The Anonymous Widower

Funding Secured For New Entrance At Stratford Tube Station

The title of this post is the same as that of this article on IanVisits.

The new entrance will give those coming from the Carpenters Estate direct access to Stratford station.

This Google Map shows the South East section of the station.

The main station building has the two station symbols on the top and the Jubilee Line platforms run Southwards from the building.

It would appear that the new entrance will be close to the Southernmost corner of the station building in a staff car park.

Knowing the station well, I suspect it will be a very useful new entrance for both residents and visitors to the Olympic Park.

It will make it easier to avoid the clutches of Eastfield.

The only details on the cost of the scheme is this sentence from Ian’s article.

Newham council has agreed to contribute £1 million to the scheme, which is being funded from its Community Infrastructure Levy.

As it incorporates some extra lifts in the station, the scheme is probably going to be more than a million pound one, but the London Legacy Development Corporation (LLDC) is involved, I suspect that everything is securely funded.

Should There Be Other Small Schemes Like This?

At Shepherd’s Bush station on the Overground, in 2015, a new entrance was built to give better access to Westfield. It is not very busy during the day, but I suspect that workers at Westfield use it more than shopper. Wikipedia says it cost £1.35 million, so I should think that the Stratford scheme wouldn’t cost a great deal more.

I believe there are other places, where extra entrances could be built.

Simple Ungated Entrances

Entrances don’t have to be grand, as I showed in An Ungated Entrance Used To Create Step-Free Access At Crofton Park Station.

These two entrances are just a hole in the station fence, Oyster readers and a bit of tarmac. There must be other places, where these entrances can be installed.

An Entrance At Hackney Central Station Into Graham Road

In It Looks Like The Hackney Downs/Central Link Is Ready To Open, I also talk in detail about adding a Southern entrance to Hackney Central station, that would lead directly into Graham Road. Eith a pedestrian crossing and changes to the bus stops, it would be a very useful step-free entrance for those living between the centres of Hackney and Dalston.

A Second Entrance At Highbury & Islington Station

In Could We Create A Second Entrance To The Overground At Highbury And Islington Station?, I investigated creating a West-facing entrance at Highbury & Islington station, that would improve access for those going to football.

Conclusion

I believe that a lot of stations can be improved, by adding extra entrances in convenient places.

It is probably easier to do in London’s Oyster/contactless card area, as a couple of readers can sort out ticketing.

 

May 18, 2019 Posted by | Transport | , , , , , , | 3 Comments

IKEA’s New Station Opens On The 20th May 2019

Meridian Water station is now in the National Rail on-line timetable.

It appears the first train to Meridian Water leaves Stratford at 06:03 on Monday, May 20th 2019. It will be going to Hertford East station.

I wonder how this will affect visitors at the nearby IKEA.

May 10, 2019 Posted by | Transport | , , | Leave a comment

By Overground To High Speed Two

The North London Line will be my route to High Speed Two when it opens in 2026.

This map from Wikipedia, shows how the lines connect.

I will actually have two Overground stations, that I will be able to use.

Note.

  1. Wikipedia says that both stations should open in 2026, which is the same date as High Speed Two.
  2. Hythe Road station is 700 metres from the High Speed Two station.
  3. Old Oak Common Lane station is 350 metres from the High Speed Two station.

Currently, both lines have a four trains per hour (tph) service.

  • The Class 378 trains are five cars, which can get very busy in the Peak.
  • It would need an additional five trains to increase the frequency to five tph on both routes.
  • Six new five-car Class 710 trains are on order for North and West London Line services.
  • I feel the higher frequency could be in operation by the opening of High Speed Two.
  • Most stations between Stratford and Willesden Junction would appear to be able to accept six-car trains, if selective door opening were to be used.

I think by 2026, there will be a more than adequate service between Stratford and High Speed Two.

  • There will be at least ten tph to Stratford, with services split equally between Hythe Road and Old Oak Common Lane stations.
  • Richmond and Clapham Junction stations will get at least five tph.
  • Step-free access is not currently available at Brondesbury Park, Brondesbury, Finchley Road & Frognal, Kentish Town West and Dalston Kingsland stations.

But what other developments will or might happen?

Highbury & Islington Station

Highbury & Islington station is the thirteenth busiest station in the UK and it is in need of a major upgrade to bring the deep level platforms and their access up to the standard of the four London Overground platforms, which all have lifts.

I also think that the track layout at the station could be modified to allow trains on the East London Line to continue further to the West. This was mentioned, when the Oveground was created, but is seldom talked about these days.

Step-Free Access On The North And West London Lines

These two lines which form a Y-shaped railway that splits at Willesden Junction, will provide these services from High Speed Two to major interchange stations.

The only thing that is needed is to complete step free access at all stations on the North and West London Lines.

The Maximum Frequency Across North London

Five tph on both the North and West London Line would give the following turnback frequencies at the four terminals.

  • Clapham Junction – 5 tph
  • Richmond – 5 tph
  • Stratford – 10 tph

This chart from TfL shows planned improvements on the London Overground

Note that it clearly shows that it is possible to run a six tph service between two single platform stations.

I think it likely that it would be possible to run six tph on both routes, provided that the route and the signalling could handle the increased frequency.

Twelve tph between Stratford and Willesden Junction stations would probably be the maximum frequency.

But would the number of freight trains allow this frequency?

A Reduction In Freight Services

Currently, the North London Line carries a lot of freight trains, going between Barking, Felixstowe and London Gateway in the East to virtually everywhere West of London.

  • Noises from the East West Rail Consortium are hinting that services to and to and from Bristol, Liverpool, Manchester, South Wales, Southampton and the West Midlands might use their new route between Oxford and Cambridge.
  • Could more freight use ports like Liverpool and Teesport in the North of England, which would reduce the traffic through the ports in the South?

Whatever happens, the current succession of diesel-hauled freight trains across London is not environmentally-friendly and it will raise increasing numbers of protests.

I think it is inevitable that the number of freight services will reduce, thus allowing more paths for passenger trains.

Digital Signalling

To handle the increasing traffic on the North and West London Lines, I can see digital signalling being installed. There could even be a degree of Automic Train Control.

Six-Car Trains

Only a few stations can handle six-car trains without selective door opening and even the rebuilt West Hampstead station still has platforms for five-cars.

Selective door opening would allow six-car trains to use the five-car platforms and passengers have in London have shown they can cope with moving forward to get out at certain stations. Especially, as the walk-through design of the train, makes this a lot easier.

A Round-The-Corner Service

I can remember reading in Modern Railways, that one of the reasons for the East and North London Lines running parallel through Canonbury to Highbury & Islington was to possibly enable extension of the East London Line to perhaps Willesden Junction, where there is a handy bay platform.

This has not happened and I doubt we’ll ever see something like a New Cross to Willesden Junction service, as Crossrail will effectively provide a faster frequent service between Whitechapel and Old Oak Common stations.

West London Orbital Railway

The proposed West London Orbital Railway will have two routes.

  • West Hampstead Thameslink and Hounslow
  • Brent Cross Thameslink and Kew Bridge

Both routes will have four tph and have a connection to Crossrail, High Speed Two and the North London Line at Old Oak Common station.

The only possible problem would be the eight extra tph through Acton Central station and level crossing and South Acton station.

But it would become an important feeder route to Crossrail, Heathrow Airport and High Speed Two.

Conclusion

The North and West London Line route between Stratford and Willesden has the ability to handle a lot more traffic than it currently does.

Dgital signalling and six-car trains could add over another fifty per cent capacity to the route.

I very much feel that digital signalling will be absolutely necessary.

 

March 26, 2019 Posted by | Transport | , , , , , , , , | 2 Comments

Using Platform 12 At Stratford Station

Normally, if you take a train between Tottenham Hale and Stratford station, it terminates in Platform 11.

However, on Monday, I ended up in Platform 12.

Note there was no staff or information anywhere to be seen. Passengers were roaming aimlessly looking for the next train to the North.

I was not inconvenienced, as I was going to Marks and Spencer in Eastfield to get some food.

On enquiring at the London Overground Information Desk, it appeared there had been some signal problems, so they had swapped platforms.

March 20, 2019 Posted by | Transport | , , | Leave a comment

Has The Canonbury Cross-Over Become More Difficult?

In The Canonbury Cross-Over, I described how it was possible at Canonbury station to change easily from a Westbound train on the North London Line to a Southbound-train on the East London Line.

Services through Canonbury station on the East London Line in trains per hour (tph) are.

  • Four tph between Highbury & Islington and Crystal Palace stations.
  • Four tph between Highbury & Islington and West Croydon stations.

This means that eight tph call in Platform 2 at Canonbury station.

Services through Canonbury station on the North London Line used to be.

  • Four tph between Richmond and Stratford stations.
  • Two tph between Clapham Junction and Stratford stations.

This means that six tph call in Platform 3 at Canonbury station.

Since the December 2018 Timetable Change, two tph have been added to the Clapham Junction service.

So now both services calling at Platform 2/3 have the same frequency of eight tph.

So Why Does The Canonbury Cross-Over Appear To Be More Difficult?

Today, I was coming from Stratford on a Richmond train and was changing to the East London Line to Dalston Junction station, from where I can get a bus from outside the station to my house.

It takes a bit longer, but I was carrying my weekend shopping and as Dalston Junction station has lifts, if you need them and Dalston Kingsland station doesn’t, A lot of passengers, seem to use the Canonbury Cross-Over, when they are going from Stratford to stations on the East London Line.

As my train arrived at Canonbury station, in Platform 3, a Southbound-train was leaving Platform 2. So I had a wait of seven minutes in the rain for the next train to Dalston Junction station.

Since the Timetable Change, it appears that I am having to wait for several minutes a lot more.

Look at these times from the 6th of February. The time is when a train on the North London Line calls in Platform 3 and the integer is the number of minutes before the train calls on the East London Line in Platform 2.

  • 1150 – 7
  • 1157 – 0
  • 1205 – 7
  • 1212 – 0
  • 1220 – 7
  • 1227 – 0
  • 1235 – 7
  • 1242 – 2
  • 1250 – 7
  • 1257 – 0
  • 1305 – 7
  • 1312 – 0
  • 1320 – 7
  • 1327 – 0
  • 1335 – 7
  • 1342 – 0
  • 1353 – 4
  • 1357 – 0
  • 1405 – 7
  • 1312 – 0

In some cases two Southbound trains call between two Westbound ones.

Quite frankly, it’s crap!

Why?

I am no expert on railway timetabling, but if I look at the timetable, it appears that the two trains often seem to be timetabled to arrive at the same time.

As Southbound trains on the East London Line have only come one stop from Highbury & Islington station, are they more likely to be on time, than North London Line trains that have come all the way from Stratford station.

So like today, do North London Line trains arrive after the East London Line train has departed?

Conclusion

The timetable needs to be improved.

Would it be possible to timetable the East London Line trains a couple of minutes after those on the North London Line?

February 8, 2019 Posted by | Transport | , , , , | Leave a comment

Could London Overground Extend To Hertford East Station?

London Overground’s Future Plans

This table summarises London Overground’s improvements and future plans

Note that in 2019, it is proposed that two extra trains per hour (tph) are added to services between Liverpool Street and Enfield Town stations.

I was also told at the weekend, a strong rumour, that in 2020, London Overground will be taking over the following services.

The first has been mooted for some time, but is supposedly stalled because of differences between Chris Grayling and Sadiq Khan. The second was rather a surprise.

So what will be the result of the Hertford East services being the responsibility of the London Overground?

Greater Anglia’s Services

Greater Anglia‘s current services along the West Anglia Main Line (WAML) are as follows.

  • Two tph between Liverpool Street and Hertford East stations.
  • Two tph between Stratford and Bishops Stortford stations.
  • Two tph between Liverpool Street and Cambridge/ambridge North stations.
  • Four tph between Liverpool Street and Stansted Airport.

In the past Greater Anglia have run Stansted services to and from Stratford and have said they may do so again.

This means that Greater Anglia run ten tph along the WAML between Tottenham Hale and Broxbourne stations.

Compare this with the measly two tph, that run between Edmonton Green and Cheshunt stations using the alternative Southbury Loop. The only other movements on this line appear to be a few empty stock movements and freight trains. But not many!

Judging by some of the empty stock movements, I suspect that Greater Anglia have problems positioning their extra trains before and after the Peak.

Rolling Stock To Hertford East

Currently, Greater Anglia run eight-car Class 317 trains to Hertford East station. These are 160 metres long and seat nearly 600 passengers in two classes.

Their new Class 720 trains come in two sizes.

  • Five cars – 122 metres long, seating 540
  • Ten cars – 243 metres long, seating 1100

Could it be that the five-car trains are too small and the ten-car trains are too long for the platforms on the Hertford East Branch?

These pictures show that the platforms at Hertford East station are just long enough for two four-car Class 317 trains working as an eight-car formation. I doubt that a ten-car Class 720 train will fit these platforms and it appears that lengthening the platforms could be difficult.

On the other hand, London Overground’s four-car Class 710 trains are the same length as Class 317 trains.

So could it be that Greater Anglia would prefer that they didn’t have a service to Hertford East station?

Liverpool Street Or Stratford?

Crossrail will have one big effect on the planning of services on the WAML and the Lea Valley Lines, in that the new line will call at both Liverpool Street and Stratford stations, when it eventually opens.

Connectivity

It will be a two-stop journey between the two stations, which in addition are both well-connected to the Underground.

There is very little difference in connectivity between the two stations.

Capacity

Liverpool Street is getting to be full and given more services will be run along the Great Eastern Main Line, it could do with some capacity enhancement.

Stratford though has only two platforms connected to the WAML.

But there is the little-used High Meads Loop under the Eastfield Shopping Centre, which has been used in the past to turn Stansted Express trains, when they served Stratford.

Loops like this can easily handle at least 12 tph, as they do in Liverpool with the Wirral Line.

The High Meads Loop was well-designed to accept a lot of trains.

  • It is double-track.
  • Both tracks have a platform at Stratford capable of accepting a twelve-car Class 745 or Class 720 train.
  • Both platforms are wide and step-free with lifts.
  • The driver doesn’t have to change ends, when using the loop, so the loop will be efficient.
  • An extra stop could be added at Stratford International station.

It is London’s forgotten terminal station.

Operators Would Get Extra Capacity

The two train operators; London Overground and Greater Anglia would gain extra capacity in London.

Travellers Would Choose

If travellers were able to have a choice of London terminals, I suspect that most would choose the one they liked best, but because of Crossrail, it wouldn’t matter if they ended up at the wrong terminal.

Sorting Out West Anglia Main Line And Lea Valley Lines Local Services

I know there needs to be a bit of a sort-out on the WAML to run four tph between Stratford and Meridian Water stations, but could something more radical be on the cards.

Reasonable objectives based on London Overground’s principles would see the following stopping services.

  • Four tph between Seven Sisters and Cheshunt stations via Edmonton Green station.
  • Four tph between Seven Sisters and Enfield Town stations
  • Four tph between Tottenham Hale and Cheshunt stations via Waltham Cross station
  • Four tph between Cheshunt and Hertford East stations.

At the Northern end of the route, there would be three terminal platforms controlled by London Overground, one at Cheshunt and two at Hertford East.

The Aventra Effect

The high-performance Aventras, used by London Overground and Greater Anglia, are ready for digital signalling and designed around fast station stops.

The trains should be able to stop at all stations and maintain the current timetable on the route.

So the timetable could become more passenger friendly, with everything station getting four tph in both directions!

Broxbourne Station Could Be Key

The key at the Northern end could be Greater Anglia’s Broxburne station.

  • It has four platforms.
  • There would be space for an extra platform and/or a turnback for trains from the South.
  • Overground services to and from Hertford East station will call.
  • It is planned to be the terminal of Crossrail 2.

Services between Liverpool Street and Stratford stations and Bishops Stortford, Cambridge and Stansted Airport generally stop at Broxbourne.

So could we see cross-platform interchanges between London Overground’s local services calling at all stations to London and Greater Anglia’s fast services?

The Hertford East Difficulty!

At present one difficulty, is that the Hertford East Branch can only handle three tph, which it does in the Peak, so running the required four tph might need dualling the single-track section through Ware station.

These pictures show Ware station and the level crossing.

Note.

  1. The platform can accept a twelve-car train.
  2. There would be space to install a second platform.
  3. To the East the single track becomes double after the bridge at the end of the platform and is double all the way to the WAML.
  4. To the West the single track becomes double after the level crossing at the end of the platform and is double all of the way to Hertford East station.

Laying a second track and adding a second platform at Ware station, is probably the ultimate solution, to provide four tph all day between London and Hertford East.

But I also feel that with precision driving, the nimble Aventras will be able to do four tph, with a procedure something like this.

  • The level crossing closes to road traffic.
  • A Westbound train arrives in the station and an Eastbound train stops at a signal at the end of the Eastbound track from Hertford East station.
  • When the Westbound train has unloaded and loaded the passengers, it leaves the station and takes the Westbound track to Hertford East station.
  • When the Westbound train has safely passed the stationary Eastbound train, the points are changed and the Eastbound train moves into the station.
  • The level crossing opens to road traffic.

There would be four level crossing closures per hour, which is the same as now, but they could be slightly longer.

I suspect there is a better absolutely safe operating procedure than my naive example.

Eight Tph At Cheshunt Station

As eight tph will be going South from Cheshunt station; four each via Edmonton Green and Waltham Cross, Broxbourne station could turn any that couldn’t be handled at Cheshunt and Hertford East stations.

So we might see the following Northern terminals, if the four tph can run to Hertford East station.

  • Four tph at Hertford East; two via Edmonton Green and two via Waltham Cross.
  • Two tph at Cheshunt via Edmonton Green
  • Two tph at Broxbourne; via Waltham Cross.

All stations between London and Hertford East will get four tph.

Cheshunt station needs a certain amount of rebuilding to make it step-free and possibly remove the level crossing.

A step-free station is essential.

  • The station is not a sleepy rural halt.
  • Changes between trains from the North to London Overground services mean crossing the footbridge.
  • It would give pedestrians, wheelchair users, buggy pushes and others an easy way across the railway, when the level crossing in closed.

Southbound trains from Cheshunt could be.

  • Two tph from Cheshunt via Edmonton Green
  • Two tph from Hertford East via Edmonton Green
  • Two tph from Broxbourne via Waltham Cross
  • Two tph from Hertford East via Waltham Cross

Northbound trains from Cheshunt could be.

  • Four tph to Hertford East.
  • Two tph to Broxbourne.

Judicious timing of Northbound trains could mean that passengers arriving via Edmonton Green at Cheshunt could change to a Hertford East train by walking across the platform.

There are a lot of possibilities to get the best connectivity at the Northern end.

The Southern End

At the Southern End, there will be the following services.

  • , Tottenham Hale station will receive four tph from Cheshunt.
  • Seven Sisters station will receive four tph from Cheshunt and four tph from Enfield Town.

Both stations will be able to send trains to either Stratford or Liverpool Street.

Seven Sisters Services

Seven Sisters station is easier to sort.

  • Half of each group of trains go in each direction.
  • Four tph go direct to Liverpool Street stopping at all stations en route.
  • Four tph go to Stratford via South Tottenham and Lea Bridge stations.

,Trains to Stratford should turn in the  High Meads Loop under Eastfield.

South Tottenham Interchange

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

Note.

  1. The orange line going across the from left to right is the Gospel Oak to Barking Line
  2. The blue line is the Victoria Line.
  3. The orange line going down the map is the Lea Valley Line, between Liverpool Street in the South and Cheshunt and Enfield Town stations in the North.
  4. The single-track; Seven Sisters Chord, which connects the two Overground lines.
  5. The black line going down the map on the right is the WAML, between Stratford and Lea Bridge stations in the South and Tottenham Hal station in the North.

What is not shown on the map is the massive double-ended Crossrail 2 station, that will link South Tottenham and Seven Sisters stations, which are about five hundred metres apart.

This Google Map shows the area of the two stations.

Note how much green space there is alongside the tracks.

If four tph went via South Tottenham and Lea Bridge stations, this would mean that South Tottenham station has the following services.

  • Four tph to Barking
  • Four tph to Gospel Oak
  • Four tph to Stratford
  • Two tph to Enfield Town
  • Two tph to Broxbourne, Cheshunt or Hertford East.

Timings could be arranged to give a user-friendly interchange at South Tottenham station, which is a step-free station.

Note that it is probably likely, that the Seven Sisters Chord shown in the first map, would need to be improved.

But there is certainly enough space to do it properly!

Tottenham Hale Services

These are trickier, but I believe they could be sorted if the new third track from Meridian Water station was used exclusively for Southbound services going to Stratford.

This would mean that platform usage at Tottenham Hale station would be as follows.

  • Existing Platform 1 – Services to Liverpool Street station.
  • Existing Platform 2 – Services to Cheshunt, Broxbourne, Stansted Airport and Cambridge.
  • New Platform 3 – Services to Stratford station.

Platforms 1 and 3 would be a cross-platform interchange to allow passengers to change terminal.

Splitting Of Stratford And Liverpool Street Services

Stratford and Liverpool Street services would split somewhere North of the new Meridian Water station.

Services to Liverpool Street would include.

  • London Overground – Two tph from Cheshunt, Broxbourne or Hertford East.
  • Greater Anglia – Two tph from Cambridge/Cambridge North
  • Greater Anglia – Four tph from Stansted Airport.

This is much the same as the current timetable, with a change of operator on the Hertford East service.

Services to Stratford would include.

  • London Overground – Two tph from Cheshunt, Broxbourne or Hertford East.
  • Greater Anglia – Two tph from Bishops Stortford.

If all these services stopped at Meridian Water, Northumberland Park, Tottenham Hale and Lea Bridge stations, the STAR service has been implemented.

These Stratford services would be turned in the High Meads Loop.

As there would be four tph coming to Stratford from Seven Sisters station, this would mean that eight tph were being turned in the loop.

I can see two problems with this arrangement.

  • The merging of Northbound trains South of Tottenham Hale station could be tricky.
  • The Cambridge and Stansted expresses use the same route to Liverpool Street as London Overground’s Chingford services, as they do now!

Both problems could be lessened by perhaps running half of the Cambridge and Stansted services to Stratford.

This would mean the following.

  • Five tph that served the WAML would use Liverpool Street station.
  • Seven tph that served the WAML would use Stratford station.
  • Eleven tph would need to be turned in the High Meads Loop.

Trains on the High Mead Loop would be as follows.

  • London Overground – Two tph to Enfield Town
  • London Overground – Two tph to Broxbourne, Cheshunt or Hertford East via Edmonton Green
  • London Overground – Two tph to Broxbourne, Cheshunt or Hertford East via Waltham Cross
  • Greater Anglia – Two tph to Bishops Stortford
  • Greater Anglia – One tph to Cambridge/Cambridge North
  • Greater Anglia – Two tph to Stansted Airport

It could be that the expresses could use one track of the High Meads Loop, with the local services using the other.

I also think, that there is sufficient capacity in the High Meads Loop to terminate all services on the WAML at Stratford.

But would that be a step too far?

Possibly for some passengers, but I suspect it would be liked by train operators.

Services Between Tottenham Hale And Broxbourne

Currently, the following services run between Tottenham Hale and Broxbourne stations on the WAML.

  • Two tph between Liverpool Street and Hertford East stations.
  • Two tph between Stratford and Bishops Stortford stations.
  • Two tph between Liverpool Street and Cambridge/Cambridge North stations.
  • Four tph between Liverpool Street and Stansted Airport.

This gives a total of ten tph in both directions.

If you go to my first scenario of providing four tph to Cheshunt/Broxbourne/Hertford East, this gives the following services between Tottenham Hale and Broxbourne stations.

  • Two tph between Liverpool Street and Hertford East stations.
  • Two tph between Stratford and Bishops Stortford stations.
  • Two tph between Liverpool Street and Cambridge/Cambridge North stations.
  • Four tph between Liverpool Street and Stansted Airport.
  • Two tph between Stratford and Broxbourne stations.

The extra service between Stratford and Broxbourne is to ensure that all stations on the route get four stopping services, of which two tph go to either Liverpool Street or Stratford at the Southern end.

This gives a total of twelve tph in both directions.

By adding just two tph, there is a vastly improved stopping service along the WAML, with all stations getting at least a four tph service.

Could The West Anglia Main Line Handle Twelve Tph?

In 2020, Greater Anglia will be running Class 745 and Class 720 trains on this route.

  • They will both be 100 mph trains.
  • They will have fast station dwell times.
  • They may even have level access between platform and train, which will help speed boarding.
  • They will have a quality Driver Assist System.
  • Electronic in-cab digital signalling is a possibility.
  • The WAML may allow some 100 mph running.
  • Removing the remaining level crossings would surely speed up services.

The Greater Anglia trains will be limited stop and most will only stop at Tottenham Hale, Cheshunt and Broxborne.

London Overground will also be running Class 710 trains, which will be faster than current trains, with very good dwell times.

So I expect that with new trains, some improvement to the infrastructure, the following will be possible.

  • Four tph, which stop at all stations between Tottenham Hale and Broxbourne.
  • Six tph, which are limited stop expresses, only stopping at Tottenham Hale and Broxbourne and a couple of other occasional stations.
  • Time saving for all services.
  • I suspect that the current Stratford to Bishops Stortford service will become limited stop North of Meridian Water station.

It would hopefully be a timetable, that appealed to both passengers and train companies.

Services At Meridian Water

Meridian Water station has been promised four tph to Stratford, that call at Northumberland Park, Tottenham Hale and Lea Bridge stations.

So what services will call at Meridian Water station, in the scenario I have outlined, that follows from four tph between London and Hertford East being transferred from Greater Anglia to London Overground.

It could be something like this.

  • Two tph to Hertford East, calling at all stations.
  • Two tph to Bishops Stortford, calling at selected stations.
  • Two tph to Cheshunt or Broxbourne, calling at all stations.
  • Four tph to Stratford, calling at all stations.
  • Two tph to Liverpool Street, calling at all stations.

It’s certainly better and more comprehensive than promised.

As Meridian Water will be such an important station, could some of the Cambridge and Stansted services call?

Four-Tracking Of The West Anglia Main Line

This project is needed to both increase capacity to Cambridge and Stansted Airport and in the future for Crossrail 2, which will reach as far as Broxbourne station.

But it will be a very disruptive project, not just for rail users, but for road users, when they close several level crossings.

The Underused Southbury Loop

The limited triple-tracking around Tottenham Hale station has been moderately disruptive at weekends and services have run using the Southbury Loop.

The Southbury Loop is underused and I believe that if services were increased permanently on the diversion route, that it would have the beneficial effects on the WAML.

Extra services could be added to the existing double-track route.

Between Cheshunt and Broxbourne

There is one section that could be easier than most to four-track and that is the section between Cheshunt and Broxbourne stations.

This Google Map shows the line North of Cheshunt station.

I have flown my helicopter along this route and just as in the map, the two-tracks sit on a wide site, with space for extra tracks.

I am fairly certain,that four-tracking this section would not be difficult.

South Of Cheshunt 

If the Southbury Loop were to be used to handle some trains, I think the four-tracking could be done in a more relaxed series of small projects over a longer period of time.

There are various problems.

  • Waltham Cross station
  • Enfield Lock station and level crossing.
  • Brimsdown station and level crossing.

But South from Ponders End station should be a lot easier,

  • There are no buildings in the way.
  • There will already be a third-track between Tottenham Hale and Meridian Water stations.
  • Northumberland Park and Meridian Water stations will be fourth-track ready.

I very much feel, that the four-tracking can be done piecemeal without too much disruption to rail pr road traffic.

Other Issues

Over the years, other issues have been raised with the WAML and Crossrail 2.

A Turnback At Enfield Lock Station

I’ve read in a couple of places, that there could be a bay platform at Enfield Lock station, which could turnback trains to the South..

Under the current plans for the STAR service, this will terminate at Meridian Water station and I’ve heard station staff, say it will be a bi-directional shuttle between Tottenham Hale and Meridian Water stations.

The bi-directional shuttle would.

  • Not be using the new infrastructure in a worthwhile manner.
  • Bring more passengers to the overloaded Victoria Line.
  • Not take passengers to the transport hub at Stratford with Crossrail.
  • Not be an efficient use of a train and crew.

I also think, it would struggle for passengers until the building of housing at Meidian Water gets under way.

But supposing, two tracks were built North from Meridian Water to Enfield Lock station, where there would be a bay platform.

  • A fourth track would need to be added alongside the third-track between Lea Bridge and Meridian Water stations.
  • Another platform would be needed at Tottenham Hale station.
  • There is a lot of space on the Eastern side of the WAML, between Meridian Water and Ponders End station.
  • Two extra tracks through Brimsdown station, should be possible with the purhase of some low-grade commercial property.

Note that currently a train from Enfield Lock to Stratford takes twenty-four minutes, if it stops at the little-used Angel Road station.

If a train turned in the High Meads Loop at Stratford, it could be back at Enfield Lock within the hour.

  • Four tph would be possible.
  • This would provide a much needed service for all those who do and will live, work and enjoy themselves allow the Lea Valley.
  • Four trains would be needed for a four tph service.

I can understand, why Enfield Lock station has been talked about as a place for a possible bay platform.

There would also be the possibility of extending to Enfield Lock, without closing the level crossing at the station, if a step-free bridge were to be provided.

The station could become a valuable interchange between Greater Anglia’s Bishop’s Stortford services  and the four tph to Stratford, stopping at all stations.

Eventually, though, the level crossing will be removed and four tracks will be extended Northwards.

Hackney Downs Issues

If as I proposed the following trains run through Seven Sisters station.

  • Two tph between Liverpool Street and Cheshunt/Broxbourne or Hertford East.
  • Two tph between Stratford and Cheshunt/Broxbourne or Hertford East.
  • Two tph between Liverpool Street and Enfield Town.
  • Two tph between Stratford and Enfield Town.

This means that Hackney Downs would have the following services.

  • Two tph between Liverpool Street and Cheshunt/Broxbourne or Hertford East.
  • Two tph between Liverpool Street and Enfield Town.
  • Four tph between Liverpool Street and Chingford.

Would it not be more efficient, if all of these services used the slow tracks into Liverpool Street?

This would give the expresses exclusive use of the fast lines into Liverpool Street.

An Alternative Strategy

Suppose Greater Anglia were to acquire some eight-car trains, then they could carry on as normal.

They wouldn’t actually change the order, but shuffle some of the stock to create eight-car trains.

As the Class 720 trains are cut-and-paste, they can put any number of trailer and motor cars between the two driver cars, a motor car and a pantograph car.

As Greater Anglia could need perhaps ten eight-car trains, this would be

  • Driver cars – 20
  • Pantograph cars – 10
  • Motor cars – 10
  • Intermediate cars – 40

The right number of cars can be found in six ten-car trains and four five-car trains..

Have Greater Anglia purchased a set of ten- and five-car trains, that can also be run as a sub-fleet of eight-car trains?

Conclusion

This post has been speculation on a rumour.

But I now believe that Hertford East services can be run under two different methods.

Transfer To The London Overground

The service could transfer to the London Overground.

  • London Overground have trains suitable for the service and Greater Anglia doen’t!
  • Greater Anglia services may be simpler to operate.
  • Ware station needs to be rebuilt to enable a decent service and Funding the work might be easier for London Overground in partnership with Hertfordshire County Council, than for Greater Anglia.
  • Large numbers of stations in the London Borough of Enfield get a four tph service.
  • By using the Southbury Loop, extra services can be run, without adding to traffic on the West Anglia Main Line.

In a few years time operation of the West Anglia Main Line would be very different.

The Class 710 Trains Can Be Shuffled Into An Eight-Car Sub-Fleet

This is the carry-on as before solution and is possible by just shuffling the required number of trains.

 

 

 

 

 

 

 

 

 

 

December 14, 2018 Posted by | Transport | , , , , , , , , , , , | 3 Comments

Will Trains Run Bi-Directionally On The New Third-Track Through Tottenham Hale?

I ask this question, as a station-man at Tottenham Hale station,  said this is what will happen, when the third track is commissioned and there are four trains per hour (tph) between Stratford and Meridian Water stations.

As there is no passing loop between Lea Bridge and Meridian Water stations, only one train can run on the third track at any one time.

Currently timings on the route are as follows.

  • Lea Bridge to Angel Road – 10 minutes
  • Stratford to Angel Road – 16-18 minutes
  • Angel Road to Stratford – 16-18 minutes
  • Angel Road to Lea Bridge – 9 minutes

If I assume that it takes six minutes to change ends at Meridian Water and that journey times are a minute shorter due to the shorter distance, this means the following.

  • A train would take twenty-three minutes to do a round trip between Lea Bridge and Meridian Water.
  • A train would take thirty-eight minutes to do a round trip between Stratford and Meridian Water.

I am led to the following conclusions.

  • A twenty-three minute round trip from Lea Bridge means that four tph isn’t possible using the third track bi-directionally.
  • Thirty-eight minutes for the round trip from Stratford would probably mean only one extra trip in an hour is possible.

I am very certain that running a four tph service between Stratford and Meridian Water, using the third track in a bi-directional manner would be very difficult, if not impossible.

November 26, 2018 Posted by | Transport | , , , | 2 Comments

Cross-Platform Interchange Between Crossrail And Central Line At Stratford

Crossrail and the Central Line have a cross-platform interchange at Stratford.

 

I turned up today, with trains in both platforms.

There needs to be more interchanges like this between different lines, around the UK.

I can’t think of many.

  • Acton Town – District and Piccadilly Lines
  • Barons Court – District and Piccadilly Lines
  • Euston – Northern and Victoria
  • Finchley Road – Metropolitan and Jubilee Lines
  • Finsbury Park – Victoria and Piccadilly Lines
  • Hammersmith – District and Piccadilly Lines
  • Highbury & Islington – Northern City and Victoria Lines.
  • Mile End – Central and Hammersmith & City Lines
  • Oxford Circus – Victoria and Bakerloo Lines
  • Ravenscourt Park – District and Piccadilly Lines
  • Stockwell – Victoria and Northern Lines
  • Turnham Green – District and Piccadilly Lines
  • Wembley Park – Metropolitan and Jubilee Lines.

I don’t know of one outside the London area.

 

November 26, 2018 Posted by | Transport | , , , | 4 Comments

Is The End Of The Beginning Approaching For The STAR Upgrade?

I changed trains at Tottenham Hale station today and looked at Greater Anglia’s list of closed days, so that work could proceed on the STAR project, which will create a third track between Stratford and Angel Road stations..

It would appear that after the 12th of January, services could include a two trains per hour service between Stratford and Tottenham Hale stations.

There is a disclaimer on the timetable, which says that you should check, but it looks to me, that there’s a chance, that at least the third track will be completed sometime in January.

I shall be watching progress with interest.

November 5, 2018 Posted by | Transport | , , | Leave a comment

Could A Platform Or Platforms Be Added To The High Meads Loop To Improve Connectivity At Stratford?

This Google Map shows Stratford International station..

The main station is obvious, but note the Stratford International DLR station to the North on the other side of Interbational Way.

  • From the DLR station the tracks curve Southwards and cross the High Speed tracks towards St. Pancras.
  • Alongside these tracks is the double-track High Meads Loop.
  • On the Northern side of the DLR station, the loop enters a tunnel to connect the tracks to Lea Bridge and Tottenham Hale stations.
  • At the Southern end, the loop connects to the tracks that go through platforms 11 and 12 of the domestic Stratford station, before joining with the other side of the High Meads Loop at Temple Meads East Junction to go North.
  • Platform 11 would handle trains going clockwise round the loop and Platform 12 those going anti-clockwise.

This map from carto.metro.free.fr shows the track layout in detail.

The loop has been used in the past to turn Stansted Expresses that ran to Stratford, where they called in Platform 12. The signs are still there, as this picture, which was taken at the Eastern end of the Overground plstforms 1 and 2, shows.

The capacity of the loop must be quite large.

  • A similar single-track loop under Liverpool handles as many as fourteen trains per hour (tph).
  • The double-track loop could probably handle upwards of sixteen tph.

The following is also planned, is happening or could happen.

  • Crossrail should open in 2019 giving a direct connection between Stratford and Heathrow via Paddington, the West End and Liverpool Street.
  • Four tph will run between Stratford and Meridian Water stations.
  • A Stansted Express service between Stansted and Stratford could be reintroduced.
  • Liverpool Street is getting increasingly crowded.
  • London Overground might  run services between Stratford and the Lea Valley.

Utilising the capacity of the existing High Meads Loop would probably be an easier option, than expanding Liverpool Street.

I arrived at Stratford International DLR station today and after using the Western entrance, I took these pictures.

The High Meads Loop is not that far from the DLR station and there would appear to be scope to create at least one platform.

This Google Map shows the Western end of the DLR station and the High Meads Loop.

I think there is scope in the area to create a link between the three stations at the Western end of the DLR station, which is the building with the blue roof.

It could also be a better walking route to the Internation station, as you won’t have to fight your way through Eastfields.

Conclusion

I think it will be tricky, but a better interchange will be created.

 

October 29, 2018 Posted by | Transport | , , , | 3 Comments