerative braking technology talk of electricity savings of between ten and twenty percent.

I think it is only a matter of time before the technology is proven to be sufficiently reliable and the numbers add up correctly for the Class 378 trains to be fitted with on-board energy storage.

What would be the advantages from fitting on-board energy storage?

  • There would be the savings of electricity by the use of regenerative braking to the batteries.
  • Trains could be rescued from the Thames Tunnel, if there was a power failure.
  • Hotel power would be maintained, if there was a power failure.
  • Trains can be moved in depots and sidings without power.
  • Trains would be able to move in the event of cable theft.
  • Short route extensions might be possible.
  • Could battery power be used to serve Euston during the rebuilding process for High Speed Two?
  • Do Network Rail want to remove third-rail electrification from Euston station for safety or cost reasons?

There could be a saving in train operating costs.

We know the trains are coming up for a new lease.

Suppose the leasing company fitted them with new batteries and some other customer-friendly improvements like new seat covers, better displays, litter bins, power sockets and wi-fi.

  • The leasing company would be able to charge more, as they have added value to the trains.
  • TfL would be saving money due to less of an electricity bill.
  • The passenger numbers might increase due to the extra customer-friendly features.
  • Electrification might be removed from places where theft is a problem.
  • Third-rail electrification could be removed from Euston station. It’s only 2.8 miles to South Hampstead station, where third-rail electrification already exists.

Get it right and passengers, TfL, Network Rail and the leasing company would all be winners.

 

 

 

 

 

March 4, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , | 2 Comments

Could The Fenchurch Street And Grays Service Be Handed Over To The Elizabeth Line?

Before I discuss the suggestion in the title of this post, I will write down some thoughts.

The Capacity And Connection Problems At Fenchurch Street Station

If you read the Wikipedia entry for Fenchurch Street station, this paragraph sums up some of the problems of the station.

Fenchurch Street is one of the smallest railway terminals in London in terms of platforms, but one of the most intensively operated. It is the only London terminal with no direct interchange with the London Underground. Plans to connect it stalled in the early 1980s because of the lack of progress on the Jubilee line, but it is close to Tower Hill on the Underground and to Tower Gateway on the Docklands Light Railway.

I live in Dalston and if I want to use the services out of Fenchurch Street station to get anywhere it is a struggle.

As all services out of Fenchurch Street station stop at Limehouse, West Ham and Barking stations on the approach into London, I will usually go via either West Ham or Barking stations. As the three services out of Fenchurch Street are each two trains per hour (tph), this can mean a near-thirty minute wait at either West Ham or Barking stations, which at some times of the year are not the most customer-friendly of stations.

More services out of Fenchurch Street station would help to ease the problem, but the station is at capacity and nothing short of a complete rebuild of the station will solve the problems the capacity and connectivity..

There is a section called Future in the Wikipedia entry, where this is said.

There have been proposals to move the station 380 yards to the east to allow the station to expand to 6 platforms, (up from the current 4) and would be built partly on the site of Tower Gateway DLR station, which would likely be permanently closed.

The new station could be built with direct interchange with Tower Hill tube station, which could also have a replacement DLR station for Tower Gateway as Transport for London have looked into closing Tower Gateway and constructing a replacement on the Bank branch to increase capacity.

This project sounds like it would take a long time and cause a lot of disruption and inconvenience. But it would add capacity and connectivity.

This Google Map shows the location of the station.

Note.

  1. Fenchurch Street station is towards the bottom of the map in the centre.
  2. It is completely hemmed in by buildings.
  3. There is just a small square in front.

I feel it would be very difficult to rebuild a larger station in the same place.

Services Into Fenchurch Street Station

Currently, there are three services into Fenchurch Street station.

  • Fenchurch Street and Shoeburyness via Limehouse, West Ham, Barking, Upminster, West Horndon, Laindon, Basildon, Pitsea, Leigh-on-Sea, Chalkwell, Westcliff, Southend Central, Southend East and Thorpe Bay.
  • Fenchurch Street and Southend Central via Limehouse, West Ham, Barking, Upminster, Ockendon, Chafford Hundred Lakeside, Grays, Tilbury Town, East Tilbury, Stanford-le-Hope, Pitsea, Leigh-on-Sea, Chalkwell and Westcliff
  • Fenchurch Street and Grays via Limehouse, West Ham, Barking, Dagenham Dock, Rainham and Purfleet.

Note.

  1. All services are two tph.
  2. All services call at Limehouse, West Ham and Barking.

Each station gets the following frequency of trains.

  • Barking – 6 tph
  • Basildon – 2 tph
  • Benfleet – 2 tph
  • Chafford Hundred Lakeside – 2 tph
  • Chalkwell – 4 tph
  • Dagenham Dock – 2 tph
  • East Tilbury – 2 tph
  • Grays – 4 tph
  • Laindon – 2 tph
  • Leigh-in-Sea – 4 tph
  • Limehouse – 6 tph
  • Ockendon – 2 tph
  • Pitsea – 4 tph
  • Purfleet – 2 tph
  • Rainham – 2 tph
  • Southend Central – 4 tph
  • Southend East – 2 tph
  • Stanford-le-Hope – 2 tph
  • Thorpe Bay – 2 tph
  • Tilbury Town – 2 tph
  • Upminster – 4 tph
  • Westcliff – 4 tph
  • West Ham – 6 tph
  • West Horndon – 2 tph

c2c would appear to be offering a service, that is well-balanced about the stations it serves.

Can Elizabeth Line Trains Reach Barking?

This map from cartometro.com shows Woodgrange Park junction, where the Gospel Oak and Barking Line crosses over the Great Eastern Main Line.

Note.

  1. The Gospel Oak and Barking Line is shown in orange.
  2. Gospel Oak station is to the North-West and Barking is to the South-East.
  3. The Elizabeth Line tracks are shown with a dash of purple.
  4. It looks to me, that a train on the Elizabeth Line going East could come through Platform 2 in Forest Gate station and then take the Gospel Oak and Barking Line through Platform 2 at Woodgrange Park station.
  5. It also looks as if trains could go through Platform 1 at both Woodgrange Park and Forest Gate stations to go West on the Elizabeth Line.

I don’t know whether they still do, but c2c trains used to use Woodgrange Park junction to access Liverpool Street station, when Fenchurch Street was closed or at weekends.

At Barking station, they would take the flyover over the station call in Platforms 7 and 8 in the station.

From the Eastern ends of Platforms 7 and 8, trains can use one of three routes.

  • The London Overground route to Barking Riverside station.
  • The c2c route to Grays via Purfleet.
  • The c2c route to Upminster.

Note.

  1. The platforms at Barking Riverside station are probably too short for the Elizabeth Line trains.
  2. The Class 345 trains would fit into the bay platforms at Grays and Southend Central.

The simplest thing to do would probably be to divert the two tph between Fenchurch Street and Grays to either Liverpool Street or Paddington at the London end.

Each station would now get the following frequency of trains.

  • Barking – 6 tph
  • Basildon – 2 tph
  • Benfleet – 2 tph
  • Chafford Hundred Lakeside – 2 tph
  • Chalkwell – 4 tph
  • Dagenham Dock – 2 tph
  • East Tilbury – 2 tph
  • Grays – 4 tph
  • Laindon – 2 tph
  • Leigh-in-Sea – 4 tph
  • Limehouse – 4 tph
  • Ockendon – 2 tph
  • Pitsea – 4 tph
  • Purfleet – 2 tph
  • Rainham – 2 tph
  • Southend Central – 4 tph
  • Southend East – 2 tph
  • Stanford-le-Hope – 2 tph
  • Thorpe Bay – 2 tph
  • Tilbury Town – 2 tph
  • Upminster – 4 tph
  • Westcliff – 4 tph
  • West Ham – 4 tph
  • West Horndon – 2 tph

Only Limehouse and West Ham would get fewer trains.

But there would surely, be an extra pair of paths between Fenchurch Street and Barking.

I have also looked at trains through Pitsea, Upminster and Westcliff it appears that nearly all of the traffic is c2c’s passenger trains.

So would it be possible, with perhaps improved signalling to add an extra two trains between Fenchurch Street and Shoeburyness?

Each station would now get the following frequency of trains.

  • Barking – 8 tph
  • Basildon – 4 tph
  • Benfleet – 4 tph
  • Chafford Hundred Lakeside – 2 tph
  • Chalkwell – 6 tph
  • Dagenham Dock – 2 tph
  • East Tilbury – 2 tph
  • Grays – 4 tph
  • Laindon – 4 tph
  • Leigh-in-Sea – 6 tph
  • Limehouse – 6 tph
  • Ockendon – 2 tph
  • Pitsea – 6 tph
  • Purfleet – 2 tph
  • Rainham – 2 tph
  • Shoeburyness – 4 tph
  • Southend Central – 6 tph
  • Southend East – 4 tph
  • Stanford-le-Hope – 2 tph
  • Thorpe Bay – 2 tph
  • Tilbury Town – 2 tph
  • Upminster – 4 tph
  • Westcliff – 6 tph
  • West Ham – 6 tph
  • West Horndon – 4 tph

More stations are getting four and six tph.

Conclusion

There are certainly possibilities to improve c2c by running services on the Elizabeth Line route.

 

 

 

March 2, 2023 Posted by | Transport/Travel | , , , , , , , | Leave a comment

East London Is A Duckers And Divers Paradise

This is the East End Tube Map, which I clipped off the full tube map.

 

I live just South of the East London Line between Canonbury and Dalston Junction stations.

Today started just after nine, as many others do by braving the nightmare on the buses to take a 141 bus to Moorgate.

  • At Moorgate, I had breakfast as I do regularly in the Leon, by Moorgate station.
  • After breakfast, it was one stop South on the Northern Line to Bank, to see if the new entrance had opened.
  • It was then a trip on the new moving walkway to the Central Line.
  • I took the Central Line to Stratford to do my main shopping at the start of the week, in the large Marks and Spencer in Eastfield, by the station entrance.
  • It was then on to the North London Line to go back home.
  • I didn’t go all the way home on the Overground, but got off the train at Hackney Central and using the new Graham Road entrance, I crossed to get a 38 bus, which would take me home.
  • But two 38s passed as I tried to cross the road and in the end I took a 277 bus to Dalston Junction station.
  • From the Junction, I got a 56 bus home.

I got home about eleven.

At least now, I’ve got food until Thursday!

February 20, 2023 Posted by | Food, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Thoughts On Extending The Northern Line To Clapham Junction

As I wrote in Northern Line Could Be Extended To Clapham Junction In Regeneration Plans, the extension of the newly-built extension to Battersea Power Station station could be further extended to Clapham Junction station.

Railways Between Battersea And Clapham

This map from OpenRailwayMap shows the tracks that run between the two stations.

Note.

  1. Battersea Power Station station is in the North-East corner of the map.
  2. The orange and yellow lines going North from that corner go to Victoria station.
  3. The orange and yellow lines going North-East from that corner go to Waterloo station.
  4. The yellow line going West is the West London Line to Shepherds Bush and Willesden Junction stations.
  5. Clapham Junction station is in the South-West corner of the map.

I estimate that the distance between Battersea Power Station and Clapham Junction stations is about three kilometres.

This map from OpenRailwayMap shows an enlargement of the tracks around Battersea.

Note.

  1. The tracks going North over the River to Victoria station.
  2. The tracks going East to Waterloo station.
  3. The tracks going South West to Clapham Junction station.
  4. The tracks from Victoria pass over and then join the tracks from Waterloo to continue to Clapham Junction station.

Battersea Power Station station can be seen to the North-East of the junction.

This map from OpenRailwayMap shows an enlargement of the tracks around Battersea Power Station station.

Note how the tracks go through Battersea Power Station station and terminate just before the lines into Victoria station.

It should also be noted that the platforms at Battersea Power Station station are reached using two sets of escalators, so they could be over forty metres below the surface. This would surely make the construction of tower blocks with deep foundations easier over the Northern Line.

But the depth would also enable an extended Northern Line to be below any existing or future construction.

This map from OpenRailwayMap shows the approaches to Clapham Junction station.

There are certainly a lot of tracks through Clapham Junction station.

Reasons For The Extension Of The Northern Line To Clapham Junction

These reasons come to mind.

To Enable Development In The Area

This is always a good reason.

In Network Rail To Outline Business Case For Clapham Junction Redevelopment, I said this.

The Rail Technology Magazine article talks of decking over the whole station and putting two million square feet of development on top. But it also cautions, it would be very expensive.

With that amount of development, there would be a need for as many transport links as possible.

To Improve Access To The Elizabeth Line For Passengers On Trains To And From Victoria

Victoria station does not have an Underground Line, that connects to easily the Elizabeth Line.

The best route to use is described in The Lizzie Line And Circle/District Line Interchange At Paddington – 1st July 2022, where you use the Circle to Paddington.

  • To go to the West on the Elizabeth Line, take the Circle/District Line to Paddington.
  • To go to the East on the Elizabeth Line, take the District Line to Whitechapel.
  • To go to Liverpool Street take the Circle Line all the way.

Getting to the stations between Paddington and Liverpool Street means a change at either of those stations.

At Waterloo, you can use the Northern Line, which has a direct connection to Tottenham Court Road on the Elizabeth Line.

Connecting to the Northern Line at Clapham Junction will give Victoria-bound passengers, the advantages of those going to Waterloo.

An Alternative Way Of Connecting Victoria To The Elizabeth Line

The lack of an easy connection between the Victoria and the Elizabeth Line is a pain and I believe that it was a major omission in the design of the Elizabeth Line.

  • Dear Old Vicky has a frequency of upwards of thirty trains per hour (tph)
  • With some improvements at stations like Oxford Circus, Highbury & Islington and Walthamstow Central, the line could handle some more passengers.
  • More step-free access would also help increase capacity.
  • Engineers are a competitive bunch and I could see the day, when Vicky is running at 40 tph.

If Vicky was running at forty full tph, it would be moving 45120 passengers per hour.

This would mean that to match the passenger capacity of the older line, the Elizabeth Line would have to be running at a frequency of thirty tph.

As passengers at the ends of the line have difficulty getting to places like Paddington and Heathrow, a connection between the two Queens would really help.

Vicky was universe-class in the 1960s and now she needs updating to the 21st Century.

This map from cartometro shows the Lines through Bond Street and Oxford Circus stations.

Note.

  1. The Bakerloo Line is shown in brown.
  2. The Central Line is shown in red.
  3. The Elizabeth Line is shown in purple.
  4. The Victoria Line is shown in light blue.
  5. The Elizabeth Line is the deepest line.

In addition, consider.

The Eastern exit of the Elizabeth Line at Bond Street station has three escalators and lifts. It also opens onto Hanover Square, so it won’t suffer from overcrowding problems outside.

  • Hanover Square is just a garden, with no car park underneath, so pedestrian tunnels could pass under it
  • I also suspect there are no existing or planned buildings between the two stations with deep foundations that would block a pedestrian tunnel.
  • With the capability and ingenuity of three-D design software, I can see wide tunnels being created that would link Oxford Circus and the two Bond Street stations.
  • The new wide tunnels at Bank station have opened up the station’s capacity and all the tunnels were dug traditionally.
  • If it was felt to be needed, moving walkways could be added, just as they have been at Bank station.

I am absolutely sure, that by using the ideas and methods, that have worked so well in the upgrade of Bank station, that Oxford Circus and Bond Street stations could be turned into a London Superhub Station, that connects all the Underground lines together and has entrances all over the area.

The benefits of such a station would be.

  • It would provide a high-capacity link between London’s two highest-capacity Underground Lines; Elizabeth and Victoria.
  • It would provide a high-capacity link between the Elizabeth Line and Euston, St. Pancras and King’s Cross.
  • It would provide a high-capacity link between the Elizabeth Line and Victoria.
  • It would provide a high-capacity link between the Elizabeth Line and High Speed Two.
  • Areas like Brixton, Haringey and Walthamstow would gain a much needed link to the Elizabeth Line for Heathrow and Paddington.

Wikipedia says this about the building of the Bank Station Upgrade.

As part of the development of the scheme, TfL worked with potential bidders to improve the design of the station from TfL’s original design. The design proposed in the winning bid by Dragados was 9.7% cheaper than the original design (saving TfL £60m), took 10 months less time to construct than the original design (the proposed closure of the Northern line was also 5 weeks shorter), and the layout of the station was more efficient. This substantially improved the benefit–cost ratio by 45% to 3.5:1.

The Mayor should be knocking on the door of Dragados and asking them for a price for a design and build for a West End Superhub station.

A Possible Route For The Extension Of The Northern Line To Clapham Junction

I suspect that the simplest route for the extension of the Northern Line would be to bore or dig a twin-track railway underneath the numerous other railways in the area.

It could terminate in two underground platforms at Clapham Junction station.

This is the first map of this post and it shows the tracks that run between the two stations.

Note.

  1. Battersea Power Station station is in the North-East corner of the map.
  2. Clapham Junction station is in the South-West corner of the map.

The Western of the pair of orange Lines going off the map in the North-East corner of the map is the Brighton Main Line.

It passes through Battersea Park station.

It passes over the South Western Main Line out of Waterloo.

It then loops to the West and joins the lines to Clapham Junction on the Southern side.

It serves four platforms at Clapham Junction; 12 and 14 are up platforms and 13 and 15 are down platforms.

This Google Map shows an overview of Clapham Junction station.

Note.

  1. Platforms 1 and 2 at the top of the map, handle London Overground services.
  2. Platforms 3 to 11 handle South Western Train services.
  3. Platforms 12 to 17 handle Southern services.
  4. Platforms 9 and 10 have a Delice de France cafe.
  5. Platforms 11 and 12 have a Cuppacino cafe.
  6. Platforms 13 and 14 have the logos.
  7. All platforms have full step-free access with lifts to the wide footbridge that connects all platforms.

The platforms don’t seem to be very wide and putting stairs and escalators down to underground platforms could be a difficult proposition.

This map from OpenRailwayMap shows shows the platforms at Clapham Junction station and the track layout to the West of the footbridge.

Note.

  1. The tracks through the platforms are shown in orange.
  2. The blue dots are platform numbers.
  3. The bridge connecting all the platforms is shown shaded in the middle of the map.
  4. To the West of the bridge are Clapham Junction Sidings and Clapham Traincare Depot.

These pictures were taken from the bridge.

Note.

  1. The top row of pictures were taken looking West.
  2. The bottom row of pictures were taken looking East.
  3. Many of the tracks are electrified.
  4. There is a lot of space to park trains.

Will all the space be needed now, that a new depot has been built at Feltham.

Could Two New Surface Platforms Be Built For The Extension Of The Northern Line To Clapham Junction?

Consider.

  • The step-free bridge across all the platforms at Clapham Junction station works well.
  • It is connected to the streets around the station at both ends.
  • Clapham Junction station will be redeveloped and surplus depot land could be used for housing.
  • As the maps show, there is a large gap in the platforms between the South Western Railway and the Southern sides of the station.
  • As Battersea Power Station station can turn services on the Northern Line with only two platforms, there would only need to be the same number of Northern Line platforms at Clapham Junction.

So could an extra pair of platforms be built under the bridge, with stairs and a lift similar to the existing platforms?

  • The platform would have full step-free access.
  • The platforms could be long enough for any future trains.
  • There could be sidings for a few trains.
  • The tunnels from Battersea Power Station would surface just outside the station.
  • There would need to be a crossover or a turnback siding for operational reasons.

I also think, that once the depot and sidings at Clapham Junction have released the space, the new platforms and tracks could be installed without interrupting main line services through the station.

Would The Extension Of The Northern Line Be Electrified?

Consider.

  • Merseyrail were not allowed to use third-rail electrification to Headbolt Lane station and had to use batteries.
  • The Northern Line was extended to Battersea Power Station station using London’s four-rail electrified system.
  • Clapham Junction station has third-rail electrification everywhere.

I think that the authorities would be very churlish not to allow electrification to Clapham Junction.

Conclusion

I believe it is possible to extend the Northern Line to two new surface platforms at Clapham Junction station.

But I also believe that using similar methods to those used in the Bank Station Upgrade, that a full interchange between the Elizabeth and Victoria Lines can be built at Oxford Circus and Bond Street.

 

 

.

February 4, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , | 1 Comment

Surrey Quays Station On The London Overground Getting Step-Free Access

This is part of the package of upgrades that I wrote about in More Frequent Trains And A New Station For The London Overground, that was published in 2019.

It looks like the upgrade will start this year. and be finished in 2026.

February 3, 2023 Posted by | Transport/Travel | , , | Leave a comment

Extending The Elizabeth Line – Connection To Southeastern High Speed One Services

The Two Stratford Stations

In this post, Stratford station is the station handling Greater Anglia and London Overground, Underground and Docklands Light Railway services, with Stratford International station handles High Speed services.

The Elizabeth Line And The Great Western Railway Services

One of the most important stations on the Elizabeth Line is Paddington, where it connects to the London terminus of the Great Western Railway.

I would expect that quite a few passengers going to the West and Wales on the Great Western Railway, will be transported to Paddington by the Elizabeth Line.

The Elizabeth Line And Greater Anglia Services

Another of the important stations on the Elizabeth Line is Liverpool Street, where the station is the London terminus of the Greater Anglia.

I would expect that quite a few passengers going to East Anglia on the Greater Anglia, will be transported to Liverpool Street by the Elizabeth Line.

Southeastern High Speed One Services

Southeastern runs some High Speed services  on High Speed One to provide Kent with an improved service to London.

Current services are

  • London St Pancras International to Ramsgate via Faversham.
  • London St Pancras International to Ramsgate via Dover Priory.
  • London St Pancras International to Margate via Canterbury West.

Note

  1. All trains are one train per hour (tph).
  2. All trains stop at Stratford International and Ebbsfleet International.
  3. All trains are run by 140 mph Class 395 trains.

There has also been talk of running a fourth service to Hastings and Eastbourne via Stratford International, Ebbsfleet International and Ashford International.

St. Pancras Station

All of these trains terminate in three platforms; 11 to 13 at St. Pancras International station.

St. Pancras is not the ideal terminal for the Southeastern High Speed services.

  • St. Pancras is not on the Elizabeth Line.
  • St.Pancras doesn’t have good connections to Heathrow.
  • All connections to the Underground are a long walk.
  • Eurostar services are a longer walk.
  • East Midland services are also a longer route, with stairs and escalators for good measure.

St. Pancras station was designed by a committee, as a museum to Victorian architecture, rather than as a working station.

Ebbsfleet International Station Must Be The Largest Parkway Station In The UK

It holds nearly five thousand cars and it is served by Southeastern High Speed Services.

Thanet Parkway Station Will Open This Year

Thanet Parkway station is under construction.

  • It will have nearly three hundred parking spaces.
  • It will be served by Southeastern High Speed Services.
  • It should open in May 2023.

This station will need a good connection to London.

Could An Interchange Between The Elizabeth Line And Southeastern High Speed Services Be Provided At Stratford?

Such an alternative interchange would be popular with passengers.

  • The Elizabeth Line from Stratford currently serves the West End, the Northern section of the City of London, East London, Liverpool Street, Paddington and the West End directly.
  • The Elizabeth Line from Stratford currently serves Canary Wharf, Cannon Street, Charing Cross, Euston, Heathrow, King’s Cross. Reading, St. Pancras and Victoria with a change at Whitechapel.
  • The Central Line, which shares platforms with the Elizabeth Line  serves Bank and the West End directly.
  • The Overground is easily accessed for travel across North London to Richmond.
  • The Jubilee Line is easily accessed for travel to London Bridge, Waterloo and Westminster.

It would be connected to two large parkway stations and lots of parking all over Kent.

I believe that Stratford must be promoted as an alternative terminus for Southeastern High Speed Services.

Today, I walked both ways between two Stratford stations.

These pictures show the route I took between Stratford and Stratford International stations, through the Eastfield Shopping Centre.

Note.

  1. I went through the Shopping Centre.
  2. I passed Marks & Spencer’s large food hall, excellent toilets and a Food Court.
  3. By the Food Court is an exit that leads to an entrance to Stratford International station.
  4. The walk took about 10 minutes.
  5. It was vaguely level.
  6. Lifts by-passed the escalators.
  7. One thing that makes the journey to London easier, is to travel in the Eastern end of the train, as the lifts and escalators at Stratford International station, are at that end.

It does need some better signage, but they were doing a bit of refurbishment, so that may already be underway.

It could be a very high quality interchange and it is already better than St. Pancras.

Coming back I took the longer route outside the Shopping Centre.

Note.

  1. I just turned left out of the entrance, walked along the road and turned right past the bus station.
  2. If the weather had been colder or wetter, I’d have gone back via the Shopping Centre.
  3. The walk took about 12 minutes.

I think normally, I’d go back through the Shopping Centre, as there’s a Marks and Spencer Food Hall on the route and it’s slightly quicker and often warmer.

 

Could Stratford Station Be A London Superhub Station?

When you consider the stations connected to Stratford in London, East Anglia and Kent, it has an excellent collection.

  • Airports – Gatwick, Heathrow, Luton, Southend and Stansted
  • Cities – Cambridge, Canterbury, Chelmsford, Colchester, Ipswich, Norwich and Southend-on-Sea
  • London Main and Terminal Stations – Cannon Street, Charing Cross, Clapham Junction, Euston, Farringdon, King’s Cross, London Bridge, Liverpool Street, Marylebone, Moorgate, Paddington, Victoria and Waterloo
  • Major Areas – Canary Wharf, City of London, Hampstead, Olympic Park and West End
  • Ports – Dover, Felixstowe, Folkestone and Harwich

You can even get a train to Slough, with a change at Whitechapel.

I would think it already is a London Superhub Station.

January 30, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , | 1 Comment

Is The City Of London Moving Towards One Giant Station?

Bank and Monument Stations

When I was growing up in the 1950s and 1960s, there used to be an anomaly shown on Harry Beck’s iconic London  Tube Map, that stood out as a bit different.

It was between Bank and Monument stations and was marked as an Escalator Connection, which connected the Northern Line at Bank to the District and Circle Lines at Monument.

This link was opened in 1933 and has its own section in Wikipedia labeled Monument Link, 1933.

This link has been joined by more tunnels, lifts and escalators over the last eight decades.

  • In 1960, the Waterloo & City Line was connected to the main entrance of Bank station by two moving walkways.
  • In 1991, the Docklands Light Railway was extended to the complex, with escalators to both the Bank and Monument entrances to the station complex.
  • In November 2018, the new Bloomberg or Wallbrook entrance to the station opened, and I wrote about it in The Bank Station Walbrook Entrance Opened Today.

Bank and Monument stations have been developing as a pair of twin stations for eighty years.

The latest phase of the Bank Station Upgrade has added the following to the complex.

  • A new and much large Southbound platform for the Northern Line.
  • A moving walking between the Northern Line at Monument station and the Central Line at Bank station.
  • Escalators between the Central Line and the Bank station end of the new moving walkway.
  • Escalators between the Northern Line and the Docklands Light Railway.

The upgrade will be completed by a new entrance to the station complex on Cannon Street.

This Google Map shows the area of the station.

Note.

  1. The main Bank station entrance the top of the map, by the Bank of England with multiple entrances to the station.
  2. The main Monument entrance in the South-East corner of the map.
  3. The Cannon Street entrance will be in the triangle formed by Abchurch Lane, Cannon Street and King William Street.
  4. The Wallbrook entrance is under the Wallbrook Building.

The station has spread over a wide area, and I wouldn’t be surprised to see more entrances in the future.

Liverpool Street And Moorgate Stations

This Google Map shows Liverpool Street and Moorgate stations.

Note.

  1. The green space is Finsbury Circus Gardens.
  2. Moorgate station is to the West on the A501 or Moorgate.
  3. Liverpool Street station is to the East on the A10 or Bishopsgate.

There is now a tunnel between the two stations, as part of the double-ended Liverpool Street Elizabeth Line station.

The drawing from Crossrail shows a cross-section of the Liverpool Street Elizabeth Line station.

Note.

  1. Moorgate station is on the left.
  2. Liverpool Street station is on the right.
  3. In the middle looking like a giant juicer is the ventilation shaft in Finsbury Circus.
  4. The Crossrail tunnels, which consist of two running tunnels and a pedestrian walkway between them are at the deepest level.
  5. There are escalators and lifts all over the place.

If it’s raining it’s a good way between the two stations.

The Rail Lines At Liverpool Street And Moorgate Stations

These routes serve the two stations.

  • National Rail – Liverpool Street to Essex, Suffolk and Norfolk
  • National Rail – Moorgate to North London and Hertfordshire
  • Central Line – Liverpool Street
  • London Overground – Liverpool Street to North-East London and Hertfordshire
  • City, Hammersmith & City and Metropolitan Lines – Liverpool Street and Moorgate
  • Elizabeth Line – Liverpool Street and Moorgate
  • Northern Line – Moorgate

Note.

  1. The Circle, Hammersmith & City and Metropolitan Lines have separate stations and platforms in both Liverpool Street and Moorgate.
  2. The Elizabeth Line station at Liverpool Street is a double-ended station with entrances in both the original Liverpool Street and Moorgate stations.
  3. You can walk between Liverpool Street and Moorgate stations using the connecting tunnel of the Elizabeth Line station.
  4. Both Liverpool Street and Moorgate stations are well-served by buses.

These connections mean that if you arrive in either of Liverpool Street or Moorgate and need to leave from the other main station, you can catch a train on the Circle, Hammersmith & City and Metropolitan Lines for one stop or walk through the Elizabeth Line tunnel or on the surface.

The Triangle Of Lines In The City Of London

The City of London effectively has three main Underground stations, that connect to all the important lines through the City.

  • Bank/Monument station connects to the Central, Circle, District and Northern Lines
  • Liverpool Street station connects to the Circle, Elizabeth, Hammersmith & City, Metropolitan and Northern Lines.
  • Moorgate station connects to the Central, Circle, Elizabeth, Hammersmith & City and Metropolitan Lines.

All three stations have direct Underground connections.

  • Bank and Liverpool Street via Central Line.
  • Monument and Liverpool Street via Circle Line.
  • Bank and Moorgate via Northern Line.
  • Monument and Moorgate via Circle Line.
  • Liverpool Street and Moorgate via Circle, Hammersmith & City and Metropolitan Lines.

Note.

  1. All interconnecting services are frequent.
  2. The Circle at six trains per hour (tph) is the least frequent
  3. The connections at Bank have much improved recently, due to the Bank Station Upgrade.

It is also possible to walk between the three stations.

In Where The City Of London Leads The Rest Will Follow!, I laid out the plans of the City of London to cut vehicles in the City, impose a 15 mph speed limit and improve cycling and walking routes.

If all goes to plan, then this will open up more routes between the three stations.

Conclusion

Bank, Liverpool Street, Monument and Moorgate will evolve into one large interconnected City of London station, that is served by the Central, Circle, Elizabeth, Hammersmith & City, Metropolitan and Northern Lines.

The most important thing that must be done is improve the information.

At least though, the vast walls that have been created in the Bank Station Upgrade and the Elizabeth Line stations, will be up to the task of informing passengers, the routes they need to take.

The other important thing, is to provide step-free and wheelchair-friendly routes between, Bank, Liverpool Street, Monument and Moorgate, so that passengers with reduced mobility can safely get on their way.

After the current round of construction and upgrades, I don’t think any of the rail routes between the stations are step-free.

 

 

 

January 27, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , | 6 Comments

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