A Trip To Aylesbury Vale Parkway Station
Aylesbury Vale Parkway station is one of Chiltern Railway’s termini in Buckinghamshire.
It is on the London to Aylesbury Line with services to Marylebone via Amersham, with a journey time of five minutes over the hour.
Plans also exist for the station to be calling point on the proposed service between Marylebone and Milton Keynes. The plans for the station in Wikipedia say this.
East West Rail plans to extend passenger services northwards to Bletchley and Milton Keynes by 2019 using parts of the former Varsity Line. The platform has been built to accommodate a second track if ever implemented, which would create an island platform. At present trains (currently run only as specials onBank Holidays) between Aylesbury and Quainton Road cannot serve Aylesbury Vale as there is no platform on the through route.
The track between Aylesbury and the new station was upgraded to continuous welded rail with a maximum line speed for DMU passenger trains of 60 mph (97 km/h). It is proposed that when services are extended to the north, trains will run via High Wycombe and not Amersham. Trains currently serving the station will thereafter terminate at Aylesbury.
These are some pictures I took of the station.
It is just a simple affair with a bus stand, car parks and the usual facilities, that appears will be soon surrounded by houses.
Chiltern Railways And Electrification
Before discussing how services will link up and down the London to Aylesbury Line, I will look at Chiltern Railways and electrification.
Under Developments and Announcements in the Wikipedia Entry for the East West Rail Link, this is said.
On 10 January 2013 Network Rail announced its intention to construct the western section between Bedford and Oxford, Aylesbury and Milton Keynes, as part of their five-year strategic business plan (2014–2019). The target date for train services to be operational on this section is December 2017. Electrification of the line between Oxford and Bedford was also included in the budget and target completion date was March 2017.
So electrification of the East West Rail Link is included in the project, even if the dates in the announcement are very much out of date now.
Given the following facts about the Chiltern Main Line, I believe it is likely that at some point, everybody will look seriously at providing electric trains from Marylebone to Birmingham Snow Hill station.
- The line has a close relationship with the East West Rail Link and other electrified or soon-to-be electrified lines.
- Chiltern finds it difficult to acquire more diesel-powered trains to fulfil their ambitions.
- Chiltern would like to run faster, larger, more efficient and greener electric multiple units.
Under Electrification in the Wikipedia entry for Chiltern Railways, this is said.
No section of the line is electrified, but in 2010 the chairman of Chiltern Railways, Adrian Shooter, indicated that electrification is being considered, though not in the immediate future. He added: “We could do some very interesting things with high-acceleration EMUs and possibly some further infrastructure work.
At some time in the next ten years, we’ll probably see electric trains between Marylebone and Birmingham Snow Hill.
But there will not necessarily be full electrification, as I believe IPEMU technology will change the way electrification is carried out.
Consider as well that the Chiltern Main Line is just one hundred and eighty kilometres long and the current maximum range of an IPEMU is being quoted as about sixty miles or just under a hundred kilometres, so with the following electrification.
- Marylebone and for perhaps twenty miles or so to handle local metro services.
- Birmingham Snow Hill, Birmingham Moor Street and the Snow Hill Lines, where there are local metro services.
- Banbury to Leamington Spa and other places, so that freight trains powered by bi-mode Class 88 locomotives, could use the line efficiently.
The Local lines from Marylebone and the Snow Hill Lines would be electrified using the techniques in A Modern Electrified Metro Network Using IPEMU Technology
IPEMUs would be able to run the full length of the line without the need for full electrification in an environmentally-sensitive area, inhabited by touchy people.
Northward To The East West Rail Link And Milton Keynes
Northward from Aylesbury Vale Parkway station, the Wikipedia entry for East West Rail Link, says that the line will be single track and allow 90 mph working. But as my pictures and a quick gander on Google Maps show, there is quite a bit of space available around the current single track. So as the East West Rail Link seems to be being designed as a double-track 100 mph railway, with full electrification, I think there are three possible options between the East West Rail Link and Aylesbury Vale Parkway and Aylesbury stations.
- Double-track 100 mph with electrification.
- Single-track 90 mph with electrification.
- Single-track 90 mph without electrification.
I think the line will be built with some form of electrification, so that electric trains can run from Aylesbury to Milton Keynes.
The line is also used by some freight trains, so double-track might be a good idea.
Aylesbury To London Via Amersham
Returning from Aylesbury today, I was surprised to see that the train ran from Amersham to Harrow-on-the-Hill on the same tracks as the Metropolitan Line. In fact for sixteen of the thirty-nine miles of the line from Marylebone to Aylesbury Vale Parkway, the line has full London Underground electrification.
Amersham to Aylesbury is about fifteen miles, with the distance between the two Aylesbury station being four miles, which means that Harrow-on-the-Hill to Marylebone is just a few miles.
So if an IPEMU could use the London Underground’s rail-based electrification, starting at Milton Keynes the train would easily arrive at Harrow-on-the-Hill with a full battery, that would take the train to Marylebone and back.
I don’t believe that the technical problems of an IPEMU starting at any station between Aylesbury and Milton Keynes and going to Marylebone and back are insurmountable.
Aylesbury To London Via High Wycombe
This uses the single-track Aylesbury to Princes Risborough Line, which is about a dozen miles long, before running to Marylebone along the Chiltern Main Line, which is another forty miles or so.
So some electrification will be needed.
According to Wikipedia, Chiltern have various plans to improve their network.
- The restoration of the quadruple track between South Ruislip (Northolt Junction) and West Ruislip, allowing trains to call at both stations without blocking the line. Triple track currently exists at West Ruislip, with the up platform loop still in situ, and at South Ruislip, with the Down Main through line also in situ. This would involve the reconstruction of the new down platform at West Ruislip, and the reconstruction of the up platform at South Ruislip. This ‘Chiltern Metro’ service was not programmed into the last round of franchising agreements.
- Restoration of fast through lines at Beaconsfield as part of a longer-term aspiration for a 90-minute journey time between London and Birmingham
- Double-track the line from Princes Risborough to Aylesbury.
- 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)
Some would also fit well with adding electrification, so I think that enough electrification can be added to allow an IPEMU to go from Aylesbury to Marylebone.
Oxford To London
Given that there will be electrification between Oxford and Bicester Village stations courtesy of the East West Rail Link, IPEMUs could start at Oxford and reach Princes Risborough, from where they used the same methods as Aylesbury and Birmingham services to get to London.
This article on the BBC, which is entitled Cowley line passenger train service planned for Oxford, says this.
Chiltern Railways has revealed plans for a passenger service to run on the Cowley branch in Oxfordshire.
The line, currently only used for freight, would see two new stations on the route at Oxford Science Park and Oxford Business Park.
So if this service goes to London, it would certainly be another job for an IPEMU.
Watford Junction To Amersham And Aylesbury
The Croxley Rail Link has been designed so it can have a link to Amersham. Wikipedia says this about the link.
A further proposal is to use the existing but seldom-used Metropolitan line chord which allows trains to run from Watford towards Amersham via Rickmansworth. In conjunction with the Croxley Rail Link, this route would allow direct services between Watford Junction and Amersham, thus improving local public transport in Hertfordshire and Buckinghamshire.
These are pictures I took, as the train passed the junction of the branch line to Watford.
It would certainly be a new use for a substantial piece of infrastructure, but would it do much more than link Amersham to Watford Junction.
Chiltern Trains could run an IPEMU from Watford Junction to Aylesbury Vale Parkway calling at all stations, but as passengers could also get to Aylesbury from Milton Keynes, I wonder if it would be well used.
Electrification Of Bath Spa Station
Bath Spa Station could present a unique mix of electrification problems.
- It is a Grade II* Listed Building.
- It is situated in a World Heritage Site.
- The station sits on a viaduct between the River Avon and the City.
- Traditional electrification of the Great Western Main Line Through Bath, would be a challenge to the best engineers.
- Electrification will present aesthetic problems.
This Google Map shows the cramped location.
Bath Spa Station
At least it is close to the bus station, which can’t be said for that many stations.
As with Electrifying The Great Western Through Sydney Gardens, the engineers are thanking Brunel.
Look at this picture of the lines through the station.
Lines Through Bath Spa Station
Engineers must surely be able to use some system to erect the wires on this wide viaduct, that was designed for Brunel’s broad gauge.
- A solution similar to that used in Paddington station could be used in the station.
- Central masts could be erected, with the overhead wires on either side.
No wonder that the Great Western Electrification is running so late, if every station is as difficult as this one.
These are a few pictures of Bath Spa station.
I’ll be looking forward to comparing them with pictures taken in a year or two, after the wires are in place.
Could This Be A Ground-Breaking Idea In Station Design?
This is an aerial view of the winning design proposal for Oxford station, by AHR
AHR’s Proposal For Oxford Station
It looks from the visualisation,that you have a wide covered bridge across the tracks, with a restaurant and other customer facilities on top.
I think it’s simple, but brilliant and if it gets built as designed, it will be an enormous asset to Oxford.
This Google Map shows the current station.
The Current Oxford Station
Note the white building to the north of the station on the East side, which is the Parcels Office, which is going to be turned into new platforms for Chiltern. In the new design, it looks like they are covered with car parks, with green grass roofs.
The simple concept of a wide covered bridge with a restaurant and other passenger facilities on top, has advantages.
- It turns a station into a fully-functional meeting point for the town or city.
- It could give spectacular views of some historic places.
- I suspect, that like Custom House station, it could be built in a nice clean weatherproof factory and put together like Lego.
- I feel, that it could be erected around and over a working railway without interrupting trains or passengers.
The concept would work in various places on the UK and other rail networks.
- Chelmsford – A major station on a cramped site.
- Coventry – Any poor architect couyld create something better than the current complete crap.
- Durham – Spectacular views of the Castle and Cathedral
It would also work on some of those wonderful stations, where the rail lines are squezed along the coast.
I think that AHR’s concept will be copied extensively.
Now Yorkshire Gets An Outbreak Of London Overground Syndrome
The April 2016 Edition of Modern Railways has an article entitled Kirkstall Forge Opening In Mid-April, which talks about the three stations in Leeds; Apperley Bridge, Kirkstall Forge and Low Moor, which are currently being built.
This is said about Apperley Bridge station.
Meanwhile, the report to the Committee stated that passenger use of Appleby Bridge station has increased more quickly than expected.
So there is another outbreak of London Overground Syndrome, where traffic on a new piece of railway is higher than was predicted.
Crossrail In Docklands
This map from carto.metro.free.fr shows the route of Crossrail through Docklands.
Crossrail In Docklands
Cossrail is shown in a blue-purple colour and it goes horizonrally across the map.
The Crossrail stations in the area are as follows from West to East.
Whitechapel
Whitechapel station is off the map to the west.
I have included it, as it will be Crossrail’s Jewel In The East and the most important interchange for the line in East London.
- It links both eastern branches of Crossrail to the Metropolitan and District Lines.
- It provides an interchange to London’s important but sometimes forgotten East London Line.
- An extended Whitechapel station would provide much better access to the East of the City of London.
But perhaps more importantly, Whitechapel is the reversal station for passengers travelling between one Eastern branch of Crossrail and the other.
Canary Wharf
Canary Wharf station is Lord Foster’s architectural set piece for the line, which is probably more about showing off, shopping and leisure, than transport.
I have my worries about this station, in that interchange between Crossrail and the Jubilee Line and the DLR, may turn out to be long walks interspersed with a couple of long escalators.
I also think that many passengers for Canary Wharf will prefer to come to the area on the light and airy Docklands Light Railway, rather than on a deep, dark line with no views. Cinderella always comes out on top, as that’s where she belongs.
But then this station wasn’t designed for the needs of normal passengers.
I think that when Trip Advisor and other sites, start to rate Crossrail that this station will not be liked, except by those who live and work in the area.
Custom House
Custom House station is being built primarily to serve the Excel Exhibition Centre and the surrounding area.
But it will also provide a valuable easy connection to the Docklands Light Railway, which is lacking at Canary Wharf
Silvertown
Silvertown station is not planned, but the site has been safeguarded, so that it can be built when required.
I think it will be built in the next few years.
- It would link Crossrail to the London City Airport.
- It would give London City Airport a direct connection to Heathrow and a one-change connection to Gatwick.
- It would link Crossrail to the Southern branches of the DLR.
- Hopefully connections would be better than at Canary Wharf.
But the building of this station, will be mainly driven by the developments to the south of the Royal Docks.
This is a Google Map of the area, which shows the North and South entrances to the Connaught Tunnel, which takes Crossrail under the Docks.
The Route Of The Connaught Tunnel
This second Google Map, shows the Southern entrance to the Tunnel in detail.
Silvertown Station Site
The proposed Silvertown station would be in this area. As to the precise location, I can’t find any information.
Woolwich
Woolwich station is to the east of Docklands on the South bank of the Thames.
It has been built solely to serve the new housing on the Royal Arsenal site and has very poor connectivity with other rail lines.
This is a Google Map of the area.
Woolwich Stations
Note Woolwich Arsenal station and the co-located DLR connection to the South West of the map.
Woolwich station is somewhere underneath the blocks to the North.
There is certainly a need to create a decent walking route in the area.
Conclusion
Looking at these stations, it strikes me that although connectivity between Crossrail and other lines is there, it is not of the best at some stations.
Scoring them out of ten, I would give scores as follows.
- Whitechapel – 10
- Canary Wharf – 4
- Custom House – 8
- Silvertown – 7
- Woolwich – 3
Obviously, when the line opens, good design may improve matters.
But I do feel that building Silvertown station would make the whole line a lot better.
The Shape Of Stations To Come
Oakwood, Southgate or Arnos Grove it isn’t but this image from Transport for London is the new Nine Elms station on the Northern Line Extension.
Nine Elms Station
But is it so different to Clapham South station?
Clapham South Station
Except that the architecture is from a different era and the over-site development is higher.
We will be seeing a lot more stations like Nine Elms.
Some have already seen that type of development or developments are in progress.
- Angel
- Archway
- Baker Street
- Canary Wharf – Crossrail
- Elephant and Castle
- St. James’s Park
- Wembley Central
There should be more.
I think we’ll see different types of station design. Some with developments and others without.
The Station With Appropriate Towers On Top
These will be interpretations of the Nine Elms or Clapham South principles.
There certainly should be more stations with housing, offices, schools, universities or hospitals on the top.
A property developer told me, that he was developing schemes for housing on or close to stations in London, with little or no car parking. They are popular, sell like hot cakes and are very profitable.
The Station Under A Landscaped Area With Clusters Of Towers Around
This design is emerging and I suspect that the definitive prototype could be built at Old Street station. This is a visualisation from Transport for London.
The Future Old Street Station
I suspect we’ll see similar approaches at Elephant and Castle, Highbury and Islington and other stations on a roundabout, square or park.
I like this approach for various reasons.
- The design improves the passenger experience.
- It is very cycling- and walking-friendly.
- TfL seem to have taxi-ranks in their thinking.
- It gives the opportunity to make the train-bus interface an easy one.
- Cafes and kiosks are easily incorporated.
- As development around the station is spread around, it is probably easier to bring together and finance, than a tower-on-top solution.
- It doesn’t require much modification or demolition of existing buildings.
But there are disadvantages.
- Badly done, it can be a nightmare on a wet or windy day.
- The approach can also have negative effects on other road users.
Although there doesn’t seem to be too many complaints about the half-finished scheme at the Elephant, which will enable the new station, in the media.
My taxi-driver was complaining about Highbury Corner last night, but then that scheme hasn’t even started and the extensive works to replace the bridge and sewers are ongoing.
The Roofed Station
We have a tradition in this country of giving rail stations spectacular roofs.
Surely the latest and one of the best is the new roof over Manchester Victoria station, which I wrote about in Victoria Gets A Posh Umbrella. Here’s one of my pictures.
If you think it was all amazing expensive read this article from the Manchester Evening News entitled Stunning pictures show latest progress of £44m Victoria Station refurbishment.
Good design is often much more affordable than crap design.
Imagine electric trains, trams and possibly electric buses and taxis under an umbrella, with developments all around. Someone will and it will be the most spectacular and passenger-friendly station in the world.
The Innovative Solution
I don’t discount totally innovative solutions like the new Blackfriars station, although that station is more of a spectacular architectural set-piece, than a practical station.
- I’ve had complaints from staff, saying it is a cold and draughty place to work at times.
- Changing between Southbound Thameslink services and the bay platforms is not easy.
- There should be a walking route across the Thames incorporated in the station.
- I’ve never seen a train in the bay platforms.
But to be fair, I think that the Blackfriars station, we see now, is not the one that was envisaged by Thameslink. Original plans called for all Sutton Loop services to terminate at Blackfriars. But this was overturned, by those knowledgeable enthusiasts for good design, the elected members of the House of Commons.
Conclusion
Innovate and go forward, rather than cast the past in stone.
An Hour In Farnworth
You might ask, why I spent an hour in Farnworth.
I wanted to take pictures of the Farnworth station and the tunnels nearby and as there is only one train an hour in both directions, that seem to arrive almost together, it meant I had to wait an hour in the rain.
This Google Map shows the station and the town.
Around Farnworth Station
Note the A666 goes over the top of the tunnels. An omen?
Note the following about the station and the area.
- The station has a sturdy reconstructed bridge at each end, which could surely be used to support the overhead electrification.
- I was surprised that there was no obvious place to put the gantries to support the wires between the bridges.
- There was no ticket machine and I had to buy one from a person, which meant a walk up to the office.
- One train an hour isn’t enough, but hopefully this will change with electrification.
- There are no facilities near the station and I had to walk up the hill to Farnworth to get a cup of tea.
- Two locals were very adamant that no new trains will be added, as all money is spent on Metrolink.
The station very much reminded me of Crouch Hill station on the Gospel Oak to Barking Line.
- Access is from a road at one end.
- They are between bridges.
- How the stations will be electrified is not obvious.
It will be interesting to see how these stations are electrified.
Bolton Station
Bolton station was a surprise, as it is overflowing with lots of Victorian architectural details. Even if trains are a bit sparse.
It is being linked to a new bus station and the whole will be called Bolton Interchange.
This Google Map shows the area around the station and Bolton Interchange.
Bolton Interchange
Note how north of the station, the rail lines split with the Manchester to Preston Line going to the North West and the Ribble Valley Line going to the North.
The bus part of the interchange, is being built between the two rail lines. This is the architect’s visualisation.
Looking at the visualisation, I have a feeling that what is being created and linked to the existing station could be something of which Bolton could be proud.
All it will need is increased train services from Manchester to Blackburn, Blackpool, Clitheroe, Darwen, Preston and Wigan Wallgate.
Some or all will be electric and the others will be run by better or even new diesel trains.
I will be interested to see if Bolton’s profile in the economic scheme of things rises in the next few years.
Dagenham Dock Railway Station
After visiting the Land Of The Giants, my EL2 bus went through the industrial area to Dagenham Dock station.
A few points.
- The area is rather bleak.
- From the station I caught one of the two trains per hour into London.
- Dagenham Dock and the other two stations of Renwick Road and Barking Riverside will need to have a decent bus connection.
It certainly needs substantial improvement.
London’s New Stations
This is a list of the new stations that are being built or are proposed for the London area.
- Battersea Power Station – Being built for Northern Line Extension – Opening by 2020
- Brent Cross Thameslink – Outline planning permission
- Canary Wharf – Being built for Crossrail – Opening in 2018
- Cassiobridge – Being built for Croxley Rail Link – Opening in 2020
- Lea Bridge – Being built – Opening in 2016
- Maiden Lane – Proposed for North London Line
- New Bermondsey – Being built for East London Line
- Nine Elms – Being built for Northern Line Extension – Opening by 2020
- Old Oak Common – Being planned for Crossrail and HS2 – Opening in 2026
- Primrose Hill – Proposed for North London Line
- Silvertown – Proposed for Crossrail
- Watford Vicarage Road – Being built for Croxley Rail Link – Opening in 2020
- West Hampstead Interchange – Proposed
- Woolwich – Being built for Crossrail – Opening in 2018
There are of course other proposals in the dreams of London’s many local authorities.
