Before Crossrail – Abbey Wood
I was at Abbey Wood station today and took these pictures.
Note the terrible stairs down from the bus stop. Certainly this is a station that shows all the worst design features of the corporate British Rail non-architecture.
If you look at the design for the new Crossrail station, you can see the new footbridge in the images.
So could this footbridge be one of the first pieces of Crossrail infrastructure that passengers will use?
Liverpool To Manchester Is Getting A Twenty-First Century Railway
One of the scandals of the UK rail network, is the train services between Liverpool and Manchester. The lines from these two cities to London were fully electrified by the mid-sixties and even Glasgow was reached in 1974. The details are on Wikipedia.
But the train services are still run mainly using some of Northern Rail’s scrapyard specials or Class 142 and Class 150 diesels as they prefer to call them. Are there two as important cities anywhere in the world, which has to put up with such terrible elderly rolling stock on a rail route between them.
It has always puzzled me, why this train service wasn’t electrified, as after all both cities are served by electrified main lines.
I have read that both Harold Wilson and Margaret Thatcher didn’t like trains, but surely electrifying the route between Liverpool and Manchester would give a boost to both cities.
On the other hand the other obvious pair of cities ripe for joining by an modern electrified railway are Edinburgh and Glasgow. And of course the original line via Falkirk is still run by diesel trains! You’d think that Blair or Brown would have found the funding for that to buy a few votes in Scotland!
But at last nearly fifty years after it should have been carried out as a follow-on to the West Coast Main Line, construction crews are working on the line. I took these pictures as they are upgrading Huyton station.
It’s all rather ironic to see this, giving Harold Wilson’s attitude to rail, considering that he was the MP for the area.
I took a train from Huyton to Leyland, so I didn’t see how far the electrification has got from the Manchester end, but work was obvious all the way from Huyton to Wigan North Western station.
There is no reason to believe that Class 319 electric trains will not be running between Liverpool and Manchester, on the planned December 2014 timetable change.
Whatever happens, Huyton will be getting a four-platform station with lifts between the platforms and the existing subway.
If all goes to plan, they’ll be getting an updated service between Liverpool and Manchester.
It’ll be interesting how this all works out by say the end of 2015. And then when all the electrification is completed in 2017.
1. Will the generally two trains per hour service frequency between Liverpool and Manchester Victoria be increased?
Even if they are not, they’ll be longer trains and they’ll be a lot faster. They’re will also be an improvement to the services that stop at all stations on the route, as the Class 319 trains are faster with much better acceleration.
2. As the line between Huyton and Wigan will be electrified, will there be electric services between Liverpool and stations on the West Coast Main Line?
Liverpool has a disadvantage here when compared to Manchester, in that there is significant traffic from Scotland to Manchester Airport. This was the reason that TransPennine introduced Class 350 trains on the Glasgow to Manchester Airport route. So Liverpool will never have as many direct trains from Scotland as Manchester.
At present generally about two trains per hour from Liverpool connect with perhaps a fifteen to twenty minute wait at either Wigan North Western or Preston for Scotland. The problem with introducing direct Liverpool to Scotland services is the lack of paths for trains. So perhaps we might see trains time-tabled to mean the change at say Preston was a simple walk across the platform.
An alternative would be to have two four-car trains from each of Manchester and Liverpool, join together at Preston for going onward to Carlisle and Scotland. Some train companies seem loathe to do this, whereas when done properly as I observed at Cambridge, it makes for an efficient railway.
3. Will the increase in the number of trains available for the route, mean an increase in late night services?
Obviously, there will have to be a need for the trains, but my train back from Wigan, wasn’t just two sad Ipswich fans and a guide dog.
One thing I found, when talking to some fellow passengers at Huyton, was how little some of them knew about the developments going on. Have Northern Rail and Network Rail got their PR right?
Before Overground – Class 317 Trains
The Class 317 trains are the workhorse of the suburban services out of Liverpool Street. Wikipedia says this about them.
The British Rail Class 317 electric multiple units (EMUs) were built by BREL York in two batches, from 1981–82 and 1985-87. They were the first of several classes of British Rail EMU to be based on the all-steel Mark 3 body-shell.
So they’re no spring chickens, but like actresses of a certain age, they scrub up well, as this picture of the interior shows.
Class 317 Interior
Being based on Mark 3 coaches, they also have a good body underneath, that rides better than many of the much more modern trains.
Plans are possibly afoot to refurbish and fit new traction equipment to some of these trains, but London Overground have said they will be replacing them in 2017.
But whatever happens on the Overground, these Class 317 trains may well be refurbished and find gainful employment somewhere else.
Having seen the superb way that South West Trains’ sister fleet of Class 455 trains have scrubbed up, I would be happy, if the Overground got a refurbished fleet of 317 trains. One of the Class 455 was involved in this incident at Oxshott. I wonder how some of the modern aluminium trains would survive the dropping of a 24 tonne cement truck on top from a height of several metres.
An Unusual Office Property
I went to see this property at Highams Park, as it was featured in Open House.
The refurbishment is not complete yet, but it would make a lovely small office for a professional, who needed a lot of light. In fact the developers will be using it themselves as part of a favourable deal with Network Rail, that would appear to ensure that the signal box gets sympathetically restored.
Obviously, you’d have to like trains.
There’s more on the signal box and its history on the Highams Park Forum.
One point to note in the pictures is the subway under the tracks, shown in the picture with the train approaching. Was this subway dug under the tracks to stop idiots crossing when it wasn’t safe? And was it dug without disrupting the train service?
Bacon Factory Curve At Work
I took this picture from an Ipswich to Cambridge train.
Freight Trains On The Bacon Factory Curve
It shows how the Bacon Factory Curve is working.
The train on the left is held on the curve itself, whilst the train on the right is proceeding towards Felixstowe.
In contrast to months ago, my train was not delayed and went straight past the junction.
Is Essex Road Station Ripe For Redevelopment?
Essex Road station in London, is architecturally-challenged to say the least. if you venture underground to the trains, there are a couple of large clean lifts and dimly-lit passages to stations, that still have echoes of Network South East.
Essex Road Station
But things are looking up on the trains front, in that the new Govia Thameslink franchise has committed to running more trains through the station, including later on weekday nights and at weekends. It also looks like Crossrail 2 has decided on its route and it would appear that the chances are, the new line will by-pass Essex Road station.
The station sits on a prominent and quite large corner site as this aerial view from Google shows.
Essex Road Station
So it would appear that a whole lot of reasons exist for the site to be redeveloped as perhaps much-needed quality housing. Transport links, size and location are all good and the deep-level station is in crying need of a refurbishment. The only constraint is that provision might need to be left for a very unlikely new rail or Underground line.
Properly developed it would be an asset to the area.
How Will The New Govia Thameslink Franchise Benefit Me?
Although I don’t live directly on Thameslink, I’ve just looked at the Wikipedia entry for the new Govia Thameslink franchise. The section on franchise commitments is significant and includes the following.
Half hourly King’s Lynn to London services
At present there’s only one train an hour for much of the day.
Increasing Great Northern suburban services to four trains per hour via Enfield Chase and New Barnet
I think it’s just three trains at the moment. As these go into Moorgate, it will make it easier to get to Barnet, Hertford etc
Great Northern suburban services to run to Moorgate on weekends and weekday evenings
This is a big change and it will help spectators get to the Arsenal. Hopefully, it might take a bit of pressure off Highbury and Islington station, when Arsenal are at home.
Working to extend Oyster to Epsom, Gatwick Airport, Luton Airport Parkway, Welwyn Garden City and Hertford North
This will be good for me, as when I travel to any of these stations, I won’t need to buy a specific ticket, provided I touch in and touch out.
I suspect other things will happen, but this is a good start.
Living close to Essex Road station, I would use it more, if it was open for more hours and was a more welcoming station architecturally.
So on balance it’s a good thing!
European Train Booking Is Going Backwards
I am only a simple man, but I do know what computer software can do. And often it’s very complicated and works well!
In this post, I describe how I meandered all the way from East London to Yeovil using several trains. What complicated things was that I wanted to go via Littlehampton to see a Thomas Heatherwick-designed cafe. But I ended up with a complicated route from National Rail’s web site and I bought the tickets without difficulty.
So you’d think that if we navigate round our maze of lines in the South of England, then buying a ticket to most major cities in Europe should be a single transaction.
With Paris and Brussels it’s easy, if you go to the Eurostar web site and you just pick your train, pay your fee and then print the ticket.
I have a friend, who I see regularly, who lives near Lausanne. It’s a seven hour journey with a seventy minute change in Paris, so it’s not a short journey, but buying a ticket on Eurostar is as easy as buying one for Paris. Eurostar’s web site, also tells you how to get across Paris.
It’s pretty easy too, to buy a walk-up ticket for Paris in say Geneva and I’ve done it a couple of times.
As it’s a long journey back to Blighty, I usually give myself a couple of hours in Paris to have a good lunch or dinner before taking the Eurostar home. No-one in London, makes crepes like Cafe Breizh
But basically, getting to and from Switzerland by train, is as easy as going say from London to Inverness.
Let’s suppose that you want to go somewhere closer than Switzerland, like The Hague. Obviously, as Switzerland isn’t in the EU and The Hague is, you’d think that the Dutch capital would be the easier journey to book.
But whereas you can book to most large Swiss cities,you can’t book to The Hague.
A few years back, I booked a Eurostar ticket to Any Dutch Station. But this was discontinued!
Now you have to buy a ticket to Rotterdam and then fight your way through the Dutch ticketing system to get to The Hague. Five years ago it was much better.
Buying tickets to places like Berlin and Munich, is not much better either.
If the French, Belgians and the Swiss can get it right and probably up to the same standard as our system, why can’t Dutch and the Germans? The Dutch were even more integrated five years ago!
I’m sure if the best of the British, French and the Swiss had been put in charge of developing a full system for Europe, you’d be able to login to Eurostar, type in any station in Europe and get given a choice of routes, for you to select one.
No wonder the management of the EU is in such a mess!
Is Virgin Atlantic Closing Little Red?
The Sunday Times is leading the Business section, with an article that is saying that Virgin Atlantic is closing Little Red.
I always thought it was an ambitious plan, especially as the airline doesn’t go to Glasgow. This might seem a mistake, but remember Virgin Trains go to Scotland’s biggest city, where probably most London-bound travellers live.
Incidentally, I have only heard of one person, who has used the airline to get to Scotland and they live near Heathrow.
But after my experience with flying easyJet to Edinburgh, where it took as long as the train, due to security delays, I just wonder if flying to Scotland now, is a second class option to many travellers. As an example, one of my Edinburgh friends, who frequently travels down to London, always seems to use the train.
So you have to have a good reason to fly, such as your company is paying and you get the reward points.
Security delays are obviously a problem at some airports and these could get worse, unless terrorism worries actually reduce our desire for air travel substantially.
But two other factors probably have more effect; Manchester Airport and the trains.
Traffic at Manchester Airport has risen by nearly twenty percent in the last few years and this has been substantially helped by better rail connectivity across the North and to Glasgow.
So why would a Glaswegian spend more money to fly to Heathrow, when he or she can do the total journey quicker, by taking a convenient brand-new First TransPennine train to Manchester Airport and getting his flight from there?
But the trains are so much better at journeys a couple of stops short of a full London to Scotland journey. And how many Scots who live in the Central belt want to go to places other than London like Birmingham, Peterborough or Milton Keynes?
The trains are getting better each year and there seems to be no sign of the pace of the improvement slowing. Station upgrades at Edinburgh, Glasgow, Newcastle, Peterborough and Birmingham will be completed and extra paths for more trains will be available, as alternative routes for freight trains become available. The real game-changer will happen at the end of this decade, when in-cab signalling becomes available, allowing the trains to increase maximum speeds from 125 mph to 140 mph.
Presently the fastest London Glasgow trains take four and a half hours, but the improvements could deliver a time around four hours.
As Virgin obviously have all the figures for both train and plane to Scotland, if they are closing Little Red, I suspect it was somewhat of a no-brainer.
The Anonymous Widower 