The Anonymous Widower

Network Rail Consults On Reigate Turnback Platform Plans

The title of this post, is the same as that of an article in Rail Magazine.

This is the introductory paragraph.

Network Rail is consulting with the public over plans to build a 12-car turnback platform at Reigate.

The third paragraph says this.

NR says “Reigate is hampered by platforms that are four-car in length. This means that Southern trains must split/join at Redhill, adding time to journeys and limiting capacity”

Other points are also made.

  • Thameslink’s Class 700 trains which are fixed formations of eight or twelve cars can’t call at Reigate station.
  • Power is poor at Reigate limiting the length of trains.
  • Passengers from Reigate to London Bridge and beyond need to change at Redhill or East Croydon.

This Google Map shows the station.

The new bay platform, which will be numbered 3, will go on the South side of the tracks at the East end of the station, where the car-park currently is situated.

Future Services At Reigate Station

In the Wikipedia entry for Reigate station, under Future, this is said.

In 2020, Network Rail announced that they are planning to upgrade Reigate station, which includes constructing a new 12-carriage bay platform (number 3) on the south side of the station, and extending the existing platform 2 to also accommodate 12-car trains. Currently the track layout just east of the station forces Southern to turn its trains around on platform 2, and since this platform is not long enough to accommodate 8-car sets, Southern services to and from Reigate are limited to 4 carriages in length. The upgrade would enable longer trains to serve the station, and the new bay platform would allow trains to/from London to terminate there instead of occupying the through westbound track, thus improving reliability on the whole line. 

Once the upgrade is delivered, there are further proposals to introduce Thameslink services running to London Bridge, London St Pancras and beyond to destinations north of London, replacing the current Southern services to London Victoria.

In some ways, this work at Reigate is all part of a larger series of projects, that are aiming to improve reliability and create more capacity on the Brighton Main Line.

The Brighton Main Line Improvement Project

This £300 million project is described on this page on the Network Rail web site.

The improvement project focussed on the southern end of the Brighton Main Line between Three Bridges and Brighton / Lewes. Major engineering work was planned for the Victorian-era tunnels at Balcombe, Clayton, Haywards Heath and Patcham and the railway which runs through them.

We stemmed leaks into the tunnels and improved drainage, while the third rail power supply and signalling were replaced or upgraded.

Elsewhere on the closed section, we replaced the track and sets of points, which enable trains to switch between tracks.

The project is now complete and won an award at the Railway Innovation Awards 2019.

Upgrading Gatwick Airport StationThis £150 million project is described on this page on the Network Rail web site.The size of Gatwick Airport station will be doubled to improve the journey between train and plane.Benefits will include.

  • Improved Accessibility
  • A better journey experience
  • Improved train performance

Works will include.

  • Doubling the size of the station concourse.
  • Eight new lifts, five new escalators and four new stairways.
  • Widened platforms 5 and 6.
  • Upgraded connections to the terminal.

The works will start in May 2020 and finish in 2023.

Access for All At Crawley Station

This £3.9 million project is described on this page of the Network Rail web site.

Crawley station is being upgraded to full step-free access, which should be complete in Autumn 2020.

It looks like a second bridge is being installed over the tracks.

I do wonder, if Crawley station is being upgraded, so that it can be used as a back-up access to Gatwick Airport, if some of the construction work at Gatwick Airport station means that the station will be closed.

The dates certainly fit and the station has two trains per hour (tph) to both London Bridge and Victoria stations.

Unblocking The Croydon Bottleneck

This £300 million project is described on this page of the Network Rail web site.

This is the introductory paragraph.

We are proposing an upgrade to the Brighton Main Line, to provide more reliable, more frequent and faster services for the 300,000 passengers who rely on it each weekday, and to provide the capacity needed for future growth.

There is also what looks to be a fairly frank video.

Platform 0 At Redhill Station

Redhill station gained a new Platform 0 a couple of years ago.

This long platform must help the operation of the station.

Thoughts On The Reigate Scheme

These are my thoughts on the building of two twelve-car platforms at Reigate station.

Thameslink To Reigate

This document on the Network Rail web site is entitled Connecting Reigate To Thameslink.

Currently, train services to the Reigate/Gatwick Airport/Crawley area are as follows.

  • Southern – Two tph – London Victoria and Reigate via East Croydon, Purley, Coulsdon South, Merstham and Redhill.
  • Southern – Two tph – London Victoria and Southampton/Portsmouth via East Croydon, Gatwick Airport, Three Bridges, Crawley and Horsham
  • Thameslink – Two tph – Peterborough and Horsham via East Croydon, Purley, Coulsdon South, Merstham, Redhill, Horley, Gatwick Airport, Three Bridges and Crawley
  • Thameslink – Two tph – Bedford and Gatwick Airport via East Croydon, Purley, Coulsdon South, Merstham, Redhill, Earlswood, Salfords and Horley.
  • Thameslink – Two tph – Cambridge and Brighton via East Croydon and Gatwick Airport
  • Thameslink – Two tph – Bedford and Brighton via East Croydon and Gatwick Airport
  • Gatwick Express – Two tph – London Victoria and Brighton via Gatwick Airport
  • Gatwick Express – Two tph – London Victoria and Gatwick Airport
  • Great Western Railway – One tph – Reading and Gatwick Airport via Reigate and Redhill

Stations around Gatwick will get the following services from London

  • Coulsdon South – Six tph
  • Crawley – Four tph
  • Earlswood – Two tph
  • Gatwick Airport – Sixteen tph
  • Horley – Four tph
  • Merstham – Six tph
  • Redhill – Six tph
  • Reigate – Two tph
  • Salfords – Two tph

I can see good reasons for terminating the Bedford and Gatwick Airport service at Reigate.

  • Gatwick Airport has sixteen tph to Central London.
  • During the rebuilding of Gatwick, it might be a good idea not to have trains terminating at Gatwick.
  • Reigate is under seven miles from Gatwick Airport and a coach service would take under twelve minutes.

This would mean that, train services to the Reigate/Gatwick Airport/Crawley area are as follows.

  • Southern – Two tph – London Victoria and Southampton/Portsmouth via East Croydon, Coulsdon South, Merstham, Redhill, Earlswood, Salfords, Horley, Gatwick Airport, Three Bridges, Crawley and Horsham
  • Thameslink – Two tph – Peterborough and Horsham via East Croydon, Purley, Coulsdon South, Merstham, Redhill, Horley, Gatwick Airport, Three Bridges and Crawley
  • Thameslink – Two tph – Bedford and Reigate via East Croydon and Redhill
  • Thameslink – Two tph – Cambridge and Brighton via East Croydon and Gatwick Airport
  • Thameslink – Two tph – Bedford and Brighton via East Croydon and Gatwick Airport
  • Gatwick Express – Two tph – London Victoria and Brighton via Gatwick Airport
  • Gatwick Express – Two tph – London Victoria and Gatwick Airport
  • Great Western Railway – One tph – Reading and Gatwick Airport via Reigate and Redhill

Stations around Gatwick will get the following services from London

  • Coulsdon South – Four tph
  • Crawley – Four tph
  • Earlswood – Two tph
  • Gatwick Airport – Fourteen tph
  • Horley – Four tph
  • Merstham – Four tph
  • Redhill – Six tph
  • Reigate – Two tph
  • Salfords – Two tph

Note.

  1. I have adjusted calling patterns to what is shown in the document called Connecting Reigate to Thameslink.
  2. Southern and Gatwick Express services will go to Victoria
  3. Thameslink services will go via London Bridge and St. Pancras.
  4. Passengers will be able to change at Redhill or East Croydon to swap their London terminal between Victoria and London Bridge/St. Pancras.

Obviously, Network Rail must have their own and better plans to run the services.

Will Platform 3 At Reigate Be Used As An Emergency Platform?

With the right track layout and signalling a  bay platform can easily handle four tph, as platforms on the London Overground do at Clapham Junction, Crystal Palace, Dalston Junction, Highbury & Islington, New Cross and West Croydon stations. Some of these platforms will be going to six tph within a couple of years.

Over the next three years, Gatwick Airport station is being rebuilt.

Surely, Reigate would make an ideal station to turn trains, if the Brighton Main Line was blockaded.

  • Passengers could be taken by bus to Gatwick.
  • The two twelve-car platforms would be able to handle the longest trains on the Brighton Main Line.
  • The car park could be used as a bus terminal.

It looks to me, like Network Rail are planning for the worst.

Electrification To Guildford?

Consider.

  • One of the sub-projects of the rebuilding of the platforms at Reigate station will be boosting the power supply.
  • Within two years, Great Western Railway will be running Class 769 trains with a third-rail capability between Reading and Redhill/Gatwick.
  • All passenger trains running between Redhill and Reigate will have a third-rail capability.
  • There is a 750 VDC electricity supply for electrification at Guildford.

So why, shouldn’t the line be electrified to Guildford station?

Thameslink To Guildford?

Consider.

  • Trains between Reigate and Guildford take twenty-five minutes to do the twenty miles on the North Downs Line.
  • I have read somewhere, that Guildford station is to be rebuilt.
  • The North Downs Line passes through the sizeable town of Dorking.
  • Two tph between Reading and Gatwick and two tph between Guildford and Redhill could surely share tracks between Guildford and Redhill.

If the line between Reigate and Guildford had been electrified, would it be worthwhile extending Thameslink from Reigate to Guildford?

Conclusion

I like this scheme at Reigate, but I do think there’s more behind it than has been disclosed.

March 25, 2020 Posted by | Transport | , , , , | 2 Comments

Step-Free Access At Kentish Town Station

On a web page recently, I saw a suggestion about how to add step-free access to Kentish Town station.

The suggestion was that it was too difficult to add it to the Underground station, but why not add it to the Thameslink station?

This Google Map shows the station.

Note the pedestrian bridge across the tracks with steps going down to the platforms.

Adding a lift to each platform would give full step-free access to Thameslink and would give an alternative step-free route to these step-free stations in Central and South London.

  • Kings Cross St. Pancras
  • Farringdon
  • Blackfriars for the South Bank
  • London Bridge
  • Elephant & Castle
  • Denmark Hill
  • Herne Hill
  • Mitcham Eastfield
  • Wimbledon
  • Sutton

The step-free access would be much easier to install, than on the Northern Line platforms.

 

 

March 21, 2020 Posted by | Transport | , , , | 4 Comments

Put Thameslink On The Tube Map Says London Assembly

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

This is the introductory paragraph.

A report on improving accessibility on London’s Transport services has called for the fully accessible Thameslink line to be on the Tube map as a matter of some urgency.

I’m all for this happening.

I use Thameslink quite a bit, as if I’m in some places South of the River and am coming home, taking Thameslink to West Hampstead Thameslink and then using the Overground to Canonbury, from where I walk home, is a convenient route.

  • It is step-free.
  • There is a Marks and Spencer at West Hampstead, where I can do a bit of food shopping.
  • Walking from Canonbury station to my house is gently downhill.

These are some other thoughts about Thameslink,

The Underground Train With A Toilet

Sometimes, I also find it doubly-convenient, as I need to spent a penny or more. Often, the toilets on Thameslink trains are free in the tunnels under London!

How many other Underground trains have toilets?

Obviously, Eurostar does, but does anybody know of any other trains that run deep under the surface, that have toilets?

Do Thameslink Want The Extra Passengers That Being On The Map Would Bring?

This may seem a dumb question, but sometimes, I do wonder, if the answer is that they don’t!

Thameslink Would Surely Make A Good Travel Partner For Eurostar

Increasing, many visitors from the Continent to London and the South East are travelling across the Channel using the excellent Eurostar.

As the Thameslink and Eurostar platforms at St. Pancras International, there could be mutual advantages to both companies to be partners.

Suppose you were travelling on these routes.

  • Paris and Gatwick
  • Brussels and Greenwich
  • Amsterdam and Brighton
  • Rotterdam and Luton Airport

And for one reason or other you didn’t want to fly; climate change, you like trains, awkward baggage or just plain fear of flying.

Surely, using Eurostar and Thameslink would be the obvious travel companies.

Note that Thameslink have posters, saying that they are the ideal way to get to Luton Airport.

Do they have posters, saying they are the ideal way to get to Eurostar at St. Pancras?

If I was running Thameslink, I’d do the following.

  • Make sure, that all Thameslink stations accepted contactless ticketing using bank or credit cards.
  • Put information and advertising on Eurostar trains and stations, telling passengers how to get to and from any Thameslink station without buying a physical ticket.
  • Devise a simple add on ticket, that would be printed on your Eurostar boarding pass or held in Eurostar’s app.
  • Market Thameslink to the French as the UK’s answer to the RER.
  • Put travel information in at least Chinese, English, French, German, Italian, Japanese and Spanish, at St. Pancras station.

I would think, that a properly thought-out plan, could be a nice little earner for Thameslink.

 

March 21, 2020 Posted by | Transport | , , , , , , , | 3 Comments

Morden South Station – 24th December 2019

These pictures were taken on the 24th December 2019, at Morden South station.

The station is based on an island platform like many on the Sutton Loop Line.

The station doesn’t have step-free access, but I suspect, that a lift could be installed between the tunnel and the island platform.

March 17, 2020 Posted by | Transport | , , | Leave a comment

Finsbury Park Station – 6th January 2020

Finsbury Park station now has a new entrance on the other side of the tracks.

London’s duck of a station is being turned into a swan.

  • At least one new platform has been added.
  • Buildings and passenger tunnels have been spruced up.
  • Several lifts have been added to the maze of tunnels.
  • Thameslink now runs four trains per hour (tph) through the station.
  • Moorgate services are now eight tph and there is also a weekend service.
  • Nearly all services stopping at the station are run by trains delivered in the last three years.

The new flats will be alongside a comprehensive station.

January 6, 2020 Posted by | Transport | , , | 3 Comments

The Ultimate Capacity Of The Moorgate Line

The Moorgate Line is an important commuter line to and from its terminus at Moorgate station within easy walking distance of the City of London.

I use the line regularly to travel between my house and Moorgate station for breakfast at Leon, followed by shopping in Marks & Spencer on Finsbury Pavement.

  • I catch a 38 or 56 bus from close to my house to Essex Road station.
  • I then take the Northern City Line two stops to Moorgate station.

After my breakfast and shopping, I generally get a bus home, as it means less road crossings to get to my house.

A Useful Line That Needs Improvement

It is a useful and well-used line, that needs improvement in various areas, some of which is already being done or is either in planning or fully planned.

The New Class 717 Trains

The new Class 717 trains are now all running up and down without too many problems.

The trains have been designed for the route, so hopefully they have the following features.

  • Fast and automatic voltage changeover between 25 KVAC overhead and 750 VDC third-rail at Drayton Park station.
  • Ready for ERTMS signalling.
  • 100 mph running, so they don’t get in the way of Thameslink trains on the East Coast Main Line (ECML).
  • Fast acceleration and regenerative braking to batteries for fast station stops and train recovery, when power fails.
  • Optimisation for fast entry and exit to the trains.

I am afraid that they don’t fully meet the last three points, but they should!

It will be interesting to compare these trains, with Statdler’s new Class 777 trains for Merseyrail, which are also replacing similar BR units.

I believe that regenerative braking to batteries is important for trains in tunnels, and as far as I can determine, only Bombardier’s Class 345 trains for Crossrail have it fitted.

  • It reduces the power running in the overhead cables or third-rail in the tunnels, which generates less heat.
  • Conventional braking can be avoided in tunnels.
  • In case of power failure, the train can be moved to the next station for passenger evacuation.

If trains, tunnels and power supply are designed as a complete system, then surely there must be cost savings.

It is also probably true to say about these trains, that if the operator needed some more trains, then Siemens would probably oblige.

Upgrading The Route

The complete route consists of three separate parts.

The big upgrade planned for the East Coast Main Line is to install ERTMS digital signalling between Doncaster and Kings Cross.

Network Rail are doing their first digital signalling design in a darkened room with no communication to the real world, but I believe if the project was designed by experienced engineers, the following will happen.

  • Any train that might use the East Coast Main Line will be fitted with ERTMS signalling.
  • This ERTMS roll-out must include all Class 717 trains, as these can use the East Coast Main Loop to Welwyn Garden City and at Stevenage station.
  • As the Hertford Loop Line is used as a diversion for the East Coast Main Line, it would be logical to install ERTMS signalling on this route.
  • Installing ERTMS  signalling into Moorgate station would surely be beneficial and would surely be needed to get the best of ERTMS  on the East Coast Main Line.

The outcome should be that the whole Moorgate Line will become a fully digitally signalled route.

This should increase train frequency and capacity on all the digitally signalled routes.

  • The fast lines of the East Coast Main Line will become a 140 mph race track.
  • The slow lines of the East Coast Main Line will allow extra services.
  • If coupled with track improvements, extra capacity on the Hertford Loop Line could be used to allow services to by-pass the bottleneck of the Digswell Viaduct with its limited pair of tracks.
  • The Northern and City Line could take extra trains to and from Moorgate.

There could be reorganisation of some services.

  • Kings Cross and Cambridge/Ely/Kings Lynn services would be run by 140 mph trains, so they could use the fast lines on the East Coast Main Line. I feel these services could be extended to Norwich, but that’s another matter. What would Alan Partridge think of High Speed Norwich?
  • Thameslink services serving Peterborough would still use the East Coast Main Line, so they could call at Welwyn North and Knebworth stations, but why not divert the four trains per hour (tph) that serve Cambridge onto the Hertford Loop Line at Stevenage, to ease pressure over the Digswell Viaduct.

Consider.

  • An upgraded Hertford Loop Line with full digital signalling could be able to handle as many as the twenty-four tph of Thameslink and Crossrail,
  • The grade-separated junction with the East Coast Main Line is being improved.
  • There are only infrequent freight trains on the Hertford Loop Line.
  • Various  platform upgrades at Hertford East and Gordon Hill could allow passing and more turnbacks.

My scheduling experience says that with a well-programmed computer calling the shots, that at least twenty tph along the Hertford Loop Line would be a serious possibility.

Improvements At Stevenage

The Stevenage improvements are very comprehensive and are designed so that however many trains run through the Hertford Loop, they can all stop in the station, if required.

Improvements At Alexandra Palace

If you are travelling North from Moorgate and find yourself on an East Coast Main Line service, when you need a Hertford Loop One, there is a cross-platform interchange at Alexandra Palace station, where the two routes are on either side of the platform.

It is convenient, but the platform needs better facilities, like a decent waiting room, better information screens and possibly a coffee stall and toilets.

Going South, there are two separate platforms, but this doesn’t matter, as there is no need to change.

Although surely, if all trains left from the same island, it would be easier for passengers.

The station would be improved with a properly-designed step-free bridge and information screens.

Passengers needing other than Moorgate as a final destination must change at Finsbury Park for Thameslink or the Piccadilly Line

The Knitting At Finsbury Park

This map from carto.metro.free.fr shows the tangle of lines at Finsbury Park station.

Note that the blue lines are the Victoria and Piccadilly Lines.

Improvements in the last few years have unlocked some of the station’s potential, but there is still plenty of space on the railway land to add extra tracks and possibly reinstate two more platforms.

If there are any train capacity problems, I believe that they can be solved.

The main passenger interchanges at Finsbury Park station are.

  • An up-and-down interchange with the Piccadilly Line
  • A cross platform interchange with Thameslink

Lifts have been added recently.

Improvements At Drayton Park Station

Drayton Park station is one of those stations, that should be given to developers with a blessing and a very detailed set of objectives and timescales  enthrined in a watertight contract.

  • The station sits very close to the Emirates Stadium.
  • The new trains have increased passenger capacity through the station.
  • It could handle much-more match day traffic.
  • Large amounts of housing could be built on top.

If done well, it could provide a lot of housing and take the pressures off the other stations in the area on match days.

Improvements At Highbury & Islington Station

This map from carto.metro.free.fr shows the lines at Highbury & Islington station.

The track layout is basically sound.

The cross-platform interface between the Victoria and Moorgate Line is superb and only needs a good team of builders and lighting specialists to give it a modern finish to make it even better.

The Overground will get better too, as service frequencies increase by up to fifty percent.

The big problem at Highbury & Islington station is that access to the deep level platforms is not fit for purpose.

It is an absolute disgrace that The Mayor and Transport for London have put forward no plan to solve the problem of access to the deep level platforms.

The solution would probably involve opening up the disused station entrance on the on the side of Holloway Road and sinking an escalator and lift shaft to the four platforms. As at Drayton Park station, I believe with the right contract, it could be handed to a developer.

At least Crossrail, when it opens might give a bit of relief in the Peak. Many passengers might avoid Highbury & Islington station altogether by changing between the Overground and Crossrail at Whitechapel.

Like water passengers tend to flow through the widest channels and find their own level.

Improvements At Essex Road Station

Essex Road station is a disgusting station, with all the charm of a Victorian slum.

As with Drayton Park station, it should be given to developers with a blessing and a very detailed set of objectives and timescales  enthrined in a watertight contract.

Improvements At Old Street Station

The access to the existing Old Street station is being improved, but it seems to be taking forever.

I do hope, there is a realistic plan to create a flagship station for Silicon Roundabout.

Improvements At Moorgate Station

This station is being fully upgraded for Crossrail.

Eventually, there will be step-free access between the following lines.

  • Central Line
  • Circle Line
  • Crossrail
  • Hammersmith & City Line
  • Northern Line

In addition all the National Rail  lines out of Liverpool Street will be step and weather-free from all the other lines.

This can only increase the number of passengers using the Moorgate Line.

The Ultimate Frequency

I said earlier that the complete route consists of three separate parts.

  • The Northern City Line between Moorgate and Finsbury Park stations.
  • The slow lines of the East Coast Main Line to the South of Welwyn Garden City station.
  • The Hertford Loop Line between Stevenage and Alexandra Palace stations

These are my thoughts on the capacity of each section.

Frequency Of The Northern City Line

I know Walthamstow Central station on the Victoria Line well and have observed the following.

  • Thirty-six tph come and go for most of the day.
  • From the time the brakes are applied after a train arrives until the time they are release when the train leaves is about two and a half minutes.
  • Drivers use a procedure called stepping-up to speed the turnround. The driver leaves the arrived train and a new driver gets in at the other end, to drive it out.
  • There is a lot of passenger congestion in the Peak, due to bad passenger access.

Surely, if Dear Old Vicky can handle thirty-six tph with the following.

  • Two platforms,
  • Modern trains
  • Modern signalling
  • Well-trained staff
  • Not the best passenger access with just two escalators.

Then the new Class 717 trains at Moorgate with the best passenger access can handle a higher frequency than they do now!

I suspect that around twenty tph can be achieved fairly easily, but that in future , a higher frequency will be achieved.

Frequency Of The Slow Lines Of The East Coast Main Line

London has several commuter lines with frequencies of over 10 tph.

  • Foremost, are Crossrail and Thameslink, which are both planned to run at 24 tph
  • The East London Line is also planned to increase from 16 tph to 20 tph.
  • The North London Line is planned to be increased from its current eight tph
  • Waterloo and Wimbledon is upwards of 8 tph.

In addition most London Underground lines have frequencies in exccess of 16 tph.

The slow lines of the East Coast Main Line to be a railway,  in a few years time with the following characteristics between Finbsbury Park and Welwyn Garden City.

  • At least one track in each direction.
  • An operating speed of over 60 mph
  • ERTMS signalling, which will be fitted to all trains on the lines.

I can’t see any reason, why the lines couldn’t be able to handle up to twenty tph in both directions, based on the experience of other lines in London, that have been operating for over a decade.

But strand on the bridge for an hour at a station like Oakleigh Park, at a busy time of day and you’ll be lucky to see ten trains.

There is a lot more capacity on the slow lines of the East Coast Main Line, to use to add extra services between London and Welwyn Garden City.

Adding services that go further North than  Welwyn Garden City will need a solution to the double-track section over the Digswell Viaduct.

Frequency Of The Hertford Loop Line

I said this earlier.

My scheduling experience says that with a well-programmed computer calling the shots, that at least twenty tph along the Hertford Loop Line would be a serious possibility.

I also think that the slow lines of the East Coast Main Line can handle the same frequency, so I very much stand by my original fugure.

Is There An ERTMS-based Solution To The Digswell Viaduct?

Consider.

  • Airliners have been flown automatically and safely from airport to airport for perhaps four decades.
  • The Victoria Line has been running automatically and safely at over twenty tph for five decades.
  • I worked with engineers developing a high-frequency sequence control system for a complicated chemical plant in 1970.

We also can’t deny that computers are getting better and more capable.

For these reasons, I believe there could be an ERTMS-based solution to the problem of the Digswell Viaduct, which could be something like this.

  • All trains running on the two track section over the Digswell Viaduct and through Welwyn North station would be under computer control between Welwyn Garden City and Knebworth stations.
  • Fast trains would be slowed as appropriate to create spaces to allow the slow trains to pass through the section.
  • The driver would be monitoring the computer control, just as they do on the Victoria Line.

Much more complicated automated systems have been created in various applications.

The nearest rail application in the UK, is probably the application of digital signalling to London Underground’s Circle, District, Hammersmith & City and Metropolitan Lines.

This is known at the Four Lines Modernisation and it will be completed by 2023 and increase capacity by up to twenty-seven percent.

I don’t think it unreasonable to see the following numbers of services running over the Digswell Viaduct by 2030 in both directions in every hour.

  • Sixteen fast trains
  • Four slow trains

That is one train every three minutes.

Currently, it appears to be about ten fast and two slow.

As someone, who doesn’t like to be on a platform, when a fast train goes through, I believe that some form of advanced safety measures should be installed at Welwyn North station.

Some Questions

Various people over recent months have asked me questions about possible improvements to the Moorgate Line.

Could There Be A Direct Escalator Connection Between Bowes Park Station On The Hertford Loop Line and Bounds Green Station On The Piccadilly Line?

This map from carto.metro.free.fr, shows the two stations.

Bounds Green station is one of the Piccadilly Line’s classic stations.

I took the picture, when I walked between the Bowes Park and Bounds Green stations

It is a level walk, that could be better signed and  if the two stations were to be made step-free it would be an easier interchange than that at Finsbury Park.

In my view, improving the two stations and the local environment, would be much better value than an expensive escalator connection.

Should There Be A Second London Terminal?

Kings Cross is used as a London terminal at times, but would there be much of a necessity.

Passengers can use the following connections to get to Kings Cross and other stations along Euston Road.

  • A cross-platform interchange at Finsbury Park with Thameslink
  • A cross-platform interchange at Highbury & Islington with the Victoria Line
  • When Crossrail opens, there will be a step-free connection with the Circle, Hammersmith & City and Metropolitan Lines at Moorgate.

Passenger numbers will decide.

Could The Moorgate Line Be Extended South To Bank Station?

The original Victorian plans for the Moorgate Line show the line extended to a station at Lothbury, which is just behind the Bank of England. This Google Map shows the area.

These pictures show the area, where Lothbury and Moorgate meet.

Given the difficulty of handling the logistics of all the tunnelling for the Bank station upgrade, I don’t think the City of London would look too kindly on a rail extension between Moorgate and Bank, especially, as there is already the Northern Line and even I can walk it easily.

It could be argued as Moorgate is served by Crossrail and Bank station isn’t, that there will be a high level of passenger traffic between the  two stations.

Consider.

  • It is only five hundreds to walk.
  • The Northe Line is jammed solid between London Bridge and Kings Cross in the Peak.
  • After the completion of the massive Liverpool Street-Moorgate double-ended Crossrail station and the Bank Station Capacity Upgrade, a one stop on either the Central Line or the Northern Line will be step-free.
  • The Liverpool Street-Moorgate Crossrail station will hopefully have a selection of entrances with good connections to walking routes leading South towards Bank.
  • The City of London is planning to make the streets of the city more friendly to walking and cycling.
  • More and taller towers are increasing employment in the City.

Will the walking routes and the Central and Northern Lines be overwhelmed?

I think they could be, but there could be other solutions.

  • Opening up of more walking routes and improving the already pretty good street maps and signage.
  • A redesign of the bus network with high capacity electric buses taking over the routes between Old Street and London Bridge stations.

I also wonder, if it would be possible to dig a pedestrian tunnel between the two stations under the existing roads and fit it with travelators.

The ingenuity that has been shown in the Bank Station Capacity Upgrade has probably suggested a few ideas.

But I’m absolutely sure there will be no extension of the railway pass Moorgate.

Is The Interchange With Thameslink At Finsbury Park Frequent Enough?

It seems that Thameslink will run four tph through Finsbury Park station.

  • All will have cross-platform interchange with Moorgate Line services.
  • All services will serve London Bridge, East Croydon and Gatwick Airport stations.

Are these enough services?

Passenger numbers will decide.

Should Some Thameslink Services Use The Hertford Loop?

I said this earlier.

Thameslink services serving Peterborough would still use the East Coast Main Line, so they could call at Welwyn North and Knebworth stations, but why not divert the four trains per hour (tph) that serve Cambridge onto the Hertford Loop Line at Stevenage, to ease pressure over the Digswell Viaduct.

It possibly is an idea, but I also believe, that ERTMS signalling could offer an elegant solution to the Digswell Viaduct problem.

Could The Moorgate Line Have Some New Park-An-Ride Stations?

There are two possibilities on the Hertford Loop Line.

This Google Map shows where the Hertford Loop Line crosses the M25, to the North of Crews Hill station.

It would probably be impossible to build a Park-and-Ride station in this area now, but if the M25 had been designed in an holistic and environmentally-sympathetic manner, it could have been a place for such a facility.

There must also be the possibility of building a Park-and-Ride or more likely a Cycle-and-Ride station to the South of Stevenage, as the town develops, as it surely will in the next decade.

From my helicopter, it doesn’t look promising to add more parking except possibly at Hadley Wood station. This page from Hansard is a good summary of GNER’s original proposal in about 2000.

Should The Moorgate Line Be Taken Over By Transport for London?

Consider.

  • This is certainly a desire of the London Mayor; Saddiq Khan.
  • After the farce of the Metropolitan Line Extension at Watford will Greater London and Hertfordshire be able to work together over the route?
  • There are twelve stations in Hertfordshire and twenty in Greater London.
  • Stations are in four Greater London Boroughs; Barnet, Enfield, Haringey and Islington with Moorgate actually in the City of London.

The line might improve as part of Transport for London, but agreeing the management and development strategy for the line, with all those politicians of different colours, could be a nightmare.

Conclusion

Without doubt all of the parts of the Moorgate Line can handle at least twenty tph and possibly more, once the following conditions are met.

  • Full ERTMS signalling on all lines.
  • The stations are capable of handling the increased number of passengers.
  • There are a few more trains.

Automatic Train Control may need to be used in certain sections, as it will be on Crossrail and Thameslink.

What Would This Mean For Passengers?

The current pattern of train services in the Off Peak is as follows.

  • 4 tph – Welwyn Garden City
  • 2 tph – Hertford North
  • 1 tph – Watton-at-Stone
  • 1 tph – Stevenage

Note.

  1. This is well below the future capacity of the section between Moorgate and Alexandra Palace stations
  2. It needs eight trains for each branch or a total of sixteen trains.

The simplest pattern would be twenty tph between Moorgate and Alexandra Palace stations, which would serve the following destinations.

  • 10 tph – Welwyn Garden City
  • 5 tph – Hertford North
  • 5 tph – Stevenage

Note.

  • Intermediate stations, like New Barnet and Cuffley would get a train every six minutes.
  • The service would need forty trains.
  • I doubt Great Nortern would want to finance the extra trains.

Cutting the service back to somewhere in between would also work.

  • 6 tph – Welwyn Garden City
  • 3 tph – Hertford North
  • 3 tph – Stevenage

Note.

  1. Intermediate stations, like New Barnet and Cuffley would get a train every ten minutes.
  2. The service would need twenty-four trains.

As there are twenty-five Class 717 trains, is this Great Northern’s plan?

It looks to me like a plan designed by Great Northern’s accountants based on the least they can get away with.

An Improved Service For South Hertfordshire

Consider.

  • The extra platform and remodelling at Stevenage station are ambitious and the new platform could probably handle six tph.
  • Stevenage has an LN|ER service to the North of two tph.
  • East Coast Trains intend to start a service linking Stevenage to Newcastle and Edinburgh.
  • Healthcare in South Hertfordshire sends patients to hospitals at Barnet and Stevenage, neither of which are easy from a station like Cuffley
  • Bus services across are not for the frail, elderly and impatient.
  • There is no rail link between Hertford and Hatfield except with a change at Alexandra Palace station, which is not step-free.

Perhaps the Moorgate train service should be as follows.

  • 8 tph – Welwyn Garden City
  • 4 tph – Hertford North
  • 4 tph – Stevenage

Note.

  1. Importantly, there would be four tph to between Alexandra Palace and Stevenage.
  2. The Stevenage services would link up to the improved fast services between Stevenage and the North of England and Scotland.
  3. Intermediate stations, like New Barnet and Cuffley would get a train every seven-eight minutes.
  4. The service would need thirty-two trains, which is probably another eight trains.

I also think, that Alexandra Palace station should be made step-free to ease journeys from one side of Hertfordshire to the other.

 

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December 1, 2019 Posted by | Transport | , , , , , , , , , | 7 Comments

The New Fifth Platform At Stevenage Station – 11th October 2019

Stevenage station is getting a fifth platform for the termination of Great Northern services to and from Moorgate station.

  • This platform will be on the down side of the station.
  • A single platform should be able to turnback at least four trains per hour (tph) and possibly as many as six tph, that have used the Hertford Loop Line to come North.
  • Wikipedia says that this will increase the capacity and frequency on the East Coast Main Line and the Hertford Loop Line.

These are a few pictures of the works.

This page on the Network Rail we site is entitled Stevenage Turnback and it gives more details.

  • improved resilience and reliability is claimed.
  • Two kilometres of new track and a set of points will be added.
  • The embankment on the West side of the track will be strengthened.
  • The signalling will be improved.
  • Two bridges will be modified.

Everything should be completed by Summer 2020, so that the four tph from Moorgate to Stevenage can be resumed.

These are my observations.

  • The work on the West side of the East Coast Main Line seems to be to a very high standard.
  • There seems to be enough space for a possible double-track or a passing loop between the new platform and the Hertford Loop Line in future.
  • The embankment on the West side of the track is being strengthened.
  • Will trains still be able to come from the Hertford Loop and continue North?

It certainly appears to me to be built to allow expansion in the future.

What Frequency Will The New Platform Be Able To Handle?

There are several platforms in the UK, where four tph are turned back.

It looks to me, that there is no reason, why this frequency couldn’t be handled in the new platform at Stevenage.

Especially, as there appears to be at least one crossover between Stevenage and Watton-at-Stone stations.

But could it handle more trains?

The Hertford Loop Line is scheduled to be updated with digital signalling. So in the future, this may be possible, if the need is there!

The Great Northern Metro

It should also be noted that in 2016, Govia Thameslink Railway published plans for a Great Northern Metro. They seemed to have dropped this idea, but I discussed the plan in The Great Northern Metro.

This is a brief summary of those proposals.

  • Fourteen tph in the High Peak.
  • In the Off Peak, there would be six tph to Hertford North, four tph to Welwyn Garden City and two tph to Stevenage.
  • Sunday services are four tph to both branches and two tph to Stevenage.

I do wonder what is the capacity of the Hertford Loop Line.

  • It has grade-separated junctions at both ends of the route.
  • It is double-track throughout.
  • It has 25 KVAC overhead electrification.
  • It has a 75 mph operating speed.
  • It has turnback platforms at Gordon Hill and Hertford North stations.
  • It is planned to equip the route with digital signalling.
  • It is planned to upgrade the power supply.
  • It probably handles a maximum of about eight tph, which can include a couple of freight trains.

I suspect that this route can be improved to handle more and longer trains., at a higher speed than now!

Could Thameslink Use The Hertford Loop Line?

Could some Thameslink services to Cambridge and Peterborough use the Hertford Loop Line, rather than the East Coast Main Line?

Consider.

  • The Hertford Loop Line will have an increased speed limit.
  • Digital signalling is to be introduced on the route.
  • Trains might only stop at Hertford North, Enfield Chase and Alexandra Palace.
  • Some current Thameslink services between London and Cambridge and Peterborough, run non-stop between Finsbury Park and Stevenage.

Diverting some services to the Hertford Loop Line would have the following advantages.

  • It would relrease capacity on the East Coast Main Line.
  • It would reduce the number of trains using the two-track section over the Digswell viaduct.
  • It could give Hertford a direct link to Cambridge and Peterborough.

The disadvantage would be that services would be a few minutes slower.

140 mph Running On The East Coast Main Line

Under Planned Or Proposed Developments the Wikipedia entry for the EastCoast Main Line says this.

Most of the length of the ECML is capable of 140 mph subject to certain infrastructure upgrades. Below is the foreword of the Greengauge 21 report:

“Upgrading the East Coast Main Line to 140 mph operation as a high priority alongside HS2 and to be delivered without delay. Newcastle London timings across a shorter route could closely match those achievable by HS2..

The section then goes on to describe a lot of improvements with the aim of running between London and Edinburgh in four hours.

The project has a code name of L2E4. There is more information at this page on the Network Rail web site.

South of Peterborough, there are infrastructure and rolling stock limitations, that will stop the Hitachi Class 800 trains running at 140 mph.

  • Extra tracks are needed between Huntington and Woodwalton.
  • There is a double-track section over the Digswell viaduct, through Welwyn North station and the Welwyn tunnels.
  • Thameslink’s Class 700 trains that run services to Cambridge and Peterborough are only capable of 100 mph.
  • Great Northern’s Class 387 trains, that run services to Cambridge and Kings Lynn are only capable of 110 mph.
  • Hull Trains and Grand Central run services with trains that are only capable of 125 mph.

I will deal with these in order.

Extra Tracks Between Huntingdon and Woodwalton

The Wikipedia entry for the East Coast Main Line says this about this project.

Re-quadrupling of the route between Huntingdon and Woodwalton (HW4T) which was rationalised in the 1980s during electrification (part of the ECML Connectivity programme). This also involves the closure and diversion of a level crossing at Abbots Ripton which was approved in November 2017.

This improvement, which will mean continuous quadruple tracks between Stevenage and Peterborough will mean.

  • A few minutes for all trains will be saved.
  • Slower stopping services between London and Peterborough, will be kept out of the way of the 140 mph expresses.

What sort of stink would there be, if a motorway closed in the 1980s was now being rebuilt, to provide what existed forty years ago?

But British Rail closed or simplified infrastructure, without properly looking at the consequences, mainly to please or under the direction of the Treasury.

Double-Track Over Digwell Viaduct And Through Welwyn North Station

This is one of the worst rail bottlenecks in the UK.

To make matters worse, a service between Kings Cross and Cambridge with a frequency of two tph stops at the station.

It means a fast train would have to do a pit stop at speeds nor far off those of a racing car.

I think we can say, that adding extra tracks through the area would be extremely difficult, if not impossible.

But consider the trains that pass Welwyn North every hour.

  • LNER – 5 trains
  • Thameslink – 3 trains
  • Cambridge and Ely expresses – 2 trains
  • Cambridge stopping trains – 2 trains.
  • Hull Trains – 7 trains per day.
  • Grand Central – 9 trains per day.

If it is assumed that the Hull Trains and Grand Central add up to one train per hour, it looks like about thirteen tph go through the double track section.

If another couple of trains are added for luck, this means that the double track section will be handling a train every four minutes.

The double-track section is less than five miles long, so a 140 mph train will run between the quadruple track sections at Welwyn Garden City and Knebworth stations  in jut over two minutes.

Currently, the trains that stop at Welwyn North station are timetabled to take nine minutes between stops at Welwyn Garden City and Knebworth stations.

Effectively, the stop at Welwyn North station blocks the double-track section for nine minutes..

This means that there are two twenty-one minute periods in an hour where the other trains can pass through.

So how can you maximise the use of these available periods?

  • The trains must arrive precisely at the right time – Digital signalling with automatic train control is probably the best way to ensure this.
  • All through trains must be running as near to 140 mph as possible.
  • Diverting of slower trains to alternative routes should be examined.
  • The stopping train should be able to execute a stop in the shortest possible time.

I believe that if the timetable is efficient, that as many as twenty tph could be handled.

Most would go through the double-track section at 140 mph!

I must add a point about safety.

Trains currently go through these platforms at Welwyn North station at a maximum speed of 125 mph.

Will more trains going through at a faster speed, necessitate the addition of a passenger protection system at the station?

Thameslink’s Class 700 Trains

I have heard East Midlands drivers moan about Class 700 trains on the Midland Main Line, as they are too slow at 100 mph to mix it with the 125 mph expresses.

It looks like the Treasury got the specification wrong again! Surprise! Surprise! Even a 110 mph capability, as is often specified for outer suburban trains would be better.

But these trains run non-stop between Finsbury Park and Stevenage stations, so at 100-110 mph, they will be a bit of a hindrance to the trains running at 140 mph. It would be like granny and grandpa in a Morris Minor in the fast lane of a motorway!

If there is the capacity, then perhaps the Thameslink trains should run on an upgraded Hertfprd Loop Line along with the 100 mph Class 717 trains.

Once they rejoined the East Coast Main Line, they would take to the upgraded slow lines to go Cambridge and Peterborough.

Great Northern’s Class 387 Trains

Cambridge is one of the UK’s world-class cities and it deserves a top quality service from London.

The current Class 387 trains are only 110 mph trains, so wouldn’t fit well with the herds of 140 mph trains running to and from London.

It would probably be best in the long term to replace these trains with 140 mph trains designed for the route.

After all if Oxford can have a commuter service to London using Class 802 trains, then surely these are good enough for Cambridge?

In Call For ETCS On King’s Lynn Route, I discuss the possibility of digital signalling on the London and Kings Lynn route via Cambridge, based on reports in Rail Magazine.

If the Cambridge Line from Hitchin were to be upgraded for faster running, then London and Cambridge times might be reduced significantly.

Hull Trains And Grand Central

Hull Trains and Grand Central will want to participate in the 140 mph action between London and Doncaster.

Hull Trains have already made their move and have leased a fleet of Class 802 trains, which will shortly enter service.

Another Open Access operator; First East Coast Trains has already ordered five Hitachi 140 mph trains.

Will Grand Central replace their fleet of Class 180 trains?

They will either buy 140 mph trains, cease trading or give up!

The other operators won’t want slow trains on the fast lines.

How Many 140 mph Trains Will Be Able To Run Between London And Doncaster?

I finish this section with a question.

I answered this question and a few others in Thoughts On A 140 mph East Coast Main Line Between London And Doncaster.

This was my conclusion.

If something similar to what I have proposed is possible, it looks like as many as an extra seven tph can be accommodated between Kings Cross and the North.

That is certainly worth having.

Conclusion

The new platform at Stevenage station is a well-designed sub-project that enables  the Hertford Loop Line to be used to its full capability.

  • Up to four tph will be able to run between Moorgate and Stevenage stations.
  • The redesigned junction at Stevenage will allow services like Thameslink to use the Hertford Loop Line rather than run at 100 mph on the East Coast Main Line.

It is an important sub-project in turning the East Coast Main Line into a high speed line with a high proportion of 140 mph running.

 

 

 

 

 

October 11, 2019 Posted by | Transport | , , , , , , , | 1 Comment

Is This A Massive Endorsement For The City Of London?

This Google Map is dominated by the new Goldman Sachs building in the City of London.

Make what you want of the building and its significance for the City.

But is it an endorsement of a strong future or a monument to a glorious past?

Location, Location, Location

One property developer once said, these were the three most important things about a property.

This Google Map shows the location with respect to Farringdon station.

The station, which is at the top of map, will be the best connected in Central London as it will be the crossing of Crossrail and Thameslin. That probably won’t be important to some of the employees of Goldman Sachs, but the building apparently has favoured bicycle spaces over car parking.

Note just to the South of Farringdon station, two of the large buildings of Smithfield Market. These two are very much under-used and plans exist to convert part of them into the new Museum of London.

But a lot of the area between Goldman Sachs and Farringdon is under-developed and will the Goldman Sachs decision, lead to more development of offices, hotels and residences in this part of London at the West of the actual City?

Terminal Six At Heathrow And Terminal Three At Gatwick

I often joke, that this area, will become extra terminals at Heathrow and Gatwick Airports, with an easy link to the trains to Scotland and the Continent just a short taxi ride, bicycle ride or one stop on the Underground up the road at Kings Cross and St. Pancras.

A Walk From Smithfield To The Goldman Sachs Building

These are some pictures I took on the way.

The New Museum Of London Site

Holborn Viaduct

The Goldman Sachs Building

I’m sure that if I can walk to and from Farringdon station at seventy-two, then a lor of people working in the building will use the railway to get to and from work.

Conclusion

Have Goldman Sachs decided to build their new offices at the Crossroads of the World?

 

September 3, 2019 Posted by | Finance, Transport, World | , , , , , , | Leave a comment

How Will Abellio East Midlands Railway Maximise Capacity On The Midland Main Line?

In this post, I will try and get a feel to how Abellio East Midlands Railway, will maximise capacity on the Midland Main Line.

The Current Service

There are currently two trains per hour (tph) to both Nottingham and Sheffield and one tph to Corby from London.

Ignoring the Corby service, which will be using electric trains, intermediate calls have these frequencies, from South to North.

  • Bedford – One tph
  • Wellingborough – One tph
  • Kettering – One tph
  • Market Harborough – Two tph
  • Leicester – Four tph
  • Loughborough – Two tph
  • East Midlands Parkway – Two tph
  • Long Eaton – One tph
  • Beeston – One tph
  • Derby – Two tph
  • Chesterfield – Two tph

As the new bi-mode trains will be more modern, with probably shorter dwell times at each station, I suspect that when Abellio East Midlands Railway implement their ultimate timetable, there will be more stops, without degrading journey times.

These are fastest times.

  • London and Nottingham is one hour forty minutes
  • London and Sheffield is two hours

I feel that round trips to both destinations will be four hours with some speed increases and shorter station dwell times.

  • The current two tph to Nottingham and Sheffield needs eight trains to each destination.
  • This is a total of sixteen trains.

As each train could be two five-car trains working as a ten-car train, train numbers for the current service could be as high as thirty-two trains.

A first look seems to indicate that there .will be no overall increase in train frequency, although, as I said earlier, the performance of the new trains should allow extra station stops.

It also indicates to me, that any increases in frequency between London and Nottingham/Sheffield will need extra trains.

The Electrified High Speed Line South Of Kettering

Midland Main Line services South of Kettering are as follows.

  • Two tph to London and Nottingham
  • Two tph between London and Sheffield
  • One tph between London and Corby.

From December 2021, there will be two tph between London and Corby.

The maximum number of services between London and Kettering on the electrified section currently envisaged is only six tph or one train every ten minutes.

As the Class 700 trains on Thameslink are capable of using digital signalling and all the new trains will also be similarly equipped, I wouldn’t be surprised that the theoretical capacity of the electrified fast lines could be higher than the proposed six tph. |Especially, when digital signalling is installed.

The number of trains in the fleet, is much more of a limit on services, than the capacity of the Midland Main Line.

If all trains were ten cars, the following numbers of trains would be needed.

  • Current two tph – 32 trains
  • Increase to three tph – 48 trains
  • Increase to three tph – 64 trains

Are there enough passengers to fill all these trains?

Does St. Pancras Have Enough Capacity?

St. Pancras station has four platforms for Midland Main Line services.

  • The platforms are long enough to take two five-car Class 222 trains,.
  • They would surely accommodate a ten-car formation of the new Hitachi trains.
  • Each platform can probably handle three or four tph, giving a total capacity of 12-16 tph.

As four tph to Nottingham and Sheffield and two tph to Corby is only a total of ten tph, there is enough platform capacity for several years to come.

If there is a problem, it is that the large numbers of passengers would overwhelm the stairs and escalators between the ground level of the station and the platforms.

I am certain, that just like the Eurostar platforms at St. Pancras, the Midland Main Line platforms will need better passenger access and facilities.

Will it even be enough, when up to six tph, all of which could be 240 metres long, start to arrive in December 2021?

What could be done to help solve the capacity problem at St. Pancras station in the future?

Better Access To The Midland Main Line Platforms

Consider.

  • Space is limited to add extra escalators, lifts and places to wait
  • St. Pancras is a Grade I Listed Building.
  • As I don’t travel through the station in the Peak, the escalators seem to always be going the wrong way.

Improving the current access will be very difficult.

This Google Map shows the Northern End of the station.

Note.

  1. The Midland Main Line platforms are the two island platforms on the left.
  2. The Southeastern HighSpeed platforms are the two island platforms on the right.
  3. The Eurostar platforms are the three island platforms in the middle.

Could a second entrance to some of the platforms be built here?

It would be very difficult, unless the extension was future-proofed when it was built.

Underground Improvements

Getting between the Midland Main Line platforms and the Underground is an obstable course.

As a Londoner, who’s had the operation to have the Underground Map implanted in my brain, I generally go to the Midland Main Line platforms at St. Pancras by taking one of the following.

A bus from close to my house to outside the station.

  • A Metropolitan Line train from Moorgate
  • A Northern Line train from Angel.
  • A Piccadilly Line train from Manor House
  • A Victoria Line train from Highbury & Islington

The last four need a bus to get to the Underground.

I usually come back home, by spending just over a tenner on a black cab!

Crossrail 2

Crossrail 2 should improve matters, but will it ever be built?

Will The New Brent Cross Thameslink Station Allow Cross Platform Interchange Between Midland Main Line and Thameslink Services?

Consider.

  • The proposed Brent Cross Thameslink will be just North of Cricklewood station.
  • Midland Main Line services through the station would be six tph.
  • Thameslink services through the station would be fourteen tph
  • The West London Orbital Railway could be built to connect the station to High Speed Two and Heathrow

Would it take the pressure off St. Pancras?

It might do, if a cross-platform interchange could be arranged.

Could Some Midland Main Line Services Use Thameslink?

Consider.

  • The obvious service to go through Thameslink would be the two tph service between Corby and St. Pancras.
  • Thameslink is currently setup to handle 24 tph, but it has been designed for 30 tph.
  • The Corby service will stop at Kettering, Luton and Luton Airport Parkway, to the North of London.
  • It could perhaps terminate at the soon-to-be-rebuilt Gatwick Airport station in the South.

It might work!

Especially, if Kettering station were to be rebuilt to have cross-platform interchange between Corby sewrvices and the bi-mode ones going further North.

Splitting And Joining Trains

In Rock Rail Wins Again!, I gave this simple example of how the splitting and joining capability of Hitachi AT-300 trains can be used.

A ten-car train might leave St. Pancras as two five-car units running as a pair. It could split at East Midlands Parkway station and one train could go to Nottingham and the other to Derby. Coming South the two trains would join at East Midlands Parkway.

I feel that Derby, East Midlands Parkway and Leicester are ideal stations on the Midland Main Line, where services could be split and joined.

  • They have at least four platforms.
  • The platforms are long and straight.

The two terminals at Nottingham and Sheffield could also probably be used to enable services to serve more destinations.

Shorter trains must have advantages on some routes.

  • Capacity is better matched to demand.
  • Platforms may not need to be extended.
  • Services can be run by a driver and a conductor.

Will Abellio East Midlands Railway use splitting and joining to increase the coverage of their services?

Great Western Railway’s Class 800, 801 and 802 trains have the capability to split and join and the operator doesn’t seem to use it. Although, they do split and join Class 387 trains.

Extended Services To And From The North And East

The ability to split and join, that could be used to extend services to the North And East.

Serving Barnsley, South Yorkshire And Leeds

Consider.

I wonder if there are paths and need for a London and Sheffield service to split at Sheffield with, the two five-car trains going to different destinations.

  • Leeds via Rotherham, Barnsley Dearne Valley and Wakefield Westgate, is one possibility.
  • Could a service go to Huddersfield?
  • Hull is probably too far.

One tph could terminate at Sheffield and one splitting and one tph could split and serve other destinations.

Advantages could include.

  • Barnsley and Rotherham get a direct hourly service to London.
  • South Yorkshire and Leeds have a direct hourly service to the East Midlands.
  • Sheffield and Leeds have an hourly fast service.

I’m sure Abellio have a very workable plan to improve services North of Sheffield.

Serving Lincolnshire And Nottinghamshire

Consider.

  • Splitting and joining at Nottingham may allow an increase in direct services to and from Lincoln.
  • Perhaps parts of North Lincolnshire could be well-served by a fast train from Nottingham.
  • Would Mansfield and Worksop benefit from a direct service from London on the Robin Hood Line, after a reverse at Nottingham.

The five-car trains give the flexibility to do the previously unthinkable.

Conclusion

There is a lot of developments that can or will happen with Midland Main Line services.

August 1, 2019 Posted by | Transport | , , , , , , | 4 Comments

Up To £3 Billion For Crossrail To Ebbsfleet

The title of this post, is the same as that of an article in the July 2019 Edition of Modern Railways.

This is an extract.

Current estimates gave a cost range of between £1.3 billion and £3 billion, which Mr. Williams said depended on whether services shared tracks with existing Southeastern services east of Abbey Wood or had their own segregated tracks.

Mr. Williams is Transport for London’s Direct of City  Planning; Alex Williams.

This Google Map shows Northfleet and Ebbsfleet stations.

Note.

  1. The large Ebbsfleet International station towards the bottom of the map.
  2. Northfleet station on the North Kent Line in the North East corner of the map.
  3. The two stations are about five hundred  metres apart as the  crow flies.

There has been a lot of pressure in the past to build a pedestrian link between the two stations, as reported by the Wikipedia entry for Northfleet station.

The station is very close to Ebbsfleet International station (the NNE entrance is only 334 yards (305 m) from Northfleet’s station), but passengers (using public transport) will find it far easier to access Ebbsfleet International from Gravesend or Greenhithe, as these stations are more accessible and offer easy access to Fastrack bus services. The walking route between the two stations is 0.6 miles (1 km) or 0.8 miles (1.3 km) and a suitable pedestrian link has not been built because of funding issues and objections from Land Securities.

Why when Ebbsfleet International station was built in the early 2000s for opening in 2007, was a pedestrian link not built between the two stations?

How much did omitting the link save?

Luton Airport are building the Luton DART, which is a people mover to  connect Luton Airport Parkway station with the airport.

  • It is 1.4 miles long.
  • It is fully automated.
  • It might have an extra station serving the mid-stay parking.
  • It appears to be taking three years to build.

All of this very comprehensive system appears to be costing around £200 million.

I doubt that a simple pedestrian link, like a bridge with travelators,  would have cost more than a few tens of million pounds.

To me, it is one of the great mysteries of the building of the Channel Tunnel Rail Link, that this pedestrian link wasn’t built.

I think, in future, we could come to regret that it wasn’t built along with the rest of Ebbsfleet International station in the early 2000s.

The extension of Crossrail to Ebbsfleet is about the following.

  • Creating a high-frequency railway to serve all the new housing developments in the Thames Gateway and along the South Bank of the Thames.
  • Connecting  Ebbsfleet International station and other developments around the station to Crossrail.

In some ways, these two objectives are incompatible.

  • To serve the housing developments along the river, the Crossrail extension needs to run roughly along the route of the North Kent Line.
  • To serve Ebbsfleet International station, the route needs to be further inland.

Choosing either route is going to annoy people who live on the other.

For this reason, I feel we need a good old-fashioned British compromise or some very-radical thinking.

Current Services Along The North Kent Line

I shall start by looking at current services on the North Kent Line.

Thameslink – Luton And Rainham (Kent)

A Thameslink service

  • Two trains per hour (tph)
  • South of the Thames, the service calls at London Bridge, Deptford, Greenwich, Maze Hill, Whatcombe Park, Charlton, Woolwich Arsenal, Plumstead, Abbey Wood, Slade Green, Dartford, Stone Crossing, Greenhithe for Bluewater, Swanscombe, Northfleet, Gravesend, Higham, Strood, Rochester, Chatham and Gillingham.
  • Eight-car Class 700 trains work the route, which have a 100 mph operating speed.
  • The service calls at Northfleet for a possible interchange with services running from Ebbsfleet International station
  • The service calls at Abbey Wood for interchange with Crossrail.

If there needed to be more capacity on this service, I suspect Thameslink could run twelve-car trains.

Southeastern – London Charing Cross And Gravesend

A Southeastern Metro service.

  • Two tph
  • Calls at Waterloo East, London Bridge, New Eltham, Sidcup, Bexley, Crayford, Dartford, Stone Crossing, Greenhithe for Bluewater, Swanscombe and Northfleet
  • The service calls at Northfleet for a possible interchange with services running from Ebbsfleet International station.
  • The service calls at Gravesend for interchange with Southeastern HighSpeed services between St. Pancras International station and North-East Kent, East Kent and soon-to-be East Sussex.
  • Class 465 trains work the route, which have a 75 mph operating speed.

This picture shows a train for Gravesend in London Bridge station.

My feeling, is that the service would be improved by modern 100 mph trains, as these antique slow-coaches must restrict the speed of faster trains.

Southeastern – London Cannon Street And Dartford Loop Line

A Southeastern Metro service.

  • Four tph in both directions.
  • Calls at London Bridge, Deptford, Greenwich, Maze Hill, Westcombe Park, Charlton, Woolwich Dockyard, Woolwich Arsenal, Plumstead, Abbey Wood, Belvedere, Erith and Slade Green.
  • Two tph return to Cannon Street via Crayford and Sidcup and two tph return to Cannon Street via Barnehurst and Bexleyheath.
  • The service calls at Abbey Wood for a planned interchange with Crossrail.
  • Class 465 trains work the route.

As I said with the previous service, these 75 mph trains need replacing with 100 mph trains.

Southeastern – London Charing Cross And Dartford

A Southeastern Metro service.

  • Two tph
  • Calls at Waterloo East, London Bridge, Lewisham, Blackheath, Charlton, Woolwich Dockyard, Woolwich Arsenal, Plumstead, Abbey Wood, Belvedere, Erith and Slade Green.
  • The service calls at Abbey Wood for a planned interchange with Crossrail.
  • Class 465 trains work the route.

As I said with the two previous services, these 75 mph trains need replacing with 100 mph trains.

Southeastern – London Victoria And Dover

A Southeastern Mainline service.

  • Two tph
  • Calls on the North Kent Line at Rochester, Chatham, Gillingham and Rainham.
  • Class 465 trains work the route.

As I said with previous services, these 75 mph trains need replacing with 100 mph trains.

Southeastern – London Victoria And Ramsgate

A Southeastern Mainline service.

  • One tph
  • Calls on the North Kent Line at Rochester, Chatham, Gillingham and Rainham.
  • Class 465 trains work the route.

As I said with previous services, these 75 mph trains need replacing with 100 mph trains.

Southeastern – London St. Pancras And Faversham

A Southeastern HighSpeed service.

  • One tph
  • Calls at Stratford International, Ebbsfleet International, Gravesend, Strood, Rochester, Chatham, Gillingham, Rainham and Sittingbourne.
  • The service calls at Ebbsfleet International for an interchange with Continental services.
  • Class 395 trains work the route, which have a 100 mph operating speed on lines electrified using a third-rail.

This picture shows a Class 395 train at Gravesend station.

East of Ebbsfleet International, this service can be considered a 100 mph local train, that gets slowed by the 75 mph services.

Southeastern – London St Pancras International Loop Service

A Southeastern HighSpeed service.

  • One tph
  • Calls at Stratford International, Ebbsfleet International, Gravesend, Strood, Rochester, Chatham, Gillingham, Rainham, Sittingbourne, Faversham, Whitstable, Herne Bay, Birchington-on-Sea, Margate, Broadstairs, Ramsgate, Sandwich, Deal, Walmer, Martin Mill, Dover Priory, Folkestone Central, Folkestone West, Ashord International, Ebbsfleet International and Stratford International.
  • The service calls at Ebbsfleet International and Ashford International for an interchange with Continental services.
  • Class 395 trains work the route.

East of Ebbslfleet International, this service can be considered a 100 mph local train, that gets slowed by the 75 mph services.

Southeastern – London St Pancras International And Ramsgate

A Southeastern HighSpeed service.

  • One tph
  • Calls at Stratford International, Ebbsfleet International, Ashford International, Canterbury West, Ramsgate and Broadstairs
  • The service calls at Ebbsfleet International and Ashford International for an interchange with Continental services.
  • Class 395 trains work the route.

East of Ashford International, this service can be considered a 100 mph local train, that gets slowed by the 75 mph services.

A Summary Of Services By Station

I will look at the current number of trains at stations between London Bridge and Faversham.

  • Deptford – 6 tph
  • Greenwich – 6 tph
  • Maze Hill – 6 tph
  • Westcombe Park – 6 tph
  • Charlton – 8 tph
  • Woolwich Dockyard – 6 tph
  • Woolwich Arsenal – 8 tph
  • Plumstead – 8 tph
  • Abbey Wood – 8 tph
  • Belvedere – 6 tph
  • Erith – 6 tph
  • Slade Green – 6 tph
  • Dartford – 12 tph to London and 6 tph to the East
  • Stone Crossing – 4 tph
  • Greenhithe for Bluewater – 6 tph
  • Swanscombe – 4 tph
  • Northfleet – 4 tph
  • Gravesend – 6 tph to London and 5 tph to the East
  • Higham – 2 tph
  • Strood – 4 tph
  • Rochester – 7 tph
  • Chatham – 7 tph
  • Gillingham – 7 tph
  • Rainham – 7 tph to London and 5 tph to the East
  • Sittingbourne – 5 tph
  • Faversham – 5 tph

This is almost a train every ten minutes all the way from London to Faversham.

In addition Ebbsfleet International has four tph to and from London St. Pancras International.

Could Extra Services Be Run Along The North Kent Line?

Consider.

  • Six tph is not a high frequency for a relatively simple route like this.
  • The East London Line, which has about the same level of complication easily handles sixteen tph and it is planned to go to twenty tph in the next couple of years.
  • Digital signalling and Automatic Train Control will handle twenty-four tph on Crossrail and Thameslink.
  • Freight trains do not run at a high frequency on the route.

I wouldn’t be surprised to see another eight-ten tph added to the route.

How Many Trains Should Terminate At Ebbsfleet?

Currently, Crossrail has six fully-planned and built terminals.

  • Abbey Wood will handle twelve tph in the Peak and ten tph in the Off Peak
  • Heathrow Terminal 4 will handle four tph all day
  • Heathrow Terminal 5 will handle two tph all day
  • Maidenhead will handle two tph all day.
  • Reading will handle four tph in the Peak and two tph in the Off Peak
  • Shenfield will handle twelve tph in the Peak and ten tph in the Off Peak

It would appear that most terminals only handle between two and four tph.

I very much suspect, that research will show that four tph to and from Ebbsfleet will be sufficient.

It certainly meets the requirement for a Turn-Up-And-Go service, as used by London Overground and Merseyrail.

Possible Terminals For Crossrail In Kent

Wikipedia gives services to Abbey Wood station under Services as follows.

  • Peak – Twelve tph
  • Off Peak – Ten tph

There are several possible terminals for Crossail in Kent

Gravesend Station

When Crossrail was planned, the route was safeguarded to Gravesend station, with a depot at Hoo Junction to the East.

This section in Wikipedia, which is entitled To Gravesend And Hoo Junction, gives more details. This is the first sentence.

The route to Gravesend has been safeguarded by the Department for Transport, although it was made clear that as at February 2008 there was no plan to extend Crossrail beyond the then-current scheme.

These pictures show Gravesend station.

The station is well-appointed and has good services.

  • The station is close to the Town Centre.
  • It is step-free.
  • There is a West-facing bay platform, which is currently used for a two tph service to Charing Cross.
  • The platforms are very long.
  • HighSpeed commuter services and Thameslink call at the station.

Crossrail services could either terminate in the bay platform or run through the station to a turnback siding at Hoo Junction.

Either way, I’m sure four tph could be easily handled.

Ebbsfleet International Station

Ebbsfleet International station is named in the title of this post and many are expecting that Crossrail will be extended to the station.

This Google Map shows this station.

Note.

  1. The High Speed platforms 1 to 4, for St. Pancras, Ashford International and the Continent are to the left.
  2. The two separate platforms 5 and 6 for high-speed services to and from North Kent.
  3. The large amount of car parking around the station.

It’s not obvious, where a platform or two for Crossrail could fit in.

The Wikipedia entry for Ebbsfleet International station, says this about Crossrail.

It was formerly planned that Crossrail would terminate at a separate station between Northfleet and Ebbsfleet International but under the current plan, Abbey Wood further west will be the eastern terminus. However, a Crossrail extension from Abbey Wood to Gravesend (Hoo Junction) remains safeguarded

Perhaps, Crossrail platforms could be on the Northfleet side of the station, to the North of platforms 5 and 6.

If two platforms are good enough for Abbey Wood station, then surely, two platforms would be sufficient at Ebbsfleet International station.

This Google Map shows where the North Kent Line rrosses the Channel Tunnel Rail Link about five hundred metres North of Ebbsfleet station.

Could a flyover or dive-under be created to create a spur from the North Kent Line, that would allow Crossrail trains to sneak down the Eastern side of the high speed lines to platforms, alongside the current Platforms 5 and 6?

This picture was taken from a train on the bridge that carries the North Kent Line over the high speed lines.

I suspect there is a solution in there somewhere.

One interesting possibility could be for the Crossrail trains to share Platforms 5 and 6 at Ebbsfleet International station with the HighSpeed commuter services to North Kent.

This picture shows the flying junction, where the tracks through Platforms 5 and 6, join the North Kent Line between Northfleet and Gravesend stations.

As currently, only two tph use the link, surely, Crossrail services of four tph could share, if they were to go through Ebbsfleet International and terminate at Gravesend?

I’m not an expert on designing bridges, but to my untrained eye, a flyover to connect the Ebbsfleet loop to the North Kent Line to the West of the station, wouldn’t be much more complicated, than the flyover to the East.

I think, a loop to serve Ebbsfleet would have other advantages.

  • Crossrail would have access to a much-needed Park-and-Ride site.
  • The interchange between Crossrail and Continental services would be a short walk.
  • Probably only minimal improvements would be needed to Ebbsfleet International station.
  • There would be a same-platform interchange between Crossrail and HighSpeed commuter services to and from St. Pancras.
  • Construction would be more affordable and less disruptive.

Perhaps, it’s a better idea, than I originally thought?

Abbey Wood

Abbey Wood station has been designed to handle twelve tph.

The picture shows the four platforms at Abbey Wood station with a Class 345 train in one of the two Crossrail platforms.

  • Two platforms can handle twelve tph.
  • A turnback facility that has been built at the station to handle more trains or service recovery.
  • There are three bridges, two escalators and at least two lifts to facilitate transfer between Crossrail and other services.
  • Platforms are spacious.
  • There is a wide gate line controlling entry to the station.
  • The station is well-served by buses, but car parking is limited.

It is one of the better new stations and would certainly have no problems handling the eight tph, it would need to in the Peak, if four tph, carried on to terminate at Ebbsfleet.

Dartford Station

Dartford station probably has claims to be terminal for Crossrail.

It is a large town, clustered around the station.

There is a lot of new housing close to the station.

It has regularly services to several London terminals, by a variety of routes.

But it appears to be a very cramped station with narrow platforms, as some of these pictures shows.

Services at the station include.

  • Eight tph – Charing Cross
  • Two tph – Victoria
  • Four tph – Gravesend

Thameslink also run two tph between Luton and Rainham.

It is much-more a station where travellers change trains, than one where services terminate..

But even for that it needs improvement.

My Preferred Crossrail Option

I would extend Crossrail to Ebbsfleet in a simple manner, that was capable of being expanded, as traffic needs changed in the future.

Four tph Would Continue Through Abbey Wood Station

I feel that a Turn-Up-And-Go service between Abbey Wood and Ebbsfleet, of four tph would be sufficient, especially if other services on the route, were to be increased in frequency and capacity.

Services Would Terminate At Gravesend Station

The original safeguarded plan for Crossrail to be extended to Gravesend, with a depot at Hoo Junction, is in my mind a good plan.

  • Gravesend station is probably Crossrail-ready.
  • Gravesend station could handle the turnround of Crossrail running at a frequency of four tph.
  • There is plenty of space for a depot at Hoo Junction.

But perhaps most importantly,, it is the original plan suggested in the original design of Crossrail.

Have decisions been made by the various councils on the extended route, based on this plan?

Crossrail Services Would Use The North Kent Line

The extended Crossrail service would call at Belvedere, Erith, Slade Green, Dartford, Stone Crossing, Greenhithe for Bluewater, Swanscombe and Northfleet.

Frequencies of trains at the stations between Abbey Wood and Gravesend would be.

  • Belvedere – 10 tph
  • Erith – 10 tph
  • Slade Green – 10 tph
  • Dartford – 16 tph to London via a variety of routes and 10 tph to the East
  • Stone Crossing – 8 tph
  • Greenhithe for Bluewater – 10 tph
  • Swanscombe – 8 tph
  • Northfleet – 4 tph

In addition, Gravesend would have ten tph to and from London.

Handling these frequencies on a modern double-track railway shouldn’t be a problem.

Will Digital Signalling Be Needed?

Crossrail and Thameslink are both digitally signalled and will use a degree of Automatic Train Control, to handle up to twenty-four tph.

I could see advantages in applying similar systems to the Crossrail extension to Ebbsfleet.

Merging Of Services Between Abbey Wood And Belvedere Stations

Services through both these stations would include.

  • 4 tph – Crossrail between London and Ebbsfleet/Gravesend
  • 2 tph – Thameslink between Luton and Rainham, which don’t stop at Belvedere.
  • 4 tph – Southeastern which are the Dartford Loop service to and from Cannon Street.
  • 2 tph – Southeastern between Charing Cross and Dartford

The current track layout appears to allow Crossrail trains to access the North Kent Line, but Class 345 trains are not fitted with shoes for third-rail elecrification.

This Google Map shows the Western end of Belvedere station.

Note how there appears to be space on either side of the double track, which continues as far as Abbey Wood station.

I suspect that a track layout can be designed between the two stations, so that trains can merge and diverge efficiently between the four tracks at Abbey Wood and the two tracks at Belvedere.

Digital signalling would make it easier.

Station Improvement Between Abbey Wood and Grsvesend Stations

As I indicated earlier, Dartford station would need improvement.

On the other hand Abbey Wood, Greenhithe for Bluewater and Gravesend will need very little modification.

I also suspect, Dartford would not be the only station, that will need improvement.

All stations would be made step-free.

A Loop For Ebbsfleet International Station

I feel that the best way to give access to Ebbsfleet International station would be to create a loop from the North Kent Line and use the current island platform 5 and 6 at the station for Crossrail as well.

The Eastern end of the loop has already been built to a high standard and it would only need a Western connection to be designed and constructed.

I’ll repeat the advantanges of this scheme, I listed earlier.

  • Crossrail would have access to a much-needed Park-and-Ride site.
  • The interchange between Crossrail and Continental services would be a short walk.
  • Probably only minimal improvements would be needed to Ebbsfleet International station.
  • There would be a same-platform interchange between Crossrail and HighSpeed commuter services to St. Pancras.
  • Construction would be more affordable and less disruptive.

Each side of the he island platform 5 and 6 would handle.

  • Two tph – HighSpeed commuter services.
  • Four tph – Crossrail services.

They may even be able to handle more trains in the future.

Will Crossrail’s Class 345 Trains Fleet Need Upgrading?

Crossrail’s Class 345 trains have a 90 mph operating speed, as opposed to the 100 mph operating speed of Thameslink’s Class 700 trains.

Southeastern Class 465 trains are even slower at 75 mph.

If all trains working the North Kent Line were 100 mph trains, it would surely make a robust timetable easier to create and operate.

I would expect that in a few years time, all trains working between London and Kent will be capable of at least 100 mph.

Where Will Gravesend and Ebbsfleet International Services Terminate In The West?

The obvious terminal would surely be Heathrow, as this would give a useful service Heathrow and Continental rail services, without the need to change trains.

Wikipedia is quoting 52 minutes between Heathrow and Abbey Wood on Crossrail and current times give  twenty-three minutes between Abbey Wood and Gravesend stations, with perhaps four minutes less to Ebbsfleet in the future.

So timings could be as follows.

  • Heathrow and Ebbsfleet – 75 minutes
  • Heathrow and Gravesend – 79 minutes

Surely, this will be better than struggling around a crowded M25.

Southeastern HighSpeed Commuter Service Improvements

The Southeastern franchise may change later in the year and speculation has started on what this will mean for services and the trains used.

A Revamped HighSpeed Service

In an article in the July 2017 Edition of Modern Railways, which is entitled Kent On The Cusp Of Change, some well-founded speculation is made about the future of the HighSpeed commuter service.

  • More Class 395 trains or similar need to be procured.
  • A new service between St. Pancras and Hastings is planned.
  • An all-day service between St. Pancras and Maidstone West via Gravesend.
  • An extra two tph between St. Pancras and Ebbsfleet International.
  • A second London terminal may be opened at possibly Waterloo or even Victoria.

Only the Maidstone West service would pass through platforms 5 and 6 at Ebbsfleet International station and would add a third hourly HighSpeed service.

In some ways, it might be better for HighSpeed services to run at four tph between Gravesend and St. Pancras via  Ebbsfleet International and Stratford International, as this would fit much better with a four tph Crossrail service.

Improvements To Stratford International Station

Pedestrian routes between the various services and the Olympic Park at Stratford International station are not good.

  • If HighSpeed services are going to be expanded, then it is only right that Stratford International station is improved, to a good modern connectivity standard.
  • If Stansted Airport and Cambridge services serve Stratford in the future, then there must be an easy pedestrian route between the two services.
  • Connectivity between HighSpeed and Great Eastern Main Line and Crossrail services is particularly poor.
  • The HighSpeed platforms at Stratford International station are bleak and draughty and need improvement.

It’s almost as if, the whole station complex was designed for the Eastfield Shopping Centre.

A Summary Of Services By Station

I will look at the current number of trains at stations between Abbey Wood and Faversham, after adding in two extra HighSpeed sevices.

  • St. Pancras and Maidstone West via Strood.
  • St Pancras and Faversham.

These would give.

  • Belvedere – 10 tph
  • Erith – 10 tph
  • Slade Green – 10 tph
  • Dartford – 16 tph to London via a variety of routes and 10 tph to the East
  • Stone Crossing – 8 tph
  • Greenhithe for Bluewater – 10 tph
  • Swanscombe – 8 tph
  • Northfleet – 4 tph
  • Gravesend – 8 tph to London and 7 tph to the East
  • Higham – 2 tph
  • Strood – 6 tph
  • Rochester – 8 tph
  • Chatham – 8 tph
  • Gillingham – 8 tph
  • Rainham – 8 tph to London and 6 tph to the East
  • Sittingbourne – 6 tph

Thameslink Improvements

My only thought about Thamesink, is that if Crossrail and Southeastern’s HighSpeed services run at a frequency of four tph, through Gravesend, then surely Thameslink should run at the same frequency Between St. Pancras and Rainham.

I say St. Pancras rather than Luton, as it would probably be sensible to send the extra two tph up the East Coast Main Line to either Welwyn Garden City, Peterborough or Cambridge.

A Summary Of Services By Station

I will look at the current number of trains at stations between Abbey Wood and Faversham, after adding in two extra Thameslink sevices.

These would give.

  • Belvedere – 12 tph
  • Erith – 12 tph
  • Slade Green – 12 tph
  • Dartford – 18 tph to London via a variety of routes and 12 tph to the East
  • Stone Crossing – 10 tph
  • Greenhithe for Bluewater – 12 tph
  • Swanscombe – 10 tph
  • Northfleet – 6 tph
  • Gravesend – 10 tph to London and 9 tph to the East
  • Higham – 4 tph
  • Strood – 8 tph
  • Rochester – 10 tph
  • Chatham – 10 tph
  • Gillingham – 10 tph
  • Rainham – 10 tph to London and 6 tph to the East
  • Sittingbourne – 6 tph

When you consider that these frequencies are obtained by trains running at 100 mph on a railway, that was most;ly built in the mid-nineteenth century and electrified with 750 VDC third rail before the Second World War.

Southeastern Improvements

Both Southeastern’s Metro services to and from Dartford and Chatham and their main line services to East Kent will probably be improved under the new franchise holder

  • New or refurbished 100 mph trains will replace the 75 mph Class 465 trains.
  • Dover and Ramsgate will get increased frequencies from Victoria.
  • Metro services to and from Dartford and Chatham will be at least a Turn-Up-And-Go four tph.
  • The enhanced performance of the new trains would enable faster services and more stops to be made without degrading the timetable.

I feel that it would not be impossible to see every station between London Bridge and Rainham having twelve tph.

The Pedestrian Link Between Northfleet And Ebbsfleet International Stations

I am not saying a pedestrian link between Northfleet and Ebbsfleet International station shouldn’t be built, but consider that the loop through Ebbsfleet International station gives two routes between Swancombe and Gravesend.; one via Northfleet and the other via Ebbsfleet International.

A lot depends on how many passengers will actually want to travel between the two stations.

  • Those from the West could change at a station like Dartford or Greenhithe for Bluewater to a train going to their required destination.
  • Those from the East could change at Gravesend to a train going to their required destination.

All changes would be same-platform changes and the best stations could be encouraged by coffee kiosks and comfortable waiting rooms.

For passengers starting from Northfleet the following rules would apply.

  • Passengers going East would take the first train and change if required at Bravesend, Rochester or their preferred station.
  • Passengers going West would take the first train and change if required.
  • Passengers going to Ebbsfleet International would probably catch the first train for a single stop and then cross-over to the other platform for a train to Ebbsfleet International.

If there were upwards of six tph on both routes and step-free access at all stations, these procedures would not be unduly tiresome.

Similar rules would apply for those starting their journeys at Ebbsfleet International.

Note that, as more trains ran on both routes between Swanscombe and Gravesend, the time to get between the two stations would decrease.

If as seems to be planned, a lot of housing is built on the undeveloped land between the two stations, I wouldn’t be surprised to see a progressively-minded developer build a pleasant tree-lined pedestrian and cycling route between the two stations.

This would be mainly to give easy access to the development to the two stations, but it would also link them together.

Conclusion

Everything, I have written in this post is based on sound facts and is possible with today’s technology.

  • 100 mph suburban electric trains have been around for several decades.
  • Digital signalling has been successfully running on Thameslink in the UK and other places in the world for a couple of years.
  • The construction methods to build a loop at Ebbsfleet station are nothing out-of-the-ordinary.

What I have outlined would be much more of a £1.3 billion project than a £3 billion one!

I also believe everything can be achieved without massive disruption or inconvenience to passengers and probably delivered in full by 2025.

It should be noted that North Kent will be reaping the benefit of three major new cross-London high-capacity railways.

  • The Chanel Tunnel Rail Link between Ebbsfleet International and St. Pancras via Stratford International.
  • Crossrail between Abbey Wood and West London via Canary Wharf, the City and West End of London, Paddington and Old Oak Common.
  • Thameslink between Kent and North of London via London Bridge, Blackfriars and St. Pancras.

As cross-London routes continue to develop in future decades, other commuter routes will benefit from similar strategies.

 

 

 

 

 

 

 

 

June 28, 2019 Posted by | Transport | , , , , , , , | 3 Comments