Northumberland Park Station – June 12th 2018
The new Northumberland Park station is coming on and has allowed the temporary footbridge to go somewhere else!
The level crossing will not be reinstated and I was wondering how pedestrians and others will cross the railway. There is still an old bridge on the other side to the station, but it doesn’t look to be in the best condition.
I then saw the two staircases in the new station.
So will there be two separate routes across the railway in one bridge?
This image from Network Rail, shows the station from the Eastern side.
There appears to be the following.
- Two bridge sections, with the one on the far side connected to the low station buildings.
- Two sets of stairs and a lift giving access from the bridge to the current Platform 1 and new platform behind it, that will become an island platform.
- Two tracks this side of the island platform.
- With the two tracks on the other side of the island platform, this means the station will be ready for four-tracking of the West Anglia Main Line.
- A set of steps leading down from the near rend of the footbridge, this side of the extra tracks.
I have wondered for some time, when the West Anglia main Line is four-tracked and/or Crossrail 2 is built, which pair of tracks will be the fast lines.
In the interim it is obvious, that the third rack, which will run between Meridian Water and Lea #bridge stations, will run on the near side of the island platform.
My only question is will it only handle trains towards Stratford or will the line be bi-directional?
But when the line is fully four-tracked, I think that the lines from West to East will be as follows.
- Northbound Slow (Current Platform 2) – Local trains and Crossrail 2
- Southbound Slow (Current Platform 1) – Local trains and Crossrail 2
- Northbound Fast – Stansted and Cambridge services
- Southbound Fast – Stansted and Cambridge services
I have put the slow lines on the West, as these are the platforms with the best access and few if any, fast services will stop in the station.
Crossrail 2 could of course change everything.
But I suspect that Northumberland Park station is being rebuilt, so that it will work with the most likely arrangement of tracks.
Direct Trains Between Liverpool Lime Street And Norwich
In my wanderings around the UK, I very often come across this service and use it for short trips between two major towns or cities many miles from both Liverpool and Norwich.
The Current Service
Currently, the service is run by East Midlands Trains and is usually a two-car Class 158 train. Although, I have seen the service worked by a pair of these trains.
The route is very comprehensive with calls at Liverpool South Parkway, Widnes, Warrington Central, Manchester Oxford Road, Manchester Piccadilly, Stockport, Sheffield, Chesterfield, Alfreton, Ilkeston, Nottingham, Grantham, Peterborough, Ely and Thetford.
The service always seems to be full and I suspect that in addition to offering useful routes like Manchester-Sheffield, Liverpool-Nottingham and Nottingham-East Anglia, it is often a convenient route for some long distance business and family travellers.
The major problem for a train operator is that it needs a lot of rolling stock to provide a service.
Liverpool to Norwich takes five and a half hours, so to provide the hourly service probably needs as many as a dozen trains.
This extract comes from the East Midlands Trains section in Wikipedia entry for the Class 158 train.
The hourly Norwich to Liverpool service has been criticised for overcrowding, especially between Liverpool and Nottingham. This resulted from the Department for Transport specifying two-coach units in the EMT franchise starting in November 2007. In the light of persistent and excessive overcrowding, with some passengers being left behind on occasions, the DfT eventually admitted that it had made a mistake. Various cascades of other units enabled more Class 158 stock to be released for this route, and from the December 2011 timetable change the busiest services have been lengthened to four-coach trains between Liverpool and Nottingham, with units splitting and joining at Nottingham as necessary, two-coach trains being regarded as adequate between Nottingham and Norwich. Further services on this route were strengthened from December 2012.
Running a pair of Class 158 trains on the route between Liverpool and Nottingham, does seem to ease problems there, but I’ve encountered bad over-crowding at the Eastern end too.
Improvements On The Route
Several improvements or changes of rolling stock have or are taking place in the next few years.
Increased Capacity At Liverpool Lime Street
This is detailed in the 2017-2018 Station Remodelling section of the Wikipedia entry for Liverpool Lime Street station.
- Two new platforms are being added.
- Platforms are being lengthened.
In addition there are improvements on the approaches to the station.
Ordsall Chord And Related Improvements In Manchester
The Liverpool-Norwich service calls at both Manchester Oxford Road and Manchester Piccadilly stations, although it doesn’t use the new Ordsall Chord.
But I can’t believe that the Liverpool-Norwich service won’t be affected by all the works in Manchester.
Hope Valley Line Improvements
This article on Rail Technology Magazine is entitled Long-Awaited Hope Valley Line Plans Given The Green Light.
Improvements to the Hope Valley Line between Manchester and Sheffield include.
- A loop to allow passenger trains to overtake slow freight trains.
- Removal of a foot crossing.
- Improvements around Dore and Totley station.
This is said on this document on the Transport for the North web site, which announces the Hope Valley improvements.
The new passing loops will mean three fast trains can run per hour between Sheffield and Manchester, one every 20 minutes, freight and stopping trains every hour, and a fast Manchester-Nottingham and East of England service every hour.
If nothing else, the extra capacity between Manchester and Sheffield, will reduce reliance on the Liverpool-Norwich service.
Improvements To The Midland Main Line
The Midland Main Line is not being electrified between Nottingham and Sheffield, but other improvements have taken place over the last few years.
- In particular, the Erewash Valley Line has been improved and a new station at Ilkeston has been added.
- The Liverpool-Norwich service calls at stations on this by-pass.
- The line has been resignalled.
Would a train with a 125 mph capability, as opposed to the 90 mph operating speed of the Class 158 train, allow a faster service?
East Coast Main Line Running
The 90 mph Class 158 trains must present pathing problems on the East Coast Main Line, whereas a 125 mph train could mix it easier with the high speed trains.
Greater Anglia’s Plans
Greater Anglia have ordered a fleet of Class 755 trains.
- The trains are bi-mode.
- The trains have a 100 mph operating speed.
- Greater Anglia have ordered fourteen three-car and twenty-four four-car trains.
Greater Anglia will be replacing 27 diesel trains, that consists of 58 carriages, with 38 bi-mode trains, that consist of 138 carriages.
- There are forty percent more trains.
- There are a hundred and thirty-eight percent more carriages.
- Average train length of the diesels is 2.1 carriages, wheres that of the bi-modes is 3.6.
There are two possible reasons for these large number of trains.
- Abellio have decided to buy a few bi-modes for their other franchises.
- There is going to be a massive expansion of train services in East Anglia.
Two of the new bi-mode services interact with the Liverpool-Norwich service.
- Colchester to Peterborough via Ipswich, Bury St. Edmunds and Ely
- Norwich to Stansted Airport via Ely and Cambridge.
Both services are thought to be hourly.
Consider the Colchester to Peterborough service.
- I estimate that trains will take around two hours.
- The round trip could be under five hours, even with a generous turn-round at both ends and perhaps a wait at Ipswich.
- The waits would allow connecting passengers to join the train.
- A five hour round trip would need five Class 755 trains.
- I would choose four-car trains, as the route can get crowded.
Could the Colchester to Peterborough service be considered as an extension of the Liverpool-Norwich service, that serves Bury St. Edmunds, Ipswich and Colchester?
I think it could if the trains were timed appropriately.
- Passengers from Liverpool to Ipswich, would change at Peterborough or Ely to the Peterborough to Colchester train, which would arrive a few minutes after the Liverpool to Norwich train.
- Passengers from Ipswich to Liverpool, would change at Ely or Peterborough to the Liverpool train, which would arrive a few minutes after Colchester to Peterborough train.
Hopefully, the change would not require a platform change.
Consider the Norwich to Stansted Airport service.
- I estimate trains will take about one hour and fifty minutes.
- The round trip would be four hours and would need four Class 755 trains.
- I would choose four-car trains, as the route can get crowded.
Could the Norwich to Stansted Airport service be equally spaced with the Liverpool-Norwich service between Ely and Norwich to give a clock-face two trains per hour (tph)?
These services call at Ely
- CrossCountry -Birmingham to Stansted Airport
- East Midlands Trains – Liverpool to Norwich
- Greater Anglia – Peterborough to Colchester
- Greater Anglia – Norwich to Stansted Airport
- Great Northern – Kings Lynn to Kings Cross
Totalling them up gives the following frequencies to various stations.
- Bury St. Edmunds/Ipswich/Colchester – 1 tph
- Cambridge North/Cambridge – 3 tph
- Kings Lynn – 1 tph
- Norwich – 2 tph
- Peterborough – 3 tph
- Stansted Airport – 2 tph
I suspect that the services will be arranged so there are convenient interchanges. No-one wants to spend an hour on a draughty Ely station waiting for the next train.
I also suspect that Greater Anglia will use some of their extra trains to improve connectivity at Ely.
Speed Limits On The Route
Speed limits on the route are rather variable.
- Liverpool to Manchester via Warrington is limited to 85 mph
- The Hope Valley Line between Manchester and Sheffield is 90 mph
- The proportion of the Midland Main Line, where 125 mph running is possible, is being increased.
- Grantham to Peterborough on the East Coast Main Line allows 125 mph running.
- The Peterborough to Ely Line is limited to 75 mph.
- The Breckland Line between Ely and Norwich is limited to 75- 90 mph.
I feel that increasing speed limits on some parts of the line would help the Liverpool to Norwich service.
But surely, a train with a 125 mph-capability would help with journey times and train timetabling between Sheffield and Peterborough.
But on the rest of the route, trains with this speed capability, wouldn’t be needed.
Rolling Stock Choices For Liverpool Lime Street And Norwich
Various choices include.
Class 158 Trains
Everything could carry on as now using Class 158 trains
- Two two-car trains working ass a pair would go from Liverpool Lime Street to Nottingham.
- The trains would divide at Nottingham.
- One train would go on its way to Norwich, and the other would wait at Nottingham to join with the train returning from Norwich.
With all the new diesel multiple units arriving in the next few years, I think it is likely that more Class 158 trains could be made available to strengthen the service.
The trouble with the Class 158 trains, is that with only a 90 mph operating speed, they can’t take advantage of the sections of the route where 125 mph running is possible.
Class 170 Trains
These trains were built as successors to the Class 158 trains.
- They are more modern.
- They are 10 mph faster.
- Most are three cars.
But they are still not fast enough for the 125 mph sections of the route.
A Second Service Between Liverpool And Nottingham
Improvements on the Hope Valley Line and in Liverpool and Manchester, might make it possible to run a much-needed second service between Liverpool and Nottingham via Manchester, Stockport and Sheffield..
This extra service could use the same trains as the full service.
Currently, the direct service between Liverpool Lime Street and Nottingham takes two hours thirty five minutes. In some ways, this is a problem, as if the timing was say two hours twenty minutes, a five hour round trip would be possible.
This would mean that the second service would need just five trains.
I doubt that Class 158 trains could meet this schedule, so more would be needed.
Class 800 Trains
Class 800 trains are 125 mph bi-mode trains, but are they fast enough on diesel to make real differences to the timetable by running fast on the Midland Main Line?
I think not!
So more trains would be needed to run the service.
Bombardier’s Proposed 125 mph Bi-Mode
A genuine 125-mph bi-mode, with that performance on both electricity and diesel, would be a totally different matter.
- Timings between Liverpool and Nottingham would drop to perhaps two hours twenty, thus allowing a five hour round trip.
- Timings between Liverpool and Norwich would drop to perhaps four hours fifty, thus allowing a ten hour round trip.
Even so a full service would require fifteen trains.
Bombardier have proposed a train of this type and I wrote about it in Bombardier Bi-Mode Aventra To Feature Battery Power.
In my view, this small exercise shows why some routes in the UK need a 125 mph bi-mode.
If the train can’t do 125 mph, where it is possible on the Midland and East Coast Main Line, the time savings on the route won’t be possible and more trains will be needed to run the service.
One great advantage is that the trains working this route could be the same as those working the main routes of the East Midlands franchise to and from London.
Short Formation InterCity 125 Trains
The forty-year-old InterCity 125 trains have the power and the speed to match the 125 mph bi-mode trains.
Short formation with four or five passenger cars between the two Class 43 locomotives are being used by Scotrail and Great Western Railway, but to use them on Liverpool to Norwich would require another fifteen trains to be updated, which is probably not as cost effective as new 125 mph bi-modes.
Conclusion
If service between the Liverpool Lime Street and Norwich is to continue in its present form, it needs 125 mph bi-more trains.
Harlow Council Leader Jon Clempner Hopes Crossrail 2 Will Extend To Town
The title of this post is the same as this article in Essex Live.
You might feel that Jon Clempner has a point, if you look at this diagram of the West Anglia Main Line between the M25 and Stansted Airport.
Note that Harlow Town station is only five and a half miles North of Crossrail 2’s proposed terminal of Broxbourne.
Greater Anglia’s New Trains
Greater Anglia are replacing ten twelve-car Class 379 trains on Cambridge and Stansted Airport services with ten twelve-car Class 745 trains.
You might ask why bother with this replacement, if the number of trains and carriages are the same, which initially will result in the same number of services.
I answer that question in Why Are Greater Anglia Replacing Class 379 Trains With New Stadler Class 745 Trains?
But this doesn’t mean the current frequency is cast in stone, as the other fleet of Class 720 trains have a similar performance to the Class 745 and 755 trains, so they can mix it on the West Anglia Main Line.
I feel that all the trains would have these features.
- Trains would be fitted with the latest signalling, so they could work with headways between trains as low as two or three minutes.
- Trains will all be 100 mph trains or faster.
- Trains would be designed to stop and restart at a station very quickly.
- Trains could couple and decouple to make a longer train in a couple of minutes.
They will offer lots of opportunities to improve services.
The Current Service North Of Broxbourne
These current services stop at Broxbourne station in both directions..
- One train per hour (tph) between Cambridge and London Liverpool Street – fast – stopping at Bishops Stortford and Hsrlow Town
- One tph between Cambridge and London Liverpool Street – semi-fast – stopping at Stansted Mountfichet, Bishops Stortford, Sawbridgeworth, Harlow Mill, Harlow Town and Roydon
- One tph between Stratford and Bishops Stortford – local stopping at Roydon, Harlow Town, Harlow Mill and Sawbridgeworth
- One tph between Stratford and Bishops Stortford – local stopping at Harlow Town and Sawbridgeworth
- Two tph between Hertford East and London Liverpool Street
In addition, there are four tph between Stansted Airport and London Liverpool Street (Stansted Express).
This means that the frequency of trains through various stations are as follows.
- Broxbourne – 10 tph – Six stop (not Stansted Express)
- Harlow Town – 8 tph – Four stop and some Stansted Express stop
- Bishops Stortford – 8 tph – Two stop, two terminate and some Stansted Express stop.
So there is a maximum of ten tph or just one train every six minutes at Brombourne.
Given that Crossrail and Thameslink handle twenty-four tph through their central tunnels, eight tph is not very high!
Crossrail 2 At Broxbourne
Crossrail 2 will have its own dedicated tracks between London and Broxbourne and could be running twelve tph.
So if there were to be cross-platform interchange between the North of Broxbourne services and Crossrail 2, passengers could change between services as they needed.
The trains going North of Broxborne would be as follows.
- 2 tph to Cambridge or Cambridge North
- 2 tph to Bishops Stortford
- 2 tph to Hertford East.
- 4 tph to Stansted Airport
There would be a lot of scope to create an efficient service between all stations on the West Anglia Main Line and the two london termini of Liverpool Street and Stratford.
The Hertford East Branch
The Hertford East Branch isn’t a problem now, but the two tph between Liverpool Street and Hertford East station take up valuable paths on the lines to London.
The branch also has the following characteristics.
- The platforms may not be long enough for ten-car Class 720 trains.
- It is mainly double-track with a short length of single-track through Ware station.
- It is fully electrified.
- It is just seven miles long.
- It might be possible to add a chord so that trains can access the branch from the Harlow direction from the West Anglian Main Line.
I suspect Network Rail and Greater Anglia have a plan with at least the following objectives.
- Keep a direct service between London Liverpool Street and Hertford East.
- Increase the frequency of trains to and from Hertford East to four tph.
- Avoid as much infrastructure work as possible.
Because of the new trains ability to couple and uncouple, I wonder if we could see two five-car Class 720 trains arrive at Broxbourne as a ten-car unit, with one train going to Hertford East and the other going to Bishops Stortford.
This would have the following advantages.
- Hertford East gets four tph, including two new tph from Stratford.
- Bishops Stortford get four tph, including two new tph from Liverpool Street,
- Two tph could serve each of the London termini of Liverpool Street and Stratford.
- The number of trains along the West Anglia Main Line between Tottenham Hale and Broxbourne is unchanged.
- Hsrlow Town and Sawbridgworth get another two tph to Liverpool Street.
I’m probably wrong, but there will be a better idea somewhere.
Conclusion
Crossrail 2 doesn’t need to go to Harlow Town, but Greater Anglia’s new trains should give a better service.
Musings On The West Anglia Main Line
The West Anglia Main Line is the main railway between Liverpool Street station in the City of London and the Scientific Powerhouse of Cambridge via Stansred Airport.
This post started off as The Mother Of All Level Crossing Jams, when I got caught in a jam caused by the level crossing at Enfield Lock station.
It has since grown into a long post of the inadequacies of this important main line.
The Mother Of All Level Crossing Jams
These are pictures I took at Enfield Lock station in mid-morning.
I had arrived at the station at 11:04 and my train had departed on its way at 11:08.
I was in no hurry taking the pictures and I left at 11:22 after eight trains had gone through, without the gates being raised.
In two of the pictures, you can see a discarded broken gate. Was it caused by an irate motorist?
After I got back to the station, the barriers were still going up and down like a whore’s drawers and talking to a fellow passenger, she said it happens all the time.
Improving The West Anglia Main Line
Consider the following, which could effect what happens in the future.
- Stansted Airport, Greater Anglia, Transport for London, the London Borough of Enfield, Cambridge City Council and the local MPs, all want the line to be four-tracked so that services to Cambridge and Stansted Airport can have their own dedicated fast lines.
- ,Greater Anglia have ordered lots of new trains and I suspect they want to run much-needed extra services into both Stratford and Liverpool Street stations.
- Enfield Lock could be a Crossrail 2 station in ten years or so.
- Crossrail 2 would want to run up to twelve trains per hour (tph).
It is a certainly a case of squeezing a couple of gallons into a pint pot.
Enfield Lock And Brimsdown
To make matters worse there is another equally congested level crossing at the next station to the South; Brimsdown.
This Google Map shows the area.
Note.
- Enfield Lock station is in the North West corner of the map, with Brimsdown in the South West corner.
- Mollinson Avenue, which tracks along the railway to its East, is nearly all dual carriageway.
- These is a lot of industrial premises in the area.
- There are a lot of distribution depots that need road access for heavy trucks.
- It is going to use all the ingenuity that Network Rail can muster to squeeze two extra tracks between those two stations.
If ever there was an area that needs an increased rail service it is this stretch of the West Anglia Main Line between Tottenham Hale and Cheshunt stations.
Improving The Lea Valley Lines
I suspect that British Rail foresaw the problem in the 1950s, as by 1960, they had electrified all the Lea Valley Lines including the goods-only Southbury Loop, which is now part of the London Overground, who run two tph on the route.
Both London Overground and Greater Anglia are getting new Aventra trains, which should increase the capacity and speed up services on both routes.
However, this could create a problem, in that they are such good trains, they may persuade more commuters to leave their cars at home and take the trains.
More Frequent Services
London Overground like to run four tph on their various routes.
At present, their Lea Valley services are as follows.
- 4 tph from Liverpool Street to Chingford.
- 2 tph from Liverpool Street to Enfield Town, with more services in the Peak and when Spurs are playing at home.
- 2 tph from Liverpool Street to Cheshunt.
I suspect that they would like to run four tph all day and that after Crossrail opens and releases some platforms at Liverpool Street, this might happen.
However in Increased Frequencies On The East London Line, I publish a table, which says that from 2019, Enfield Town will get four tph.
Greater Anglia must be looking to improve services on the West Anglia Main Line, so that all stations South of Broxbourne get four tph, with perhaps two tph to each of Liverpool Street and Stratford.
And then there’s STAR, which is a new service between Stratford and Angel Road stations. This article on IanVisits, which is entitled One of London’s quietest train stations set for major upgrade, gives a good explanation of this service, which will provide four tph between Stratford and a rebuilt Angel Road station, which will be renamed Meridian Water.
More Terminal Capacity In London
Adding these services together, I feel that more capacity is needed at the London terminals of Liverpool Street and Stratford.
There are two short term solutions and one long term one.
Create More Capacity At Liverpool Street
This is the simplest short-term solution.
In the Wikipedia entry for Liverpool Street station, this is said.
Once Crossrail opens, platform 18 at the main Liverpool Street station will be decommissioned to allow platforms 16 and 17 to be extended, enabling them to accommodate longer trains.
I would assume this platform-lengthening is to accommodate the full-length Class 345 trains, that will run the Peak Hour service between Liverpool Street and Gidea Park stations.
I suppose too, having two platforms in Liverpool Street, that are capable of handling Crossrail trains must also be useful in special or exceptional circumstances.
Platform 18 is a curiosity, in that it is used by c2c as a diversion platform, when Fenchurch Street station is closed because of engineering works.
So after the work on platforms 16 and 17 is complete, will it be recommissioned?
That leaves fifteen platforms for Greater Anglia and London Overground to argue over.
If you compare the way Liverpool Street is organised compared to some more modern stations, I suspect that more modern trains can be handled without any expensive modifications to the existing station.
Modern practice means that a single platform can easily handle four tph, so as destinations like Norwich and Southend will only have three tph, could it mean that these destinations can be served by a single platform?
It would certainly make it easy for me, if I knew the fast Ipswich trains always left from platform 9.
I suspect that as London Overground has only three destinations; Cheshunt, Chingford and Enfield Town, whiich have a maximum frequency of four tph, that they could easily manage with four platforms; one for each destination and a spare.
This would give Greater Anglia eleven platforms.
Note this about Greater Anglia’s new trains.
- The Class 745 trains will be of a fixed formation of twelve cars.
- Will the three-car and four-car Class 755 trains have the ability to join and split automatically?
- Will the five-car Class 720 trains have the ability to join and split automatically?
Having seen how Class 395 trains and others can do this in under a couple of minutes and the flexibility of destinations it gives, I will be very surprised if Greater Anglia haven’t specified this capability.
- As an example, two four-car Class 755 trains could start at Lowestoft and Bury St. Edmunds respectively and then join at Ipswich, before proceeding to London as an eight-car train.
- Would it be sensible that all trains go into Liverpool Street at maximum length?
- Trains might split and join at Ipswich, Colchester and perhaps Chelmsford. All that is needed is a long platform.
Perhaps Greater Anglia’s platforms at Liverpool Street could be allocated something like this.
For Flirts (Class 745 and Class 755)
- Norwich
- Ipswich/Lowestoft
- Stansted Airport
- Cambridge
For Aventras (Class 720)
- Bishops Stordford/Broxbourne/Hertford East
- Colchester/Harwich
- Clacton/Walton
- Chelmsford/Braintree
- Southend
On this rough assessment, it would appear that at least for a few years Liverpool Street station could cope.
Developing Stratford As A Second Terminal
Consider these facts about the railway hub at Stratford.
- Stratford has not been fully developed as a terminal for the West Anglia routes and only handles two tph to and from Bishops Stortford.
- Stratford has two platforms 11 and 12, that were built to serve the West Anglia routes; the West Anglia Main Line and the Lea Valley Lines.
- Platforms 11 and 12 are on the High Meads Loop, which would reverse the trains on West Anglia routes.
- Stratford is well connected to Crossrail, Central and Jubilee Lines of the Underground, the DLR, the Overground , Highspeed services to Kent and Greater Anglia services on the Great Eastern Main Line.
- Stratford has better connections than Liverpool Street to London Bridge and Waterloo
- Stratford could have excellent connections to Highspeed services to Kent and Continental services at Ashford International.
- Stratford will be only a few minutes from Liverpool Street on Crossrail.
Stratford is also a destination in its own right, with the Queen Elizabeth Olympic Park and the massive shopping complex.
This map from carto.metro.free.fr shows the complex at Stratford.
It is very much capable of development.
- Better connections could be made between Stratford International and the main station.
- The subways in the complex could be improved.
- The Hall Farm Curve could be reinstated to give direct connections between Stratford and Walthamstow/Chingford.
I would not be surprised if Greater Anglia increased their services to and from Stratford.
I could also envisage a timetable, where trains alternate between the two terminals., as every passenger will have their favoured terninal.
Crossrail 2
Crossrail 2 is the long-term solution.
Upwards of ten tph will run between Broxbourne and Tottenham Hale, before entering the tunnel to Central and South West London.
It will obviously handle all the local services South of Broxbourne, with just the services from the North continuing to Liverpool Street and Stratford.
Following Abbey Wood, Reading and Shenfield stations on Crossrail, I think that we would see Broxbourne station developed as a simple interchange between longer distance services and Crossrail 2.
Both services would have their own tracks to London.
Conclusion
The West Anglia Main Line urgently needs improvement and this improvement can be broken down into a series of smaller projects, the first three of which have already started and could be completed by 2020.
- Creation of STAR – The Stratford-Angel Road Metro – Already started.
- Building of new Meridian Water station to replace Angel Road station – Already started.
- Rebuilding of Tottenham Hale station – Already started.
- Post-Crossrail Improvements at Liverpool Street and Stratford stations.
- Removal of level crossings at Brimsdown, Enfield Lock and Waltham Cross
- Four-tracking between Tottenham Hale and Broxbourne.
- Step-Free Stations
- Reinstatement of the Hall Farm Curve.
These projects will also get the main line Crossrail 2-ready.
This process has already started with the creation of STAR, which will create a third track as far as Angel Road station. In the article on IanVisits, this is said.
Along the tracks nearby there are already hi-vis wearing Network Rail contractors clearing the land to prepare it for the Stratford to Angel Road (STAR) rail upgrade project which will see a third railway track added. Passive provision for a fourth track will be included for Crossrail 2.
This work has already closed the level crossing at Nothumberland Park station.
In Innovation In Railway Projects, I describe how Network Rail are aiming to create a pipeline of smaller projects.
I feel that some parts of the updating of the West Anglia Main Line can be done in this way.
The Rise Of Gatwick Airport
I used to hate Gatwick Airport, but now on my short flights to Europe, I often find myself using the Sussex airport, as it is usually an easier train ride, than Heathrow or Stansted.
The South East’s Next Runway
I am coming more to the conclusion, that despite the report of the Airports Commission, Heathrow Airport will never have a third runway, but Gatwick may get a second one, as they can start to plan, for when the deal to not build a second runway with Sussex County Council, runs out in 2019.
- No serious candidate for London Mayor would win an election if they proposed a third runway at Heathrow.
- Heathrow is surrounded by housing, whereas Gatwick is surrounded by more much open countryside.
- The protests over another runway at Heathrow would be enormous.
- In a few years time, Gatwick will have the better rail links and fifteen million people will live within an hour’s train journey of the Airport.
But the main reason is that building a second runway at Gatwick will be a lot easier. Just look at this Google Map of Gatwick Airport.
Gatwick Airport
Note the following about the map and the expansion of Gatwick Airport.
- The second runway will be built to the South of the existing runway.
- There doesn’t appear to be much housing in the area of the proposed new runway.
- The M23 Motorway and the Brighton Main Line run North-South to the East of the Airport.
- A third terminal would be built near to the existing railway line.
- Note in the map, that in addition to the single runway, the taxiway can be used as a runway, if say the runway is under repair or blocked.
The second runway would increase the capacity of the Airport to over 80 million passengers a year.
I’ve always believed that Gatwick could also build a North-South runway over the M23. This was proposed in the 1980s by pilots and with the capability of aircraft increasing all the time, I don’t rule it out at some time in the future.
The Biggest Airport Terminal In The World
I have argued in the past, that when Crossrail and Thameslink are completed, then the following airports and international rail stations will be connected together.
- Heathrow Airport
- Gatwick Airport
- Stansted Airport
- Luton Airport
- St. Pancras International station
- Ebbsfleet International station
There will also be an easy link to HS2 for the North and Scotland.
As passengers will be increasingly savvy, in many cases they will organise their travel to what is best for them and not the travel agents, airlines and the airports.
I believe that London will sell itself, as a place to break that long journey, just as Singapore and Dubai have done for years.
As the North of England, Scotland and Wales always say, London always wins!
But then London is the capital of the world!
Rail Links To Heathrow Airport
Crossrail should give Heathrow Airport a world-class link to Central London, if they can sort out Crossrail’s access problems to the airport, that I wrote about in Heathrow Express And Crossrail.
The over-priced joke that is Heathrow Express will be on borrowed time once Crossrail opens in 2019.
But there will still be problems with rail access to Heathrow Airport.
- Terminal 5 will not be connected to Crossrail.
- Changing terminals at Heathrow is a chore.
- Heathrow Express only takes passengers to and from Paddington.
- There is no direct rail access to Reading for the West.
- For some parts of London, the Piccadilly Line will still be the best way to go to and from the Airport.
- Access to Continental rail services from Heathrow will be difficult.
You would never describe Heathrow as fully integrated into the the UK’s rail network.
Heathrow will of course argue, that links to Central London are excellent and that those continuing their journey will just change terminals and be on their way.
Obviously, improvements will come, but nothing important for passengers will happen, until Heathrow puts passengers first and drops it’s arrogant attitude, which thinks it is London’s only airport.
Rail Links To Stansted Airport
Stansted Airport has the Stansted Express from Liverpool Street, which runs about four times an hour.
I believe in the next few years, the following will happen.
- Crossrail will arrive at Liverpool Street in 2019, giving one-change journeys to and from Heathrow.
- The West Anglia Main Line will be four-tracked, allowing faster Stansted Express services.
- An improved rail service will be provided to the increasingly important rail hub at Cambridge.
- An extra Stansted Express service will run to Stratford via the new Lea Bridge station.
- Stansted Express will probably get new air passenger-friendly trains.
But the biggest improvement of rail services to Stansted Airport will come, when and if Crossrail 2 is built, as this will make travel to the airport from all over London a lot easier, with just a single change at Tottenham Hale or Broxbourne.
I also wouldn’t be surprised to see some Crossrail 2 trains extended to Stansted. After all, the tracks exist and if the airport said to Transport for London, here’s a few million from our petty cash to run Crossrail 2 to Stansted, I’m sure TfL would oblige!
This would give Stansted Airport one-change services to Gatwick, Heathrow and Luton airports, Continental Rail Services and HS2.
Rail Links To Luton Airport
Luton Airport has its own Thameslink station at Luton Airport Parkway.
But also it has plans to expand, as is reported in this article in the Daily Mail, entitled Luton Airport reveals plans for direct rail line that would cut train journey from central London to just 20 minutes.
I think that Luton Airport could use something like Class 387/2 trains, as used on Gatwick Express with an IPEMU capability, so that they could use a branch line without any electrification to underneath the airport terminal.
Rail Links To Gatwick Airport
I found this article in TravelWeekly, which is entitled Gatwick outlines plans for a train departure to London every three minutes.
It gives a very good summary of the train services that will run to Gatwick after Thameslink is completed.
The planned hourly timetable would see:
• Four dedicated Gatwick Express trains to Victoria
• Six trains to Victoria – originating from East and West Coastway, Horsham/Littlehampton, and Three Bridges/Haywards Heath
• Four trains to Bedford via London Bridge – originating from Gatwick and Brighton
• Two trains to Cambridge via London Bridge – originating from Brighton
• Two trains to Peterborough via London Bridge – originating from Horsham
• Two trains to London Bridge – originating from Littlehampton/West Coastway, and Haywards Heath/Three Bridges.
That is a total of twenty trains to and from London and beyond and most of the South Coast from Southampton to Hastings.
How many better rail-connected airports are there anywhere in the world?
The article also quotes Guy Stephenson, the Airport’s Chief Commercial Officer as saying.
The new high frequency service that will serve Gatwick will transform rail journeys for our passengers, with capacity doubling and a train to London every three minutes.
Crucially, the new trains will be much more reliable and will be stacked with amenities suited to the needs of air travellers. Combined with robust new track and signalling systems, Gatwick’s passengers will experience a really pleasant and dependable service.
Overall, the improvements to Gatwick’s rail service means that 15 million people will be brought within 60 minutes of Gatwick by rail – the best reach of any UK airport,
Reading the article, you might think that Thameslink should be called Gatwicklink!
According to this Press Release on the Gatwick Airport web site, Gatwick Airport are going to spend £120.5million on updating the rail station. This is an architect’s impression of the new station.
I also think that Gatwick could extend their Gatwick Express services.
I think we can also see development of Airport services to and from Gatwick Airport station based on the following existing services.
- Reading via the North Downs Line.
- Tonbridge and Ashford International via the Redhill to Tonbridge Line.
Will we be seeing a second Gatwick Express route from Ashford or Ebbsfleet to Reading via Gatwick Airport?
Consider.
- It would inevitably get known as the M25-on-rails.
- It gives a large number of passengers a way to get to Gatwick and Continental Rail Services without going through Central London.
- It could serve Heathrow, if they got their act together.
- Surprisingly, I think this route will be quicker to go between Reading and Gatwick, than using Crossrail and Thameslink with a change at Farringdon.
- The trains for such a service could be the same as the new Class 387/2 Gatwick Expresses, but with an IPEMU capability.
But it wouldn’t be just an Airport service, as I suspect that given adequate parking at stations, it would become a valuable cross-country route linking the rail hubs of Ebbsfleet, Gatwick and Reading. After all, North of London, the East West Rail Link is being created from Reading to Cambridge via Oxford, Milton Keynes and Bedford.
Southern also run a service from Milton Keynes to South Croydon via the West London Line. In the future this service will serve Old Oak Common station on Crossrail, HS2, the West Coast Main Line and the North London Line.
So will this service be extended from South Croydon to Gatwick and become a third Gatwick Express service?
These two additional Gatwick Express services would greatly increase or ease the airport’s links across the wider South East and to HS2 services out of Euston.
The only problem, is the overcrowding on the Brighton Main Line.
Conclusion
Gatwick will become the best rail-connected airport in the UK and will get a second runway!
Is A Rail War Starting To London’s Airports?
The following sections sum up the rail services to the various London airports.
London City Airport
London City Airport may only be small, but some people use it a lot. I never have, but that’s not for dint of trying. It’s just that if I include all the factors, by which I choose a flight, it hasn’t come out top yet!
London City Airport is only on the Docklands Light Railway, but when Crossrail is open and Bank station has been fully upgraded in 2021, it will be a relatively easy airport through which to travel.
Crossrail passes very close to the Airport and passive provision has been made for a Silvertown station that could be connected to the Airport. At present, the Docklands Light Railway provides enough capacity.
Eurostar
Eurostar is the cuckoo in the nest and should be included, as it will offer rail services to a couple of European Airports.
By the early 2020s, there will be new direct or single-change services to France, Germany, The Netherlands and Switzerland.
I also suspect that one of the first extensions of Crossrail will serve Ebbsfleet International station, so it will give a lot more passengers easy access to European services.
Gatwick Airport
This year the rail links to Gatwick Airport are getting a major upgrade.
- The current unsuitable Class 442 trains used on Gatwick Express, are being replaced with new Class 287/2 trains, designed for the route.
- The current mixture of Thameslink Class 319 and Class 387 trains are being replaced with new higher capacity walk-through Class 700 trains.
- Gatwick Airport station was redeveloped with new buildings and two extra platforms under two years ago.
- Gatwick Airport has now been brought into London’s Oyster and contactless ticketing area. This report in Rail Technology Magazine gives more details.
And increasingly, as the next few years roll on, various developments will or could happen.
- Thameslink and particularly London Bridge station will have greater capacity.
- Thameslink will add many direct trains to new destinations like Cambridge, Stevenage and Peterborough.
- Thameslink and other developments, will mean that nearly all stations East of the Midland Main Line, will have access to Gatwick Airport through with only a single change at a convenient interchange like Bedford, Cambridge, Farringdon, Finsbury Park, Luton, Peterborough or Stevenage.
- The dreadful links to the Thameslink platforms at St. Pancras, from some other lines at Kings Cross and St. Pancras will be improved.
- An IPEMU variant of the Class 387 Gatwick Express could easily reach Reading on an hourly-basis, to give single-change access between Gatwick Airport and Wales and the West.
- The East Coastway and West Coastway routes could be extended to Ashford and Bournemouth respectively, improved with more and faster trains and a better interchange to Gatwick services at Brighton.
But I believe that what would transform train services to Gatwick, is when the whole of the area from Weymouth and Reading in the west to Ramsgate in the East becomes part of London’s Oyster and contactless bank card ticketing area.
Heathrow Airport
Heathrow Airport will have to wait until December 2019 before it gets any more capacity to Central London, in the shape of Crossrail.
Until then, it will have to make do with the current services.
- The very crowded and slow Piccadilly Line.
- The infrequent Heathrow Connect.
- The overpriced and much unloved Heathrow Express.
But there are serious problems.
- The rail lines into the airport are designed to maximise revenue for Heathrow, rather than the convenience of passengers.
- Crossrail hasn’t been designed to serve Terminal 5 directly. How daft is that?
- Links to the West are atrocious and rely on going into London and out again. Gatwick has better links to Reading!
- As I wrote in Heathrow Express And Crossrail, Heathrow and TfL are still arguing about access for Crossrail into Heathrow.
- Boris has indicated that Freedom Passes will be allowed on Crossrail to Heathrow.
- Heathrow Express will be killed by Crossrail, if Heathrow allows it to serve the airport.
- Gatwick, Luton and Stansted Airports will become part of London’s Oyster and contactless bank card ticketing area. Will Heathrow?
- Improved rail links and services at Gatwick, Luton and Stansted Airports will make these airports more attractive for a lot of passengers than Heathrow.
On top of all this, Heathrow needs Crossrail to give the Airport connectivity to large parts of the South East, the West Coast Main Line and HS2.
I think all candidates for the next London Mayor, will be playing the anti-Heathrow card frequently and with immense relish.
In the end Heathrow will have to accept the following.
- The closure of Heathrow Express.
- Full access of Crossrail directly to all terminals, at an agreed price with TfL.
- Oyster and contactless bank card ticketing.
- A rail link from the West, under probably Network Rail, Great Western and TfL control.
If they don’t like it, then I’m sure Gatwick, Luton and Stansted Airports will take up the slack.
Luton Airport
Luton Airport is in some ways the joker in the pack, but also it has plans to expand, as is reported in this article in the Daily Mail, entitled Luton Airport reveals plans for direct rail line that would cut train journey from central London to just 20 minutes.
In Will Bombardier Develop The Ultimate Airport Train, I discussed Luton Airport in detail and came to the conclusion that if Bombardier Class 387/2 trains as used on the Gatwick Express were fitted with an IPEMU capability, they could easily use terminal platforms without electrification in a tunnel under the Airport.
Whether they will or not, I don’t know, but there is scope for very affordable solutions to providing a fast rail link into Central London.
Luton Airport is closer than Gatwick is to Central London, so I would expect that Oyster and contactless bank card ticketing, would not be a problem.
Southend Airport
Southend Airport is the newest of London’s airports. I know it well from my days as a pilot and occasionally use it on trips to the Netherlands on easyJet.
Operationally for airlines, Southend Airport’s location, close to the Essex Coast is ideal, as it is away from other airports and pilots can get planes in to and out of the airport without too much delay. Also, flights coming in from the East have an uncluttered approach, over the sea and marshland. I once came in to the airport on a flight from Schipol and was on the train from Southend Airport station to Central London, within an hour of boarding the flight in The Netherlands.
I can understand why the Roskill Commission recommended that London’s new airport should be built on Maplin Sands.
This airline-friendly location could drive growth at the airport, especially if the airport keeps its reputation for fast passenger handling.
The Airport talks about handling two million passengers by 2020 and I can’t feel that this is unreasonable.
What could help passenger growth is that there is plenty of scope for making rail trips to Southend Airport easier, especially for Southend’s typical traveller with just hand-baggage and perhaps a wheeled case.
At present Southend Airport and Southend Victoria have three services to and from Liverpool Street per hour, which stop at all stations between Shenfield and Southend Victoria and then just Stratford and Liverpool Street. This is a recent upgrade, as Wikipedia says one train stops at all stations.
Journey times are as follows.
- Liverpool Street – 64 minutes – Just four minutes longer than Stansted.
- Stratford – 57 minutes
- Shenfield – 27 minutes
Capacity isn’t a problem as all stations can take eight-car trains.
The airport station is very close to the terminal and is fully step-free. Incoming passengers from the London direction, don’t even have to cross the railway to get to the terminal.
Crossrail and the new East Anglia franchise will certainly have effects, some of which have already happened.
- Between Shenfield and London there will be at least eight high-capacity Crossrail trains per hour.
- Will Crossrail run on a twenty-four hour basis?
- Shenfield will have Oyster and contactless card ticketing. Will this go all the way to Southend Victoria?
- Shenfield will be Freedom Pass territory.
- Will Norwich-in-Ninety improvements mean that times between Shenfield and London are reduced?
- Will more of the longer distance services to East Anglia, stop at Shenfield for interchange with Crossrail?
I suspect that the answer to the two last questions, will be yes. This improved connectivity and reduced journey time, would mean that a lot of places in East London, Essex and East Suffolk, would be just one change at Shenfield away from Southend Airport.
I wouldn’t be surprised to see some upmarket trains between Southend Victoria and Liverpool Street, with a four trains per hour frequency. Partly, this will be driven by the airport, but also by the competition for passengers between the two companies running services to Southend.
Stansted Airport
Stansted Airport is currently served by the adequate but slow Stansted Express.
Stansted Airport is owned and operated by the ambitious Manchester Airports Group and I can’t see them sitting idly by, whilst Gatwick and Luton expand into their market. After all, they have resources that other airports in the South East lack; space and spare capacity on the current runway.
The rail links need improvement and these will or could happen in the next few years.
- The West Anglia Main Line will be developed and given four tracks between at least Broxbourne and Lea Bridge stations, with higher speed limits.
- There will be a higher frequency for Stansted Express trains into Liverpool Street.
- Stansted Express will serve Stratford several times an hour.
- Stansted Airport station will gain a second tunnel and platform.
- There will be an improved service between Stansted and Cambridge.
- Stansted Airport will become part of London’s Oyster and contactless bank card ticketing area.
The service between Cambridge and Stansted is a truly inadequate, single train per hour to and from Birmingham via Peterborough and Leicester.
I believe that when the new East Anglian franchise is awarded, the route north from Stansted will see the greatest improvement. Note that Thameslink will have four trains per hour to Cambridge going through London of which two will go all the way to Gatwick Airport and Brighton.
I wouldn’t be surprised to see two half-hourly services added to the airport.
- Stansted Airport to Peterborough via Cambridge, Cambridge North and Ely.
- Stansted Airport to Norwich via Cambridge, Cambridge North and Ely.
Even if the current Birmingham service was cut back, this would still give four trains per hour between Stansted Airport and one of its most important catchment areas.
Note how Cambridge North station, which serves the North of the City and the Cambridge Science Park, will be given good rail links.
In Better East-West Train Services Across Suffolk, I wrote about a radical idea of Network Rail to create a much improved service between Peterborough and Ipswich, based on a rebuilt Newmarket station.
But who knows, what will actually happen? I don’t!
But whatever happens to the North of Stansted Airport, the rail links to the airport will be much improved by 2020 or so.
Road Improvements
Road improvements will not be numerous, but one new road will effect the use of airports.
If a new Lower Thames Crossing is built, it could make driving to Gatwick, Stansted and Southend Airports easier and some travellers will shun Heathrow.
On the other hand, if it wasn’t built, it might favour other airports.
Conclusion
All of London’s six airports, except probably London City will be seeing large investments in rail infrastructure, stations and trains in the near future.
Heathrow won’t like it, but I think the political consequences for the major parties of a new runway at Heathrow will make it unlikely that Heathrow gets another runway.
But given the rail infrastructure, I suspect that the other airports will take up the increased traffic for several years.
Gatwick, Luton and Stanstead will get very much improved services and I think Southend could become a Luton in the East.
As passengers will get increasingly savvy as to the routes they use, it will be very difficult to predict how the transport pattern to London’s Airports, will look say in 2025.
I’ll finish by listing some ideas I’ve read over the years.
- The Windsor Link Railway to connect Heathrow to the Great Western Main Line via Windsor.
- A Heathrow Hub station at Iver linked to Heathrow.
- Reopening the line from Bishops Stortford to Braintree via Stansted Airport and Dunmow.
- Extending the Chingford Branch past Chingford to Stansted Airport.
- Creating a Southend Metro to connect the two main Southend stations to Southend Airport.
- Extending some Crossrail trains to Southend Victoria.
There’ll be others and some might even be built.
Stansted Airport Isn’t What It Used To Be!
When I flew out of Stansted Airport on Sunday to Bilbao on easyJet, the place was full. And so were the bins!
Stansted Airport Isn’t What It Used To Be!
It’s not to the same standard it was a few years ago!
Travelling To Stansted and Gatwick Compared
In my trip to Majorca, I booked out via Stansted and back via Gatwick. So how did the routes to the two airports compare?
Stansted is easier at present, than it will be in a few months, as the 21 and141 buses actually stop at Liverpool Street station because of the diversions for Crossrail. So I just get the bus and walk the twenty metres or so to the station. In fact on Sunday, as the diversion wasn’t being announced or I missed it, I actually walked from Moorgate, which wasn’t too bad.
One at the station I just got a train direct to the airport at a cost f 14.85 with my Senior Railcard.
A Personal Train
As the picture shows, at seven on a Sunday morning, I got a personal train.
Coming back into Gatwick, I just walked to the station and one of the staff there, said that as I had a Freedom Pass, I just needed to buy a ticket to East Croydon. It was just £3.25.
I came back via Clapham Junction station, where I changed to the Overground to Dalston Junction station.
It was all very easy, but it is probably a bit slower than going to or coming from Stansted. But only by a few minutes.
I did waste some time at Gatwick trying to locate my train and an information board like London Bridge, where all stations are indicated with the next train, time and platform, wouldn’t be a bad idea. One guy told me that it is in hand.
I suppose too, that I could have gone to Victoria and then got a tube, which might have been quicker. But then the Overground is so much easier and if you have a heavy case, it’s all step-free transfers.
So hopefully it’ll all get better.
