The Anonymous Widower

Inside A Piccadilly Line 1973 Stock Train

These pictures show the interior of a 1973 Stock train.

There are worse trains in the UK.

It should be noted that the trains were extensively refurbished in 1996-2001.

In some ways, the current layout of the train, is now very much the standard layout for London Underground rolling stock.

July 8, 2018 Posted by | Travel | , | Leave a comment

Thoughts On The New Tube For London

This article on the BBC is entitled East Yorkshire Factory Wins £1.5bn Tube Train Deal.

This is the second paragraph.

Transport for London (TfL) said the 94 trains will be designed and built by Siemens Mobility at its planned £200m facility in Goole.

But what else do we know of the design?

In 2013, I went to an exhibition of Siemens’ early design study, which I wrote about in Siemens’ View Of The Future Of The Underground.

These are the pictures I took at the time of the mock-up in the exhibition.

From my visit, I ascertained the following.

  • The cross section appears taller and wider than the current deep-level trains.
  • It has been designed so that someone of 2.6 metres can stand without stooping.
  • The trains are designed to be articulated with a walk-through gangway.
  • Access appears to be level between train and platform.

Will the new trains be like the mock-up?

This article on Rail Engineer is entitled London Underground Deep Tube Upgrade.

It gives some useful information and clues about the design of the New Tube for London (NTfL).

  • The press release mentioned longer, walk through trains and air conditioning.
  • An illustration with the press released shows all double doors.
  • It is possible to provide an inter-car gangway by using an articulated configuration with more, shorter carriages.
  • Bogies appear to be shared between cars.
  • Bogie positioning allows all doors to be double.
  • Rail Engineer’s view is that there are ten cars to a train.
  • Most axles motored to deliver Victoria Line traction and braking performance.
  • A 100 kph speed is quoted, as, opposed to 80 kph for current 2009 Stock on the Victoria Line.
  • There might be a battery to power the train in case of power failure.

Taking all of these clues, what can I deduce?

Safe Platform Area

Before continuing, I will define what I mean as the safe platform area.

Usually on most Underground platforms without platform-edge doors, there are barriers at both ends of the platform beyond, which passengers are not allowed.

These limit the end of what I define as the safe platform area, where passengers can freely circulate and enter and leave the trains.

These pictures show the ends of various Underground platforms.

Each picture is identified with Station, Line, Direction and Train End.They all seem fairly similar.

Train Length And Car Length

The press release says the new trains will be longer.

The current length of the 1973 Stock on the Piccadilly Line is 106.8 metres.

This length is determined by the underground platforms, where if the driver stops, so that they can get off into the protected area, at the forward end of the platform, the rear end of the train is still in the tunnel.

The end passenger doors are of course in the safe area of the platform.

From looking at trains at Kings Cross station and judging it against the known length of a 1973 Stock train, I estimate that the length of the safe area is around ninety-five metres.

Looking at the picture of the cab in the mock-up, there is no driver’s door. So I will assume that drivers will access the cab from the passenger compartment. This probably means that the trains could be a little bit longer and still give access to all cars on the train.

The Rail Engineer article speculates that the trains will have ten sections of which two must have cabs on one end.

I think this will mean the following.

  • There will be nine bogies between cars.
  • There will be an end bogies under the cab of both driving cars.
  • Each passenger car and the passenger section of the driving cars, will have two double doors on either side.
  • I believe that the interiors of the passenger cars and the passenger sections of the driving cars will be virtually identical.
  • The driving cab would be perhaps four metres long and could have a plant room behind it.
  • The driving cab and its structure would probably incorporate a crush zone.

If the end pair of doors behind the driver’s cab, were locked out on underground platforms, this would not cause inconvenience to passengers. It certainly doesn’t now, when selective door opening is used at various stations on the Underground, like Baker Street station on the Sub-Surface Lines.

So perhaps, the safe platform area will go to the middle of the passenger compartment in the driving cars?

This will mean that.

  • At some stations only one door can be used in the end cars.
  • Access will always be available through the second door of the car or the two doors in the next car.
  • The driver can easily access the cab, through the bulkhead door between the cab and passenger compartment.

This will also mean that there will be eight passenger cars and two half passenger sections from the driving cars in the safe platform area.

It should be noted that on the Victoria Line trains have always stopped automatically in the correct position, so this wouldn’t be difficult to arrange with automation of this function on the NTfL

Suppose the safe platform area can be stretched to 108 metres, this would mean.

  • The passenger cars would be 12 metres long
  • The passenger sections of the driving car would be 12 metres long.
  • The driving cars would be perhaps 16 metres long.

This would give a total train length of 128 metres, with a passenger compartment that is 120 metres long.

Obviously, these lengths are speculative and others will work.

  • 12.5 metre passenger cars would result in a 133 metre long train and would need a 112.5 metre safe platform area.
  • 13 metre passenger cars would result in a 138 metre long train and would need a 117 metre safe platform area.
  • 14 metre passenger cars would result in a 148 metre long train and would need a 126 metre safe platform area.

I do think the figures show, that if trains can overhang the safe platform area, then trains can be longer and train capacity can be increased.

It also shows, that if the safe platform area can be lengthened, so can the trains, which would further increase capacity.

But lengthening platforms, especially in tunnels can be very expensive!

Train Length On Other Lines

These trains must also fit the Bakerloo, Central, Jubilee, Northern and Waterloo & City Lines.

These lines all have different length trains.

  • Bakerloo – 114 metres
  • Central – 133 metres
  • Jubilee – 126 metres
  • Northern – 108 metres
  • Waterloo & City – 66.5 metres

To further complicate matters, some stations on the Jubilee Line have platform-edge doors.

The Rail Engineer article states that the NTfLwill have ten articulated segments.

If all the passenger cars are identical, then a longer or shorter train should be able to be created by fitting an appropriate number of passenger cars between the two driving cars.

Train Length On The Waterloo & City Line

A five-car train with twelve metre segments and sixteen metre driving cars, would be 68 metres long and could fit the simple platforms of the Waterloo & City Line.

Train Capacity

The capacity of the 1973 Stock is 228 seated and 684 standing passengers.

The most modern deep tube trains on the Underground are the 2009 Stock of the Victoria Line.

These trains accommodate 252 seating and 1196 standing passengers in a train length of 133.3 metres, which is 10.85 passengers per metre.

A better comparison might be the S7 Stock of the Circle Line, as they have similar a seating arrangement to the NTfL.

These trains accommodate 865 sitting and standing passengers in a length of 117.5 metres, which is 7.36 passengers per metre

As the passenger section of the proposed design for the NTfL is 120 metres,

  • This gives a capacity .of 1302 passengers using the 2009 Stock figure.
  • This gives a capacity .of 883 passengers using the S7 Stock figure.

The actual figure is probably somewhere in the middle. I shall use 1100, which is an increase of twenty percent over the current trains.

Train Weight

Obviously, I don’t have the weight of the proposed NTfL.

A 2009 Stock train weighs 197.3 tonnes and is 133.3 metres long.

My guess for the length of a proposed NTfL is 128 metres.

The best I can come up with is to say that the NTfL is the same weight per metre as the 2009 Stock.

This gives the weight of the NTfL as 189.5 tonnes.

I would put an error of 25 tonnes on that figure either way.

Train Kinetic Energy

The value of the kinetic energy of the train is important, as it determines the energy that must be.

  • Transferred to the train to accelerate it up to speed.
  • Absorbed by the braking system, when the train stops.

Consider.

  • The basic train weight is 189.5 tonnes.
  • There are 1100 passengers.
  • With bags, buggies and other things passengers bring on, let’s assume an average passenger weight of 90 kg, this gives an extra 99 tonnes.
  • This gives a total train weight of 288.5 tonnes

If the train is travelling at 100 kph, this gives a kinetic energy of 30.9 kWh.

Regenerative Braking

The S Stock trains of the sub-surface lines have regenerative braking.

This saves energy and it will certainly be applied on the proposed NTfL.

The regenerative energy system on the S Stock returns the electricity through the electrification to power other trains nearby. This means a braking train effectively powers one that is accelerating.

The Rail Engineer article about the NTfL, says that most axles will be powered.

  • This gives good acceleration and smooth regenerative braking.
  • I would not be surprised to see a small battery of about 5 to 10 kWh in each car to handle the regenerative braking.
  • When the train brakes the traction motors will pass their generated energy to the battery.
  • On acceleration, the traction motors would use the energy stored in the battery.

One of the great advantages of using batteries with regenerative braking in tunnels, is that it reduces the amount of heat that a train emits into the trunnel.

Electrical System

I wouldn’t be surprised to see each car designed like a serial hybrid bus.

  • The third-rail electrification and energy from regenerative braking would charge the battery.
  • Each car might have its own pickup shoes.
  • The battery would power the car’s traction motors and other systems.

An intelligent computer system would control each car and the whole train.

Effectively, the train could be a connected string of ten independently powered cars.

Think liberty horses with a ringmaster in charge.

Keeping The Tube Cool

This article on IanVisits is entitled Cooling The Tube – Engineering Heat Out Of The Underground.

Read it and you’ll find all the methods Transport for London are employing to make Underground travel better.

The first thing that must be done is to make sure that the proposed NTfL do not increase the heat input into the tunnels and trains to make the experience hotter

The train must be well-insulated, so that if the temperature in the train is at the required level for passengers, it tends to stay there and only change slowly.

The second thing that must be done is that the train should be designed so that it puts a minimum level of heat into the tunnels.

  • Regenerative braking to batteries will help, as it will mean that braking should be heat-free and the train will be taking less traction current from the rails.
  • An aerodynamic train will produce less heat from friction.
  • Traction motors and other electrical systems will produce heat.

I suspect Siemens will look at every component of the train and heat production will be one of the criteria.

I also believe that the design of an intelligent air-conditioning system is important.

Suppose you are trying to use air-conditioning to cool a 30 °C train in a 30 °C tunnel. All you’ll do is heat the tunnel even more.

Take the Piccadilly, Jubilee and Central Lines, which all have surface sections at both ends.

So why not cool the trains on the surface to say 22 °C, before they enter the central tunnels?

  • There will be no problem venting the heat to air.
  • The outside air temperature on the surface, will probably be less than in the tunnels
  • If the trains are well-insulated, this will help.

By the time the trains get to the other end of the tunnel, the train’s temperature will have risen and then the cycle is ready to start again.

Some trains spend thirty minutes or more running on the surface in a round trip of more than an hour.

Emergency Train Recovery Using Battery Power

If there is sufficient battery capacity, then this must be possible.

Conclusion

These trains could be very different than the trains they replace.

 

July 4, 2018 Posted by | Travel | , , | 1 Comment

Are Transport for London Planning For The Future In The West?

Over a dozen Underground stations in West London have been earmarked for upgrading to step-free access.

I listed them in West London Stations To Be Made Step-Free.

There are various common properties.

  • Boston Manor and Osterley stations are on the Heathrow branch of the Piccadilly Line, which when updated would make the branch  seventy percent step-free.
  • Hanger Lane and Northolt stations are on the West Ruislip branch of the Central Line, which when updated would make the branch seventy-one percent step-free.
  • Ickenham, Ruislip, Sudbury Hill and Park Royal are on the Uxbridge branch of the Piccadilly Line, which when updated would make the branch  sixty percent step-free.
  • Hanger Lane and Park Royal stations are a valid out-of-station interchange.
  • Sudbury Hill and Sudbury Hill Harrow are a valid out-of-station interchange.
  • Ickenham and West Ruislip are a valid out-of-station interchange.
  • Ealing Broadway and Old Oak Common are developing into major interchanges.

With Crossrail going through West London and due to be fully-open in a couple of years, transport in West London is certainly going to get better for all.

But other things will or possibly could happen.

New Trains On The Piccadilly Line

The Piccadilly Line is in some ways an odd one out of London Underground lines.

  • Only 28 % of the line’s stations have an interchange with other lines or National Rail compared with 94 % for the Victoria Line.
  • Only two of the major London terminals; Kings Cross and St. Pancras International, are served by the Piccadilly Line and very badly in truth!
  • The line has no interchange with Crossrail.
  • The line has a terminus at Heathrow.
  • The line runs extensively in West London on old District Line tracks, so there are a lot of stations in the area, where platform-to-train access is bad.

The trains are also some of the oldest on the London Underground.

Under Future Upgrades in the Wikipedia entry for the line, this is said.

The intention is for the new trains to eventually operate on the Bakerloo, Central, Piccadilly and Waterloo & City lines. On current plans, resignalling work on the Piccadilly line will begin in 2019 and new trains should be in service by 2022.

Wikipedia also says this about the trains.

  • The trains will be lightweight, low-energy and semi-articulated.
  • The trains will have a battery capability to take them to the next station in case of power failure.
  • The trains will have a low-floor. Will this be lower than current trains? Probably yes, as it would increase headroom.
  • The trains will have an 11 % higher capacity than the existing trains.
  • The trains could have air-conditioning.

I would add the following comments and pedictions.

  1. The trains will be designed for quicker exit and entry to the trains.
  2. The trains will shorten journey times.
  3. The trains will be wheelchair and buggy friendly.
  4. The batteries on the train will be used to handle regenerative braking.
  5. The trains will have air-conditioning, as passengers will demand it.
  6. A solution will be found, so that there is level platform-to-train access at all stations.

Point six will be difficult, but in my view this must be done to enable trains to spend as little time as possible, whilst calling at a station.

Perhaps trains will adjust their ride height as they approach a station, by adding and releasing air from the suspension.

If this level access can be achieved by a clever train design, the expense and disruption of rebuilding station platforms substantially, could be reduced.

Unfortunately, some Piccadilly Line platforms are also used by the larger S Stock trains, so any technological advantages must be made on the new Piccadilly Line trains.

Piccadilly Line To Ealing Broadway

Ealing Broadway station is being upgraded for Crossrail.

In the November 2017 Edition of Modern Railways, there is a Capital Connection supplement, which discusses London’s railways.

On Page 7 in a section about the sub-surface lines, this is said.

One possibility being discussed is that the Piccadilly should take over the District’s Ealing Broadway service. This would free up space on the South side of the inner-London circle for more City trains off the Wimbledon branch, one of the sub-surface network’s most-crowded routes.

On Page 15 in a section about the Mayor’s plans, this is said.

It is suggested Piccadilly Line services run to Ealing Broadway instead of the District Line, enabling increased frequencies on the latter’s Richmond and Wimbledon branches.

As the plan is mentioned twice, certainly the proposal is being thought about.

I discussed this in some detail in Is There Going To Be More Change At Ealing Broadway Station?

Distilling my thoughts from last year and what I’ve seen recently, I have the following thoughts, if the Piccadilly Line had a branch to Ealing Nroadway station.

  • The Piccadilly Line would have a two-platform step-free terminus, capable of handling twelve trains per hour (tph)
  • Increasing Piccadilly Line frequencies through the core, probably needs another high capacity terminal in the West.
  • The Piccadilly Line would have an interchange with Crossrail and Great Western Railway for Heathrow, Oxford and Reading.
  • In the later 2020s, when the Piccadilly and Central Lines are running the same new deep-level trains, Ealing Broadway would only handle one type of Underground train.
  • As Ealing Broadway, Ealing Common and Acton Town stations would only handle the new deep-level Underground trains, platform-to-train access problems could be solved by lowering the platforms.

The current Piccadilly Line service in the West is as follows.

  • Twelve tph to Heathrow
  • Six tph to Rayner Lane station, with three tph continuing to Uxbridge.
  • Three tph to Northfields

The new trains and signalling, must surely increase the core frequency from the current 21 tph to something approaching the 36 tph of the Victoria Line.

I suspect that twelve tph to Ealing Broadway would fit well, with both the needs of the Piccadilly Line and Crossrail’s frequency of twelve tph.

There are other problems to sort out, but Piccadilly Line trains to Ealing Broadway station could be an excellent plan.

Piccadilly Line To Heathrow

The Heathrow branch of the Piccadilly Line will be seventy percent step-free, after Boston Manor and Osterley stations are upgraded.

I think the time will come in the next few years to bite the bullet and do the following on the branch.

  • Make all street-to-platform fully step-free.
  • Lower the platforms to give level platform-to-train access to the new deep-level trains.

As this branch is Piccadilly Line-only, there should be few related problems.

Piccadilly Line To Rayners Lane and Uxbridge

The Uvbridge branch of the Piccadilly Line will be sixty percent step-free, after Ickenham, Ruislip, Sudbury Hill and Park Royal stations are upgraded.

As with the Heathrow branch, I think that the following should be done.

  • Make all street-to-platform fully step-free.
  • Lower the platforms to give level platform-to-train access tothe new deep-level trains.

The problem is between Rayners Lane and Uxbridge stations, where the branch is shared with the Metropolitan Line.

The following could be done.

  1. Put in extra tracks and platforms.
  2. Live with the  current platforms and step down into a Piccadilly Line train.
  3. All Piccadilly Line trains could terminate at Rayners Lane and from Rayners Lane to Uxbridge is served by Metropolitan Line only
  4. As the platforms are long and all trains are walk-through, clever platform design with Harrington Humps could be a solution.

Only option 4 would be an affordable solution, that might be acceptable to all stakeholders.

Central Line To Uxbridge

In the Wikipedia entry for the Central Line, this is said.

The Central crosses over the Metropolitan and Piccadilly lines’ shared Uxbridge branch near West Ruislip depot, and a single track linking the two routes was laid in 1973. The London Borough of Hillingdon has lobbied TfL to divert some or all Central trains along this to Uxbridge, as West Ruislip station is located in a quiet suburb and Uxbridge is a much more densely populated regional centre. TfL has stated that the link will be impossible until the Metropolitan line’s signalling is upgraded in 2017.

This map from carto.metro.free.fr shows the lines around Ruislip Depot.

Note.

  1. The Central Line is shown in red.
  2. The track used by the Piccadilly and Metropolitan Lines is the bluey colour.
  3. The Chiltern Main Line is shown in black.
  4. Ickenham and Ruislip stations will soon have some measure of step-free access.
  5. Ickenham and West Ruislip stations are a  valid out-of-station interchange, with a walk of 1.1 miles.

Would running Central Line trains to Uxbridge be feasible?

Uxbridge station has four platforms and currently has the following Off Peak services.

  • Metropolitan  – 8 tph to Aldgate
  • Piccadilly – 3 tph to Cockfosters

With these frequencies in the morning Peak.

  • Metropolitan  – 6 tph to Aldgate
  • Metropolitan  – 4 tph to Baker Street
  • Piccadilly – 6 tph to Cockfosters

West Ruislip has a 3 tph Off Peak service.

Uxbridge with four platforms can probably handle up to twenty-four tph with modern signalling, so there should be scope once the the new signalling is installed on the Metropolitan Line for changes to be made.

It may need new trains on both the Central and the Piccadilly Line, that can use the new signalling, before full advantage could be taken of running Central Line trains to Uxbridge.

But at some time in the future, it looks like the following would be possible on the West Ruislip branch of the Central Line.

  • 4 tph to West Ruislip
  • 4 tph to Uxbridge

That would be a very worthwhile service.

The Greenford Branch

The Greenford Branch is one of those lines in London and the South East, that have a low priority for the train operating companies.

Others include.

Twenty years ago, you would have included the North London and the Gospel Oak to Barking Lines. But look at those two now!

The Greenford Branch is typical of this sort of line.

  • Single platform at each end.
  • Two tph run by a single train.
  • Elderly trains.
  • No electrification
  • No Sunday service
  • More information.
  • Virtually no marketing.
  • Poor interchange at West Ealing station, although interchange at Greenford is excellent.

All of these lines could benefit from a common philosophy.

  • Four tph where possible, to encourage Turn-Up-And-Go.
  • A viable train use philosophy.
  • Modern electric trains that attract passengers.
  • Good interchange at the principal station or stations.

A plan for the Greenford Branch has yet to emerge.

However Crossrail will change everything.

  • Up to twelve tph could stop at West Ealing station.
  • West Ealing station will have full step-free access between the Greenford Branch, Crossrail and GWR services.
  • Passengers might use the line with heavy bags to get to and from Heathrow.
  • Management of West Ealing station may pass to Transport for London.

On a cold, wet day, passengers changing to the Greenford Branch will not want to wait half an hour for the next train to Greenford and the intermediate stations.

Increased passenger numbers and pressure for good service will require a four tph frequency on the Greenford branch.

  • This will require two trains.
  • Better customer service will be needed.

|As the two end stations could both be under Transport for London control, would it be sensible to pass management of the line to that organisation and run the line under the Overground banner?

But what trains could be used?

  • As the line is not electrified and platforms can only handle two- or possibly three-car trains, London Overground’s standard four-car Class 710 trains would not be suitable.
  • Class 172 trains could be used, but these are going to West Midlands Trains.
  • Passengers might accept a modernised British Rail era diesel like a Class 150 train.
  • There is also the Class 230 train, which West Midlands Trains will be using on the Marston Vale Line.
  • Could Bombardier create a three-car Aventra with on board energy storage, that would be charged at either or both ends?

My money would be on one of the last two options.

  • A standard electric train would require electrification of the branch.
  • There would be servicing problems with a small diesel fleet.
  • Class 230 trains have been designed for remote servicing, so three trains would work.
  • The diesel trains and the Class 230 train would require little if no infrastructure changes.
  • The branch is under three miles long, so a return trip is probably well within range of a battery train.
  • A three-car Aventra with on board energy storage would have many applications in the UK.
  • The Aventra with on board energy storage  would require little if no infrastructure changes, except for some extra overhead wires to create a charging point at West Ealing.

London Overground will probably go for a surprising, but cost-effective solution.

Onward From Greenford

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

There must surely be possibilities to extend the current passenger service to the West.

  • It would create a West Ealing to West Ruislip feeder service for Crossrail.
  • Greenford station would need extra platforms on the Acton-Northolt Line.
  • Train length would be less of a problem and four-car trains could probably be used.

It would fit well with restoring passenger services on the Acton-Northolt Line.

Old Oak Common To West Ruislip On The Acton-Northolt Line

Network Rail have plans to reinstate passenger services on the Acton-Northolt Line, so that Chiltern Railways can have an extra London terminal with a connection to Crossrail, High Speed 2 and the London Overground. Under Chiltern Main Line Connection, in the Wikipedia entry for Old Oak Common station, this is said.

Network Rail has proposed that the Chiltern Main Line should have a second terminal at Old Oak Common to increase capacity on the route as there is no room to expand the station at Marylebone. To do so, services would use the Acton–Northolt line (formerly the “New North Main Line”) and perhaps see Chiltern trains terminating here rather than Marylebone.

A summary report by Network Rail, which was released in 2017, forecast that a new London terminal will be needed by 2043 and proposed Old Oak Common for this role, with upgrading of the Acton-Northolt Line.

I doubt that I’ll see it, as I’ll be 96!

But it does seem a credible idea with questions to ask!

  • Will the route be double- or single-track?
  • Will there be express and/or Metro services?
  • How many interchanges will there be with the Central Line?
  • Will the route be used by Crossrail?
  • Will the route be electrified?

I do think that there will be some very serious thinking going on.

A few thoughts on what could define what might ensue.

High Wycombe Station

High Wycombe station is a three platform station, with a lot of space between the tracks, as this Google Map shows.

It would appear there is space for the station to be developed, as a terminus for more services from London.

The Chiltern Metro

According to Wikipedia, Chiltern Railways have ambition to create a Chiltern Metro. Wikipedia says this.

New Chiltern Metro Service that would operate 4+tph for Wembley Stadium, Sudbury & Harrow Road, Sudbury Hill Harrow, Northolt Park, South Ruislip and West Ruislip. This would require a reversing facility at West Ruislip, passing loops at Sudbury Hill Harrow, and a passing loop at Wembley Stadium (part of the old down fast line is in use as a central reversing siding, for stock movements and additionally for 8-car football shuttles to convey passengers to the stadium for events). This ‘Chiltern Metro’ service was not programmed into the last round of franchising agreements.

This sounds to be a good idea but it would need a dedicated platform at Marylebone and is there sufficient capacity on the Chiltern Main Line to accommodate the number of extra trains required to West Ruislip.

Crossrail

How Crossrail will affect London is totally unpredictable.

  • Currently, the system is planned to run 24 tph between Heathrow, Paddington and Reading in the West and Abbey Wood and Shenfield in the East.
  • Various sources show that Crossrail has been built for 30 tph.
  • I wouldn’t be surprised to see the route move to a Thameslink or East London Line model, where two or four tph run to other destinations outside the core.

Ebbsfleet, Gravesend and Milton Keynes have been mentioned for expansion, but what about Basingstoke, Beaulieu, High Wycombe, Oxford and Southend?

Electrification

Three factors will be the main drivers if the Acton-Northolt Line is electrified for Network Rail’s proposed passenger services to Old Oak Common.

  • Extension of Crossrail to High Wycombe would surely need the Acton-Northolt Line to be electrified and possibly double-tracked.
  • The next generation of multi-mode trains will operate on a mixture of electric, diesel, hydrogen and battery power.
  • The ambition of Chiltern Railways.

I think on balance, if the Acton-Northolt Line is reopened to passenger services, it will be electrified.

Space could be limited as this picture from Hangar Lane station shows.

But most problems should be possible to solve, by lowering track  and rebuilding some bridges.

North Acton Station

North Action station could be updated in the following ways.

  • Extra platforms for the Acton-Northolt Line.
  • A connection to the North London Line.
  • Over-site development.
  • More spacious station buildings.

Note also that North Acton station could be a calling point on the West London Orbital Railway.

On the other hand, Old Oak Common station might handle a lot of these connections, so I suspect that if North Acton station has a connection, it will be led by the needs of property developers.

Park Royal Station

Park Royal station could be rebuilt with Hanger Lane station as an interchange between the Central and Piccadilly Lines, with extra platforms for the Acton-Northolt Line.

Again, property development will decide what happens.

Hanger Lane Station

This Google Map shows the location of Hanger Lane station in the middle of the Hanger Lane Gyratory.

Note the following.

  • The Central Line train in the Westbound platform.
  • The double-track of the Acton-Northolt Line to the North of the Central Line station.
  • Inside the ring of roads, there would appear to be a large site, that could be suitable for redevelopment, as perhaps offices or housing.

These pictures show the site in the middle of the roads.

Note.

  1. To call the site a junk-yard would be a compliment.
  2. Hanger Lane station is going to be made step-free.
  3. A  tunnel for HS2 will pass underneath., following the route of the Acton-Northolt Line.
  4. There are HS2 notices about. Are HS2 going to use the dump for a ventilation shaft for a tunnel underneath?

It would not be the most difficult design project in the world to make provision for platforms on the Acton-Northolt Line, to future-proof the station for Crossrail or any Chiltern service to Old Oak Common.

This is the sort of development that I like!

Imagine the following.

  • A cluster of perhaps four very high residential and office towers, reaching above the pollution and noise of the traffic.
  • A ring of trees could also shield the development from the traffic.
  • The tracks of the Acton-Northolt Line could be slewed to take advantage of an island platform.
  • Trains running at least four tph to Old Oak Common.
  • Crossrail could continue across Central London.
  • Trains could run to West Ruislip or High Wycombe in the West.
  • London Underground running up to ten tph on the Central Line.
  • Developers will integrate the station, the development and the required local services.

The possibilities are dramatic.

In the next decade or so, as vehicles get less polluting, developments like this will become more common.

Perivale Station

Perivale station is Grade II Listed with some of the worst steps I’ve seen on the London Underground.

Extra platforms on the Acton-Northolt Line and a step-free station would be very difficult.

 

I doubt, there are many stations worse for step-free access in London!

Greenford Station

Greenford station is already step-free, but extra platforms on the Acton-Northolt Line, could be very difficult, due to the different track levels.

But Action-Northolt Line platforms with a step-free connection would give easy access to the Greenford Branch.

Northolt Station

Northolt station is being made step-free and could be extended with extra platforms on the Acton-Northolt Line.

The picture was taken from the Central Line platform and shows  the station building, which almost looks as if it was built to be extended to a platform on the Acton-Northolt Line, which is to the left of the electrified Central Line track.

South Ruislip Station

South Ruislip station already has platforms on both lines.

Ruislip Gardens Station

Ruislip Gardens station probably wouldn’t need a connection to the Chiltern Line.

West Ruislip Station

West Ruislip station already has platforms on both lines.

A Possible Heavy Rail Service Between Old Oak Common and West Ruislip

Consider.

  • Central Line trains take seventeen minutes between North Acton and West Ruislip with six intermediate stops.
  • So I think it likely that a modern train could travel from Old Oak Common to West Ruislip in about fifteen minutes, with perhaps stops at three or four stations like North Acton, Hanger Lane, Greenford, Northolt and South Ruislip.
  • The Acton-Northolt Line is a mixture of single and double track. with some space for a second track.
  • All stations except Old Oak Common could have step-free interchanges with the bCentral Line.

It could either be a service linked to Chiltern or Crossrail.

I can’t help feeling that eventually, this service will be part of Crossrail.

Conclusion

The railway changes that are happening will certainly allow a lot more development in West London.

 

 

 

 

January 31, 2018 Posted by | Travel | , , , , , , , | 3 Comments

Cockfosters Station To Be Made Step Free

These pictures show Cockfosters station.

As a child, I used to go to the barbers in Cockfosters station to get my hair cut. I suppose, I went by myself from the time I joined Minchenden Grammar School at eleven. But I could have gone earlier, as it wasn’t that far from where we lived.

The barbers is not there anymore!

The station hasn’t changed much underground, although there’s now a cafe and there are barriers to check the tickets.

As to step-free access, there will need to be a lift on both sides of Cockfosters Road, as stairs are impossible, exzcept for the fully able-bodied.

There will certainly be more difficult stations to make step-free.

Once passengers are down in the station, it is a completely level walk, push or drag to the trains.

What Are Transport for London’s Plans?

Transport for London have stated that their aim is to eventually have all Underground stations with full step-free access.

But Cockfosters station may attract a large number of visitors with bikes, buggies and wheelchairs.

  • The station is on the London Outer Orbital Path.
  • Trent Park is nearby.
  • Cockfosters is at the end of the Piccadilly Line. So is it a stations, where passengers are dropped for Central London, Kings Cross and Heathrow?

Christ Church, Cockfosters is nearby, where C and myself got married. Possibly more importantly,the UK Memorial Service for Elivis Presley was held in the church, as this page recalls.

One thing that appears to be better at Cockfosters station from my childhood are the buses.

  • There are more bus routes calling at the station.
  • All the buses now have wheelchair spaces and access ramps.
  • Bus information is better.

So will we see the bus routes from Cockfosters station further developed to serve new housing developments?

 

January 24, 2018 Posted by | Travel | , , , , | Leave a comment

West London Stations To Be Made Step-Free

Twelve stations in West London are to be made step-free on the London Underground.

These Crossrail stations in West London, will also become step-free.

This gives a total of twenty stations, that will become fully step-free in West London.

These pictures show the various London Underground stations. at the end of January 2018.

Boston Manor

No work has started yet!

Harrow-on-the-Hill

The station is unusual in that there are steep steps up to a bridge over the tracks, at both entrances to the station. Then there would need to be further lifts to the platforms.

Work has started.

Ickenham

No work has started yet! Will the current bridge be replaced?

North Ealing

No work has started yet!

Osterley

No work has started yet!

Park Royal

No work has started yet!

Ruislip

No work has started yet! Will the current bridge be replaced?

Sudbury Hill

No work has started yet!

Platform Height Problems

Boston Manor, North Ealing, Osterley, Park Royal and Sudbury Hill stations were all District Line stations moved to the Piccadilly Line.

This picture was taken at Osterley station.

Could we see trains running on the Piccadilly Line, where the suspension jacks the train up as required?

This may seem rather fantastical, but most modern trains run on airbags to give a smooth ride.

This picture shows the bogie under a Class 378 train.

Note the air-bag! Pump it up and the train rides higher.

This technique could be used to solve the problem of Piccadilly Line trains calling at platforms shared with Metropolitan Line trains.

Summary

They are much more of a mixed bunch than those I wrote about in Eastern Central Line Stations To Be Made Step-Free.

This probably due to the fact, that the Eastern stations were all build by the Great Eastern Railway at around the same time.

These West London stations were built at various times, with some being built in the 1930s.

  • Boston Manor was rebuilt in 1934 and is Grade II Listed
  • Hanger Lane was built in 1947.
  • Osterley was built in 1934 and is Grade II Listed.
  • Park Royal was built in 1932 and is Grade II Listed
  • Sudbury Hill was built in 1931 to a design of Charles Holden and is Grade II Listed.

Didn’t they have disabled people and prams in those days, just a few years before I was born?

Some of the precipitous steps in this group of station are very dangerous.

At least some of the other stations of this era like Bounds Green, Southgate and Word Green have escalators.

What Are Transport for London’s Plans?

Transport for London have stated that their aim is to eventually have all Underground stations with full step-free access.

If you look at maps of West London, stations for Underground and National Rail are not that numerous and it is rare to find step-free access, unless a satation has been built in the last couple of decades.

So perhaps, TfL are improving the balance.

 

 

 

 

 

 

January 23, 2018 Posted by | Travel | , , , , , | 3 Comments

Crossrail 2 Review Prompts Fresh Delays

This title of this post is the same as this article on Construction News.

This is the opening paragraph.

Crossrail 2 is set for further delays after London’s transport boss admitted a fresh funding review would push back consultations on the scheme until the end of 2018.

It would now look increasingly unlikely that the hybrid bill to enable Crossrasil 2, will get through Parliament before the next General Election in 2022.

These dates should be noted for Crossrail.

  • Approved – 2007
  • Construction started – 2009
  • Services started – 2015
  • Partial opening – 2018
  • Full opening – 2019

So, if Crossrail 2 is approved in 2022, we could be looking at an opening date of 2032 to 2034.

If it is needed earlier for political reasons, then we must do some serious thinking.

Crossrail 2 As A Series Of Related Projects

I’ve always believed that Crossrail 2, should be considered to be a series of related projects. followed by the boring of the Central Tunnel.

  1. Increasing Capacity On The Waterloo Suburban Lines to four trains per hour (tph)
  2. Station Improvements On The Waterloo Suburban Lines
  3. Increasing Capacity in Tooting And Wimbledon
  4. Providing better access to Clapham Junction station
  5. Making it easier for passengers transferring between trains and Underground at Waterloo.
  6. Improving public transport access to Chelsea.
  7. Creating better access to  Euston, St. Pancras and Kings Cross stations.
  8. Improving transport in Dalston and Hackney.
  9. Four-tracking the West Anglia Main Line between Coppermill Junction and Broxbourne.
  10. Allowing An Increased Number  Of West Anglia Services to Terminate At Stratford
  11. Creating a high-capacity commuter route up the Lea Valley.
  12. Creating a high-capacity commuter route to Wood Green and New Southgate.
  13. Taking Pressure Off the Victoria Line

These projects would incorporate all the holes, through which to thread the Central Tunnel, that will run between Wimbledon and Tottenham Hale.

So would it be better to build Crossrail 2 as a series of smaller projects?

Increasing Capacity On The Waterloo Suburban Lines To 4 Tph

In An Analysis Of Waterloo Suburban Services Proposed To Move To Crossrail 2, I showed that it would be possible to run a service with Crossrail 2’s characteristics terminating in Waterloo station.

I said the following would be needed.

  • More platform capacity in Waterloo station.
  • Modern high-performance 100 mph trains like Class 707 trains or Aventras.
  • Wimbledon station would only need minor modifications.
  • Some improvements to track and signalling between Waterloo and Wimbledon stations.
  • A measure of ATO between Waterloo and Wimbledon stations.

Much of the infrastructure works have been completed in Summer 2017, as I reported in It’s All Over Now, Waterloo!.

All it needs to introduce a much improved Waterloo Suburban service,  is for Bombardier to build the new 100 mph Class 701 trains for South Western Railway.

Note that, these improvements will be needed, whether Crossrail 2 is built or not!

Station Improvements On The Waterloo Suburban Lines

Many of the stations on the Waterloo Suburban Lines need substantial improvement.

  • Some station buildings need sympathetic improvement.
  • Some stations need step-free access.
  • Some stations could be redeveloped to create much-needed housing on top of a new station.
  • Some stations might need extra platforms and/or capacity improvements.
  • There are level crossings that need to be closed.

Note.

  1. These improvements will be needed, whether Crossrail 2 is built or not!
  2. As Crossrail 2 and South Western Railway will both be using Aventra trains, improvements will be the same if Crossrail 2 is built or not!

There could be quite a few small projects.

Increasing Capacity In Tooting And Wimbledon

Crossrail 2 will increase the capacity at Wimbledon and Tooting Bradway stations, with up to thirty tph passing through.

Wimbledon will benefit from the following, whether or not Crossrail 2 is built.

  • More trains on the Suburban Lines to Waterloo or Central London via Crossrail 2..
  • Increased frequency on the District Line, where the new signalling is being installed under the Four Lines Modernisation program.
  • Increased frequency and capacity on the Northern Line.
  • Increased frequency and capacity on Tramlink.
  • A new Tramlink route to Sutton.
  • After all the work at London Bridge, would it be possible to increase the frequency of trains on the Sutton Loop Line, which currently handles a measly two tph for most of the day?

The area will probably benefit from the splitting of the Northern Line into two separate lines.

Transport for London (TfL) have talked about creating a major interchange, by increasing capacity at Streatham Common station.

Services going through the station and the major junction a short distance to the North include.

  • Thameslink services on the Sutton Loop Line, between Sutton and St. Albans via Wimbledon, Elephant & Castle and St. Pancras.
  • Brighton Main Line services between Victoria and East Croydon.
  • The Milton Keynes to East Croydon service calls.
  • London Bridge to West Croydon services.
  • There is a six tph service to and from Balham station.

It has also been suggested that the station could be a terminus for London Overground’s East London Line services and a Tramlink extension.

I can certainly understand why TfL are thinking of an improved interchange at Streatham Common station.

The original plan for Crossrail 2 showed a preference for the route to go through Balham station rather than Tooting Broadway station.

Surely, if Balham is not to be on Crossrail 2, that station may well be upgraded.

  • The disused platforms could be reinstated.
  • Full step-free access could be added.
  • A better connection between National Rail and the improved Northern Line could be created.

It could become a true Gateway To The South!

Providing Better Access To Clapham Junction Station

Provision has been made in the design of the Northern Line Extension, so that it could be extended from Battersea Power Station station  to Clapham Junction station.

If the connection at Clapham Junction is designed to the high-standard of Crossrail, then the Northern Line Extension could provide an important route for commuters.

The trains on the Northern Line Extension will connect to the Morden branch at Kennington station. The Wikipedia entry for Kennington station says this.

TfL has assessed that the Battersea extension will not have a significant impact on the number of passengers entering and exiting the station, but, to accommodate additional interchanges between the branches, additional cross-platform passageways will be constructed between each pair of plaforms. When the extension opens, all services from the Charing Cross branch will run to Battersea Power Station. Trains to and from Morden will run via the Bank branch.

So it looks like Clapham Junction station will gain a free-flowing connection to both branches of the Northern Line.

Note that, if the Northern Line Extension is extended to Clapham Junction, it will probably be built to allow easy connection to a future Crossrail 2.

Making It Easier For Passengers Transferring Between Trains And Underground At Waterloo

The on-going upgrade to Waterloo station will improve the transfer and also provide better walking routes.

In addition, the recent upgrade across the South Bank netween Waterloo East and London Bridge stations, could be useful to a proportion of passengers.

But more needs to be done!

These other projects might help.

  • To increase capacity on Southeastern services out of Charing Cross station, it has been proposed to rebuild the station, so it reaches across the Thames.
  • Waterloo East station could be a prime site for redevelopment.
  • The Bakerloo Line is going to be upgraded with new trains and more capacity.
  • The Bakerloo Line will have a good connection to Crossrail at Paddington station.
  • The Waterloo and City Line will be getting new trains, which could increase capacity by twenty-five percent.
  • The |Waterloo and City Line could get improved access at Waterloo to match the improved access currently being created  at Bank station.

Surely done in the right order, these projects could increase capacity for passengers at Waterloo, who are connecting to other parts of London.

Improving Public Transport Access To Chelsea

Kings Road, Chelsea station was cancelled in March 2017.

Perhaps, the posh people of Chelsea don’t want the plebs visiting? How will their maids and dogsbodies get to work?

Creating Better Access To  Euston, St. Pancras and Kings Cross Stations

One of the main objectives for Crossrail 2, is to provide better access to the three major stations of Euston, St. Pancras and Kings Cross.

The chosen solution is to build a ‘mega-station’ called Euston St. Pancras station. The connections of the station are described like this in Wikipedia.

The station will be firmly integrated into Euston and St. Pancras mainline stations, as well as Euston Underground station. Access to King’s Cross station, and King’s Cross St Pancras Underground station will be via a short walk through St. Pancras station. There may also be a link to Euston Square station on the Underground, created as part of Euston station’s reconstruction for High Speed 2.

In order to illustrate, the lines in the area and the relationship of Euston St. Pancras station to the current stations, look at this map from carto.metro.free.fr.

Crossrail 2 will pass through Angel station, before roughly following the line of the Northern Line through Kings Cross St. Pancras station to Euston station, where it will turn South towards the next station, which is Tottenham Court Road station, where it will have an interchange with Crossrail.

Like, its earlier sister, Crossrail 2 will have to go deep to avoid the tunnels of the Underground and London’s sewers.

However, London’s famous clay, that was instrumental to the creation of London’s deep-level Tube lines, will probably enable a successful tunnel to be created.

High Speed 2 is scheduled to open in 2026 and it appears to me, that there is no way, that given the slippage of the project, that Crossrail 2 can open before High Speed 2.

So how will the extra passengers using High Speed 2 be handled at Euston station?

The only alternative plan, that I can see is to fall back on the existing lines.

Affecting all the connections between High Speed 2 and the Underground, would hopefully be a complete rebuilding of Euston station incorporating the following.

  • A connection to the sub-surface lines.
  • Full step-free access to all Underground lines.

The Circle, Hammersmith & City and Metropolitan Lines, are undergoing an Upgrade Program, which is known as the Four Lines Modernisation by TfL and is described like this in Wikipedia.

Together with the introduction of S Stock trains, the track, electrical supply and signalling systems are being upgraded in a programme planned to increase peak-hour capacity on the Circle and Hammersmith & City lines by 65 per cent by the end of 2018. A single control room for the sub-surface railway is to be established in Hammersmith and an automatic train control (ATC) system will replace signalling equipment installed from the 1940s. The cross-London Crossrail line, planned to open in 2018, is expected to reduce crowding between Paddington and Whitechapel.

Note the reference to Crossrail, with its connections to the sub-surface lines at Paddington, Farringdon, Liverpool Street and Whitechapel stations. Passengers will Duck-and-Dive around the busy sections, using Crossrail and its five helper lines, that loop along it to the North and South.

  • Central Line
  • Circle Line
  • District Line
  • Hammersmith & City Line
  • Jubilee Line
  • Metropolitan Line

Predicting how the capacity will split between the various lines across London, will be a statistical nightmare.

But there will be a substantial increase in capacity on the sub-surface lines through Kings Cross St. Pancras and Euston.

The Northern Line could be a totally different line, when High Speed 2 opens in 2026.

  • Bank station will open in 2021 with 40% more capacity.
  • Camden Town station will be rebuilt by 2024/25.
  • The Northern Line Extension to Battersea Power Station station is scheduled to open in 2020.

All this work, may well allow a Northern Line Split, which would bring increased train frequencies and more capacity.

The Victoria Line  is probably at maximum capacity at the present time, but history has shown that she never knows when to stop calling for more!

  • Capacity at Highbury & Islington, Oxford Circus and Walthamstow Central stations is probably a limiting factor.
  • Access at Euston and Kings Cross St. Pancras stations could certainly be improved.

The Piccadilly Line could be a big contributor to extra capacity through the area.

Can the line be upgraded with new trains in time to make a meaningful contribution?

Lastly, we mustn’t forget the new station complex at Old Oak Common, which connects High Speed 2, Crossrail and the North London Line.

Note that, these improvements will be implemented, whether Crossrail 2 is built or not!

Improving Transport In Dalston And Hackney

As a resident of Dalston since 2010, I can honestly say, that public transport has improved a lot in recent years.

  • The North London Line has two frequent five-car train services from Stratford in the East to Clapham Junction and Richmond in the West.
  • The East London Line has four frequent train services from Highbury and Islington and Dalston Junction in the North to Clapham Junction, New Cross, New Cross Gate and West Croydon in the South.
  • The Victoria Line has thirty-six tph from Brixton to Walthamstow Central.
  • Lea Bridge station has reopened.
  • Liverpool Street to Cheshunt, Chingford and Enfield are now Overground routes.
  • There are numerous bus routes with new buses going hither and thither.

The icing on the cake, is that extra services and new trains will be provided  in the next couple of years.

  • Dalston Junction to Whitechapel for Crossrail will have at least 20 tph.
  • Hackney Wick to Highbury & Islington will have at least 10 tph.
  • New trains will appear on Liverpool Street to Cheshunt, Chingford and Enfield and Gospel Oak to Barking Line services.

Crossrail 2 would be an improvement for Dalstonistas and Hackneysians, as we could get to Central London faster.

But from December 2019, Crossrail with perhaps a single change will give us numerous ways to get to all the stations on the proposed line, quicker than you could do the trip in a Hackney cab, driven by the likes of Lewis Hamilton.

Hackney has survived on the crumbs of London’s transport system since the trams and trolley buses were scrapped.

Like all those with Cockney in their genes, nurture or environment, we’ll keep smiling through!

Note that, the improvement in Hackney will be implemented, whether Crossrail 2 is built or not!

Four-Tracking The West Anglia Main Line Between Coppermill Junction And Broxbourne

This needs to be done to create extra capacity on the West Anglia Main Line for the following services.

  • Express services to Stansted Airport, Cambridge and possibly Norwich.
  • Extra express services terminating at Stratford for Crossrail.
  • Local services from Liverpool Street and Stratford to Broxbourne, Hertford East and Bishops Stortford.
  • 100 mph running for Express services on the fast lines.

Four-tracking would certainly be necessary to accommodate the proposed 10-15 tph service for Crossrail 2.

Note that, this four-tracking will be needed, whether Crossrail 2 is built or not!

Allowing An Increased Number  Of West Anglia Services to Terminate At Stratford

Greater Anglia have said, that they will run extra Stansted Airport services into Stratford station from 2019.

  • Previously, these Stratford-Stansted Airport services used the High Meads Loop under the Eastfield Shopping Centre, in much the same way as Merseyrail’s Wirral Line trains run under Liverpool.
  • Services would all call at either Platform 11 or 12 at Stratford, depending on the way the loop is travelled.
  • The loop is double-track, which opens the possibility of local services using one platform and Stansted services using the other.
  • If local services used Platform 12, North London Line services would be perhaps fifty metres away.
  • It would be a walk of about a hundred metres to Crossrail and the Central Line and not much further to the Jubilee Line and the Docklands Light Railway.
  • Using a loop is a technique that saves time, as the train goes straight on, without the driver changing ends and Merseyrail handle something like twelve tph on the Wirral Line.
  • With a measure of Automatic Train Control (ATC), I suspect that a frequency of fifteen  or even twenty tph could be possible through the High Meads Loop.

Could paths be found to incorporate perhaps two tph between Stratford and Chingford via a reinstated Hall Farm Curve?

It seems to me that Network Rail’s track design at Stratford station incorporated a lot of future-proofing!

Creating A High-Capacity Commuter Route up the Lea Valley

Crossrail 2 intends to implement a 10-15 tph service between Tottenham Hale and Broxbourne stations.

After the four-tracking of the West Anglia Main Line, the only other works needed to create a high-capacity commuter route up the Lea Valley will be.

  • Remodelling of Coppermill Junction, so trains can access Crossrail 2’s Central Tunnel.
  • Rebuilding of Tottenham Hale station to accommodate the extra services, to and from the Crossrail 2 tunnel, Liverpool Street and Stratford.
  • Rebuilding stations to serve the new tracks.

The rebuilding of Tottenham Hale station is already underway.

There is the interesting possibility pf running at least a ten tph service up the Lea Valley from Stratford to Boxbourne and Hertford East.

If the High Meads Loop, were to be fully developed at Stratford, as the terminus of both Stansted Express and local Lea Valley services, using Crossrail from Stratford to cross London would probably be an acceptable alternative route until the Crossrail 2 tunnel is built.

It would have other advantages.

  • Capacity would be released at Liverpool Street station.
  • Capacity would be released through Clapton and Hackney Downs stations on the direct route to Liverpool Street.
  • Services could be connected to Stratford International station with the addition of another platform.
  • Heathrow to Stansted Airport would be a single change at Stratford with just a short walk.

The major undertaking of the Crossrail 2 central tunnel could also be delayed to smooth cash-flow.

Creating A High-Capacity Commuter Route To Wood Green And New Southgate

This section will be nearly all in tunnel and will call at the following stations.

New Southgate – For Great Northern and Thameslink

The area is one I know well and it probably needs improved services.

But some are already planned.

  • Thameslink will add at least two tph to Alexandra Palace and New Southgate.
  • New trains will add capacity and frequency to the Piccadilly Line.
  • New trains will add capacity and frequency to Great Northern services into Moorgate on the Northern City Line.
  • New trains will add capacity and frequency to the Gospel Oak to Barking Line.

Hopefully, enough capacity can be incorporated to serve North London.

Taking Pressure Off The Victoria Line

Dear Old Vicky can’t give much more and what really would relieve it is Crossrail 2.

The two lines connect at the following stations.

  • Tottenham Hale
  • Seven Sisters
  • Euston St. Pancras
  • Victoria

But the following will help.

  • The rebuilding of Walthamstow Central, Highbury & Islington and Oxford Circus stations.
  • The upgraded Piccadilly Line with connections at Finsbury Park, Kings Cross St. Pancras and Green Park
  • The upgraded Northern Line with connections at Kings Cross St. Pancras, Euston, Warren Street and Stockwell.
  • The cross-platform interchange with the Northern City Line at Highbury & Islington connects to Crossrail.
  • The upgraded Overground routes into Liverpool Street from Cheshunt, Chingford and Enfield Town.
  • A reinstated Hall Farm Curve would give Walthamstow and Chingford easier access to Crossrail at Stratford.

Other new connections and stations might take off extra pressure.

The Central Tunnel

The Central Tunnel, that will run between Wimbledon and Tottenham Hale stations, will be a major undertaking.

  • It is about twice as long as Crossrail’s Central Tunnel from Stratford to Paddington.
  • There will also be the branch tunnel to Wood Green.
  • There will be some large and complicated stations, like Dalston and Euston St. Pancras.
  • Some of the tunnelling South of the Thames could be challenging.

Remember that, boring the tunnels on Crossrail  took around five years, with another two years to lay the track.

On the other hand, the following will apply on Crossrail 2.

  • The contractors will have all the knowledge and experience gained on Crossrail.
  • The tunnel portal sites at Tottenham Hale and Wimbledon look to have plenty of space.
  • Some of the stations, will be ready to accept the tunnel boring machines.

Overall, it will be a very doable project, but I suspect it could take ten years or more.

Other Projects Will Help

In my review of the smaller projects that should be done before the Central Tunnel of Crossrail is bored, Other projects get multiple mentions.

Digital Signalling And ETCS

Crossrail, Thameslink, Crossrail 2 and several Underground Lines will all be lines that have the most modern of signalling, which will also allow a degree of Automatic Train Control.

New passenger trains will be able to take advantage of this technology, but what about lines, where freight trains also run.

Ths article on Global Railway Review is entitled The Digital Railway Begins With Landmark Siemens ETCS Contract.

This is the opening two paragraphs.

Network Rail has awarded Siemens Rail Automation the contract to supply, install and support its European Train Control System (ETCS) on freight locomotives across Great Britain.

Network Rail’s multi-million pound contract grants Siemens to supply, install and support ETCS in-cab signalling equipment on the 745-strong fleet of freight locomotives which operates across Great Britain. ETCS is expected to make Britain’s freight locomotives safer and greener whilst unlocking capacity.

The installation of ETCS will surely be invaluable on lines around London, where freight trains and passenger services mix.

  • Crossrail branch to Shenfield
  • Crossrail branch to Reading
  • Sections of Thameslink
  • North London Line
  • West London Line.
  • The Gospel Oak to Barking Line

Some of these lines and their passenger services are not ready for digital signalling, but the two Crossrail branches and Thameslink will probably be already equipped or will be in the near future.

Digital signalling should unlock more capacity everywhere it is installed.

The Creation Of More Transport Hubs

London has had major transport hubs, where rail lines and other transport modes connect, as long as it has had trains, trams and horse buses.

More transport hubs have been added in recent years and others will be created in the next few years.

  • Brent Cross
  • Dalston
  • Finsbury Park
  • Hackney
  • New Cross/New Cross Gate
  • Shenfield
  • Stratford
  • Streatham Common
  • Tottenham Hale
  • Walthamstow Central
  • West Hampstead

Have all been discussed or planned and some have been started.

But these are small projects compared to the massive transport hub planned at Old Oak Common.

  • It will serve the developments at Park Royal and Old Oak Common.
  • High Speed 2 services will stop between Euston and Birmingham.
  • ,Crossrail, Great Western,West Coast Main Line, North London Line and West London Line services will call.
  • The Central Line may call.
  • Plans exist for a West London Orbital Railway linking North-West and South-West London to Old Oak Common.

It would be a transport mega-hub.

Could others be developed?

Crossrail

Crossrail will inject a massive amount of East-West capacity into London’s transport system.

Some journeys that would be easy on Crossrail 2, will be possible using Crossrail and another line.

Take, where I live in Dalston.

When I moved to the area in 2010, for residents of a large area of Islington and Hackney, the only way to get to the City, Canary Wharf, the West End or major stations was to get a bus to Highbury & Islington, Liverpool Street or Moorgate stations and use the Underground.

Then along came Big Orange in the shape of the London Overground.

After Crossrail opens, for many journeys, I will hop on the Overground to Whitechapel station, from where I’ll take Crossrail to my destination.

The capacity, speed and novelty of Crossrail wil help make up for a delayed Crossrail 2.

Thameslink

Used properly by the rail companies, I believe Thameslink could create a lot more North-South capacity across London.

Some of this could help provide capacity at stations, that will be served by Crossrail 2..

Especially as, Crossrail 2 and Thameslink will share stations at Alexandra Palace, St. Pancras and Wimbledon.

The long-talked about improved stations at Peckham Rye and Loughborough Junction and a possible new one at Camberwell, would help create better connectivity across South London.

What Thameslink needs is a good connection to Clapham Junction, but this would appear to be difficult.

But don’t underestimate London’s troubled North-South Link!

For a start it should be on the Tube Map!

High Speed 2

High Speed 2 will affect Crossrail 2 in two opposite ways, when it opens in 2026.

  • The planned rebuilding of Euston station for the line will incorporate better connections to the Underground and any sane rebuilding would surely bring Euston Square station into the complex.
  • The new line will have a station at Old Oak Common, where there will be an interchange with Crossrail and the London Overground.

The first will increase passenger numbers at Euston, whilst the second should reduce them.

Four Lines Modernisation

Transport for London describe the Four Lines Modernisation with this paragraph.

We are transforming the Circle, District, Hammersmith & City and Metropolitan lines. When the work is completed in 2023, increased capacity and boosted reliability will make journeys faster and more comfortable.

TfL say these will be the benefits of the modernisation.

  • A new fleet of air-conditioned trains, with brighter more spacious interiors, low floors and dedicated spaces for wheelchair users, CCTV and other improved features
  • Space for more customers
  • Faster journeys and reduced waiting times
  • Fewer delays as safe but obsolete equipment – dating back to the 1920s in some places – is replaced with modern, computerised signalling and control systems
  • Better live customer information on platforms and to smart devices.

Note.

  1. The trains have arrived and no-one seems to have complained.
  2. TfL’s documents claim the new signalling can handle up to thirty tph.
  3. The new trains and signalling could do for the four sub-surface lines, what they did for the Victoria Line and increase frequencies by a substantial amount.
  4. It is highly likely that the rebuilt Euston station will have easy access to Euston Square station.
  5. Paddington, Euston, Kings Cross St. Pancras and Liverpool Street will see a high-frequency service across the capital, that connects at both ends to Crossrail.
  6. Crossrail will be faster between Whitechapel and Paddington.

The benefits of the Four Lines Modernisation and the rebuilding of Euston station would effectively create two new high capacity lines across Central London, with up to thirty tph carrying around nine hundred people each.

  • A loop North of Crossrail, between Whitechapel and Paddington, serving Euston, St. Pancras, Kings Cross and Liverpool Street
  • A loop South of Crossrail, between Whitechapel and Paddington, serving Victoria, Charing Cross, Blackfriars, Cannon Street and Fenchurch Street.

The Four Lines Modernisation will give Crossrail a very serious competitor, that was originally opened by the Victorians in the 1860s.

  • Crossrail can handle 24 tph , which each contain 1500 passengers. 36,000 passengers per hour
  • The North and South loops of the sub-surface lines could be able to handle 30 tph, which each contain 900 passengers. 27,000 passengers per hour
  • Crossrail 2’s Central Tunnel is being designed to handle 30 tph, which might each contain 1500 passengers. 45,000 passengers per hour

These are truly massive numbers.

But perhaps more importantly, the Four Lines Modernisation should be able to go a long way to solving the problems of handling the large numbers of extra passengers using Euston for High Speed 2, when the first phase opens in 2026.

With all this extra capacity through Euston and Kings Cross coming on stream around 2023, I think that sensible planning would say that the Central Tunnel of Crossrail 2 through the area can be delayed by several years.

Upgrading The Piccadilly Line

I used the Piccadilly Line between Oakwood and Southgate stations between 1958 and 1965 to get to school. The current 1973 Stock trains on the line date from 1974 or only nine years after I left.

Wikipedia says this about new trains for the Piccadilly Line.

London Underground has invited Alstom, Bombardier and Siemens to develop a new concept of lightweight, low-energy, semi-articulated train for the deep-level lines, provisionally called “Evo” (for ‘evolution’). So far only Siemens has publicised an outline design, which would feature air-conditioning and would also have battery power enabling the train to run on to the next station if third and fourth rail power were lost. It would have a lower floor and 11% higher passenger capacity than the present tube stock. There would be a weight saving of 30 tonnes, and the trains would be 17% more energy-efficient with air-conditioning included, or 30% more energy-efficient without it.

Given the new trains seen in recent years, coupled with new signalling, I believe that there could be an increase in frequency from the current twenty-four tph to a Victoria Line frequency of over thirty tph.

  • Current capacity of the line is 24 tph, each of which can carry 684 passengers. This is 16416 passengers per hour.
  • Future capacity of the line could be 33 tph, each of which can carry 760 passengers. This is 25080 passengers per hour.

Like the Victoria Line, I think the capacity of the Piccadilly Line will be more limited by platform and station design, than the trains and the signalling.

But that won’t stop the Piccadilly Line from helping to hold the fort until the Central tunnel for Crossrail 2 is built.

London Underground’s New Deep Level Trains

After the Piccadilly Line trains have been delivered, it s highly likely that more trains will be built for the following lines.

  • Forty for the Bakerloo Line giving a 25% capacity increase.
  • Hundred for the Central Line giving a 25% capacity increase.
  • Ten for the Waterloo and City Line giving a 25% capacity increase.

These figures come from an article entitled Deep Tube Upgrade in the November 2017 Edition of Modern Railways.

Bakerloo Line Upgrade And Extension To Lewisham

It could be argued that South East London needs extra capacity just as much as South West London.

The Deep Tube Upgrade article in Modern Railways says that this about an extended Bakerloo Line.

The 1972 stock trains are now the oldest on the system and are set to reach nearly 60 years in service before they are replaced. The Bskerloo fleet also is undergoing refurbishment, wgich is both addressing structural issues and improving the passenger environment.

Associated with this is the plan to extend the Bakerloo Line beyond Elephant & Castle to Lewisham via the Old Kent Road. Transport for London is undertaking a series of consultations into this plan, which have exhibited consistent support for the proposals, and the aim is for the extension to open around 2030, concurrent with the line’s modernisation.

Current Bakerloo Line stations, where work could happen or already has happened include.

  • Elephant & Castle will be upgraded.
  • Lambeth North has recently had a facelift.
  • Waterloo is being updated to give better connection to National Rail services.
  • Oxford Circus is going to be upgraded to add more capacity to the Victoria Line platforms.
  • Baker Street has been planned to have step-free access, but due to budgetary restraints, this has not happened.
  • Paddington is being updated to provide direct access to |Crossrail.
  • Queen’s Park is planned to become step-free in 2019.

Most of the stations need improvement and a large proportion need step-free access.

Oxford Circus Station

Oxford Circus station was rebuilt in the 1960s for the Victoria Line.

  • That rebuild was sized to handle around twenty tph on the Bakerloo, Central and Victoria Lines.
  • The Central and Victoria Lines are now handling well over thirty tph.
  • The Bakerloo and Central Line will be getting new Deep Level trains, which will further increase passengers.
  • I would never bet against engineers squeezing another four tph out of Dear Old Vicky to run a forty tph frequency.

Oxford Circus station won’t be able to take the extra passengers and it will need a rebuild.

Judging by the solutions at Bank, Bond Street, Camden Town, Holborn, Kings Cross St. Pancras and Knightsbridge, I suspect it could take the form of a new entrance, which connected to the ends of platforms.

This map from carto.metro.free.fr shows the lines through the station.

The lines are as follows.

  • Red – Central
  • Silver – Jubilee
  • Brown – Bakerloo
  • Turquoise – Victoria
  • Purple – Crossrail

Consider.

  • The Central Line runs at a not very deep level under Oxford Street.
  • Oxford Street is going to be pedestrianised.
  • The cross-platform interchange between the Bakerloo and Victoria Lines.

Could a simple new entrance be built at the Eastern end of the Central Line platforms?

These pictures were taken between Marks & Spencer at the Pantheon and Oxford Circus station.

I could imagine an island entrance to the |Central Line in the middle of a fully pedestrianised Oxford Street.

  • Escalators could lead to a spacious mezzanine floor, a few metres under Oxford Street.
  • The mezzanine could contain ticket machines and perhaps kiosks and even toilets.
  • From the mezzanine a gate-line would control access to escalators leading to the Eastern end of the Central Line platforms.
  • Lifts could be added as required.

On the surface the entrance could be covered with a fosterito or some other similar structure.

I believe that the opening of Crossrail and the pedestrianisation of Oxford Street could allow this entrance to be constructed without stopping the Central Line trains running through Oxford Circus station, although passengers would not be able or allowed to use the Central Line at the station.

It wouldn’t be a first for the UK.

The picture shows Buchanan Street station on the Glasgow subway. Wikipedia says this about the canopies.

Other than St Enoch it is the only station with an underground ticket hall, and surface buildings are restricted to new mid-street entrance canopy which was rebuilt in 1999 as part of the repaving of Buchanan Street. This canopy is constructed entirely of structural glass: all beams and columns, the walls and roof are glass.

Note that Buchanan Street could be considered to be Glasgow’s Oxford Street.

Oxford Circus station could be redeveloped into an even more important interchange.

Many have said, that it needs a good connection to Crossrail.

Consider.

  • Crossrail’s platforms at Bond Street station are long and stretch to Hanover Square, where there is an entrance to the station.
  • The Hanover Square entrance  to Bond Street station is approximately half-way between the Oxford Street entrances of Bond Street and Oxford Circus stations.
  • The Crossrail platforms are deeper than the other lines. One picture shows them twenty-six metes below ground level.

I can’t see why, if it was decided to connect the two stations, that a pedestrian tunnel connection couldn’t be squeezed in.

This visualisation from Crossrail shows the Hanover Square entrance to Bond Street station.

It looks to me that the design expects transferring passengers will walk on the surface.

Consider.

Let’s hope that Hanover Square gets fully pedestrianised and traffic-free.

A tunnel would have a great advantage over a surface route in that it would only be used by people transferring between the two stations.

Perhaps an entrance to the rebuilt Oxford Circus station, should be in the North-Eastern corner of Hanover Square.

Or could there be a fosterito or a new entrance in a traffic-free Princes Street?

These pictures show Princes Street.

There are possibilities, which all depend on whether it is possible to dig a pedestrian tunnel from Oxford Circus.

There are more difficult stations, where the building of other entrances will be much more difficult.

An Improved Central Line

Crossrail and the Central Line have connections at Stratford, ,Liverpool Street, Tottenham Court Road, Bond Street and Ealing Broadway stations.

These connections will make it easier for stations and parts of the Central Line to be closed for major works, as passengers have a ready alternative.

I believe that this could cut time and costs when updating the line for the new Deep Level Trains and improving stations.

As the new trains will bring a twenty-five percent increase in capacity, it will all help take pressure from other lines.

An Improved Waterloo & City Line

New trains and perhaps an improved station at Waterloo will improve this route.

But the big improvement will happen early this year, when the new entrance at Bank station opens.

Underground And Overground Station Upgrades

This page on the TfL website gives details of station improvement. The page starts with this.

We’re modernising some of our busiest stations to increase capacity, make journeys faster and add step-free access. We’re also integrating them with other modes of transport, like buses, National Rail and cycling.

At present plans are underway or are being developed for the following key stations, which will be on or near the route of Crossrail 2.

  • Alexandra Palace
  • Bank and Monument
  • Camden Town
  • Elephant & Castle
  • Finsbury Park
  • Hackney Central
  • Holborn
  • Knightsbridge
  • Oxford Circus
  • Palmers Green
  • Peckham Rye
  • Seven Sisters
  • Tottenham Hale
  • Victoria
  • Walthamstow Central
  • Waterloo
  • White Hart Lane

Others will probably join this list.

Splitting The Northern Line

Once the improvements at Camden Town and Bank stations have been completed and the Northern Line Extension to Battersea has been completed, TfL have ambitions to split the Northern Line.

  • A Charing  Cross Line would run from between Edgware and Battersea Power Station via Charing Cross
  • A Bank Branch would run between High Barnet and Morden via Bank.

The two lines would have interchanges at Camden Town, Euston and Kennington.

Wikipedia has a section on  the splitting of the Northern Line, which says this.

Running trains between all combinations of branches and the two central sections, as at present, means only 30 trains an hour can run through each of the central sections at peak times, because merging trains have to wait for each other at the junctions at Camden Town and Kennington. Completely segregating the routes could allow 36 trains an hour on all parts of the line.

Plans also exist for the following.

  • Further extension of the from Battersea Power station to Clapham Junction station.
  • New high-capacity modern trains, similar to those being specified for the Piccadilly Line.

I estimate, that the high-capacity trains for the Piccadilly Line will be able to carry 720 passengers in air-conditioned comfort. Currently, the 1995 Stock trains on the line can accommodate 662 passengers.

This gives the following current and future capacities of the two lines.

  • Current capacity of the line is 30 tph, each of which can carry 662 passengers. This is 19860 passengers per hour.
  • Future capacity of the line is 36 tph, each of which can carry 720 passengers. This is 25920 passengers per hour.

This gives around  a thirty percent increase in capacity.

As with the Four Lines Modernisation, the application of high quality engineering from the Twenty-First Century to Victorian and Edwardian tracks and tunnels can give a surprisingly-high increase in capacity.

 

 

London Overground’s New Class 710 Trains

London Overground serves North and East London and will have interchanges with Crossrail 2 at Cheshunt, Dalston, Euston and Seven Sisters stations.

Their Lea Valley services to Cheshunt, Chingford andEnfield Town are getting new Class 710 trains.

Information on these new trains is scant, but I suspect that their performance would be superior to the current Class 315 and Class 317 trains, which have maximum speeds of 75 and 100 mph respectively.

Most Aventras seem to be 100 mph trains, with the exception of Crossrail’s Class 345 trains, which are 90 mph trains.

Your guess is as good ass mine, as to what the operating speed of the Class 710 trains will be. Unless of course, you have  a data sheet!

Because of their modern design, I think we can assume that the new trains will also save a minute or two at each stop, when compared to the existing trains.

They will also have a larger passenger capacity, which I estimate at somewhere near 700 for a four-car train.

The East London Line

Never underestimate the contribution, that London’s newest cross-River line can make.

The East London Line (ELL) shows what you can do, when you take an old well-built tunnel and apply the following.

  • New trains.
  • Well-designed stations.
  • Modern signalling.
  • A passenger-friendly timetable.

I always wonder what Marc and Isambard Brunel, would think of the way the Thames Tunnel has morphed into a sixteen tph electric railway from their tunnel for foot passengers and horse-drawn vehicles.

But Transport for London haven’t finished their development of the East London Line.

Projects in the pipeline include.

  • The ELL will connect to Crossrail at Whitechapel in December 2018.
  • The trains have been ordered for two extra tph to both Crystal Palace and Clapham Junction stations.
  • An interchange at Brockley station with the line between Nunhead and Lewisham stations.
  • An interchange at Penge with the Chatham Main Line.
  • An interchange at Loughborough Junction station with Thameslink.
  • A full step-free interchange could be built at Brixton.
  • Peckham Rye station could be an important interchange.
  • Increasing the maximum frequency along the line to 24 tph.
  • A possible new destination at a rebuilt Streatham Common station.
  • New Cross and New Cross Gate stations could be rebuilt to interchange with the Bakerloo Line Extension.

Because of the planned mega-station at Dalston on Crossrail 2, the East London Line will play an important role as a feeder line for Crossrail 2.

Just as the Waterloo Suburban and the West Anglia Main Lines, will serve South-West and North-East London respectively, development of the ELL could bring benefits to some very neglected parts of South East and South London.

I believe that updating the stations could be the key.

  • Brockley will have ten tph on the ELL and two tph between Victoria and Lewisham.
  • Lounghborough Junction will have six tph on the ELL and eight tph on Thameslink.
  • Peckham Rye station will have six typh on the ELL, two tph on Thameslink , 4 tph to London Bridge and several other services.
  • Penge station will have ten tph on the ELL and four tph between Victoria and Orpington.

The density of services across South London would be seriously increased.

The North London Line

The North London Line may not have the same number of destinations as the East London Line, as it only offers two services.

  • Four tph run between Stratford and Richmond
  • Four tph run between Stratford and Clapham Junction

Both services run seven days a week.

As with the East London Line, Transport for London have plans for the North London Line.

In Musical Trains On The Overground, I quote from an article on London Reconnections, which says that Transport for London would like to increase the frequency of these two services to six tph, which would give twelve tph between Willesden Junction and Stratford.

But that is not all!

  • Two new stations at Hythe Road and Old Oak Common Lane will be built to serve the new developments at Park Royal and Old Oak Common.
  • These new stations will also interchange with Crossrail, High Speed 2, West Coast Main Line, Great Western and Chiltern services.
  • West Hampstead station is being rebuilt.
  • Highbury & Islington station will probably be rebuilt to improve interchange between the London Overground, Victoria Line and the Northern City Line.
  • Transport for London have suggested that Camden Road station could have a quality step-free interchange with the Northern Line at Camden Town station.
  • ETCS will probably be applied to the North London Line, to increase the capacity of freight and passenger services.

The North London Line would also benefit, if improved West Anglia Main Line services ran to Stratford, as the simple step-free interchange is ready and waiting.

The West London Line

The West London Line is London’s most underutilised rail route.

Consider.

  • If its cousin in the East can handle twenty tph, surely a redesigned West London Line could operate at least sixteen tph.
  • It connects to the new super-hub station of Old Oak Common in the North for HS2, West Coast Main Line and Crossrail.
  • It connects to the Victorian super-hub station of Clapham Junction in the South.
  • The London Overground already connects North-East London to South-West London using the West London Line, with a frequency of four tph.
  • Southern’s Milton Keynes to East Croydon service needs a higher frequency and could be another valuable North-South route across London.

Transport for London should take control of this line and give it the service that West London needs.

  • An increase to six tph for the Stratford to Clapham Junction service is already planned.
  • TfL should take over the Milton Keynes to East Croydon service as recommended by Chris Gibb.
  • A new station is being built at Hythe Road.

I also feel that a new station should have been built to serve the new housing development at Earl’s Court.

The Gospel Oak To Barking Line

The Gospel Oak To Barking Line is the joker in the pack.

  • It is currently going through a shambolic electrification.
  • New four-car electric  Class 710 trains are rumoured to be arriving in Spring 2018, which will double capacity.
  • It will provide a second electrified freight route across North London.
  • The line is being extended to a new station at Barking Riverside.
  • ETCS will probably be applied to the Gospel Oak to Barking Line, to increase the capacity of freight and passenger services.

The current frequency of four tph will probably be retained for some time with the new trains.

Currently, it appears that the Class 172 trains take ninety minutes to do the round trip along the line, with ten intermediate stops. This means that six trains are needed for a four tph service.

If the new trains can do the round trip in an hour, because of their better performance, this would reduce the number of trains required to four for a four tph service.

Whether two trains less are needed will depend on the performance of the trains, which has not been disclosed.

But I do feel that the line will suffer a severe case of London Overground Syndrome and actual passenger traffic will exceed forecasts by a large margin.

Without the freight trains on the line, I suspect that with enough trains, the frequency on this line could be increased to six tph.

But I wouldn’t rule it out happening some time in the future, when the following has been done.

  • The Barking Riverside Extension has been completed.
  • The xtra trains for Barking Riverside have been delivered.
  • All trains using the line work under ETCS.

I think it should be noted that after completion of the Barking Riverside Extension, Platform 1 at Barking station will probably be available for turning trains, at times of service disruption.

From what I’ve seen of station works on the Gospel Oak to Barking Line, it might already be possible to add one or two coaches to the trains, if they are needed.

So there could be scope to massively increase the capacity of the line.

An Improved Chingford Branch Line

The London Overground service on the Chingford Branch Line has a frequency of four tph between Liverpool Street and Chingford, with trains taking twenty-seven minutes for the trip with seven stops.

Improvements proposed for the line include.

  • An increased frequency of trains.
  • Better connection between Chingford/Walthamstow and Stratford, via a reinstated Hall Farm Curve.
  • New stations at Forest Road and Chingford Hatch.

The problem is the restriction caused by the level crossing at Highams Park station, which probably limits the line to its current frequency.

However, the higher performance Class 710 trains, digital signalling and some innovative timetabling could see an improved service that satisfies all stakeholders.

An Improved Service To Enfield Town

Enfield Town station has a service to Liverpool Street with the following characteristics.

  • A two tph service in the Off Peak
  • , A four tph service in the Peak
  • Trains take thirty-four minuses with twelve or thirteen intermediate stops.
  • Some intermediate stations are step-free like Edmonton Green, but others need a lot of improvement.

There is also the massive new development of Tottenham Hotspur’s new stadium at White Hart Lane station, which will be built fully-step-free.

It looks like London Overground have prepared for the stadium development, in that two extra tph are planned for the route from 2019 along with new Class 710 trains.

The question also has to be asked if, the new |Class 710 trains  can do the trip fast enough to bring the round trip time to under an hour.

If they can, it appears, that the same number of trains will be able to add two tph to the timetable.

An Improved Service To Cheshunt

Cheshunt station has a service to Liverpool Street withe the following characteristics.

  • A two tph London Overground service in the Off Peak taking astound 39 minutes with fifteen stops.
  • A four tph Greater Anglia service in the Off Peak taking astound 23-29 minutes with 1-5 stops.

It looks to me, that the higher performance of the new trains will improve the service to Cheshunt.

White Hart Lane

White Hart Lane station is being rebuilt with full step-free access to cope with sixty-thousand crowds at Tottenham Hotspur’s new stadium.

The Off Peak London Overground services will be at least as follows, after 2019.

  • Four tph to Enfield Town
  • Two tph to Cheshunt
  • Six tph to Liverpool Street
  • There will also be extra trains on match-days.

Wikipedia says this about Tottenham Hotspur matches.

On days that see football matches at Tottenham Hotspur’s ground nearby the station sees increased usage. A special timetable operates on match days, with trains arriving and departing every few minutes before and after the game. There is an increase in the number of trains to and from the line’s termini at Cheshunt and Enfield Town, as well as starting and terminating White Hart Lane trains and services to and from Edmonton Green and Liverpool Street. Abellio Greater Anglia occasionally serve the station on match days only, similarly to Northumberland Park Station.

Historically, additional match-day services also connected to the Gospel Oak to Barking Line and to Stratford from Cheshunt.

The historical route from Stratford to Cheshunt via White Hart Lane is still intact and it’s fully electrified.

Dalston Interchange

Crossrail 2 envisages a mega-station at Dalston.

  • It will connect to the current two stations of Dalston Junction and Dalston Kingsland.
  • It will make it easier for passengers to connect between the North and East London Lines.
  • The connection to the East London Line will connect Crossrail 2 to a large number of stations in East and South-East London.
  • The connection to the North London Line will connect Crossrail 2 to a large number of stations in North London.
  • The station could become a major bus interchange.

A mega-station will surely help in the development of much needed housing in the area.

The current lack of direct connectivity between the North and East London Lines at Dalston is a big weakness. Walking between the two stations is an obstacle course on crowded narrow pavements, alongside the busy Kingsland High Street.

The problems are worse, as Dalston Kingsland station, is a busy station without step-free access.

The Crossrail 2 mega-station at Dalston will hopefully solve this connectivity problem, as there could be a step-free tunnel underneath Kingsland High Street.

But Dalston needs a solution now!

A chance was lost, with three new developments along Kingsland High Street between the two stations, which were built without improving the quality of pedestrian routes.

This Google Map shows the two stations.

Note the Kingsland Shopping Centre, which is single storey with a lot of surface-level parking.

The owners have submitted plans for redevelopment, but nothing seems to have happened.

I’m sure, that an imaginative developer could create something worthwhile.

  • Some quality shops for Dalston’s residents.
  • New land could be created over the top of the North London Line.
  • More efficient parking.
  • Some green space.
  • Housing on top of the shopping centre.
  • A pleasant walking route with perhaps cafes and small shops between the two stations.

There could be a new step-free entrance to Dalston Kingsland station on the East side of Kingsland High Street, to serve the Shopping Centre and Ridley Road Market.

It seems to me that a good plan for Dalston could be developed, that would work with or without the building of Crossrail 2.

There is a precedent for building on the surface first, in that Moor House was built on the site of the future Crossrail station and incorporated the ventilation shaft for the railway line.

Perhaps, Foster and Partners should do their best for Dalston!

Hackney Interchange

Hackney Central and Hackney Downs stations are now linked by a walkway and will increasingly become an important interchange between the North London and Lea Valley Lines.

Proposals are being developed to improve both stations.

The combined station might even get another Eastern branch of Crossrail 2.

STAR

STAR is a new service being added to the rail network in East London.

  • STAR stands for Stratford-Tottenham-Angel Road.
  • Meridian Water is a new station that will serve a massive £3.5 billion development and replace Angel Road station.
  • A third track is being added between Lea Bridge and Meridian Water stations.
  • The service will have a frequency of at least four tph.

This page on the Network Rail web site, which is entitled Lee Valley Rail Programme,  gives more details.

  • 5,500 metres of new track will be installed.
  • ,This would appear to be about the distance of a single track from Meridian Water to just short of Lea Bridge station.
  • Tottenham Hale station is being made Crossrail 2-ready and developed into a major step-free transport hub, linking West Anglia Main  Line, Victoria Line and numerous bus routes.
  • Northumberland Park station is being replaced with a new step-free station.
  • The new track and the extra platforms at Tottenham Hale and Northumberland Park could be bidirectional.

The engineering seems to be progressing, but I have questions about the passenger service.

I think the extra track could be used in one in three ways.

  1. The new line would be used by all trains going South from the West Anglia Main Line to Stratford.
  2. Trains between Stratford and North of Meridian Water, that needed to call at all stations, would use the line as a loop.
  3. A dedicated service would run between Stratford and Meridian Water.

Currently trains between Angel Road and Lea Bridge take twelve minutes. If four tph were to run between Lea Bridge and Meridian Water in both directions, that would take eighty-four minutes.

I suspect even with Greater Anglia’s new Class 720 trains, that are modern 100 mph trains designed for fast stops at stations, that running four tph in both directions along the new third track is difficult, if not impossible.

So it would appear that using the third track for Southbound services to Stratford is the only viable option.

  • Greater Anglia also want to run direct services between Stratford and Stansted, which would perhaps add two tph to the route.
  • The track layout would be very simple with no flat junctions.
  • At Meridian Water, Northumberland Park and Tottenham Hale, island platforms would mean passenger-friendly separate platform faces for Liverpool Street and Stratford services.
  • Northbound services from Liverpool Street and Stratford would merge between Coppermill Junction and Tottenham Hale.

Note.

  1. Digital signalling could be needed, to ensure safe and efficient operation of the trains.
  2. If the third tack was designed for fast running, there could be time savings on Stansted Express running to and from Stratford for Crossrail and all the other connections.
  3. The third track could probable handle at least ten tph

 

At the Stratford end, four tph could be accommodated in Platform 11 as the two tph West Anglia service are ow!

But the extra trains for Stansted Express would probably need another method.

Could we see all services using the High Meads Loop and calling in Platform 12?

  • Stansted Expresses used to do this, some years ago.
  • Loops like this have a capacity of upwards of ten tph.
  • Platform 12 at Stratford is not used at present.
  • Crossing of other tracks on flat junctions in the Stratford area could be minimised.
  • Time would be saved on turning trains, as the driver would not have to change ends.
  • Platform 11 at Stratford could still be used as a bay platform for trains from the West Anglia Main Line.

There are a lot of possibilities, but the following will happen.

  • There will be at least a four tph stopping service between Stratford and Meridian Water.
  • This stopping service could continue to Hertford East or Bishops Stortford, as the current Stratford services do now!
  • Stansted Expresses will run to Stratford.
  • There will be excellent stations at Meridian Water, Northumberland Park and Tottenham Hale.
  • Further capacity will be created.

It could also  be the first instalment of a clever plan to four-track the West Anglia Main Line, as far as Broxbourne.

I could envisage the extra tracks being squeezed in a section at a time, whilst the current services continue on the West Anglia Main Line.

The Northern City Line

The Northern City Line is North London’s forgotten commuter railway, that runs from Moorgate to North London and into Hertfordshire.

  • The Class 313 trains are some of the oldest scrapyard specials on the UK network.
  • Most stations need refurbishment and the addition of step-free access.
  • Many of the stations need a good cleaning and a lick of paint.
  • Some of the operating procedures haven’t changed since the Victorian era.
  • Six tph work in the Off-Peak, with up to fifteen tph in the Peak.
  • Weekend service is patchy.
  • The line has cross-platform interchange with the Victoria Line at Highbury and Islington station.

The good news is coming thick and fast for this line.

  • Crossrail will have a step-free connection to the Northern City Line at Moorgate station in December 2018.
  • Highbury and Islington station is planned to be redeveloped with a second entrance and step-free access.
  • Finsbury Park station is being redeveloped with more capacity and step-free access.
  • Alexandra Palace station will get step-free access.
  • Extra track capacity has been installed between Finsbury Park and Alexandra Palace.
  • Work will be done to improve Gordon Hill and Stevenage stations.

The big change will be the new Class 717 trains, which could increase train frequency to twelve tph.

When the stations have been updated and the new trains are running, this line will become a much more valuable part of London’s rail infrastructure.

  • It connects to Crossrail at the Southern end.
  • It connects to Thameslink and the East Coast Main Line at the Northern end.
  • It connects to the Victoria and North London Lines at Highbury and Islington station.
  • The new trains will offer increased capacity, comfort and frequency and reduced journey times.
  • In the future it will connect with Crossrail 2 at New Southgate, Alexandra Park and Moorgate

Before Crossrail 2 is opened, the Northern City Line can be developed into a very valuable alternative route in East London.

The Docklands Light Railway Extensions To Euston, St. Pancras and Victoria

If there’s a capacity problem anywhere to the East of Bank station, you can always expect Cinderella to keep people moving. If they gave medals for transport at Olympic Games, then the 2012 Gold would have gone to the Docklands Light Railway.

Despite being built down to a cost, it seems to have been designed to a quality, that

  • Provides a reliable service in Docklands and to and from Canary Wharf
  • Inspires affection in its passengers.
  • Encourages residents and visitors to use the system.
  • Allows easy extension of the system.

Now that the line will be getting new trains, which will probably offer.

  • Increased capacity.
  • More comfort.
  • Better passenger facilities.
  • Increased frequencies.

Perhaps it is time to give travellers between Bank station and the East, a new route to Central London.

This map shows the proposed extension of the Docklands Light Railway to the West.

Note that this is a well-connected extension.

  • Charing Cross, Euston, St. Pancras and Victoria are major rail interchanges.
  • There are several interchanges with the Northern, Piccadilly and Victoria Lines.
  • Euston, St. Pancras and Victoria will be on Crossrail 2.
  • City Thameslink and St. Pancras are interchanges with Thameslink.

In addition, Bank, Charing Cross, Euston and Holborn are or will be upgraded.

The only thing missing is an easy interchange with Crossrail to the West of Bank.

Conclusion

I’m certain that someone must have added up the capacity, that all of the smaller projects will bring across London.

I haven’t but some of the current in-progress projects in the pipeline will add a lot of capacity to the South-West to North-East corridor across London.

  • The new trains and signalling for the Piccadilly Line.
  • The new Class 710 trains for the London Overground in North-East London.
  • Extra capacity across North London on the North London and Gospel Oak to Barking Lines.
  • Extra capacity between North and South London on Thameslink, the East London Line and a split Northern Line.
  • Extra capacity between East and West London on Crossrail and the Circle, District and Metropolitan Lines.
  • Develop the West London Line to its full potential.
  • The capacity upgrade at Waterloo station.
  • Four-tracking of the West Anglia Main Line has started with the addition of a third track for STAR.

Could everything in London be organised, so that the only thing needed to complete Crossrail 2, is to build the Central Tunnel?

I believe this could be so!

So perhaps in 2035 or even later, the Central Tunnel would be built to link everything together.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

January 22, 2018 Posted by | Travel | , , , , , , , , | 4 Comments

TfL To Sell And Lease Back Elizabeth Line Fleet To Finance New Deep Tube Trains

The title of this post is the same as this article on Global Rail News.

Transport for London (TfL) is under financial pressure for various reasons and desperately wants to order new trains for the Piccadilly Line.

  • The current 1973 Stock trains entered service in 1975.
  • 87½ six-car trains were originally ordered.
  • Train technology has moved on in over forty years.
  • The new trains will be walk-through, lower-weight, energy efficient trains with air-conditioning and wi-fi.
  • The trains may have batteries to handle regenerative braking and power failures.

When the 1967 Stock trains on the Victoria Line were replaced, the new fleet had a similar number of 2009 Stock trains.

So will TfL order 87½ trains again?

According to the November 2017 Edition of Modern Railways, this is proposed.

  • Ordering a hundred trains.
  • Installing new signalling.
  • Increasing frequency from 24 to 33 trains per hour.

This would give a capacity increase of 60 %.

The five pre-qualiofied bidders were Alstom, Bombardier, CAF, Hitachi and Siemens. However since this was announced, the following has happened.

  • Bombardier and Hitchi are submitting a joint bid.
  • Alstom and Siemens have merged their rail transportation businesses.

As the order could lead to a total of 250 new trains, I suspect competition will be keen.

I can understand why, TfL are leasing the Crossrail trains to raise money for the purchase.

I would assume that TfL will lease the new Piccadilly Line trains, just like they lease the London Overground trains.

Some might think, that the trains should be purchased outright!

That means TfL would need to raise a lot of money up front.

  • What also helps is that trains are an asset that last a long time, with many still being in peak condition at forty years old.
  • So institutions with large amounts of cash assets like Pension Funds find trains a good place to use money to create an income for beneficiaries.
  • Given that rolling stock and especially electric trains are good for the environment, it could be considered an ethical investment.

Various models are used by different transport authorities, with Merseyrail actually buying the trains and then leasing them to the train operating company.

January 15, 2018 Posted by | Travel | , , , , | 1 Comment

TfL Plans To Sell Part Of Its Tube Trains To Raise £875m For New Piccadilly Line Fleet

The title of this post is the same as this article on the International Business Times.

Why not?

London’s Underground and Overground trains are well-built and well-cared for assets, that will probably be in service for excess of forty years.

Both parties win!

  • Transport for London, get a pile of cash, that can be invested in new trains.
  • The leasing company get a safe investment, in which to invest pension funds and other funds looking for long term investments.

In some ways, the leasing company’s biggest risk, is that new technology comes along, which means that TfL decide to change the trains and the trains are returned to the leasing company.

So long as the terms and costs are right, I’m all for it!

 

 

January 5, 2018 Posted by | Finance, Travel | | 1 Comment

Development Of Knightsbridge Station

Knightsbridge station is an important station on the Piccadilly Line.

It is unusual in that it is one of the few double-ended tube station, with one entrance at Sloane Street by Harvey Nicholls and the other along the Brompton Road at Harrods.

I took these pictures on a Sunday morning as I walked around the station.

The existing building over the Sloane Street entrance is being redeveloped. Wikipedia gives these details.

The residential development of One Hyde Park opposite the station features an entrance to the station which is the diverted closed off exit. It re-opened in December 2010.

In 2017, a developer will refurbish the block above the station and close exits 3 and 4 that lead to Brompton Road and Sloane Street. When this work is complete, there will be a new entrance in Brompton Road, the two exits having been blocked permanently. The station will also feature Step Free Access available from a new entrance in Hooper’s Court, where the original station first opened, with lifts in the original lift shaft that will led to the Piccadilly platforms.

This page on the TfL web site gives more details. This is said.

Knightsbridge Tube station will have step-free access in 2020, reached by a new entrance at Hooper’s Court.

Two new lifts will serve the Piccadilly line platforms, making the station step-free from street level to the trains.

A second new entrance will open at 15 Brompton Road in 2019, replacing the former entrance on the corner of Sloane Street and Brompton Road. The pavement on Brompton Road and Sloane Street will be widened, making more room for pedestrians.

Note that the new entrance at 15 Brompton Road will be about halfway between the corner and the LK Bennett store, which is at 39-41.

Conclusion

It looks as if Knightsbridge tube station will be very much improved.

But!

  • Cutting the traffic through the area would help.
  • I can’t say that I’m impressed with the new entrance to the station on the North side of Knightsbridge.

At least the entrance by Harrods, is much more in keeping with the area.

November 27, 2017 Posted by | Travel | , , , , , , | Leave a comment

Can Between Rayners Lane And Uxbridge Stations Be Step-Free?

I took a Metropolitan Line train to Ucbridge station today and took these pictures, taken at stations between Rayners Lane and Uxbridge stations, where the line is shared between Metropolitan and Piccadilly Lines.

Note.

  1. Between platforms and Metropolitan Line trains access is generally good.
  2. Only Uxbridge and Hillingdon stations are fully step-free.
  3. There is no special provision for Piccadilly Line trains.

Making this section of line fully step-free is going to be difficult.

It may be very much step-free now for Metropolitan Line trains, but look at this picture of a Piccadilly Line train at Rayners  Lane station.

This certainly won’t meet the spirit if not the law of the the Persons of Reduced Mobility regulations.

The Platform Edge Door Issue

This article in London Reconnections is entitled Upgrading the Piccadilly: Calling Time on Mind the Gap?. It is an article that is well worth reading.

This is said about the platform train interface.

On modern transport networks once a system is designed to be UTO-capable then a mandatory requirement almost always now follows – the network or line in question should have platform-edge doors at all stations, including the above ground ones. Furthermore platform levels must be aligned with the floor level of the trains.

UTO means Unattended Train Operation.

I put London Reconnections on my list of trusted sites like The BBC, The Guardian, The Financial Times and several railway web sites, so I would rate this interpretation correct.

The new Piccadilly Line trains will certainly be built to be UTO-capable, as on past form, they will be built to last at least forty years. Could we guarantee that UTO won’t come in during their lifetime?

Note that  one of the regulations associated with trains being UTO-capable, is that platform and train floors must be aligned.

This is not only good for passengers, including those in wheelchairs and buggies, and those overloaded with shopping, but it’s also good for train companies, as dwell times at stations can generally be reduced and staff don’t have to deal with cumbersome wheelchair ramps.

But, I think that these regulations mean that it is very difficult for two types of train to share the same platform.

This principle was probably obvious to the engineer, who designed the platforms at Stratford station in the 1930s, where main line services are on one side and the Central Line is on the other.

The principle certainly seems to be involved in the design of the tram-train interchange platforms at Rotherham Central station.

Lower level extensions are being built at the Sheffield (far) ends of the platforms, so passengers changing, will just walk along the platform.

  • The longer high-level section will be able to handle the longest train likely to call, which will probably be about eight-cars.
  • The shorter low-level section will be able to handle the longest tram likely to call, which will probably be a forty metre Class 399 tram-train.

It’s a simple layout, but it would mean a very long platform, if it were to be used with sub-service and deep-level Underground trains sharing a platform.

Applying The Regulations Between Rayners Lane And Uxbridge Stations

I believe these regulations will mean that only three ways to meet the regulations are possible.

  • Separate tracks and platforms between Rayners Lane and Uxbridge stations.
  • Extremely long bi-level platforms.
  • Only one type of train serves the branch.

The first two options would probably be too expensive, but I believe that by good design and some clever reworking of the tracks at Rayners Lane station.

A Redesigned Rayners Lane Station

So could Rayners Lane station be redesigned to meet all the regulations and provide a much-improved passenger experience.

Step-Free Access

This picture shows the 1930s stairs at Rayners Lane station.

The station may be Grade II Listed, but this is not acceptable any more.

As is the platform-train interface shown in the first picture!

|Adding lifts and improving the stairs will be a major undertaking.

The Metropolitan Line Service

The Peak service is ten trains per hour (tph) in both directions, with a reduction to eight tph in the Off Peak.

Once the Four Lines Modernisation (4LM) is completed in 2023, these frequencies will be increased.

The journey between Aldgate and Uxbridge stations currently takes an hour.

This journey  time is awkward from the point of scheduling the trains. The new signalling will probably reduce this to such a time, that the train could do the journey, turnround and be ready to return within an hour.

This would mean a higher frequency of trains without adding to the fleet. Although, it will probably mean that more drivers will need to be trained, which is a lot more affordable and easier, than buying new trains.

I feel that 10 tph might even be possible with the existing fleet and the new signalling.

But the new signalling will probably allow more semi-fast trains to operate, which might mean an extremely customer-friendly 12 rph were possible all day.

The Piccadilly Line Service

The Peak service is twelve trains per hour (tph) in both directions, with a reduction to six tph in the Off Peak.

Half the trains reverse at Rayners Lane station.

The journey between Kings Cross St. Pncras and Uxbridge stations currently takes an nine minutes over the hour.

The Rayners Lane To Uxbridge Service

Adding the two services together gives a  Peak service of twenty-two trains per hour (tph) in both directions, with a reduction to eleven tph in the Off Peak.

Terminating The Piccadilly Line At Rayners Lane Station

There would be advantages to terminating all Piccadilly Line services at Rayners Lane station.

  • All Piccadilly Line trains would go through the same procedure at Rayners Lane station
  • The journey time would be reduced by fourteen minutes, which would ease train scheduling.
  • There would be no knock on effects, if either line had delays.
  • Signalling and train control at Rayners Lane would be simpler.

But it would need a major rebuilding of the tracks and platforms.

On the Victoria Line, thirty-six tph are handled on two platforms at Walthamstow Central and Brixton stations or eighteen tph on each platform.

So could a single platform at Rayners Lane station handle the Piccadilly Line service?

If it could, it could even be positioned between the two Metropolitan Lines, with an island platform on either side, giving cross-platform operation in both directions.

But because problems do occur, there would probably be two terminal platforms for the Piccadilly Line, as there are at the end of most Underground lines.

I think terminating Piccadilly Line services at Rayners Lane station could be made to work well and provide step-free access at all stations West of Rayners Lane station.

Terminating The Metropolitan Line At Rayners Lane Station

I don’t believe the problems of terminating the Metropolitan Line service at Rayners Lane would be any more difficult, than terminating the Piccadilly Line, but it might offer advantages, after  all the stations on the line had been rebuilt to accept the new UTO-capable Piccadilly Line trains.

  • This would open the possibility of running trains under UTO between Acton Town and Uxbridge stations.
  • Hillingdon Borough Council have been pushing for the Central Line to be diverted from West Ruislip to Uxbridge. This would become possible.
  • The frequency all the way from Acton Town to Uxbridge could easily be raised.

As with terminating Piccadilly Line services at Rayners Lane station, I think that terminating Metropolitan Line services could be used to provide step-free access at all stations West of Rayners Lane station.

Could A Piccadilly Line Service Be Run Between Uxbridge and Ealing Broadway Stations?

In Is There Going To Be More Change At Ealing Broadway Station?, I wrote about rumours of a possible plan to create a new terminus for the Piccadilly Line at Ealing Broadway station, using the route currently used by District Line trains from Ealing Common station.

I came to the following conclusion.

But overall, because it sorts out step-free access in the area, I think it is a good proposal.

I just wonder, if it would be possible for trains to run between Uxbridge and Ealing Broadway station.

This Google Map shows where the Piccadilly Line to Rayners Lane and Ucbridge and the District Line to Ealing Broadway divide , a short distance North of Ealing Common station.

I think that creating the missing side of the triangular junction would be possible, thus allowing a service to be created between Ealing Broadway and Uxbridge stations.

  • All stations would be made step-free and UTO-capable.
  • Twelve tph could be run between Uxbridge and Ealing Broadway in both directions.
  • Ten or welve tph would still be run between Uxbridge and Cockfosters.
  • Twelve tph on both routes would mean a train every two and a half minutes between North Ealing and Uxbridge stations.
  • The route would surely be ideal for running under UTO.
  • A large area of Ealing, Hillington and Harrow would get a frequent link to Crossrail at Ealing Broadway.
  • Extra stations could be added to the route to support development.

If the interchange at Rayners Lane were to be well designed, I doubt there would be any losers.

Could The Central Line Be Extended To Uxbridge?

In the Wikipedia entry for Uxbridge station, in the last sentence of a section called History, this is said.

The London Borough of Hillingdon announced in June 2011 that it would be lobbying Transport for London to have the Central line diverted from West Ruislip station to Uxbridge. Such a project would require a business case approved by TfL and the completion of signal upgrade work on the Metropolitan Line.

So would that be feasible?

Access To Uxbridge Station?

This map from carto.metro.free.fr shows the lines to Uxbridge and West Ruislip stations.

 

The lines in the map are as follows.

  • black – Chiltern Main Line
  • blue- Piccsdilly Line
  • mauve – Metropolitan Line
  • red – Central Line

The big red blob is the Central Line’s Ruislip Depot.

Uxbridge station is in the South-West corner.

This map from carto.metro.free.fr shows where all the lines cross at the North-West end of Ruislip Depot.

I suspect that an efficient connection can be made to allow the Central Line to go to Uxbridge instead of or as an alternative to West Ruislip station.

Note that at some point in the future, it is expected that both the Central and the Piccadilly Lines will use the same type of train. Will Ruislip depot be used for  some Piccadilly Line trains, given its location close to Uxbridge station and the good connection?

Uxbridge Station

This map from carto.metro.free.fr shows Uxbridge station.

Note that Uxbridge station has three lines and four platforms.

  • It would surely be much easier to handle the service, if all the trains terminating at Uxbridge were the same type.
  • This would happen, if all Metropolitan Line trains terminated at Rayners Lane station.
  • Two platforms could easily handle twenty-four tph for the Piccadilly Line.
  • Two platforms could easily handle nine tph for the Central Line.

Uxbridge would become a very busy station.

Conclusion

There are a lot of possible improvements that can be done to the train service to Uxbridge.

 

 

October 31, 2017 Posted by | News | , , , , , | 2 Comments