Marsh Barton Station – A Ride-To-Work Station
According to this article on pbctoday, work has started at the new Marsh Barton station in Exeter.
This first paragraph from the article makes it clear.
Graham has commenced works on the construction of the new £16m Marsh Barton railway station in Exeter.
This Google Map shows the location.
Note.
- The Riviera Line between Paignton and Exeter towards the Western side of the map.
- Clapperbrook Lane running to the South-West corner of the map over the railway.
- The large blue-clad building with the chimney, is the Viridor energy-from-waste plant.
- Marsh Barton itself is a large trading estate to the North-East of the railway.
The station will be built where Clapperbrook Lane crosses the railway,
This document of the Devon County Council (DCC) web site gives more details about the station.
This image from the DCC document shows how the completed station will look.
These are my thoughts.
Crossing The Tracks
A cycle and foot bridge will be built parallel to the current Clapperbrook Lane East Bridge over the railway.
The DCC document says this about the bridge.
The key changes from the previous proposal relates to the ramps and access
between the two platforms. The previous design included ramps running parallel to
the railway, with long ramps and imposing structures due to Network Rail
requirements for their asset. The redesign now includes the ramps and a new bridge
constructed parallel to Clapperbrook Lane. This will instead be a Devon County
Council-owned asset and allows Devon County Council standards to be applied for
their pedestrian bridges. This is more in line with preferences expressed by disability
groups who supported shorter length but slightly steeper gradient with resting
platforms.
It looks to me that the final design will be much more aesthetically-pleasing than some of the structure Network Rail have erected lately.
These pictures show Network Rail’s traditional approach at Horden station.
I feel the Devonian approach could be better, when I see it.
From the Google Map 3D image of the station, it looks like the bridge could be already under construction, so I don’t think, I’ll have long to wait.
The Platforms
The DCC document says that there will be two 124 metre long platforms, which will take six-car local trains.
- 3 x 2-car Class 150 trains will be 120.2 metres long
- 3 x 2-car Class 156 trains will be 138.2 metres long
- 2 x 3-car Class 165 trains will be 137.1 metres long
- 1 x 5-car Class 800 train is 130 metres long
It strikes me that although 124 metres can accommodate a formation of three Class 150 trains, it might be too short in the future.
Especially, as trains likely to be available in battery-electric versions, which will surely be used to decarbonise the Riviera Line in the future, all have cars of 23 metres or longer.
Both platforms appear to have just a single waiting shelter.
Cycle Parking
There are twenty parking spaces for cycles on each side of the line.
The DCC document says this about local housing and cycling.
The station will be within reasonable cycling distance of the 2,500 dwelling South
West Exeter strategic allocation and Alphington village and so forms an important
part of mitigating traffic impacts on routes on the western side of the city.
Is there enough provision for the secure storage of cycles?
Disabled Parking
There are just three parking spaces for disabled passengers.
Car Parking
There are no generally-available car parking spaces.
The DCC document says this about car parking.
The scheme will also support aims for low-car development aspirations as part of the
emerging Liveable Exeter housing plans, which includes proposals for strategic
levels of housing in the Marsh Barton area, all within easy walking distance of the
station.
But will the station persuade local residents to forgo driving into Exeter and use the train?
Who Will Use The Station?
The DCC document talks of Marsh Barton station being a destination station for those who work in the area.
It also says this about leisure use.
In addition, the existing Clapperbrook Lane adjacent to the station provides an important link into the Riverside Valley multi-use trail network for leisure trips as well as commuter journeys to RD&E and County Hall, within a short walk/cycle distance of the station. Being located adjacent to a high quality, attractive cycle network offers huge potential to improve integration between rail and cycling.
Currently the lane is very popular with over 400 cyclists per day recorded crossing the rail bridge; however, it is narrow with poor visibility and although lightly trafficked is not suitable for all young families, people with disabilities or people less confident on bicycles.
I have a feeling that the station will need some extra facilities to attract more passengers. Ideas like a drop-off and pick-up facility, a warm place to wait and perhaps a local shuttle bus come to mind.
But as I said in the title it is very much a Ride-To-Work station.
Conclusion
The station has an interesting feature in the bridge over the railway, which gives full step-free access.
But I do feel that some of the details of the station will need some extra thought.
From other pages on the web, it appears the station is being constructed under a Design and Build contract with experienced station builder; Graham Construction. So hopefully, the details will be properly sorted.
The proof of the quality of the design will be in the usage figures.
Headbolt Lane Station Fly-Through
I had to show this Merseytravel YouTube video, as I feel the new Headbolt Lane station uses some interesting ideas.
This Google Map shows Headbolt Lane and the railway.
Note.
- The footbridge over the railway. I took the pictures from and around this bridge in Merseyrail To Skelmersdale – Headbolt Lane Station.
- The footbridge can’t be seen in the YouTube video.
Liverpool is to the West and Wigan is to the East.
These are my thoughts.
Is The Station North Or South Of The Railway?
As it is called Headbolt Lane, the station must have good access from that road, otherwise travellers will get rather confused.
So until proven otherwise, I will assume that the station must be to the North of the railway.
Which Way Is Liverpool In the Video?
If the station is North of the railway, then in the first part of the video, the visualisation approaches the station from the North and Liverpool is to the right and Wigan is to the left.
If that is right, then the yellow bus always points towards Liverpool.
How Many Platforms?
Wikipedia says that Headbolt Lane station will have three platforms.
From the video there will be two platforms for trains to and from Liverpool, although the current layout at Kirkby station makes do with just one platform.
There would also appear to be a single platform for trains to and from Wigan, Bolton and Manchester.
But there is a second Eastern track shown in the video, which possibly indicates provision has been made for a second platform for services in that direction.
Wot No Bridge?
It would appear that there is no bridge over or subway under the railway.
But it does appear that the platform layout shown allows passengers to walk between the ends of the tracks on the level to the platform or platforms on the side of the station away from the station building.
Will There Be A Second Entrance To The Station On The Other Side Of The Tracks?
The layout would allow this and it could be useful for those passengers living or working on that side of the railway.
Is The Platform Layout Unique?
I have travelled widely looked at railway stations all over the world.
But I can’t remember seeing a layout like this.
The layout does have advantages.
- An expensive bridge with lifts will not be needed.
- There is nothing mechanical or electrical to go wrong.
- Extra platforms can be added if required.
- It can also be used as a simple step-free way to cross the railway.
I suspect that the layout could be used in other places.
Train Frequencies To Liverpool
The current service between Kirkby station and Liverpool is four trains per hour (tph), which is handled on a single platform.
One platform at Headbolt Lane would surely be sufficient, but a second platform must surely allow extra services and provide more resilience in case of train failure.
Train Frequencies To Wigan, Bolton And Manchester
The current service between Kirkby station and Manchester is one tph, which is handled on a single platform.
One platform at Headbolt Lane would surely be sufficient and could easily handle two tph.
Are two platforms provided for Liverpool services, so that extra services could be run in the Peak or to provide more resilience, should a train fail in the station.
A Service To Skelmersdale
Consider.
- Skelmersdale is about five miles North of the line between Headbolt Lane and Wigan.
- One of Merseyrail’s current Class 507 trains covers the 5.5 miles between Kirkby and Sandhills station in twelve minutes.
- The proposed layout of Headbolt Lane station does not allow direct services between Liverpool and Skelmersdale.
These distances and timing would mean the following.
- A single shuttle train between Headbolt Lane and Skelmersdale could run a two tph service.
- A pair of shuttle trains between Headbolt Lane and Skelmersdale could run a four tph service.
Passengers would need to change trains at Headbolt Lane station.
This may seem less passenger-friendly than a direct service, but it could be the most affordable option.
And it could always be improved with modifications at Headbolt Lane station.
Is There A Role For Battery-Electric Trains?
Consider.
- For Health and Safety reasons, it is very unlikely that any new third-rail track will be laid in the UK.
- The distance between the current Kirkby station and the new Headbolt Lane station is about 1.5 miles.
- The distance between Headbolt Lane and Skelmersdale stations is less than eight miles.
- I suspect Headbolt Lane and Skelmersdale stations would both have good power supplies.
- Merseyrail’s new Class 777 trains have a battery capability.
Would this allow the following?
- Liverpool and Headbolt Lane services to use battery power between Kirkby and Headbolt Lane station. All charging would be done between Liverpool and Kirkby.
- The shuttle train between Headbolt Lane and Skelmersdale would work on battery power, with batteries charged at both ends of the route.
There is also the possibility, that the Headbolt Lane and Manchester Victoria service could be run using battery-electric Class 331 trains.
- Headbolt Lane and Manchester Victoria will be a 28.5 mile service with a couple of miles of electrification at the Manchester end.
- I estimate that the battery-electric Class 331 trains will have sufficient range to handle this route with charging at Headbolt Lane station.
- Currently, trains from Manchester Victoria take over ten minutes to turnround at Kirkby station.
- Provision for a charger could be built into Headbolt Lane station.
It would be a simple way to electrify the Kirkby and Manchester Victoria service.
In addition, battery-electric Class 331 trains are likely to have longer battery range than the Class 777 trains.
So might it be better if the Headbolt Lane and Skelmersdale shuttle was worked by battery-electric Class 331 trains.
If the two East-facing platforms at Headbolt Lane station were to be fitted with charging facilities, this would give an increased level of reliability.
Could Northern’s Manchester Victoria Service Terminate At Skelmersdale?
If both services were to be run by Northern’s battery-electric Class 331 trains, this could be a possibility.
- A reverse would be needed at Headbolt Lane station.
- I estimate that 2tph on the route would fit together well.
- Trains would be charged at Skelmersdale station.
- Chargers might not be needed at Headbolt Lane station.
In addition, a two tph service would fit in well with four or six tph to Liverpool.
Conclusion
It’s almost as if Headbolt Lane station could consist of three elements.
- The station facilities, bus interchange and car parking.
- A two-platform station for Merseyrail services to Liverpool
- A two-platform station with charging facilities for Northern services to Blackburn, Bolton, Manchester Victoria, Skelmersdale and Wigan.
All services from Headbolt Lane station will be run by battery-electric reains.
Costs have been saved by the following.
- Not having a bridge over the tracks.
- Maintaining the separation between Northern and Merseyrail services.
- Not electrifying between Kirkby and Headbolt Lane stations.
- Not electrifying the Skelmersdale Branch.
The whole station appears to have been designed on a single level.
£3m Hackney Overground Station Upgrade To Begin In June
The title of this post, is the same as that of this article on the Hackney Gazette.
Selfishly, this is the improvement, that I’m waiting for.
I live to the West of Dalston Junction station on the 38 bus route. The second entrance will make getting to and from Stratford and the various attractions there much easier.
Perry Barr Station – 7th May 2021
Birmingham will be hosting the 2022 Commonwealth Games.
Perry Barr station is to be rebuilt for the games.
This page on the West Midlands Railway web site explains what will happen.
This is the first two paragraphs.
From Monday 10 May 2021, Perry Barr Railway Station will be closed for a large refurbishment project. This means trains will not call at the station during this time, and passengers will not be able to get on or off trains from this station.
The closure is part of a large regeneration plan for the area, being built on the existing site. The current station will be demolished to make way for a new, modern and more accessible station for Perry Barr, scheduled to reopen in May 2022.
I took these pictures on a visit.
Note.
- The station certainly needs a lot of improvement.
- The stairs are steep.
- The information displays are total crap.
- There are ramps.
- Crossing the main road outside the station is difficult.
This article on the Construction Enquirer indicates the following.
- There will be a bus and train interchange for the Athletes Village.
- Pictures in the article clearly show lift towers.
It will be a great improvement.
A Tasteful Lift Installation In A Listed Tube Station
These pictures show Cockfosters station a couple of years ago and recently.
Note.
- There are two similar entrances on either side of the busy Cockfosters Road.
- Both have wide staircases down to the platform level.
- There is a subway between the two entrances.
- There is also a level light-controlled crossing across Cockfosters Road for those who need to cross the road.
- The station was designed by Charles Holden.
- The station opened in 1933.
The station is a Grade II Listed Building, which could have made designing a lift system tricky.
This Google Map shows the station layout.
Note.
- Cockfosters Road at the West of the map.
- The white roofs of the buses, indicate, that there is a small bus station at the Western entrance to the station.
- The London Transport roundel indicates the Eastern entrance to the station.
- There are two trains in the four platforms of the station.
- There is a large level car park.
- Transport for London have a small office block in the car park.
- The London Orbital Path and a hidden path to Trent Park can be accessed from the entrance to the station car park.
It is a well-equipped terminal station.
Transport for London could have opted for a double lift installation with one lift on either side of the road.
But they have opted for a single lift at the Eastern side of the station.
I took these pictures of the new lift.
Note.
- The first picture shows the lift in the corner of the station ticket hall and lobby.
- From the lift to the trains is a level walk or push.
- The second picture shows the surface installation in the car park.
- The lift is positioned by the two walking routes and conveniently for anybody being dropped off or picked up by car.
- The light-controlled crossing is perhaps fifty metres away to give access to both sides of Cockfosters Road.
- The third picture shows a close-up of the lift.
- The fourth picture shows a seat, for those who need to wait.
It is a very simple and well-thought out installation.
Increase In Hate Crime Against Disabled Rail Users
The title of this post, is the same as that of this article on Rail Technology Magazine.
This is the introductory paragraph.
New figures published by the Department for Transport have shown that hate crimes toward disabled people traveling on the rail network have risen by 24% in the last three years.
I don’t think the abuse has just been on trains either.
I rarely see any friction over the use of the wheelchair bay on buses in London, but my feeling is that I see it more often than I used too!
- Perhaps six months ago, a mother was not very pleased at having to get off the bus so that a disabled guy in a wheelchair could use the space.
- Some people think possession of the space is all important.
- I’ve also heard arguments over who takes precedent.
I wonder, if it is worse in other parts of the UK, where wheelchair access to buses is not as easy,as in London and there are fewer buses.
Are Some Passengers Annoyed At Being Delayed?
I’ve certainly seen moderate annoyance on buses and trains, when there is a delay caused by a disabled passenger getting on or off a bus or train, with sometimes some very offensive words being said.
So What Should Be Done About It?
Obviously, we need to do all the usual personal things to make sure that things run smoothly and serious abusers should be prosecuted.
But I also think, that we should aim for the following.
Every train must have a level platform and train interface.
The picture was taken from literature about the South Wales Metro and shows a visualisation of one of the Flirts, that will run on the routes in South Wales.
We should ban the ordering of trains, that don’t meet this criteria.
All routes between street and platform should be step-free.
It would be an expensive program, but there would be a lot who’d benefit.
- People in wheelchairs
- Babies and toddlers in buggies and their pushers.
- People dragging large cases.
- Cyclists with bicycles
- Older people with mobility issues.
There will be collateral benefits.
- Trains would be speeded up, as they would not have to wait so long in stations.
- More people will use the trains and not just the disabled.
- If the program were properly managed, it could create work for local construction firms all over the UK.
It might even encourage inward and stay-at-home tourism from those with mobility issues.
The New Lift To The Northern Line At Moorgate Station
Look at this image, I’ve clipped from this large visualisation of the massive Liverpool Street-Moorgate Crossrail Station.
The image shows the Northern City Line coming into Moorgate station.
Note.
- The Northern City Line is shown in purple.
- The double escalator going down to between the two terminal platforms of the Northern City Line.
- The Northern Line is shown in black and the two platforms are underneath the Northern City Line.
- The Northern Line tunnels cross over the top of the Crossrail running tunnels.
- Note the other escalator going down to the left of the Northern City Line escalators, that is connected to the Northern Line by two passages and stairs.
- There are also two single escalators connecting the Northern Line to the Northern City Line above. I regularly use the up escalator, when I arrive in Moorgate station on the Northern Line, as it is quicker and there are no steps. I described this exit in Up From The Depths At Moorgate Station.
- There is also a new passage shown in the visualisation, which appears to link the main Crossrail station with the Northern Line platforms or the area underneath them.
Whilst going through the station today, I found this lift.
It appears to be squeezed in between the two escalators linking the Northern and Northern City Lines.
Note
- Does it serve the Northern City and Northern Lines and the passage to Crossrail?
- The sign says Moorgate. Does this mean that the lift goes to the surface? But it would come probably up to the surface in Boots. So I suspect it leads to the passage, which means you go to Moorgate that way.
- The lift looks finished.
- The lights are on.
It certainly looks Crossrail-ready.
If you look at the visualisation in detail by clicking on it, it looks like,there could be two new short escalators and a lift going down from the Northern Line platforms to the passage underneath.
It looks to me, that if you arrive in the passage underneath the Northern Line from the main Crossrail part of the station, that you can do one of the following.
- Take one escalator to the Northern Line.
- Take two escalators to the Northern and City Line.
- Take three escalators to the surface.
In addition you can do the following.
- If you’re on the Northern and City Line platforms, you can take two escalators down to take the passage to access Crossrail.
- If you’re on the Northern Line platforms, you can take pne escalator down to take the passage to access Crossrail.
- Use the lift to go up or down as required.
If I’m not right what is shown in green?
I can see this technique used to squeeze escalators and a lift between the platforms on some stations with less space than a 1960s Mini.
Belgrove House – A New Entrance For King’s Cross Tube Station
The title of this post, is the same as that as this article on Ian Visits, with the addition of Belgrove House,
This is the introductory paragraph.
An isolated box entrance to King’s Cross tube station is to be demolished and replaced with a new step-free entrance as part of a building development.
I went and took these pictures today, as I needed a few bits of shopping, which I bought in the area.
Note.
- The busy Euston Road which is a major route into and out of London in front of the two stations.
- The two station boxes on the South side of Euston Road, making the pavements difficult places to walk at times.
- The subway is step-free to all the Underground lines at Kings Cross and to both National Rail stations on the North side of Euston Road.
The block with the access self-store and the entrance to the station in front, will be replaced by a substantial new building, with step-free entrance to the existing subway.
This web page is entitled Welcome to the Consultation Website for Belgrove House and Acorn House.
It more of less does what it says and has this statement on the page.
This site presents our aspirations for an exciting new project for Camden; a life science Discovery Hub and UK HQ as a centre of excellence for MSD UK at Belgrove House along with affordable housing at Acorn House. It involves two interlinked sites within the King’s Cross ward of the London Borough of Camden – Belgrove House is located on Euston Road and fronts onto the King’s Cross Square and Acorn House is located a four minute walk away on Gray’s Inn Road.
We have now updated our website to include virtual exhibition boards where you can view the proposals for both sites in detail, see the consultation that has been undertaken to date and review the feedback that we have received so far. This is also an opportunity for you to give us your feedback on the plans ahead of a planning application being submitted to Camden Council at the end of August 2020.
The virtual exhibition boards can be viewed here.
The web page also features this visualisation of the building.
I have read most of the virtual exhibition boards and I wish that more consultation websites would be only half as good as this one.
These are a few points from the exhibition boards.
Cafe
There will be a publicly available cafe on the ground floor.
Many times in my life, I’ve arrived early and there is nowhere suitable to wait.
Carbon-Efficient Building
This is obvious from the proposal and raises its green head everywhere in the proposal.
Heating
It will be an all-electric building, with no combustion on site.
There will be air-source heat pumps and heat recovery.
Innovative Biophilic Façade
Wikipedia says this about biophilic design.
Biophilic design is a concept used within the building industry to increase occupant connectivity to the natural environment through the use of direct nature, indirect nature, and space and place conditions. Used at both the building and city-scale, it is argued that this idea has health, environmental, and economic benefits for building occupants and urban environments, with few drawbacks. Although its name was coined in recent history, indicators of biophilic design have been seen in architecture from as far back as the Hanging Gardens of Babylon.
This sounds to me, like the sort of post-Covid working environment we need to tempt people back into offices.
Parking
This is said about cycle and car parking.
We are proposing over 350 cycling parking spaces as part of our proposals for Belgrove House. These will be accessed via its own entrance located on Belgrove Street. We are also not proposing any car parking spaces as the area benefits from excellent transport connections.
I can’t see many disagreeing with that.
Recycled Building
I particularly liked this paragraph.
In line with the low-carbon strategy, the team intends to recycle and reuse existing building materials on the site where possible, such as bricks where these are salvageable. The re-use of these materials will reduce the embodied carbon of the new building.
Some of the buildings, I’ve commissioned have made extensive use of recycled bricks. And very fine, they’ve looked too!
Service Vehicles
This is said about servicing the offices and the retail units.
All servicing and deliveries for the Belgrove House offices/lab space will take place via the ground floor loading bay, with any vehicles entering the site from Crestfield Street and exiting onto Crestfield Street. The retail element of the development will be serviced from Crestfield Street in the same way as the existing McDonalds unit.
Sounds fair to me.
The more I read about this building the more I like it.
MSD
The main tennant will be MSD.
This is said about the company and its involvement in Belgrove House.
The proposals for Belgrove House have been designed to meet the needs of Knowledge Quarter occupiers such as MSD, a multinational life sciences company that discovers, develops and provides innovative medicines and vaccines to make a difference to people’s lives.
MSD has been looking for a suitable site for some time and identified King’s Cross as the ideal location for their Discovery Hub and UK HQ as a centre of excellence for the life science community.
They have form with this type of development and have a similar Discovery Hub in San Francisco.
Connection To Kings Cross Station
The current station boxes on the South side of Euston Road will be replaced by a step-free entrance inside Belgrove House, that will connect to the existing subway under Euston Road.
It is a difficult area to walk through and the pavements will be widened.
This Google Map shows the location of Belgrove House and the two stations of Kings Cross and St. Pancras.
Note.
- Kings Cross station is at the top of the map.
- St. Pancras station is in the North-West corner of the map.
- Argyle Square Gardens is the green space in the South East corner of the map.
Belgrove House will replace the Access self-storage with the squares on the roof, that lies between Argyle Square and Euston Road.
Conclusion
If the development is as good as the proposal and lives up to the aims of the developers and MSD, it will be a building of which London will be proud.
How long will it take for some wag in a tabloid to call it The Hanging Gardens Of Kings Cross?
Digging The Central Entrance To Old Street Station – 27th February 2021
This map from Transport for London shows the future layout of Old Street Roundabout.
Note the new entrance to the station in the middle of the roundabout.
The contractors are now digging a big hole for the central entrance, with a digger in an unusual turquoise colour.
Note.
- The central and the two other entrances will be steps.
- There will also be a lift, close to the Shoreditch Grind, in the North-West area.
- There will also be a service lift for the shops in the station.
- Particular attention has been given to the use of natural light.
- The central entrance features a green roof.
Some won’t like the design, but I think, its simplicity like some of London’s 1930s Underground stations will endear it to the majority of passengers.
Cowper Street Entrance To Old Street Station – 21st February 2021
These pictures show the start of the works to create the new Cowper Street entrance to Old Street station.
Note the large frame, which had been delivered the previous day.
This map from Transport for London shows the future layout.
The Cowper Street entrance will be in the South-East corner of the roundabout. The map says it will have stepped-access only.
This TfL image is a visualisation of the entrance.
I wonder if it should be step-free with a lift, as walking across to the lift in the centre, could be some way in bad weather.
The Anonymous Widower 
