Will The Gospel Oak To Barking Line Have Long Term Capacity Problems?
There are certainly, short term capacity problems on the Gospel Oak to Barking Line, (GOBlin) due to the non-delivery of the new Class 710 trains.
Comparison With The North London Line
There are a lot of similarities between the Gospel Oak to Barking Line and the North London Line (NLL).
- Both run roughly East-West across North London.
- Both have interchanges with the Underground, Crossrail and National Rail.
- Both run electric trains.
- Both have several freight trains per day.
In addition, the Eastern end of the NLL and the GOBlin, run through areas of East London, where a lot of regeneration and housing development is ongoing.
This picture was taken at Blackhorse Road station. The station is being surrounded, by a large amount of housing.
Capacity On The North London Line
When I moved to Dalston in 2010, the frequency of trains between Stratford and Willesden Junction stations was around six trains per hour (tph). The trains were three-car Class 378 trains, giving a capacity of 18 carriages per hour (cph).
Now in early 2019, the frequency on the same section of the NLL is eight tph and the trains are five-cars, giving a capacity of 40 cph.
This large increase of 120 percent, has not been enough to prevent trains on the NLL from being very full at times. But then there have been large housing and commercial developments at Stratford, Hackney Wick, Hackney Central, Dalston Junction and West Hampstead stations.
Future Capacity On The Gospel Oak to Barking Line
Until a few months ago, the GOBlin had a frequency of four tph. The trains were two-car Class 172 trains, giving a capacity of 8 cph.
The service from today is two four-car Class 378 and two two-car Class 172 trains per hour, giving a capacity of 12 cph.
Hopefully, when the Class 710 trains are working, we’ll be seeing four four-car Class 710 trains per hour, giving a capacity of 16 cph.
It is not the 120 percent increase that the NLL has already seen, but surely a 100 percent increase is better than nothing.
My Observations On The Gospel Oak To Goblin Line
For the last three of four years, Highbury & Islington station has been a station to avoid.
- There have been continuous roadworks in the area of the station.
- There have also been several water-main bursts.
- The bus service between the station and my house has been halved in frequency.
Consequently, if I’m coming East to my home, I find it a lot easier, but slightly slower to change to the GOBlin at Gospel Oak station and then get a bus home from Harringay Green Lanes station.
So if a GOBlin train is waiting at Gospel Oak station, I take that route.
Helpfully, Transport for London have improved the cross-platform interchange.
They’ve also added more stairs to the right of these.
I actually, think, that passengers wanting to go to areas between the two lines are starting to use the GOBlin, as often by Harringay Green Lanes station, a lot of passengers have left the train.
Londoners are just practising their ducking and diving!
I’ve also left Barking a couple of times in a very full train in the Off Peak.
- Passengers for whatever reason, seem to be using the GOBlin more!
- Do clean electric trains attract passengers more than less friendly diesels?
- Does the occasional four-car journey impress passengers with more space?
- Is it since the Class 378 trains took over some duties, that the service is more reliable?
Or perversely could it be, that all the bad publicity about the GOBlin has reminded people that it is still there and might be worth a second chance?
Will The Proposed Gospel Oak To Barking Line Be Enough In The Long Term?
I am rapidly coming to the conclusion, that although capacity on the GOBlin is going to be doubled, when the new Class 710 trains arrive, this may not be a large enough increase for the long-term.
What Measures Can Be Taken To Increase Capacity?
There are some simple measures that can be taken.
Higher Frequencies
Transport for London are planning to run five tph in the Peak this year.
If it happens, this will increase capacity by a small amount, where it is needed.
But it probably can’t be a general increase, as that would probably restrict the number of freight trains.
Trains With A Higher Performance
The electric Class 710 trains probably have a higher performance than the diesel Class 172 trains.
This will help with running higher frequencies and faster services, but on its own, it won’t increase capacity.
Longer Trains
The Class 710 trains are Aventras, and these trains have been ordered up to ten cars by other operators.
So five- or six-car trains would certainly be possible.
But the problem is that some platforms would need to be lengthened.
- Barking already handles longer trains.
- Upper Holloway, Crouch Hill, Harrigay Green Lanes, Walthamstow Queens Road, Leyton Midland Road, Leytonstone High Road, Wanstead Park and Woodgrange Park used to have longer platforms, which might be possible to reinstate.
- Blackhorse Road, South Tottenham and Gospel Oak would be major undertakings.
Five-car trains might be possible, if selective door opening was used at the last three stations.
Five-car trains would increase the capacity to 50 cph or an increase of twenty-five percent on the capacity after the Class 710 trains are successfully introduced.
Conclusion
I am very sure, that the only way to increase the capacity of the Gospel Oak to Barking Line, would be to run longer trains.
But they would need to use selective door opening at Blackhorse Road, South Tottenham and Gospel Oak stations.
After the problems of platform lengthening on the East and North London Lines, why weren’t platforms at least prepared for five- or even six-car trains, when the GOBlin was rebuilt and electrified?
A406 North Circular Road ‘Most Congested’ In The UK
The title of this post is the same as that of this article on the BBC.
This is the first paragraph.
Motorists on the UK’s most congested road spend an average of two and a half days a year sitting in traffic.
The section of the A406 between the Hangar Lane Gyratory and Chiswick Roundabout has always been a dreadful road to drive on, as long as I can remember.
These pictures show typical traffic around eleven o’clock in the morning.
There does seem to be rather a lot of private cars and small commercial vehicles, with only a few HGVs and buses.
I would love to see an analysis of where these journeys start and finish.
Converting the road to a multi-lane dual carriageway wouldn’t be possible, as much of it is lined with private houses and even if it could be built it would just attract more traffic and would need to be widened even more.
There are circular routes further out of London like the M25 and the A412, but this road is an intractable problem.
Perhaps, it needs to be in a Congestion Charge Zone?
But is a solution at hand?
Crossrail
Crossrail, if and when it opens, will not be a direct solution, as it goes East-West and not North-South like the A406 through the area.
But it will give better access to Heathrow, which is a large traffic generator in West London.
Crossrail will link the following to the Airport.
- Canary Wharf
- The City of London
- East London and Essex
- South-East London and Kent
- West End and Paddington
It will do little to help those in North and South London to travel to and from the Airport.
Old Oak Common Station And High Speed Two
The connection of High Speed two and Crossrail could make a difference.
- Passengers using High Speed Two travelling to and from Heathrow, would have an easy route.
- North and North-East Londoners will be able to use the North London Line with a change at Old Oak Common.
- South Londoners will be able to use the West London Line with changes at Old Oak Common and Clapham Junction stations.
But Old Oak Common station won’t open under 2026 at the earliest.
It is needed now.
It also does nothing for those travellers in wide swathes of North-West London.
The West London Orbital Railway
If there is a trusty knight on an immaculate white charger, coming to the rescue, it could be the West London Orbital Railway, although as it would be stitched together from parts of existing and underused infrastructure, it has more of the Dirty Dozen about it.
There would be two routes.
- West Hampstead Thameslink and Hounslow via Cricklewood, Gldstone Park, Neasden, Harlesden, Old Oak Common, Acton Central, South Acton, Brentford, Syon Lane and Isleworth.
- Hendon and Kew Bridge via Brent Cross West, Gldstone Park, Neasden, Harlesden, Old Oak Common, Acton Central and South Acton.
The project has various advantages.
- No substantial amount of new track will be needed.
- It could be run using battery-powered trains.
- Costs would be well under half a billion pounds.
- It would connect to Thameslink and Bakerloo, Jubilee and North London Lines.
When Old Oak Common and High Speed Two open, it would have a direct connection.
I wrote about this railway in detail in New Railway Line For West London Proposed.
North Acton Station
As stated under Development in the Wikipedia entry for North Acton station, there may be reasons to rebuild the station to create a connection between the North London and Central Lines.
This Google Map shows the area around North Acton station.
Note.
- North Acton station in the North-West corner of the map.
- The North London Line running North-South to the right of the map.
- The Dudding Hill Line branches off the North London Line at the top of the map.
- The Central Line running East-West through North Acton station and under the North London Line.
- Threading its way through North of the Central Line is the Acton-Northolt Line.
- The Acton-Northolt Line could be developed by Chiltern Railways to give access to a second London terminal at Old Oak Common.
To develop a successful station at North Acton, that tied everything together would be a hard ask.
- The bridge carrying the North London Line is very high.
- The height would make step-free access expensive.
- The frequency of trains on both the North London and Central Lines could be twelve trains per hour (tph).
- At least, there does appear to be plenty of space from the map.
On the other hand, an architect with vision might be able to create a station that was affordable and provided high benefits for passengers.
Conclusion
There’s certainly potential in West London to improve the rail routes, although I’m not sure whether rebuilding North Acton station would be viable.
But, we should start building the West London Orbital Railway immediately.
Has The Canonbury Cross-Over Become More Difficult?
In The Canonbury Cross-Over, I described how it was possible at Canonbury station to change easily from a Westbound train on the North London Line to a Southbound-train on the East London Line.
Services through Canonbury station on the East London Line in trains per hour (tph) are.
- Four tph between Highbury & Islington and Crystal Palace stations.
- Four tph between Highbury & Islington and West Croydon stations.
This means that eight tph call in Platform 2 at Canonbury station.
Services through Canonbury station on the North London Line used to be.
- Four tph between Richmond and Stratford stations.
- Two tph between Clapham Junction and Stratford stations.
This means that six tph call in Platform 3 at Canonbury station.
Since the December 2018 Timetable Change, two tph have been added to the Clapham Junction service.
So now both services calling at Platform 2/3 have the same frequency of eight tph.
So Why Does The Canonbury Cross-Over Appear To Be More Difficult?
Today, I was coming from Stratford on a Richmond train and was changing to the East London Line to Dalston Junction station, from where I can get a bus from outside the station to my house.
It takes a bit longer, but I was carrying my weekend shopping and as Dalston Junction station has lifts, if you need them and Dalston Kingsland station doesn’t, A lot of passengers, seem to use the Canonbury Cross-Over, when they are going from Stratford to stations on the East London Line.
As my train arrived at Canonbury station, in Platform 3, a Southbound-train was leaving Platform 2. So I had a wait of seven minutes in the rain for the next train to Dalston Junction station.
Since the Timetable Change, it appears that I am having to wait for several minutes a lot more.
Look at these times from the 6th of February. The time is when a train on the North London Line calls in Platform 3 and the integer is the number of minutes before the train calls on the East London Line in Platform 2.
- 1150 – 7
- 1157 – 0
- 1205 – 7
- 1212 – 0
- 1220 – 7
- 1227 – 0
- 1235 – 7
- 1242 – 2
- 1250 – 7
- 1257 – 0
- 1305 – 7
- 1312 – 0
- 1320 – 7
- 1327 – 0
- 1335 – 7
- 1342 – 0
- 1353 – 4
- 1357 – 0
- 1405 – 7
- 1312 – 0
In some cases two Southbound trains call between two Westbound ones.
Quite frankly, it’s crap!
Why?
I am no expert on railway timetabling, but if I look at the timetable, it appears that the two trains often seem to be timetabled to arrive at the same time.
As Southbound trains on the East London Line have only come one stop from Highbury & Islington station, are they more likely to be on time, than North London Line trains that have come all the way from Stratford station.
So like today, do North London Line trains arrive after the East London Line train has departed?
Conclusion
The timetable needs to be improved.
Would it be possible to timetable the East London Line trains a couple of minutes after those on the North London Line?
Are Platforms Being Extended On The North London Line?
At West Hampstead station today, I took this picture.
I have not found any reference to platform extensions on the North London Line and West Hampstead station in particular.
However I did find an answer from the Mayor to this question.
Further to your answer to Question No: 507 / 2013 and 1039 / 2013 is the Department for Transport ‘Access for All’ funding allocated for the financial year 2012/13 still guaranteed for the work needed to make this station step free; when will work commence and when will it be completed in making the station step free; on what do you base your assertion that local stakeholders are supportive; which local stakeholders do you claim are of this mind; and what information has been disseminated locally, to whom and in what manner, on the present proposed plan?
This was the answer.
I am determined to provide step-free access (SFA) at West Hampstead, but it is important that any scheme taken forward maximises benefits for passengers and ensures value for money.
Consequently, TfL has decided not to proceed with a standalone SFA scheme, but to take some extra time to ensure that SFA works can be integrated with further enhancements which are necessary at West Hampstead station – including platform extensions for the new 5-car service, work to reduce congestion in the ticket hall, and integration with an adjacent development. This will reduce costs, increase benefits and keep passenger disruption to a minimum.
As a result, TfL will re-apply for Access for All funding in Control Period 5 next year. Work on site could start in 2015.
It looks like the platform extension work was delayed until the work was carried out to make the station step-free.
The picture shows that the work at the station appears to be nearing completion.
When my train arrived, it appeared that the platforms are sized for five-car trains.
Will these platforms be long enough, when new stations open to connect the North London Line to High Speed Two and Crossrail at Old Oak Common station.
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.
A North London Line With Digital Signalling
In Digital Signalling Implications For North London, I indicated that there may be benefits in equipping the North London Line with digital signalling.
- It would ease co-ordination of services between Gunnersbury and Richmond stations, where track, stations and signalling are shared with the District Line.
- All freight trains are being fitted with digital signalling capabilities.
Obviously, the other benefits of digital signalling like closer running of trains would apply.
Current Service Levels
The Service Levels section of the Wikipedia entry for the North London Line, gives the following details..
Services run seven days a week and since the December 2018 timetable change are the same all day.
- Four trains per hour (tph) – Richmond and Stratford
- Four tph – Clapham Junction and Stratford
Which gives eight tph between Willesden Junction and Stratford
Compared to the service I remember from the 1980s, it is a great improvement.
Possible Future Service Levels
London Reconnections is a web site, that usually gets things right.
In this article, which is entitled More Trains for London Overground: A Bargain Never to be Repeated, this is said.
London Overground have a long-held desire to increase the frequency on the WLL from 4tph to 6tph. They also aspire to another 2tph (at least) from Clapham Junction continuing to Stratford, to further increase the frequency on the North London Line (NLL). This would enable 10tph on eastern end of the North London line. This is due to be implemented with the main order of the new Class 710 stock.
What, it is suspected, London Overground would really like is to have 6tph from Richmond to Stratford and 6tph from Clapham Junction all the way to Stratford. Unfortunately, the additional trains to Stratford would appear to rely on freight, travelling between East London and the West Coast Main Line, using the route via Gospel Oak instead of via the NLL. Until that actually happens, sometime after the electrification of the GOBLIN, such an intensive service on the NLL can only be a dream.
Would this mean this service?
- Six tph – Richmond and Stratford
- Six tph – Clapham Junction and Stratford
Which gives twelve tph between Willesden Junction and Stratford
I can’t say I’d complain living equidistant from Dalston Kingsland and Canonbury stations.
Richmond Station
The current service between Richmond and Gunnersbury station is as follows.
- Four tph – London Overground to Stratford
- Six tph – District Line to Upminster
Digital signalling on the District Line is likely to add 33% capacity to Peak Hour services, so this would mean another two trains to Upminster.
So a future service could be as follows.
- Six tph – London Overground to Stratford
- Eight tph – District Line to Upminster
This level of service could be easily handled by conventional signalling and good driving or by digital signalling.
Piccadilly Line To Ealing Broadway Station
This article on Chiswick W4, is entitled Major Reorganisation Of Local Tube Services Planned.
This is said.
The decision appears to have been made by Transport for London (TfL) to press ahead with a major restructuring of local underground services. This would see the District line service to Ealing Broadway ended and services switched to the Piccadilly line. The rolling stock would transfer to the Richmond and Wimbledon branches of the District line allowing an increase in regularity for these services.
Currently, Ealing Broadway station has a six tph service to Upminster on the District Line.
This map from carto.metro.free.fr shows the lines at Ealing Broadway station.
Note that after the changeover, the following would apply.
- The Piccadilly Line would have three platforms.
- In a few years time, the Central and Piccadilly Lines will have similar trains.
- Passengers for Turnham Green, Stamford Brook and Ravensbrook Park, would use the Piccadilly Line, which would probably have a higher frequency.
- Passengers for Victoria and other stations in the East on the District Line, would probably have a step-free cross-platform interchange at a number of stations.
But I think, that probably the main reason for the change, is that it will make the proposed frequency of well upwards of twenty tph of the Piccadilly Line easier to operate.
Consider.
- The platforms would help with service recovery,
- I suspect that TfL would like to see a Victoria Line frequency of thirty-six tph.
- Currently, twenty-four tph run between Arnos Grove and Acton Town in the Peak.
- Twenty-one tph run in the Off Peak.
If thirty-six tph is the intended frequency, then two terminal platforms in a rebuilt step-free Ealing Broadway station, could turn a lot of trains.
A Side Effect Of Changing The District Line Terminus
If the District Line service of six tph to Ealing Broadway, were to be reallocated between Richmond and Wimbledon, this would add three tph to the section between Gunnersbury and Richmond.
So now we could be looking at seventeen tph between Gunnersbury and Richmond stations.
Will that mean that North London Line trains to Richmond will need digital signalling and automatic train control?
The West London Orbital Railway
The proposed West London Orbital Railway will use the Dudding Hill Line to create the following services.
- West Hampstead to Hounslow
- Hendon to Kew Bridge
If both routes run at four tph, then it will add eight tph to the North London Line between Acton Wells and South Acton junctions.
Added to the six tph between Richmond and Stratford, this would be fourteen tph through Acton Central and South Acton stations.
Digital signalling on the North London Line and the West London Orbital Railway would probably ease the merging of trains for the joint section.
Freight
It appears that there are up to four freight trains per hour in both directions on the line.
The Level Crossing At Acton Central Station
I doubt the users of the level crossing at Acton Central would like the levels of traffic, that digital signalling would enable.
A Summary Of Passenger Services
I can summarise the passenger train frequencies as follows.
- Stratford to Willesden Junction – 12 tph
- Willesden Junction to Acton Wells Junction – 6 tph
- Acton Wells Junction to South Acton Junction – 14 tph
- South Acton Junction to Gunnersbury – 6 tph
- Gunnersbury to Richmond – 16 tph
I have assumed all developments mentioned earlier take place.
The Effect Of High Speed Two And Crossrail
When High Speed Two and Crossrail open at Old Oak Common station, this must surely increase the number of passengers using the North London Line, by a significant amount.
There will be two new stations.
- Old Oak Common Lane station will be between Willesden Junction and North Acton stations.
- Hythe Road station will be on the West London Line between Willesden Junction and Shepherds Bush stations.
Will the proposed six tph, each of five cars have sufficient capacity?
Conclusion
It looks to me, that they’ll come a time, when digital signalling will be needed to squeeze the required number of trains along the North London Line.
As I said in the previous section, traffic will continue to grow on the North and West London Lines because of High Speed 2 and Crossrail, as it has done since the route’s reopening with new trains in 2010.
I feel there will come a time, when trains will have to be lengthened from their current length of five cars.
Can all the stations on the route be extended if necessary?
Digital Signalling Implications For North London
As I write this post, two big digital signalling projects are ongoing.
Four Lines Modernisation
This project is described in this document on the TfL web site.
This video is from that document.
The TfL web site says this about the new signalling system.
Work to install a new signalling and control system began in summer 2016. This will eventually allow the trains to be driven automatically, with a train operator in the cab to open and close the doors. The train operator will be responsible for managing customer information and safety.
Similar technology introduced in recent years on the Jubilee and Northern lines improved performance. The new signalling system allows trains to be run closer together, meaning a more frequent service and shorter waiting times, allowing more people to be carried. This new technology will enable us to reduce delays and improve reliability.
The programme will allow us to operate 32 trains per hour, a 33% increase in peak-hour capacity. Installation work will require some line closures.
So it looks that by around 2023, there will be a lot more trains running on the Circle, District, Hammersmith & City and Metropolitan Lines.
The Four Lines Modernisation will have implications for other services.
North London Line
Between Gunnersbury and Richmond stations, the District Line and the North London Line share track, stations and signalling.
This map from carto.metro.free.fr shows the complexity of the tracks around Gunnersbury station.
Obviously, whatever signalling is installed, it must be capable of handling both District and North London Line trains at Gunnersbury Junction and to and from Richmond.
Metropolitan Line To Amersham
Between Harrow-on-the-Hill and Amersham stations, the Metropolitan Line and the London-Aylesbury Line, share track, stations and signalling.
This map from carto.metro.free.fr shows the lines at Harrow-on-the-Hill station.
and this one shows the layout at Amersham station.
The solution for this section of track is detailed in the Wikipedia entry for the Metropolitan Line, where this is said.
Trackside signals with automatic train protection (ATP) will remain on the line north of Harrow-on-the-Hill, shared with Chiltern Railways DMUs
It is a solution, but will it last for ever?
And what about the Croxley Rail Link, if that is ever built?
Freight Trains Are Going Digital
This page on the Network Rail web site is entitled Freight Trains In Britain To Be Upgraded With Delay-Busting Digital Technology In Multi-Million Pound Deal.
The article says that all 750 freight locomotives will be upgraded.
This project must have implications for the freight services that run across North London on the Gospel Oak to Barking Line and North London Line, especially if these lines were in the future to be digitally signalled.
A Digitally-Signalled Bakerloo Line
At some tie in the next few years a decision will be made about what to do with the Bakerloo Line.
- It will be extended to Lewisham.
- It will receive new trains.
- It will be left as it is.
Options one and two would probably involve new digital signalling.
Addition of digital signalling to the Bakerloo Line would mean implications for the Watford DC Line, with which the Bakerloo Line shares the track between Queens Park and Harrow & Wealdstone stations.
Conclusion
I am drawn to the conclusion, that digital signalling in North London could bring capacity benefits.
Latest On The New London Overground Class 710 Trains
The August 2018 Edition of Modern Railways has a two-page article on the latest on the new Class 710 trains for the London Overground.
Seating Arrangement
Wikipedia says this about the seating.under Background And Specifications.
The units will be delivered in two sub-classes; an AC-only version with longitudinal and transverse seating (very similar to the S8 units on the Metropolitan line of the London Underground) for use on the West Anglia and Romford-Upminster services, and a dual-voltage version with longitudinal seating for the Watford DC and GOBLIN services.
But it now appears that all the seats on the trains will be longitudinal ones.
I use the current trains a lot to go to Walthamstow and I also use the Class 378 trains, which have longitudinal seats, frequently on the North and East London Lines of the Overground.
I probably aren’t bothered too much about longitudinal seats, but I suspect there will be others who will complain.
This discussion of RailForums is entitled Annoying Things About The Class 378. Search for “seat” and you don’t find many complaints about the longitudinal seating, which is also used on much of the Underground.
On the other hand, if all the trains have identical interiors, this must save on construction and maintenance costs.
If the interiors are basically similar to the Class 378 trains, it must also save on staff training costs.
I actually think, that the biggest complaint will not be about the new trains, but why don’t the older Class 378 trains have wi-fi and USB charging points!
Eight-Car Trains On West Anglia Routes
The article also states that services on West Anglia routes to Cheshunt, Chingford and Enfield Town stations will work as eight-car trains or a pair of four-car trains.
If they are always working in pairs, why not build them as eight-car trains in the first place?
In A Detailed Layout Drawing For A Class 345 Train, I said that the formation of a Class 345 train for Crossrail is as follows.
DMS+PMS+MS1+MS3+TS(W)+MS3+MS2+PMS+DMS
Note.that the train is composed of two identical half-trains, which are separated by the TS(W) car.
As the Modern Railways article says that these trains are to be the last to be delivered, would it not be sensible to fully understand the four-car units and then decide if instead of pairs of four-car units, they were built as eight-cars.
Consider.
- Trains would be formed of identical four-car half-trains.
- An eight-car Class 710 train would be nearly fifty metres shorter than a nine-car Class 345 train.
- Passengers would be able to walk through the whole train.
- Passengers can position themselves for their best exit at their destination station.
- Would passenger security be better on a train, where passengers could walk all the way through?
- I have seen drivers on Class 345 trains change ends inside the train
- Aventras and other modern trains are fitted with intelligent control systems, that determine the number and type of the intermediate cars in the train.
- Two Driving Motor Standard Cars (DMS) would be replaced with simpler Trailer Standard (TS) or Motor Standard (MS) cars.
- The choice of a TS or MS car would depend partly on performance issues, which could be tested with the earlier four-car trains.
- Building and maintenance cost savings by reducing the number of driving cars, must be possible.
- Capacity could be increased by adding cars in the middle, if platforms were long enough!
- Would providing overnight stabling for fifteen eight-car trains be easier than for thirty four-car trains?
It should also be noted, Cheshunt station has a very long platform without a roof. Passengers could walk to the front of the train inside a warm dry train. This already happens with the Class 378 trains at Highbury & Islington station.
Romford-Upminster Shuttle
The Modern Railways article says this about the service on the Romford-Upminster Line.
TfL is still considering whether to utilise a ‘710’ on the Romford to Upminster shuttle or to retain an older unit for the line.
I wrote about this in A Heritage Class 315 Train For The Romford-Upminster Line, after this article in London Reconnections, which is entitled More Trains for London Overground: A Bargain Never to be Repeated, said that it is possible that this line could be served by a Class 315 train, held back from the scrapyard.
I came to this conclusion.
If it is decided that a Class 315 train is to be used on the Romford to Upminster Line, I believe that the service could be marketed as a quirky heritage unit, that in conjunction with its main purpose of providing a public service, could also be used for other education, training, marketing, innovation and research purposes.
Eversholt Rail Group might even shift a few redundant Class 315 trains!
Why not?
Chingford Upgrades
The Modern Railways article says this.
A £7million investment has seen the stabling facility at Chingford upgraded, including the addition of an AVIS-scanner here as well.
These pictures show the investment.
With the Automatic Vehicle Inspection System (AVIS), Chingford is becoming more than a stabling facility.
Note the large maintenance structure, so that trains can be worked on in the dry.
A Few Questions Of My Own
I have a few of my own questions.
If The Thirty Four-Car Trains For West Anglia Routes Are Converted To Eight-Cars, What Happens To The Spare Driving Motor Cars?
If the thirty four-car trains are converted to fifteen eight-car trains, it appears to me that Bombardier could have at best many of the long-lead components for thirty Driving Motor Standard (DMS) cars. At worst, they would have thirty DMS cars for Class 710 trains.
But London Overground will have need for a few more trains in a few years.
In Increased Frequencies On The East London Line, I showed this London Overground table of improvements.
LO Improvements
Note that two extra tph are proposed on the Liverpool Street to Enfield Town service. I calculate, that this would need another two Class 710 Trains.
Similarly, to add two tph to the Liverpool Street to Cheshunt service, would appear to need another three trains.
The Mayor is also looking favourably at creating the West London Orbital Railway.
I estimate that the two proposed routes would need around four trains each to provide a four tph service, if they could be run using dual-voltage Class 710 trains with a range of perhaps ten miles on battery power.
What Is Happening About The Hall Farm Curve?
I heard from someone, who should know, that the Hall Farm Curve and the Coppermill Curve will be reinstated.
These curves would allow the following.
- A direct service between Chingford/Walthamstow and Stratford.
- Better access to the upgraded stabling at Chingford.
But I think these curves would be invaluable in maintaining services, during the construction of Crossrail 2.
Will A Bay Platform Be Developed At Lea Bridge Station?
I also wonder if a bay platform will be developed at Lea Bridge station, which would enable a four tph service to be run between Lea Bridge and Chingford stations, if Chingford Branch trains couldn’t get into Liverpool Street station, because of construction works.
I certainly feel that the curves connecting the lines at Coppermill Junction will have a major part to play in the development of East London’s railways.
A New Train On The North London Line
I was waiting at Gospel Oak station on the North London Line, when this train went through.
Checking with Real Time Trains, the Class 800 train was going from Hitachi’s depot at Doncaster to North Pole Depot.
The Anonymous Widower 